GO1 Inert Test Article Captive Carry

NASA Image and Video Library

2018-01-10

Generation Orbit Launch Services, Inc. (GO) completed the GO1 Inert Test Article captive carry flight test at NASA’s Armstrong Flight Research Center in December. Under a public-private partnership with NASA, GO developed the GO1-ITA, a mass properties and outer mold line simulator for the GO1 hypersonic flight testbed and earned NASA airworthiness approval for flight on NASA’s C-20a. NASA’s C-20a was originally modified to add a centerline hard point to carry the Uninhabited Aerial Vehicle Synthetic Aperture Radar (UAVSAR) pod. Together with the NASA Armstrong team, a campaign of three flight tests was conducted, successfully completing all test objectives including clearing the operational flight envelope of the C-20a with the GO1-ITA mounted to the centerline hard point, and demonstrated the unique launch maneuver designed for air launch of the GO1 on operational flights starting in 2019. Data collected during the campaign will be used to validate models and inform the ongoing design and development of GO1.

Pegasus air-launched space booster flight test program

NASA Astrophysics Data System (ADS)

Elias, Antonio L.; Knutson, Martin A.

1995-03-01

Pegasus is a satellite-launching space rocket dropped from a B52 carrier aircraft instead of launching vertically from a ground pad. Its three-year, privately-funded accelerated development was carried out under a demanding design-to-nonrecurring cost methodology, which imposed unique requirements on its flight test program, such as the decision not to drop an inert model from the carrier aircraft; the number and type of captive and free-flight tests; the extent of envelope exploration; and the decision to combine test and operational orbital flights. The authors believe that Pegasus may be the first vehicle where constraints in the number and type of flight tests to be carried out actually influenced the design of the vehicle. During the period November 1989 to February of 1990 a total of three captive flight tests were conducted, starting with a flutter clearing flight and culminating in a complete drop rehearsal. Starting on April 5, 1990, two combination test/operational flights were conducted. A unique aspect of the program was the degree of involvement of flight test personnel in the early design of the vehicle and, conversely, of the design team in flight testing and early flight operations. Various lessons learned as a result of this process are discussed throughout this paper.

KSC-2013-3391

NASA Image and Video Library

2013-08-22

EDWARDS AFB, Calif. - ED13-0300-002 – An Erickson Air-Crane helicopter lifts Sierra Nevada Corporation's Dream Chaser flight vehicle during a captive-carry flight test. The test was a rehearsal for free flights at Edwards later this year. The spacecraft is under development in partnership with NASA's Commercial Crew Program. Although the spacecraft is designed for crew members, the vehicle will not have anyone onboard during the free flights. Photo credit: NASA/Carla Thomas

KSC-2013-3390

NASA Image and Video Library

2013-08-22

EDWARDS AFB, Calif. - ED13-0300-001 – An Erickson Air-Crane helicopter lifts Sierra Nevada Corporation's Dream Chaser flight vehicle during a captive-carry flight test. The test was a rehearsal for free flights at Edwards later this year. The spacecraft is under development in partnership with NASA's Commercial Crew Program. Although the spacecraft is designed for crew members, the vehicle will not have anyone onboard during the free flights. Photo credit: NASA/Carla Thomas

KSC-2013-3392

NASA Image and Video Library

2013-08-22

EDWARDS AFB, Calif. - ED13-0300-003 – An Erickson Air-Crane helicopter lifts Sierra Nevada Corporation's Dream Chaser flight vehicle during a captive-carry flight test. The test was a rehearsal for free flights at Edwards later this year. The spacecraft is under development in partnership with NASA's Commercial Crew Program. Although the spacecraft is designed for crew members, the vehicle will not have anyone onboard during the free flights. Photo credit: NASA/Carla Thomas

Flight testing of airbreathing hypersonic vehicles

NASA Technical Reports Server (NTRS)

Hicks, John W.

1993-01-01

Using the scramjet engine as the prime example of a hypersonic airbreathing concept, this paper reviews the history of and addresses the need for hypersonic flight tests. It also describes how such tests can contribute to the development of airbreathing technology. Aspects of captive-carry and free-flight concepts are compared. An incremental flight envelope expansion technique for manned flight vehicles is also described. Such critical issues as required instrumentation technology and proper scaling of experimental devices are addressed. Lastly, examples of international flight test approaches, existing programs, or concepts currently under study, development, or both, are given.

Ground crewmen help guide the alignment of the X-40A as the experimental craft is gently lowered to

NASA Technical Reports Server (NTRS)

2000-01-01

Ground crewmen help guide the alignment of the X-40 technology demonstrator as the experimental craft is gently lowered to the ground by a U.S. Army CH-47 Chinook cargo helicopter following a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles. The X-37 will be carried into space aboard a space shuttle and then released to perform various maneuvers and a controlled re-entry through the Earth's atmosphere to an airplane-style landing on a runway, controlled entirely by pre-programmed computer software. Following a series of captive-carry flights, the X-40 made several free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The captive carry flights helped verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether.

KSC-2013-3561

NASA Image and Video Library

2013-08-15

DRYDEN FLIGHT RESEARCH CENTER, Calif. - Simulation technicians Brent Bieber, left, and Dennis Pitts install a boilerplate Dream Chaser canopy structure over the cockpit of a flight simulator in the simulation laboratory at NASA's Dryden Flight Research Center in California. The modification will give Dream Chaser pilot-astronauts a more representative view of the actual flight profiles the spacecraft would fly during piloted approach and landing tests. Sierra Nevada Corporation's Space Systems division is conducting uncrewed captive- and free-flight approach and landing tests of its Dream Chaser at Dryden during the summer and fall. Photo credit: NASA/Ken Ulbrich

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.

KSC-2012-1308

NASA Image and Video Library

2011-12-21

LOUISVILLE, Colo. – During NASA's Commercial Crew Development Round 2 CCDev2) activities for the Commercial Crew Program CCP, Sierra Nevada Corp. SNC delivered the primary structure of its Dream Chaser flight test vehicle to the company’s office in Louisville, Colo. SNC engineers currently are assembling the full-scale prototype, which includes the integration of secondary structures and subsystems. This all-composite structure of the company's planned winged spacecraft, the Dream Chaser, will be used to carry out several remaining CCDev2 milestones including a captive carry flight and the first approach and landing test of the spacecraft. During the captive carry flight, a carrier aircraft will the Dream Chaser vehicle over NASA's Dryden Flight Research Center in Edwards, Calif. Sierra Nevada is one of seven companies NASA entered into Space Act Agreements SAAs with during CCDev2 to aid in the innovation and development of American-led commercial capabilities for crew transportation and rescue services to and from the International Space Station and other low Earth orbit destinations. For information about CCP, visit www.nasa.gov/commercialcrew. Photo credit: Sierra Nevada Corp.

The Captive Helicopter as a Training Device: Experimental Evaluation of a Concept. Technical Report 68-9.

ERIC Educational Resources Information Center

Caro, Paul W., Jr.; And Others

As part of the Army's effort to use synthetic devices to improve training, researchers evaluated a captive helicopter attached to a ground effects machine. Experimental groups received varying amounts of pre-flight practice tasks designed to develop flight skills, while control groups received no device training. Student flight performance during…

ExoMars Entry Demonstrator Module Dynamic Stability

NASA Astrophysics Data System (ADS)

Dormieux, Marc; Gulhan, Ali; Berner, Claude

2011-05-01

In the frame of ExoMars DM aerodynamics characterization, pitch damping derivatives determination is required as it drives the parachute deployment conditions. Series of free-flight and free- oscillation tests (captive model) have been conducted with particular attention for data reduction. 6 Degrees- of-Freedom (DoF) analysis tools require the knowledge of local damping derivatives. In general ground tests do not provide them directly but only effective damping derivatives. Free-flight (ballistic range) tests with full oscillations around trim angle have been performed at ISL for 0.5

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A

NASA Image and Video Library

2004-01-24

Engineers and technicians in the control room at the Dryden Flight Research Center must constantly monitor critical operations and checks during research projects like NASA's hypersonic X-43A. Visible in the photo, taken two days before the X-43's captive carry flight in January 2004, are [foreground to background]; Tony Kawano (Range Safety Officer), Brad Neal (Mission Controller), and Griffin Corpening (Test Conductor).

Overview of Dynamic Test Techniques for Flight Dynamics Research at NASA LaRC (Invited)

NASA Technical Reports Server (NTRS)

Owens, D. Bruce; Brandon, Jay M.; Croom, Mark A.; Fremaux, C. Michael; Heim, Eugene H.; Vicroy, Dan D.

2006-01-01

An overview of dynamic test techniques used at NASA Langley Research Center on scale models to obtain a comprehensive flight dynamics characterization of aerospace vehicles is presented. Dynamic test techniques have been used at Langley Research Center since the 1920s. This paper will provide a partial overview of the current techniques available at Langley Research Center. The paper will discuss the dynamic scaling necessary to address the often hard-to-achieve similitude requirements for these techniques. Dynamic test techniques are categorized as captive, wind tunnel single degree-of-freedom and free-flying, and outside free-flying. The test facilities, technique specifications, data reduction, issues and future work are presented for each technique. The battery of tests conducted using the Blended Wing Body aircraft serves to illustrate how the techniques, when used together, are capable of characterizing the flight dynamics of a vehicle over a large range of critical flight conditions.

The application of measurement techniques to track flutter testing

NASA Technical Reports Server (NTRS)

Roglin, H. R.

1975-01-01

The application is discussed of measurement techniques to captive flight flutter tests at the Supersonic Naval Ordnance Research Track (SNORT), U. S. Naval Ordnance Test Station, China Lake, California. The high-speed track, by its ability to prove the validity of design and to accurately determine the actual margin of safety, offers a unique method of flutter testing for the aircraft design engineer.

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.

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.

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.

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.

KSC-2013-3016

NASA Image and Video Library

2013-05-30

Edwards, Calif. – ED13-161-35 - Sierra Nevada Corporation SNC Space Systems' team members tow the Dream Chaser flight vehicle out to a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

KSC-2013-3022

NASA Image and Video Library

2013-05-31

Edwards, Calif. – ED13-164-34 - Sierra Nevada Corporation SNC Space Systems' team members tow the Dream Chaser flight vehicle out to a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

KSC-2013-3021

NASA Image and Video Library

2013-05-31

Edwards, Calif. – ED13-164-34 - Sierra Nevada Corporation SNC Space Systems' team members tow the Dream Chaser flight vehicle out to a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

KSC-2013-3025

NASA Image and Video Library

2013-06-27

Edwards, Calif. – ED13-0215-072 - Sierra Nevada Corporation SNC Space Systems' team members tow the Dream Chaser flight vehicle along a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

KSC-2013-3020

NASA Image and Video Library

2013-05-31

Edwards, Calif. – ED13-164-33 - Sierra Nevada Corporation SNC Space Systems' team members tow the Dream Chaser flight vehicle out to a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

KSC-2013-3019

NASA Image and Video Library

2013-05-31

Edwards, Calif. – ED13-164-32 - Sierra Nevada Corporation SNC Space Systems' team members tow the Dream Chaser flight vehicle out to a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

Free Enterprise: Contributions of the Approach and Landing Test (ALT) Program to the Development of the Space Shuttle Orbiter

NASA Technical Reports Server (NTRS)

Merlin, Peter W.

2006-01-01

The space shuttle orbiter was the first spacecraft designed with the aerodynamic characteristics and in-atmosphere handling qualities of a conventional airplane. In order to evaluate the orbiter's flight control systems and subsonic handling characteristics, a series of flight tests were undertaken at NASA Dryden Flight Research Center in 1977. A modified Boeing 747 Shuttle Carrier Aircraft carried the Enterprise, a prototype orbiter, during eight captive tests to determine how well the two vehicles flew together and to test some of the orbiter s systems. The free-flight phase of the ALT program allowed shuttle pilots to explore the orbiter's low-speed flight and landing characteristics. The Enterprise provided realistic, in-flight simulations of how subsequent space shuttles would be flown at the end of an orbital mission. The fifth free flight, with the Enterprise landing on a concrete runway for the first time, revealed a problem with the space shuttle flight control system that made it susceptible to pilot-induced oscillation, a potentially dangerous control problem. Further research using various aircraft, particularly NASA Dryden's F-8 Digital-Fly-By-Wire testbed, led to correction of the problem before the first Orbital Test Flight.

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

NASA Image and Video Library

2004-01-26

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

KSC-2013-3024

NASA Image and Video Library

2013-06-27

Edwards, Calif. – ED13-0215-024 - Sierra Nevada Corporation SNC Space Systems' team members prepare to tow the Dream Chaser flight vehicle along a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

KSC-2013-3023

NASA Image and Video Library

2013-06-27

Edwards, Calif. – ED13-0215-016 - Sierra Nevada Corporation SNC Space Systems' team members prepare to tow the Dream Chaser flight vehicle along a concrete runway at NASA's Dryden Flight Research Center in California for range and taxi tow tests. The ground testing will validate the performance of the spacecraft's nose skid, brakes, tires and other systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is one of three companies working with NASA's Commercial Crew Program, or CCP, during the agency's Commercial Crew Integrated Capability, or CCiCap, initiative, which is intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

A practical concept for powered or tethered weight-lifting LTA vehicles

NASA Technical Reports Server (NTRS)

Balleyguier, M. A.

1975-01-01

A concept for a multi-hull weightlifting airship is presented. The concept is based upon experience in the design and handling of gas-filled balloons for commercial purposes, it was first tested in April, 1972. In the flight test, two barrage balloons were joined side-by-side, with an intermediate frame, and launched in captive flight. The success of this flight test led to plans for a development program calling for a powered, piloted prototype, a follow-on 40 ton model, and a 400 ton transport model. All of these airships utilize a tetrehedric three-line tethering method for loading and unloading phases of flight, which bypasses many of the difficulties inherent in the handling of a conventional airship near the ground. Both initial and operating costs per ton of lift capability are significantly less for the subject design than for either helicopters or airships of conventional mono-hull design.

CIAM/NASA Mach 6.5 Scramjet Flight and Ground Test

NASA Technical Reports Server (NTRS)

Voland, R. T.; Auslender, A. H.; Smart, M. K.; Roudakov, A. S.; Semenov, V. L.; Kopchenov, V.

1999-01-01

The Russian Central Institute of Aviation Motors (CIAM) performed a flight test of a CIAM-designed, hydrogen-cooled/fueled dual-mode scramjet engine over a Mach number range of approximately 3.5 to 6.4 on February 12, 1998, at the Sary Shagan test range in Kazakhstan. This rocket-boosted, captive-carry test of the axisymmetric engine reached the highest Mach number of any scramjet engine flight test to date. The flight test and the accompanying ground test program, conducted in a CIAM test facility near Moscow, were performed under a NASA contract administered by the Dryden Flight Research Center with technical assistance from the Langley Research Center. Analysis of the flight and ground data by both CIAM and NASA resulted in the following preliminary conclusions. An unexpected control sensor reading caused non-optimal fueling of the engine, and flowpath modifications added to the engine inlet during manufacture caused markedly reduced inlet performance. Both of these factors appear to have contributed to the dual-mode scramjet engine operating primarily in a subsonic combustion mode. At the maximum Mach number test point, combustion caused transition from supersonic flow at the fuel injector station to primarily subsonic flow in the combustor. Ground test data were obtained at similar conditions to the flight test, allowing for a meaningful comparison between the ground and flight data. The results of this comparison indicate that the differences in engine performance are small.

Dream Chaser Rolls Through Tow Tests at NASA Armstrong

NASA Image and Video Library

2017-05-20

In this 2-minute, 41-second video, Sierra Nevada Corporation (SNC) puts its Dream Chaser engineering test vehicle through a series of ground tests at NASA's Armstrong Flight Research Center at Edwards Air Force Base, CA, to prepare for upcoming captive-carry and free-flight tests later this year. During this 60-mph tow test, a pickup truck pulled the Dream Chaser test vehicle on Edward’s runway to validate the performance of the spacecraft's nose skid, brakes, tires, and other systems. The company has performed the tests at 10 mph, 20 mph, and 40 mph over the last few months to lead up to the 60-mph runway test. Range and taxi tow tests are standard for winged vehicles that touchdown on a runway to prove the overall spacecraft handling post-landing.

Determination of the availability of appropriate aged flight rocket motors. [captive tests to determine case bond separation and grain bore cracking

NASA Technical Reports Server (NTRS)

Martin, P. J.

1974-01-01

A program to identify surplus solid rocket propellant engines which would be available for a program of functional integrity testing was conducted. The engines are classified as: (1) upper stage and apogee engines, (2) sounding rocket and launch vehicle engines, and (3) jato, sled, and tactical engines. Nearly all the engines were available because their age exceeds the warranted shelf life. The preference for testing included tests at nominal flight conditions, at design limits, and to establish margin limits. The principal failure modes of interest were case bond separation and grain bore cracking. Data concerning the identification and characteristics of each engine are tabulated. Methods for conducting the tests are described.

NASA's B-52B launch aircraft takes off carrying the third X-43A hypersonic research vehicle on a captive carry evaluation flight September 27, 2004

NASA Image and Video Library

2004-09-27

Attached to the same B-52B mothership that once launched X-15 research aircraft in the 1960s, NASA's third X-43A performed a captive carry evaluation flight from Edwards Air Force Base, California on September 27, 2004. The X-43 remained mated to the B-52 throughout this mission, intended to check its readiness for launch scheduled later in the fall.

The rhesus monkey (Macaca mulatta) as a flight candidate

NASA Technical Reports Server (NTRS)

Debourne, M. N. G.; Bourne, G. H.; Mcclure, H. M.

1977-01-01

The intelligence and ruggedness of rhesus monkeys, as well as the abundance of normative data on their anatomy, physiology, and biochemistry, and the availability of captive bred animals qualify them for selection as candidates for orbital flight and weightlessness studies. Baseline data discussed include: physical characteristics, auditory thresholds, visual accuity, blood, serological taxomony, immunogenetics, cytogenics, circadian rhythms, respiration, cardiovascular values, corticosteroid response to charr restraint, microscopy of tissues, pathology, nutrition, and learning skills. Results from various tests used to establish the baseline data are presented in tables.

Proposed Flight Research of a Dual-Bell Rocket Nozzle Using the NASA F-15 Airplane

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Bui, Trong T.; Ruf, Joseph H.

2013-01-01

For more than a half-century, several types of altitude-compensating rocket nozzles have been proposed and analyzed, but very few have been adequately tested in a relevant flight environment. One type of altitude-compensating nozzle is the dual-bell rocket nozzle, which was first introduced into literature in 1949. Despite the performance advantages that have been predicted, both analytically and through static test data, the dual-bell nozzle has still not been adequately tested in a relevant flight environment. This paper proposes a method for conducting testing and research with a dual-bell rocket nozzle in a flight environment. We propose to leverage the existing NASA F-15 airplane and Propulsion Flight Test Fixture as the flight testbed, with the dual-bell nozzle operating during captive-carried flights, and with the nozzle subjected to a local flow field similar to that of a launch vehicle. The primary objective of this effort is not only to advance the technology readiness level of the dual-bell nozzle, but also to gain a greater understanding of the nozzle mode transitional sensitivity to local flow-field effects, and to quantify the performance benefits with this technology. The predicted performance benefits are significant, and may result in reducing the cost of delivering payloads to low-Earth orbit.

Proposed Flight Research of a Dual-Bell Rocket Nozzle Using the NASA F-15 Airplane

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Bui, Trong T.; Ruf, Joseph H.

2013-01-01

For more than a half-century, several types of altitude-compensating rocket nozzles have been proposed and analyzed, but very few have been adequately tested in a relevant flight environment. One type of altitude-compensating nozzle is the dual-bell rocket nozzle, which was first introduced into literature in 1949. Despite the performance advantages that have been predicted, both analytically and through static test data, the dual-bell nozzle has still not been adequately tested in a relevant flight environment. This presentation proposes a method for conducting testing and research with a dual-bell rocket nozzle in a flight environment. We propose to leverage the existing NASA F-15 airplane and Propulsion Flight Test Fixture as the flight testbed, with the dual-bell nozzle operating during captive-carried flights, and with the nozzle subjected to a local flow field similar to that of a launch vehicle. The primary objective of this effort is not only to advance the technology readiness level of the dual-bell nozzle, but also to gain a greater understanding of the nozzle mode transitional sensitivity to local flow-field effects, and to quantify the performance benefits with this technology. The predicted performance benefits are significant, and may result in reducing the cost of delivering payloads to low-Earth orbit.

Final Environmental Assessment of the Joint Air-to-Surface Stand-Off Missile (JASSM) Development and Evaluation Testing, White Sands Missile Range, New Mexico

DTIC Science & Technology

2001-12-01

Explosive Test Site Program Definition and Risk Reduction Permissible Exposure Limit Program Executive Office Propellants, Explosives, and...each test vehicle is flown in the captive mode and critical systems are functioned to further remove risk of failure due to the flight environment...of other inferior missiles would require a larger number of missiles, at increased procurement costs and risk to aircraft and crew, in order to

KSC-2013-3299

NASA Image and Video Library

2013-08-02

Edwards, Calif. – ED13-0266-013- Sierra Nevada Corporation, or SNC, team members prepare for 60 mph tow tests of the company's Dream Chaser flight vehicle on taxi and runways at NASA's Dryden Flight Research Center at Edwards Air Force Base in California. Ground testing at 10, 20, 40 and 60 miles per hour is helping the company validate the performance of the spacecraft's braking and landing systems prior to captive-carry and free-flight tests scheduled for later this year. SNC is continuing the development of its Dream Chaser spacecraft under the agency's Commercial Crew Development Round 2, or CCDev2, and Commercial Crew Integrated Capability, or CCiCap, phases, which are intended to lead to the availability of commercial human spaceflight services for government and commercial customers. To learn more about CCP and its industry partners, visit www.nasa.gov/commercialcrew. Image credit: NASA/Ken Ulbrich

The Hyper-X Flight Systems Validation Program

NASA Technical Reports Server (NTRS)

Redifer, Matthew; Lin, Yohan; Bessent, Courtney Amos; Barklow, Carole

2007-01-01

For the Hyper-X/X-43A program, the development of a comprehensive validation test plan played an integral part in the success of the mission. The goal was to demonstrate hypersonic propulsion technologies by flight testing an airframe-integrated scramjet engine. Preparation for flight involved both verification and validation testing. By definition, verification is the process of assuring that the product meets design requirements; whereas validation is the process of assuring that the design meets mission requirements for the intended environment. This report presents an overview of the program with emphasis on the validation efforts. It includes topics such as hardware-in-the-loop, failure modes and effects, aircraft-in-the-loop, plugs-out, power characterization, antenna pattern, integration, combined systems, captive carry, and flight testing. Where applicable, test results are also discussed. The report provides a brief description of the flight systems onboard the X-43A research vehicle and an introduction to the ground support equipment required to execute the validation plan. The intent is to provide validation concepts that are applicable to current, follow-on, and next generation vehicles that share the hybrid spacecraft and aircraft characteristics of the Hyper-X vehicle.

The black X-43A rides on the front of a modified Pegasus booster rocket hung from the special pylon under the wing of NASA's B-52B mother ship. The photo was taken during a captive carry flight Jan. 26, 2004 to verify systems before an upcoming launch

NASA Image and Video Library

2004-01-26

The black X-43A rides on the front of a modified Pegasus booster rocket hung from the special pylon under the wing of NASA's B-52B mother ship. The photo was taken during a captive carry flight Jan. 26, 2004 to verify systems before an upcoming launch.

Sonic environment tests of an insulator/ablator material

NASA Technical Reports Server (NTRS)

Jackson, L. R.; Taylor, A. H.; Rucker, C. E.

1977-01-01

A 50.8 cm (20 inch) square panel of perpyrolized insulator/ablator was subjected to six 30-minute tests at 160 and 158 dB in the Langley Thermo-Acoustic Fatigue Apparatus (TAFA). This environment simulates the aerodynamic and engine noise encountered by a research airplane while in captive flight on the B-52 pylon during takeoff and climb. The pyrolized layer sustained damage in the form of three chips and numerous cracks. The chips occurred during the first test. Some cracking resulted during aerodynamic heating tests, and additional cracking resulted from the sonic environment tests.

Conceptual Design for a Dual-Bell Rocket Nozzle System Using a NASA F-15 Airplane as the Flight Testbed

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Ruf, Joseph H.; Bui, Trong T.; Martinez, Martel; St. John, Clinton W.

2014-01-01

The dual-bell rocket nozzle was first proposed in 1949, offering a potential improvement in rocket nozzle performance over the conventional-bell nozzle. Despite the performance advantages that have been predicted, both analytically and through static test data, the dual-bell nozzle has still not been adequately tested in a relevant flight environment. In 2013 a proposal was constructed that offered a NASA F-15 airplane as the flight testbed, with the plan to operate a dual-bell rocket nozzle during captive-carried flight. If implemented, this capability will permit nozzle operation into an external flow field similar to that of a launch vehicle, and facilitate an improved understanding of dual-bell nozzle plume sensitivity to external flow-field effects. More importantly, this flight testbed can be utilized to help quantify the performance benefit with the dual-bell nozzle, as well as to advance its technology readiness level. Toward this ultimate goal, this paper provides plans for future flights to quantify the external flow field of the airplane near the nozzle experiment, as well as details on the conceptual design for the dual-bell nozzle cold-flow propellant feed system integration within the NASA F-15 Propulsion Flight Test Fixture. The current study shows that this concept of flight research is feasible, and could result in valuable flight data for the dual-bell nozzle.

Pegasus Mated to B-52 Mothership - First Flight

NASA Technical Reports Server (NTRS)

1989-01-01

The Pegasus air-launched space booster is carried aloft under the right wing of NASA's B-52 carrier aircraft on its first captive flight from the Dryden Flight Research Center, Edwards, California. The first of two scheduled captive flights was completed on November 9, 1989. Pegasus is used to launch satellites into low-earth orbits cheaply. In 1997, a Pegasus rocket booster was also modified to test a hypersonic experiment (PHYSX). An experimental 'glove,' installed on a section of its wing, housed hundreds of temperature and pressure sensors that sent hypersonic flight data to ground tracking facilities during the experiment's flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Flight Tests of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane in a Setup Simulating that Proposed for Captive-Flight Tests in a Hangar, TED No. NACA DE 368

NASA Technical Reports Server (NTRS)

Lovell, Powell M., Jr.

1953-01-01

An experimental investigation has been conducted to determine the dynamic stability and control characteristics of a 0.13-scale free-flight model of the Convair XFY-1 airplane in test setups representing the setup proposed for use in the first flight tests of the full-scale airplane in the Moffett Field airship hangar. The investigation was conducted in two parts: first, tests with the model flying freely in an enclosure simulating the hangar, and second, tests with the model partially restrained by an overhead line attached to the propeller spinner and ground lines attached to the wing and tail tips. The results of the tests indicated that the airplane can be flown without difficulty in the Moffett Field airship hangar if it does not approach too close to the hangar walls. If it does approach too close to the walls, the recirculation of the propeller slipstream might cause sudden trim changes which would make smooth flight difficult for the pilot to accomplish. It appeared that the tethering system proposed by Convair could provide generally satisfactory restraint of large-amplitude motions caused by control failure or pilot error without interfering with normal flying or causing any serious instability or violent jerking motions as the tethering lines restrained the model.

POGO ground simulation test of H-I launch vehicle's second stage

NASA Astrophysics Data System (ADS)

Ono, Yoshio; Kohsetsu, Yuji; Shibukawa, Kiwao

This paper describes a POGO ground simulation test of the Japanese new second stage for the H-I launch vehicle. It was the final prelaunch verification test of a POGO prevention of the H-I. This test was planned to examine POGO stability and was conducted in a Captive Firing Test (CFT) by mounting a flight-type second stage by a soft suspension system on the CFT test stand which gave the vehicle a pseudo inflight boundary condition of free-free in terms of the vehicle's structural dynamics. There was no indication that implied POGO from the data measured during the CFT. Consequently, this test suggested that the new second stage of the H-I was POGO free. Therefore, it was decided that the first test flight (TF no. 1) of the H-I would be made without a POGO Suppression Device. TF no. 1 was launched successfully on August 13, 1986, and its telemetry data showed no evidence of POGO phenomenon.

Simulation of parafoil reconnaissance imagery

NASA Astrophysics Data System (ADS)

Kogler, Kent J.; Sutkus, Linas; Troast, Douglas; Kisatsky, Paul; Charles, Alain M.

1995-08-01

Reconnaissance from unmanned platforms is currently of interest to DoD and civil sectors concerned with drug trafficking and illegal immigration. Platforms employed vary from motorized aircraft to tethered balloons. One appraoch currently under evaluation deploys a TV camera suspended from a parafoil delivered to the area of interest by a cannon launched projectile. Imagery is then transmitted to a remote monitor for processing and interpretation. This paper presents results of imagery obtained from simulated parafoil flights in which software techniques were developed to process-in image degradation caused by atmospheric obscurants and perturbations in the normal parafoil flight trajectory induced by wind gusts. The approach to capturing continuous motion imagery from captive flight test recordings, the introduction of simulated effects, and the transfer of the processed imagery back to video tape is described.

Conceptual Design for a Dual-Bell Rocket Nozzle System Using a NASA F-15 Airplane as the Flight Testbed

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Ruf, Joseph H.; Bui, Trong T.; Martinez, Martel; St. John, Clinton W.

2014-01-01

The dual-bell rocket nozzle was first proposed in 1949, offering a potential improvement in rocket nozzle performance over the conventional-bell nozzle. Despite the performance advantages that have been predicted, both analytically and through static test data, the dual-bell nozzle has still not been adequately tested in a relevant flight environment. In 2013 a proposal was constructed that offered a NASA F-15 airplane as the flight testbed, with the plan to operate a dual-bell rocket nozzle during captive-carried flight. If implemented, this capability will permit nozzle operation into an external flow field similar to that of a launch vehicle, and facilitate an improved understanding of dual-bell nozzle plume sensitivity to external flow-field effects. More importantly, this flight testbed can be utilized to help quantify the performance benefit with the dual-bell nozzle, as well as to advance its technology readiness level. This presentation provides highlights of a technical paper that outlines this ultimate goal, including plans for future flights to quantify the external flow field of the airplane near the nozzle experiment, as well as details on the conceptual design for the dual-bell nozzle cold-flow propellant feed system integration within the NASA F-15 Propulsion Flight Test Fixture. The current study shows that this concept of flight research is feasible, and could result in valuable flight data for the dual-bell nozzle.

Conceptual Design for a Dual-Bell Rocket Nozzle System Using a NASA F-15 Airplane as the Flight Testbed

NASA Technical Reports Server (NTRS)

Jones, Daniel S.; Ruf, Joseph H.; Bui, Trong T.; Martinez, Martel; St. John, Clinton W.

2014-01-01

The dual-bell rocket nozzle was first proposed in 1949, offering a potential improvement in rocket nozzle performance over the conventional-bell nozzle. Despite the performance advantages that have been predicted, both analytically and through static test data, the dual-bell nozzle has still not been adequately tested in a relevant flight environment. In 2013 a proposal was constructed that offered a National Aeronautics and Space Administration (NASA) F-15 airplane as the flight testbed, with the plan to operate a dual-bell rocket nozzle during captive-carried flight. If implemented, this capability will permit nozzle operation into an external flow field similar to that of a launch vehicle, and facilitate an improved understanding of dual-bell nozzle plume sensitivity to external flow-field effects. More importantly, this flight testbed can be utilized to help quantify the performance benefit with the dual-bell nozzle, as well as to advance its technology readiness level. Toward this ultimate goal, this report provides plans for future flights to quantify the external flow field of the airplane near the nozzle experiment, as well as details on the conceptual design for the dual-bell nozzle cold-flow propellant feed system integration within the NASA F-15 Propulsion Flight Test Fixture. The current study shows that this concept of flight research is feasible, and could result in valuable flight data for the dual-bell nozzle.

Self-Rehabilitation of a Captive American Crow at Binghamton Zoo.

PubMed

Davie, Clara; Clark, Anne B

2017-01-01

The behavioral transition from an entirely unflighted-to-flighted, female yearling American crow (Corvus brachyrhynchos) in captivity in a specially designed exhibit was documented at the Binghamton Zoo at Ross Park in Binghamton, NY. Upon arrival, the focal crow had no complete primary feathers or retrices and had been in captivity since fledging. She apparently had never flown successfully and was using her legs and an abnormal body orientation to cushion her landing on the ground. In a social and physical environment with 3 flying companion crows and staggered perches, she developed and appeared to "practice" routines that ultimately resulted in her recovering normal body posture and flight ability. The crow's practice routine was recorded during daily observations using an ethogram of social and locomotor behaviors. Both enclosure design and the social environment may have provided an ideal setting for the self-motivation of practice and this recovery. Attention to the potential for such practice could facilitate rehabilitation in individuals for whom rehabilitation was not thought possible.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

The modified X-34, known as A-1A, rests in the background of the Dryden Flight Research Center at Edwards Air Force Base, Calif., while an integrated team of KSC, Dryden Flight Research Center and Orbital Sciences Corporation engineers and technicians bring the X-34 A-1A vehicle closer to test flight readiness. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air- launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

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

NASA Image and Video Library

2004-01-26

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

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF), carried on an F-15B's cen

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

NASA Dryden's new in-house designed Propulsion Flight Test Fixture (PFTF) flew mated to a specially-

NASA Technical Reports Server (NTRS)

2001-01-01

NASA Dryden Flight Research Center's new in-house designed Propulsion Flight Test Fixture (PFTF) is an airborne engine test facility that allows engineers to glean actual flight data on small experimental engines that would otherwise have to be gathered from traditional wind tunnels, ground test stands or laboratory setups. Now, with the 'captive carry' capability of the PFTF, new air-breathing propulsion schemes, such as Rocket Based Combined Cycle engines, can be economically flight-tested using sub-scale experiments. The PFTF flew mated to NASA Dryden's specially-equipped supersonic F-15B research aircraft during December 2001 and January 2002. The PFTF, carried on the F-15B's centerline attachment point, underwent in-flight checkout, known as flight envelope expansion, in order to verify its design and capabilities. Envelope expansion for the PFTF included envelope clearance, which involves maximum performance testing. Top speed of the F-15B with the PFTF is Mach 2.0. Other elements of envelope clearance are flying qualities assessment and flutter analysis. Airflow visualization of the PFTF and a 'stand-in' test engine was accomplished by attaching small tufts of nylon on them and videotaping the flow patterns revealed during flight. A surrogate experimental engine shape, called the cone tube, was flown attached to the force balance on the PFTF. The cone tube emulated the dimensional and mass properties of the maximum design load the PFTF can carry. As the F-15B put the PFTF and the attached cone tube through its paces, accurate data was garnered, allowing engineers to fully verify PFTF and force balance capabilities in real flight conditions. When the first actual experimental engine is ready to fly on the F-15B/PFTF, engineers will have full confidence and knowledge of what they can accomplish with this 'flying engine test stand.'

STS Approach and Landing Test (ALT): Flight 5 - Slow Motion video of pilot-induced oscillation (PIO)

NASA Technical Reports Server (NTRS)

1977-01-01

During 1977 the NASA Dryden Flight Research Center, Edwards, California, hosted the Approach and Landing Tests for the space shuttle prototype Enterprise. Since the shuttles would land initially on Rogers Dry Lakebed adjacent to Dryden on Edwards Air Force Base, NASA had already modified a Boeing 747 to carry them back to their launch site at Kennedy Space Center, Florida. Computer calculations and simulations had predicted the mated shuttle and 747 could fly together safely, but NASA wanted to verify that prediction in a controlled flight-test environment before the shuttles went into operation. The agency also wanted to glide test the orbiter to ensure it could land safely before sending it into space with human beings aboard. So NASA's Johnson Space Center, Houston, Texas, developed a three-phase test program. First, an unpiloted-captive phase tested the shuttle/747 combination without a crew on the Enterprise in case of a problem that required jettisoning the prototype. There were three taxi tests and five flight tests without a crew in the shuttle. That phase ended on March 2, 1977. The second or captive-active phase-completed on July 26, 1977, flew the orbiter mated to the 747 with a two-person crew inside. Finally there were five flights-completed on October 26, 1977, in which the orbiter separated from the Shuttle Carrier Aircraft (SCA, as the 747 was designated) and landed. Beginning on August 12, 1977, the first four landings took place uneventfully on lakebed runways, but the fifth occurred on the concrete, 15,000-foot runway at Edwards. For the first three flights, a tail cone was placed around the dummy main engines to reduce buffeting. The tail-cone fairing was removed for the last two flights. This movie clip begins with the Enterprise just prior to touchdown on the main runway at Edwards AFB after it's fifth and final unpowered free flight. Shuttle pilots Gordon Fullerton and Fred Haise were attempting a couple of firsts on this flight--a precision 'spot' landing on the concrete runway and flying the orbiter without it's tail-cone fairing, since the previous lakebed landing without the fairing had been made by Joe Engle and Richard Truly. Both Haise and Fullerton had prepared as well as possible for the variables of this mission by flying simulated approach profiles in NASA's shuttle training aircraft. However, as with most simulations, the performance wasn't completely identical to that of the real vehicle. Consequently Haise, the mission commander in the left seat, was too fast on the orbiter's landing approach. Deploying the speed brakes, he tried vainly to hit the assigned landing mark but in the stress of the moment, began to overcorrect the vehicle. The orbiter entered a pilot-induced oscillation or PIO along both it's roll and pitch axis causing the vehicle to begin to 'porpoise' down the runway. As it settled down to land it began to bounce from one main landing gear to the next before being brought under control and finally landed by the crew. Engineers at Dryden later determined that a roughly 270-millisecond time delay in the space shuttle's fly-by-wire system had been the cause of the problem, which was then explored with NASA Dryden's F-8 Digital Fly-By-Wire aircraft and corrected with a suppression filter integrated into the orbiter's flight control system.

STS Approach and Landing Test (ALT): Flight 5 - pilot-induced oscillation (PIO) on landing

NASA Technical Reports Server (NTRS)

1977-01-01

During 1977 the NASA Dryden Flight Research Center, Edwards, California, hosted the Approach and Landing Tests for the space shuttle prototype Enterprise. Since the shuttles would land initially on Rogers Dry Lakebed adjacent to Dryden on Edwards Air Force Base, NASA had already modified a Boeing 747 to carry them back to their launch site at Kennedy Space Center, Florida. Computer calculations and simulations had predicted the mated shuttle and 747 could fly together safely, but NASA wanted to verify that prediction in a controlled flight-test environment before the shuttles went into operation. The agency also wanted to glide test the orbiter to ensure it could land safely before sending it into space with human beings aboard. So NASA's Johnson Space Center, Houston, Texas, developed a three-phase test program. First, an unpiloted-captive phase tested the shuttle/747 combination without a crew on the Enterprise in case of a problem that required jettisoning the prototype. There were three taxi tests and five flight tests without a crew in the shuttle. That phase ended on March 2, 1977. The second or captive-active phase-completed on July 26, 1977, flew the orbiter mated to the 747 with a two-person crew inside. Finally there were five flights-completed on October 26, 1977, in which the orbiter separated from the Shuttle Carrier Aircraft (SCA, as the 747 was designated) and landed. Beginning on August 12, 1977, the first four landings took place uneventfully on lakebed runways, but the fifth occurred on the concrete, 15,000-foot runway at Edwards. For the first three flights, a tail cone was placed around the dummy main engines to reduce buffeting. The tail-cone fairing was removed for the last two flights. This movie clip begins with the Enterprise just prior to touchdown on the main runway at Edwards AFB after it's fifth and final unpowered free flight. Shuttle pilots Gordon Fullerton and Fred Haise were attempting a couple of firsts on this flight--a precision 'spot' landing on the concrete runway and flying the orbiter without it's tail-cone fairing, since the previous lakebed landing without the fairing had been made by Joe Engle and Richard Truly. Both Haise and Fullerton had prepared as well as possible for the variables of this mission by flying simulated approach profiles in NASA's shuttle training aircraft. However, as with most simulations, the performance wasn't completely identical to that of the real vehicle. Consequently Haise, the mission commander in the left seat, was too fast on the orbiter's landing approach. Deploying the speed brakes, he tried vainly to hit the assigned landing mark but in the stress of the moment, began to overcorrect the vehicle. The orbiter entered a pilot-induced oscillation or PIO along both it's roll and pitch axis causing the vehicle to begin to 'porpoise' down the runway. As it settled down to land it began to bounce from one main landing gear to the next before being brought under control and finally landed by the crew. Engineers at Dryden later determined that a roughly 270-millisecond time delay in the space shuttle's fly-by-wire system had been the cause of the problem, which was then explored with NASA Dryden's F-8 Digital Fly-By-Wire aircraft and corrected with a suppression filter integrated into the orbiter's flight control system.

1. CAPTIVE TEST STAND D1 FROM THE FERROCEMENT APRON, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. CAPTIVE TEST STAND D-1 FROM THE FERROCEMENT APRON, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

2. CLOSE UP OF CAPTIVE TEST STAND D4, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. CLOSE UP OF CAPTIVE TEST STAND D-4, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

1. CAPTIVE TEST STAND D4, CONNECTING TUNNELS AT RIGHT, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. CAPTIVE TEST STAND D-4, CONNECTING TUNNELS AT RIGHT, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Twenty-First Century Defense and Disruptive Innovation

DTIC Science & Technology

2012-03-22

organizations (or nations)—those not captive to the dominant paradigm—are more likely to find applications where disruptive technologies meet different...smaller, cheaper, and less capable drive, and dismissed their potential. The new firms, however, were not held captive by customer demands and were... balloon that does not carry a human operator and is capable of flight under remote control or autonomous programming.” 17 UAS refers to the “system whose

X-38 - On Ground after First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

Crew members surround the X-38 lifting body research vehicle after a successful test flight and landing in March 1998. The flight was the first free flight for the vehicle and took place at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Ship #2 Landing on Lakebed, Completing the Program's 4th Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), makes a gentle lakebed landing at the end of a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Vehicle #132 in Flight Approaching Landing during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), maneuvers toward landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Vehicle #132 in Flight with Deployed Parafoil during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parafoil on a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-43A Fluid and Environmental Systems: Ground and Flight Operation and Lessons Learned

NASA Technical Reports Server (NTRS)

Vachon, Michael Jacob; Grindle, Thomas J.; St.John, Clinton W.; Dowdell, David B.

2005-01-01

The X-43A Hyper-X program demonstrated the first successful flights of an airframe integrated scramjet powered hypersonic vehicle. The X-43A vehicles established successive world records for jet-powered vehicles at speeds of Mach 7 and Mach 10. The X-43A vehicle is a subscale version of proposed hypersonic reconnaissance strike aircraft. Scaled down to a length of 12 ft (3.66 m), the lifting body design with high fineness ratio resulted in very small internal space available for fluid systems and their corresponding environmental conditioning systems. Safe testing and operation of the X-43A fluid and environmental systems was critical for mission success, not only for the safety of the flight crew in the NASA B-52B carrier aircraft, but also to maintain the reliability of vehicle systems while exposed to dynamics and hostile conditions encountered during the boost trajectory. The X-43A fluid and environmental systems successfully managed explosive, pyrophoric, inert, and very high pressure gases without incident. This report presents a summary of the checkout and flight validation of the X-43A fluid systems. The testing used for mission assurance is summarized. System performance during captive carry and launch flights is presented. The lessons learned are also discussed.

X-38 Vehicle #132 Landing on First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), flares for its lakebed landing at the end of a March 1999 test flight at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Jay L. King, Joseph D. Huxman, and Orion D. Billeter Assist Pilot Milt Thompson into the M2-F2 Attached to B-52 Mothership

NASA Image and Video Library

1966-02-28

NASA research pilot Milt Thompson is helped into the cockpit of the M2-F2 lifting body research aircraft at NASA’s Flight Research Center (now the Dryden Flight Research Center). The M2-F2 is attached to a wing pylon under the wing of NASA’s B-52 mothership. The flight was a captive flight with the pilot on-board. Milt Thompson flew in the lifting body throughout the flight, but it was never dropped from the mothership.

X-38 Drop Model: Testing Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

High-temperature acoustic test facilities and methods

NASA Astrophysics Data System (ADS)

Pearson, Jerome

1994-09-01

The Wright Laboratory is the Air Force center for air vehicles, responsible for developing advanced technology and incorporating it into new flight vehicles and for continuous technological improvement of operational air vehicles. Part of that responsibility is the problem of acoustic fatigue. With the advent of jet aircraft in the 1950's, acoustic fatigue of aircraft structure became a significant problem. In the 1960's the Wright Laboratory constructed the first large acoustic fatigue test facilities in the United States, and the laboratory has been a dominant factor in high-intensity acoustic testing since that time. This paper discusses some of the intense environments encountered by new and planned Air Force flight vehicles, and describes three new acoustic test facilities of the Wright Laboratory designed for testing structures in these dynamic environments. These new test facilities represent the state of the art in high-temperature, high-intensity acoustic testing and random fatigue testing. They will allow the laboratory scientists and engineers to test the new structures and materials required to withstand the severe environments of captive-carry missiles, augmented lift wings and flaps, exhaust structures of stealth aircraft, and hypersonic vehicle structures well into the twenty-first century.

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert in its first free flight at the Dryden Flight Research Center, Edwards, California. The flight took place March 12, 1998. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38: Artist Concept of Re-Entering Earth's Atmosphere

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of NASA's proposed Crew Return Vehicle (CRV) re-entering the earth's atmosphere. A team of NASA researchers began free flight tests of the X-38, a technology demonstrator for the CRV, at NASA's Dryden Flight Research Center, Edwards, California, in 1998. The CRV is being designed as a 'lifeboat' for the International Space Station The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The Three Main Rings of the X-38 Vehicle 201 Shown under Construction at NASA Johnson Space Flight C

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows the X-38 Vehicle 201, intended for spaceflight testing, under construction at NASA Johnson Space Flight Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle descends under its steerable parafoil over the California desert during its first free flight in March 1998 at the Dryden Flight Research Center, Edwards, California. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 - Landing After First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

The X-38 Crew Return Vehicle touches down amidst the California desert scrubbrush at the end of its first free flight at the Dryden Flight Research Center, Edwards, California, in March 1998. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 on Lakebed after Landing on Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a prototype of a Crew Return Vehicle (CRV) resting on the lakebed near the Dryden Flight Research Center after the completion of its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Dale Reed with X-38 and a Subscale Model Used in Test Program

NASA Technical Reports Server (NTRS)

1997-01-01

Dale Reed, a NASA engineer who worked on the original lifting-body research programs in the 1960s and 1970s, stands with a scale-model X-38 that was used in 1995 research flights, with a full-scale X-38 (80 percent of the size of a potential Crew Return Vehicle) behind him. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38: Parachute Canister Fired from Plywood Mockup during Flight Termination System Test

NASA Technical Reports Server (NTRS)

1996-01-01

The canister containing a seven-foot-diameter X-38 Flight Termination System (FTS) parachute is launched safely away from a plywood mockup of the X-38 by a pyrotechnic firing system on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft end, minus vertical stabilizers, on a truck prior to installation in the X-38. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38: Close-up of Pyrotechnic Firing during Test of Flight Termination System Parachute Deployment

NASA Technical Reports Server (NTRS)

1996-01-01

In these close-ups, the canister containing the seven-foot-diameter X-38 Flight Termination System (FTS) parachute can be seen launching safely away from an aft-end mockup of the X-38 by a pyrotechnic firing system in December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The test was economically accomplished by mounting the mockup of the X-38's aft-end, minus vertical stabilizers, on a truck prior to installation in the X-38. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38: Plywood Mockup of Aft End Used for Flight Termination System Parachute Test

NASA Technical Reports Server (NTRS)

1996-01-01

This photo shows a plywood mockup of the X-38's aft end, minus vertical stabilizers, mounted on a truck for an economical test of the X-38's Flight Termination System (FTS) on December 19, 1996, at NASA Dryden Flight Research Center, Edwards, California. The FTS seven-foot diameter parachute was launched safely away from the mockup by a pyrotechnic firing system. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Propulsion Flight-Test Fixture

NASA Technical Reports Server (NTRS)

Palumbo, Nate; Vachon, M. Jake; Richwine, Dave; Moes, Tim; Creech, Gray

2003-01-01

NASA Dryden Flight Research Center s new Propulsion Flight Test Fixture (PFTF), designed in house, is an airborne engine-testing facility that enables engineers to gather flight data on small experimental engines. Without the PFTF, it would be necessary to obtain such data from traditional wind tunnels, ground test stands, or laboratory test rigs. Traditionally, flight testing is reserved for the last phase of engine development. Generally, engines that embody new propulsion concepts are not put into flight environments until their designs are mature: in such cases, either vehicles are designed around the engines or else the engines are mounted in or on missiles. However, a captive carry capability of the PFTF makes it possible to test engines that feature air-breathing designs (for example, designs based on the rocket-based combined cycle) economically in subscale experiments. The discovery of unknowns made evident through flight tests provides valuable information to engine designers early in development, before key design decisions are made, thereby potentially affording large benefits in the long term. This is especially true in the transonic region of flight (from mach 0.9 to around 1.2), where it can be difficult to obtain data from wind tunnels and computational fluid dynamics. In January 2002, flight-envelope expansion to verify the design and capabilities of the PFTF was completed. The PFTF was flown on a specially equipped supersonic F-15B research testbed airplane, mounted on the airplane at a center-line attachment fixture, as shown in Figure 1. NASA s F-15B testbed has been used for several years as a flight-research platform. Equipped with extensive research air-data, video, and other instrumentation systems, the airplane carries externally mounted test articles. Traditionally, the majority of test articles flown have been mounted at the centerline tank-attachment fixture, which is a hard-point (essentially, a standardized weapon-mounting fixture). This hard-point has large weight margins, and, because it is located near the center of gravity of the airplane, the weight of equipment mounted there exerts a minimal effect on the stability and controllability of the airplane. The PFTF (see Figure 2) includes a one-piece aluminum structure that contains space for instrumentation, propellant tanks, and feed-system components. The PFTF also houses a force balance, on which is mounted the subscale engine or other experimental apparatus that is to be the subject of a flight test. The force balance measures a combination of inertial and aerodynamic forces and moments acting on the experimental apparatus.

X-2 on Transportation Dolly

NASA Technical Reports Server (NTRS)

1952-01-01

This 1952 photograph shows the X-2 #2 aircraft mounted on a special transportation dolly at Edwards Air Force Base, California. The dolly was steerable and was used for transporting the X-2 around and for towing it off the lakebed at Edwards Air Force Base after a landing. This was the number 2 airplane (46-675), which was lost on May 12, 1953, on a captive flight over Lake Ontario when the airplane exploded during a liquid-oxygen topoff test, killing the pilot, Jean Ziegler, and EB-50A crewman Frank Wolko. Almost no debris was recovered from Lake Ontario, so no cause for the explosion could be determined. Later, however, investigations of similar explosions in the X-1 #3, X-1A, and X-1D traced the problem to Ulmer leather gaskets, which exuded tricresyl phosphate. This substance caused detonations in the supercold atmosphere of the airplanes' liquid oxygen tanks. As the X-2 #2 also had these gaskets, they were probably the cause of the explosion in that aircraft as well. The X-2 was a swept-wing, rocket-powered aircraft designed to fly faster than Mach 3 (three times the speed of sound). It was built for the U.S. Air Force by the Bell Aircraft Company, Buffalo, New York. The X-2 was flown to investigate the problems of aerodynamic heating as well as stability and control effectiveness at high altitudes and high speeds (in excess of Mach 3). Bell aircraft built two X-2 aircraft. These were constructed of K-monel (a copper and nickel alloy) for the fuselage and stainless steel for the swept wings and control surfaces. The aircraft had ejectable nose capsules instead of ejection seats because the development of ejection seats had not reached maturity at the time the X-2 was conceived. The X-2 ejection canopy was successfully tested using a German V-2 rocket. The X-2 used a skid-type landing gear to make room for more fuel. The airplane was air launched from a modified Boeing B-50 Superfortress Bomber. X-2 Number 1 made its first unpowered glide flight on Aug. 5, 1954, and made a total of 17 (4 glide and 13 powered) flights before it was lost Sept. 27, 1956. The pilot on Flight 17, Capt. Milburn Apt, had flown the aircraft to a record speed of Mach 3.2 (2,094 mph), thus becoming the first person to exceed Mach 3. During that last flight, inertial coupling occurred and the pilot was killed. The aircraft suffered little damage in the crash, resulting in proposals (never implemented) from the Langley Memorial Aeronautical Laboratory, Hampton, Virginia, to rebuild it for use in a hypersonic (Mach 5+) test program. In 1953, X-2 Number 2 was lost in an in-flight explosion while at the Bell Aircraft Company during captive flight trials and was jettisoned into Lake Ontario. The Air Force had previously flown the aircraft on three glide flights at Edwards Air Force Base, California, in 1952. Although the NACA's High-Speed Flight Station, Edwards, California, (predecessor of NASA's Dryden Flight Research Center) never actually flew the X-2 aircraft, the NACA did support the program primarily through Langley Memorial Aeronautical Laboratory wind-tunnel tests and Wallops Island, Virginia, rocket-model tests. The NACA High-Speed Flight Station also provided stability-and-control recording instrumentation and simulator support for the Air Force flights. In the latter regard, the NACA worked with the Air Force in using a special computer to extrapolate and predict aircraft behavior from flight data.

Two X-38 Ship Demonstrators in Development at NASA Johnson Space Flight Center

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows two X-38 Crew Return Vehicle technology demonstrators under development at NASA's Johnson Space Flight Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Prototype Technology Demonstrator for the Crew Return Vehicle (CRV) and Project Managers Bob Ba

NASA Technical Reports Server (NTRS)

1999-01-01

Bob Baron of the Dryden Flight Research Center (left) and Brian Anderson of the Johnson Space Flight Center (right) flank an X-38 prototype Crew Return Vehicle technology demonstrator under construction at the Johnson Space Center, Houston, Texas. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Experimental Results of the 2.7% Reference H Nacelle Airframe Interference High Speed Civil Transport Model

NASA Technical Reports Server (NTRS)

Cappuccio, Gelsomina

1999-01-01

Experiments were conducted in the NASA Ames 9-Ft by 7-Ft Supersonic and 11-Ft by 11-Ft Transonic Wind Tunnels of a 2.7% Reference H (Ref. H) Nacelle Airframe Interference (NAI) High Speed Civil Transport (HSCT) model. NASA Ames did the experiment with the cooperation and assistance of Boeing and McDonnell Douglas. The Ref. H geometry was designed by Boeing. The model was built and tested by NASA under a license agreement with Boeing. Detailed forces and pressures of individual components of the configuration were obtained to assess nacelle airframe interference through the transonic and supersonic flight regime. The test apparatus was capable of measuring forces and pressures of the Wing body (WB) and nacelles. Axisymmetric and 2-D inlet nacelles were tested with the WB in both the in-proximity and captive mode. The in-proximity nacelles were mounted to a nacelle support system apparatus and were individually positioned. The right hand nacelles were force instrumented with flow through strain-gauged balances and the left hand nacelles were pressure instrumented. Mass flow ratio was varied to get steady state inlet unstart data. In addition, supersonic spillage data was taken by testing the 2-D inlet nacelles with ramps and the axisymmetric inlet nacelles with an inlet centerbody for the Mach condition of interest. The captive nacelles, both axisymmetric and 2-D, were attached to the WB via diverters. The captive 2-D inlet nacelle was also tested with ramps to get supersonic spillage data. Boeing analyzed the data and showed a drag penalty of four drag counts for the 2-D compared with the axisymmetric inlet nacelle. Two of the four counts were attributable to the external bevel designed into the 2-D inlet contour. Boeing and McDonnell Douglas used these data for evaluating Computational Fluid Dynamic (CFD) codes and for evaluation of nacelle airframe integration problems and solutions.

Oxidative stress, activity behaviour and body mass in captive parrots

PubMed Central

Larcombe, S D; Tregaskes, C A; Coffey, J; Stevenson, A E; Alexander, L G

2015-01-01

Abstract Many parrot species are kept in captivity for conservation, but often show poor reproduction, health and survival. These traits are known to be influenced by oxidative stress, the imbalance between the production of reactive oxygen species (ROS) and ability of antioxidant defences to ameliorate ROS damage. In humans, oxidative stress is linked with obesity, lack of exercise and poor nutrition, all of which are common in captive animals. Here, we tested whether small parrots (budgerigars, Melopsittacus undulatus) maintained in typical pet cages and on ad libitum food varied in oxidative profile, behaviour and body mass. Importantly, as with many birds held in captivity, they did not have enough space to engage in extensive free flight. Four types of oxidative damage, single-stranded DNA breaks (low-pH comet assay), alkali-labile sites in DNA (high-pH comet assay), sensitivity of DNA to ROS (H2O2-treated comet assay) and malondialdehyde (a byproduct of lipid peroxidation), were uncorrelated with each other and with plasma concentrations of dietary antioxidants. Without strenuous exercise over 28 days in a relatively small cage, more naturally ‘active’ individuals had more single-stranded DNA breaks than sedentary birds. High body mass at the start or end of the experiment, coupled with substantial mass gain, were all associated with raised sensitivity of DNA to ROS. Thus, high body mass in these captive birds was associated with oxidative damage. These birds were not lacking dietary antioxidants, because final body mass was positively related to plasma levels of retinol, zeaxanthin and α-tocopherol. Individuals varied widely in activity levels, feeding behaviour, mass gain and oxidative profile despite standardized living conditions. DNA damage is often associated with poor immunocompetence, low fertility and faster ageing. Thus, we have candidate mechanisms for the limited lifespan and fecundity common to many birds kept for conservation purposes. PMID:27293729

Oxidative stress, activity behaviour and body mass in captive parrots.

PubMed

Larcombe, S D; Tregaskes, C A; Coffey, J; Stevenson, A E; Alexander, L G; Arnold, K E

2015-01-01

Many parrot species are kept in captivity for conservation, but often show poor reproduction, health and survival. These traits are known to be influenced by oxidative stress, the imbalance between the production of reactive oxygen species (ROS) and ability of antioxidant defences to ameliorate ROS damage. In humans, oxidative stress is linked with obesity, lack of exercise and poor nutrition, all of which are common in captive animals. Here, we tested whether small parrots (budgerigars, Melopsittacus undulatus) maintained in typical pet cages and on ad libitum food varied in oxidative profile, behaviour and body mass. Importantly, as with many birds held in captivity, they did not have enough space to engage in extensive free flight. Four types of oxidative damage, single-stranded DNA breaks (low-pH comet assay), alkali-labile sites in DNA (high-pH comet assay), sensitivity of DNA to ROS (H2O2-treated comet assay) and malondialdehyde (a byproduct of lipid peroxidation), were uncorrelated with each other and with plasma concentrations of dietary antioxidants. Without strenuous exercise over 28 days in a relatively small cage, more naturally 'active' individuals had more single-stranded DNA breaks than sedentary birds. High body mass at the start or end of the experiment, coupled with substantial mass gain, were all associated with raised sensitivity of DNA to ROS. Thus, high body mass in these captive birds was associated with oxidative damage. These birds were not lacking dietary antioxidants, because final body mass was positively related to plasma levels of retinol, zeaxanthin and α-tocopherol. Individuals varied widely in activity levels, feeding behaviour, mass gain and oxidative profile despite standardized living conditions. DNA damage is often associated with poor immunocompetence, low fertility and faster ageing. Thus, we have candidate mechanisms for the limited lifespan and fecundity common to many birds kept for conservation purposes.

X-38 Arrival at NASA Dryden on June 4, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

NASA's first X-38 Advanced Technology Demonstrator for the proposed Crew Return Vehicle (CRV) is transported down a road at NASA's Dryden Flight Research Center, Edwards, California, upon its arrival there in June 1997. The vehicle arrived aboard a USAF C-17 transport aircraft from NASA's Johnson Space Center (JSC). The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The X-38 lifting body research vehicle, seen here wrapped in a protective material, lowered onto a t

NASA Technical Reports Server (NTRS)

2000-01-01

The X-38 lifting body research vehicle, seen here wrapped in a protective material, is lowered onto a truck for shipping from the Dryden Flight Research Center in May 2000. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 Drop Model: Used to Test Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Focal palatine erosion in captive and free-living cheetahs (Acinonyx jubatus) and other felid species.

PubMed

Zordan, Martýn; Deem, Sharon L; Sanchez, Carlos R

2012-01-01

We examined 1,092 skulls of captive and free-living individuals, representing 33 felid species, to determine the prevalence of focal palatine erosion (FPE). FPE was detected in 3.2% of cats evaluated, including cheetah (Acinonyx jubatus) and 14 other felid species. The prevalence of FPE between cheetah (9.4%; n = 64) and non-cheetah species (2.8%; n = 1,028) (χ(2) test; P = 0.004) and between captive (5.7%; n = 246) and free-living (2.4%; n = 824) individuals (χ(2) test; P = 0.010) were significantly different, with prevalence between captive (19%; n = 21) and free-living (2.9%; n = 34) cheetahs approaching significance (Fisher's exact test; P = 0.064). FPE was diagnosed with equal prevalence in skulls from individuals in which the lower molars did not meet the palatine bone (60.6%) and individuals in which it did (39.4%; n = 33) (χ(2) test; P = 0.139). In cheetahs with FPE, one was a captive animal in Germany, one a free-living cheetah from Mali, one captive cheetah from Kenya, and three captive cheetahs of unknown origin. Additionally, we evaluated the medical records of 49 captive cheetahs in Namibia. Of these cheetahs, 48 (98.0%) had clinical signs consistent with FPE, although only 16 of these 48 (39.6%) had perforation of the palatine bone. Based on physical examinations, FPE was diagnosed in two caracals (Caracal caracal) and one fishing cat (Prionailurus viverrinus) from a North American Zoo. Results from this study confirm FPE in cheetahs outside of Namibia, in a minimum of 15 felid species, and a higher FPE prevalence in captive individuals than free-living ones. Clinical implications of these findings and recommendations for future studies are provided. © 2011 Wiley Periodicals, Inc.

Simulator Sickness in the AH-1S (Cobra) Flight Simulator

DTIC Science & Technology

1989-09-01

ADJUSTABLE ARMAMENT BOMB LUG (upper rack use only) AFT ATTACHING POINT SWAY GRACE PAD HANS DEBRIS DIRECTOR ~~ CAPTIVE LOCKINGPI FORWARDHARNESS...Qualification training) Training Stage : Qualification Continuation Refresher AAPART (Check Ride) Mission All rights reserved Essex Corporation 1040 Woodcock Road

Captivate Your Audience by Turning Powerpoint Presentations into Interactive E-Learning Content

ERIC Educational Resources Information Center

Young, Montessa; Hirnyck, Ronda; Agenbroad, Ariel; Bechinski, Edward J.

2015-01-01

Adobe® Captivate software provides educators with a tool to create interactive distance learning modules. This article describes how Adobe® Captivate was used to increase engagement of volunteer learners. An Adobe® Captivate module was created for the University of Idaho Master Gardener program to educate and test new Master Gardener volunteers on…

A Full-Size Mockup of the Cabin for the Crew Return Vehicle (CRV) for the International Space Statio

NASA Technical Reports Server (NTRS)

1999-01-01

This photo, taken at NASA's Johnson Space Center, Houston, Texas, shows a full-size mockup of the cabin for the Crew Return Vehicle (CRV) for the International Space Station The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The Interior of the Crew Return Vehicle (CRV) Shows How Up to Seven Astronauts Can Be Carried

NASA Technical Reports Server (NTRS)

1999-01-01

This photo of the interior of a full-size mock-up of the Crew Return Vehicle (CRV) cabin at NASA's Johnson Space Center, Houston, Texas, shows how up to seven astronauts could be carried aboard the spacecraft. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

The First X-38 Technology Demonstrator (V-131) Shown with Modifications to the Rear to Conform More

NASA Technical Reports Server (NTRS)

1999-01-01

The first X-38 technology demonstrator (V-131) is seen here undergoing modifications to the rear to conform more to the shape of the future Crew Return Vehicle (CRV) The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward the desert floor under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

NASA's X-38, a research vehicle developed as part of an effort to build an emergency Crew Return Vehicle (CRV) for the International Space Station, descends toward a desert lakebed under its steerable parafoil on its second free flight. The X-38 was launched from NASA Dryden's B-52 Mothership on Saturday, February 6, 1999, from an altitude of approximately 23,000 feet. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Approaching birds with drones: first experiments and ethical guidelines

PubMed Central

Vas, Elisabeth; Lescroël, Amélie; Duriez, Olivier; Boguszewski, Guillaume; Grémillet, David

2015-01-01

Unmanned aerial vehicles, commonly called drones, are being increasingly used in ecological research, in particular to approach sensitive wildlife in inaccessible areas. Impact studies leading to recommendations for best practices are urgently needed. We tested the impact of drone colour, speed and flight angle on the behavioural responses of mallards Anas platyrhynchos in a semi-captive situation, and of wild flamingos (Phoenicopterus roseus) and common greenshanks (Tringa nebularia) in a wetland area. We performed 204 approach flights with a quadricopter drone, and during 80% of those we could approach unaffected birds to within 4 m. Approach speed, drone colour and repeated flights had no measurable impact on bird behaviour, yet they reacted more to drones approaching vertically. We recommend launching drones farther than 100 m from the birds and adjusting approach distance according to species. Our study is a first step towards a sound use of drones for wildlife research. Further studies should assess the impacts of different drones on other taxa, and monitor physiological indicators of stress in animals exposed to drones according to group sizes and reproductive status. PMID:25652220

"Captive Column" Crash Tests : Crash Testing of a Light Standard Luminaire Pole

DOT National Transportation Integrated Search

1981-03-01

Under contract No. DOT-FH-11-9606 the Nevada Department of Transportation (NDOT) conducted crash testing to study the capability of "Captive Column" light standard appurtenances under controlled conditions. The studies were precursors of actual on si...

9 CFR 77.32 - General restrictions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... interstate unless it has been tested using an official tuberculosis test, and it is moved in compliance with this part. (b) No captive cervid with a response to any official tuberculosis test is eligible for...

9 CFR 77.32 - General restrictions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... interstate unless it has been tested using an official tuberculosis test, and it is moved in compliance with this part. (b) No captive cervid with a response to any official tuberculosis test is eligible for...

9 CFR 77.32 - General restrictions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... interstate unless it has been tested using an official tuberculosis test, and it is moved in compliance with this part. (b) No captive cervid with a response to any official tuberculosis test is eligible for...

9 CFR 77.32 - General restrictions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... interstate unless it has been tested using an official tuberculosis test, and it is moved in compliance with this part. (b) No captive cervid with a response to any official tuberculosis test is eligible for...

X-38 Drop Model: Glides to Earth After Being Dropped from a Cessna

NASA Technical Reports Server (NTRS)

1995-01-01

A 4-foot-long model of NASA's X-38, an experimental crew return vehicle, glides to earth after being dropped from a Cessna aircraft in late 1995. The model was used to test the ram-air parafoil landing system, which could allow for accurate and controlled landings of an emergency Crew Return Vehicle spacecraft returning to Earth. The X-38 Crew Return Vehicle (CRV) research project is designed to develop the technology for a prototype emergency crew return vehicle, or lifeboat, for the International Space Station. The project is also intended to develop a crew return vehicle design that could be modified for other uses, such as a joint U.S. and international human spacecraft that could be launched on the French Ariane-5 Booster. The X-38 project is using available technology and off-the-shelf equipment to significantly decrease development costs. Original estimates to develop a capsule-type crew return vehicle were estimated at more than $2 billion. X-38 project officials have estimated that development costs for the X-38 concept will be approximately one quarter of the original estimate. Off-the-shelf technology is not necessarily 'old' technology. Many of the technologies being used in the X-38 project have never before been applied to a human-flight spacecraft. For example, the X-38 flight computer is commercial equipment currently used in aircraft and the flight software operating system is a commercial system already in use in many aerospace applications. The video equipment for the X-38 is existing equipment, some of which has already flown on the space shuttle for previous NASA experiments. The X-38's primary navigational equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew freely for 45 seconds, reaching a speed of over 500 miles per hour before deploying its parachutes for a landing on Rogers Dry Lakebed. In the drop tests, the X-38 vehicles have been autonomous after airlaunch from the B-52. After they deploy the parafoil, they have remained autonomous, but there is also a manual mode with controls from the ground.

Jay L. King, Joseph D. Huxman, and Orion D. Billeter Assist Pilot Milt Thompson into the M2-F2 Attac

NASA Technical Reports Server (NTRS)

1966-01-01

NASA research pilot Milt Thompson is helped into the cockpit of the M2-F2 lifting body research aircraft at NASA's Flight Research Center (now the Dryden Flight Research Center). The M2-F2 is attached to a wing pylon under the wing of NASA's B-52 mothership. The flight was a captive flight with the pilot on-board. Milt Thompson flew in the lifting body throughout the flight, but it was never dropped from the mothership. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

9 CFR 77.39 - Other interstate movements.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive... the CCT test and found negative for tuberculosis. Retesting must be as follows: (A) The first CCT test... days after the first CCT test and is found negative for tuberculosis. (B) [Reserved] (iii) A captive...

5. EDGE OF CAPTIVE TEST STAND THREE FERROCEMENT APRON AT ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. EDGE OF CAPTIVE TEST STAND THREE FERROCEMENT APRON AT FAR LEFT, CONNECTING TUNNEL AT CENTER, CONTROL BUILDING B AT RIGHT, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Control Building B, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Mycoplasma agassizii in Morafka's desert tortoise (Gopherus morafkai) in Mexico.

PubMed

Berry, Kristin H; Brown, Mary B; Vaughn, Mercy; Gowan, Timothy A; Hasskamp, Mary Ann; Torres, Ma Cristina Meléndez

2015-01-01

We conducted health evaluations of 69 wild and 22 captive Morafka's desert tortoises (Gopherus morafkai) in Mexico between 2005 and 2008. The wild tortoises were from 11 sites in the states of Sonora and Sinaloa, and the captive tortoises were from the state-managed Centro Ecológico de Sonora Zoo in Hermosillo and a private residence in the town of Alamos. We tested 88 tortoises for mycoplasmal upper respiratory tract disease (URTD) using enzyme-linked immunosorbent assays for specific antibody and by culture and PCR for detection of Mycoplasma agassizii and Mycoplasma testudineum. Fifteen of 22 captive tortoises had one or more positive diagnostic test results for M. agassizii whereas no wild tortoises had positive tests. Tortoises with positive tests also had significantly more moderate and severe clinical signs of mycoplasmosis on beaks and nares compared to tortoises with negative tests. Captive tortoises also exhibited significantly more clinical signs of illness than did wild tortoises, including lethargy and moderate to severe ocular signs. The severity of trauma and diseases of the shell and integument did not differ significantly among tortoises by site; however, clinical signs of moderate to severe trauma and disease were more prevalent in older tortoises. Similar to research findings for other species in the genus Gopherus in the US, we found that URTD is an important disease in captive tortoises. If they escape or are released by intention or accident to the wild, captive tortoises are likely to pose risks to healthy, naïve wild populations.

Are captive tortoises a reservoir for conservation? An assessment of genealogical affiliation of captive Gopherus agassizii to local, wild populations

USGS Publications Warehouse

Berry, Kristin H.; Edwards, Taylor

2013-01-01

The conservation of tortoises poses a unique situation because several threatened species are commonly kept as pets within their native ranges. Thus, there is potential for captive populations to be a reservoir for repatriation efforts. We assess the utility of captive populations of the threatened Agassiz’s desert tortoise (Gopherus agassizii) for recovery efforts based on genetic affinity to local areas. We collected samples from 130 captive desert tortoises from three desert communities: two in California (Ridgecrest and Joshua Tree) and the Desert Tortoise Conservation Center (Las Vegas) in Nevada. We tested all samples for 25 short tandem repeats and sequenced 1,109 bp of the mitochondrial genome. We compared captive genotypes to a database of 1,258 Gopherus samples, including 657 wild caught G. agassizii spanning the full range of the species. We conducted population assignment tests to determine the genetic origins of the captive individuals. For our total sample set, only 44 % of captive individuals were assigned to local populations based on genetic units derived from the reference database. One individual from Joshua Tree, California, was identified as being a Morafka’s desert tortoise, G. morafkai, a cryptic species which is not native to the Mojave Desert. Our data suggest that captive desert tortoises kept within the native range of G. agassizii cannot be presumed to have a genealogical affiliation to wild tortoises in their geographic proximity. Precautions should be taken before considering the release of captive tortoises into the wild as a management tool for recovery.

Influence of atmospheric properties on detection of wood-warbler nocturnal flight calls

NASA Astrophysics Data System (ADS)

Horton, Kyle G.; Stepanian, Phillip M.; Wainwright, Charlotte E.; Tegeler, Amy K.

2015-10-01

Avian migration monitoring can take on many forms; however, monitoring active nocturnal migration of land birds is limited to a few techniques. Avian nocturnal flight calls are currently the only method for describing migrant composition at the species level. However, as this method develops, more information is needed to understand the sources of variation in call detection. Additionally, few studies examine how detection probabilities differ under varying atmospheric conditions. We use nocturnal flight call recordings from captive individuals to explore the dependence of flight call detection on atmospheric temperature and humidity. Height or distance from origin had the largest influence on call detection, while temperature and humidity also influenced detectability at higher altitudes. Because flight call detection varies with both atmospheric conditions and flight height, improved monitoring across time and space will require correction for these factors to generate standardized metrics of songbird migration.

X-2 in flight after drop from B-50 mothership

NASA Technical Reports Server (NTRS)

1956-01-01

The Bell Aircraft Company X-2 (46-674) drops away from its Boeing B-50 mothership in this photo. Lt. Col. Frank 'Pete' Everest piloted 674 on its first unpowered flight on 5 August 1954. He made the first rocket-powered flight on 18 November 1955. Everest made the first supersonic X-2 flight in 674 on 25 April 1956, achieving a speed of Mach 1.40. In July, he reached Mach 2.87, just short of the Mach 3 goal. The other X-2, 675, was written off prior to making any powered flights. An explosion during a captive flight resulted in the death of Bell test pilot Jean 'Skip' Ziegler. The X-2 was jettisoned over Lake Ontario, and the launch aircraft was damaged beyond repair. The first X-2, 674, continued flying, making a total of 17 launches. On 7 September 1956, Capt. Iven Kincheloe became the first man to exceed 100,000 feet when he reached an altitude of 126,200 feet in 674. The X-2, initially an Air Force program, was scheduled to be transferred to the civilian National Advisory Committee for Aeronautics (NACA) for scientific research. The Air Force delayed turning the aircraft over to the NACA in the hope of attaining Mach 3 in the airplane. The service requested and received a two-month extension to qualify another Air Force test pilot, Capt. Miburn 'Mel' Apt, in the X-2 and attempt to exceed Mach 3. After several ground briefings in the simulator, Apt (with no previous rocket plane experience) made his flight on 27 September 1956. Apt raced away from the B-50 under full power, quickly outdistancing the F-100 chase planes. At high altitude, he nosed over, accelerating rapidly. The X-2 reached Mach 3.2 (2,094 mph) at 65,000 feet. Apt became the first man to fly more than three times the speed of sound. Still above Mach 3, he began an abrupt turn back to Edwards. This maneuver proved fatal as the X-2 began a series of diverging rolls and tumbled out of control. Apt tried to regain control of the aircraft. Unable to do so, Apt separated the escape capsule. Too late, he attempted to bail out and was killed when the capsule impacted on the Edwards bombing range. The rest of the X-2 crashed five miles away. The X-2 was a swept-wing, rocket-powered aircraft designed to fly faster than Mach 3 (three times the speed of sound). It was built for the U.S. Air Force by the Bell Aircraft Company, Buffalo, New York. The X-2 was flown to investigate the problems of aerodynamic heating as well as stability and control effectiveness at high altitudes and high speeds (in excess of Mach 3). Bell aircraft built two X-2 aircraft. These were constructed of K-monel (a copper and nickel alloy) for the fuselage and stainless steel for the swept wings and control surfaces. The aircraft had ejectable nose capsules instead of ejection seats because the development of ejection seats had not reached maturity at the time the X-2 was conceived. The X-2 ejection canopy was successfully tested using a German V-2 rocket. The X-2 used a skid-type landing gear to make room for more fuel. The airplane was air launched from a modified Boeing B-50 Superfortress Bomber. X-2 Number 1 made its first unpowered glide flight on Aug. 5, 1954, and made a total of 17 (4 glide and 13 powered) flights before it was lost Sept. 27, 1956. The pilot on Flight 17, Capt. Milburn Apt, had flown the aircraft to a record speed of Mach 3.2 (2,094 mph), thus becoming the first person to exceed Mach 3. During that last flight, inertial coupling occurred and the pilot was killed. The aircraft suffered little damage in the crash, resulting in proposals (never implemented) from the Langley Memorial Aeronautical Laboratory, Hampton, Virginia, to rebuild it for use in a hypersonic (Mach 5+) test program. In 1953, X-2 Number 2 was lost in an in-flight explosion while at the Bell Aircraft Company during captive flight trials and was jettisoned into Lake Ontario. The Air Force had previously flown the aircraft on three glide flights at Edwards Air Force Base, California, in 1952. Although the NACA's High-Speed Flight Station, Edwards, California, (predecessor of NASA's Dryden Flight Research Center) never actually flew the X-2 aircraft, the NACA did support the program primarily through Langley Memorial Aeronautical Laboratory wind-tunnel tests and Wallops Island, Virginia, rocket-model tests. The NACA High-Speed Flight Station also provided stability and control recording instrumentation and simulator support for the Air Force flights. In the latter regard, the NACA worked with the Air Force in using a special computer to extrapolate and predict aircraft behavior from flight data.

9 CFR 77.32 - General restrictions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... using an official tuberculosis test, and it is moved in compliance with this part. (b) No captive cervid with a response to any official tuberculosis test is eligible for interstate movement unless the...

Development and Evaluation of Trainee Performance Measures in an Automated Instrument Flight Maneuvers Trainer

DTIC Science & Technology

1975-10-17

subcontract with Appli-Mation, Inc., 1000 Woodcock Road, Suite 174, Orlando, Florida 32813. Phase I of this research was sponsored by the Advanced... Captive Rotary-Wing Device. NAVTRAEQUIPCEN 71-C-0194-1. U.S. Naval Training Equipment Center, Orlando, Florida, July 1973. Vreuls, D., Obermayer, R.W

Mycoplasma agassizii in Morafka's desert tortoise (Gopherus morafkai) in Mexico

USGS Publications Warehouse

Berry, Kristin H.; Brown, Mary B.; Vaughn, Mercy; Gowan, Timothy A.; Hasskamp, Mary Ann; Torres, Ma. Cristina Melendez

2015-01-01

We conducted health evaluations of 69 wild and 22 captive Morafka's desert tortoises (Gopherus morafkai) in Mexico between 2005 and 2008. The wild tortoises were from 11 sites in the states of Sonora and Sinaloa, and the captive tortoises were from the state-managed Centro Ecológico de Sonora Zoo in Hermosillo and a private residence in the town of Alamos. We tested 88 tortoises for mycoplasmal upper respiratory tract disease (URTD) using enzyme-linked immunosorbent assays for specific antibody and by culture and PCR for detection of Mycoplasma agassizii and Mycoplasma testudineum. Fifteen of 22 captive tortoises had one or more positive diagnostic test results for M. agassizii whereas no wild tortoises had positive tests. Tortoises with positive tests also had significantly more moderate and severe clinical signs of mycoplasmosis on beaks and nares compared to tortoises with negative tests. Captive tortoises also exhibited significantly more clinical signs of illness than did wild tortoises, including lethargy and moderate to severe ocular signs. The severity of trauma and diseases of the shell and integument did not differ significantly among tortoises by site; however, clinical signs of moderate to severe trauma and disease were more prevalent in older tortoises. Similar to research findings for other species in the genus Gopherusin the US, we found that URTD is an important disease in captive tortoises. If they escape or are released by intention or accident to the wild, captive tortoises are likely to pose risks to healthy, naïve wild populations.

Pendular motion in the brachiation of captive Lagothrix and Ateles.

PubMed

Turnquist, J E; Schmitt, D; Rose, M D; Cant, J G

1999-01-01

Pendular motion during brachiation of captive Lagothrix lagothricha lugens and Ateles fusciceps robustus was analyzed to demonstrate similarities, and differences, between these two closely related large bodied atelines. This is the first captive study of the kinematics of brachiation in Lagothrix. Videorecordings of one adult male of each species were made in a specially designed cage constructed at the DuMond Conservancy/Monkey Jungle, Miami, FL. Java software (Jandel Scientific Inc., San Rafael, CA) was used for frame-by-frame kinematic analysis of individual strides/steps. Results demonstrate that the sequence of hand and tail contacts differ significantly between the two species with Lagothrix using a new tail hold with every hand hold, while Ateles generally utilizes a new tail hold with only every other hand hold. Stride length and stride frequency, even after adjusting for limb length, also differ significantly between the two species. Lagothrix brachiation utilizes short, choppy strides with quick hand holds, while Ateles uses long, fluid strides with longer hand holds. During brachiation not only is Lagothrix's body significantly less horizontal than that of Ateles but also, within Ateles, there are significant differences between steps depending on tail use. Because of the unique nature of tail use in Ateles, many aspects of body positioning in Lagothrix more closely resemble Ateles steps without a simultaneous tail hold rather than those with one. Overall pendulum length in Lagothrix is shorter than in Ateles. Tail use in Ateles has a significant effect on maximum pendulum length during a step. Although neither species achieves the extreme pendulum effect and long period of free-flight of hylobatids in fast ricochetal brachiation, in captivity both consistently demonstrate effective brachiation with brief periods of free-flight and pendular motion. Morphological similarities between ateline brachiators and hylobatids are fewer and less pronounced in Lagothrix than in Ateles. This study demonstrates that Lagothrix brachiation is also less hylobatid-like than that of Ateles.

Antibody response to rabies vaccination in captive and freeranging wolves (Canis lupus)

USGS Publications Warehouse

Federoff, N.E.

2001-01-01

Fourteen captive and five free-ranging Minnesota gray wolves (Canis lupus) were tested for the presence of rabies virus neutralizing antibodies (RVNA) after vaccination with an inactivated canine rabies vaccine. Blood was collected from all wolves prior to vaccination and at 1 mo postvaccination (PV) and from all captive and three wild wolves at 3 mo PV. In addition, one free-ranging wolf was sampled at 4 mo PV, and two free-ranging wolves were sampled at 6 mo PV. All wolves were seronegative prior to vaccination. RVNA were detected in 14 (100%) captive wolves and in four of five (80%) free-ranging wolves. The geometric mean titer of the captive wolves at 1 mo PV was significantly higher (P = 0.023) than in the free-ranging wolves. Five of 13 (38.5%) captive wolves and none of the three (0%) free-ranging wolves had measurable RVNA at 3 mo PV. No measurable RVNA were detected in the serum samples collected from the free-ranging wolves at 4 and 6 mo PV. These results should be interpreted with caution because of the small number of free-ranging wolves tested. Further research is needed to properly assess immune function and antibody response to vaccination in captive wolves in comparison with their free-ranging counterparts.

Approaching birds with drones: first experiments and ethical guidelines.

PubMed

Vas, Elisabeth; Lescroël, Amélie; Duriez, Olivier; Boguszewski, Guillaume; Grémillet, David

2015-02-01

Unmanned aerial vehicles, commonly called drones, are being increasingly used in ecological research, in particular to approach sensitive wildlife in inaccessible areas. Impact studies leading to recommendations for best practices are urgently needed. We tested the impact of drone colour, speed and flight angle on the behavioural responses of mallards Anas platyrhynchos in a semi-captive situation, and of wild flamingos (Phoenicopterus roseus) and common greenshanks (Tringa nebularia) in a wetland area. We performed 204 approach flights with a quadricopter drone, and during 80% of those we could approach unaffected birds to within 4 m. Approach speed, drone colour and repeated flights had no measurable impact on bird behaviour, yet they reacted more to drones approaching vertically. We recommend launching drones farther than 100 m from the birds and adjusting approach distance according to species. Our study is a first step towards a sound use of drones for wildlife research. Further studies should assess the impacts of different drones on other taxa, and monitor physiological indicators of stress in animals exposed to drones according to group sizes and reproductive status. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

Predicted Performance of a Thrust-Enhanced SR-71 Aircraft with an External Payload

NASA Technical Reports Server (NTRS)

Conners, Timothy R.

1997-01-01

NASA Dryden Flight Research Center has completed a preliminary performance analysis of the SR-71 aircraft for use as a launch platform for high-speed research vehicles and for carrying captive experimental packages to high altitude and Mach number conditions. Externally mounted research platforms can significantly increase drag, limiting test time and, in extreme cases, prohibiting penetration through the high-drag, transonic flight regime. To provide supplemental SR-71 acceleration, methods have been developed that could increase the thrust of the J58 turbojet engines. These methods include temperature and speed increases and augmentor nitrous oxide injection. The thrust-enhanced engines would allow the SR-71 aircraft to carry higher drag research platforms than it could without enhancement. This paper presents predicted SR-71 performance with and without enhanced engines. A modified climb-dive technique is shown to reduce fuel consumption when flying through the transonic flight regime with a large external payload. Estimates are included of the maximum platform drag profiles with which the aircraft could still complete a high-speed research mission. In this case, enhancement was found to increase the SR-71 payload drag capability by 25 percent. The thrust enhancement techniques and performance prediction methodology are described.

Use of the Intradermal Tuberculin Test in a Herd of Captive Elk (Cervus elaphus nelsoni) Naturally Infected with Mycobacterium bovis

USDA-ARS?s Scientific Manuscript database

Tuberculosis of captive Cervidae, caused by Mycobacterium bovis, attracted attention in 1991 in the United States when investigations, prompted by the identification of a tuberculous elk (Cervus elaphus nelsoni) in Canada, revealed infected captive elk herds in 8 different states. Based on methods u...

23. "A CAPTIVE ATLAS MISSILE EXPLODED DURING THE TEST ON ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

23. "A CAPTIVE ATLAS MISSILE EXPLODED DURING THE TEST ON TEST STAND 1-A, 27 MARCH 1959, PUTTING THAT TEST STAND OUT-OF-COMMISSION. STAND WAS NOT REPAIRED FOR THE ATLAS PROGRAM BUT TRANSFERRED TO ROCKETDYNE AND MODIFIED FOR THE F-l ENGINE PROGRAM." - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Test Stand 1-A, Test Area 1-120, north end of Jupiter Boulevard, Boron, Kern County, CA

Addressing the Real-World Challenges in the Development of Propulsion IVHM Technology Experiment (PITEX)

NASA Technical Reports Server (NTRS)

Maul, William A.; Chicatelli, Amy; Fulton, Christopher E.; Balaban, Edward; Sweet, Adam; Hayden, Sandra Claire; Bajwa, Anupa

2005-01-01

The Propulsion IVHM Technology Experiment (PITEX) has been an on-going research effort conducted over several years. PITEX has developed and applied a model-based diagnostic system for the main propulsion system of the X-34 reusable launch vehicle, a space-launch technology demonstrator. The application was simulation-based using detailed models of the propulsion subsystem to generate nominal and failure scenarios during captive carry, which is the most safety-critical portion of the X-34 flight. Since no system-level testing of the X-34 Main Propulsion System (MPS) was performed, these simulated data were used to verify and validate the software system. Advanced diagnostic and signal processing algorithms were developed and tested in real-time on flight-like hardware. In an attempt to expose potential performance problems, these PITEX algorithms were subject to numerous real-world effects in the simulated data including noise, sensor resolution, command/valve talkback information, and nominal build variations. The current research has demonstrated the potential benefits of model-based diagnostics, defined the performance metrics required to evaluate the diagnostic system, and studied the impact of real-world challenges encountered when monitoring propulsion subsystems.

Propulsion IVHM Technology Experiment

NASA Technical Reports Server (NTRS)

Chicatelli, Amy K.; Maul, William A.; Fulton, Christopher E.

2006-01-01

The Propulsion IVHM Technology Experiment (PITEX) successfully demonstrated real-time fault detection and isolation of a virtual reusable launch vehicle (RLV) main propulsion system (MPS). Specifically, the PITEX research project developed and applied a model-based diagnostic system for the MPS of the X-34 RLV, a space-launch technology demonstrator. The demonstration was simulation-based using detailed models of the propulsion subsystem to generate nominal and failure scenarios during captive carry, which is the most safety-critical portion of the X-34 flight. Since no system-level testing of the X-34 Main Propulsion System (MPS) was performed, these simulated data were used to verify and validate the software system. Advanced diagnostic and signal processing algorithms were developed and tested in real time on flight-like hardware. In an attempt to expose potential performance problems, the PITEX diagnostic system was subjected to numerous realistic effects in the simulated data including noise, sensor resolution, command/valve talkback information, and nominal build variations. In all cases, the PITEX system performed as required. The research demonstrated potential benefits of model-based diagnostics, defined performance metrics required to evaluate the diagnostic system, and studied the impact of real-world challenges encountered when monitoring propulsion subsystems.

9 CFR 77.36 - Interstate movement from qualified herds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... TUBERCULOSIS Captive Cervids § 77.36 Interstate movement from qualified herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to one official tuberculosis test that was administered to the... infected with or exposed to tuberculosis; and (2) The captive cervid is accompanied by a certificate, as...

9 CFR 77.33 - Testing procedures for tuberculosis in captive cervids.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 9 Animals and Animal Products 1 2010-01-01 2010-01-01 false Testing procedures for tuberculosis in captive cervids. 77.33 Section 77.33 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL...

9 CFR 77.33 - Testing procedures for tuberculosis in captive cervids.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 9 Animals and Animal Products 1 2013-01-01 2013-01-01 false Testing procedures for tuberculosis in captive cervids. 77.33 Section 77.33 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL...

9 CFR 77.33 - Testing procedures for tuberculosis in captive cervids.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 9 Animals and Animal Products 1 2012-01-01 2012-01-01 false Testing procedures for tuberculosis in captive cervids. 77.33 Section 77.33 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL...

9 CFR 77.33 - Testing procedures for tuberculosis in captive cervids.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 9 Animals and Animal Products 1 2014-01-01 2014-01-01 false Testing procedures for tuberculosis in captive cervids. 77.33 Section 77.33 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL...

9 CFR 77.33 - Testing procedures for tuberculosis in captive cervids.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 9 Animals and Animal Products 1 2011-01-01 2011-01-01 false Testing procedures for tuberculosis in captive cervids. 77.33 Section 77.33 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL...

9 CFR 77.36 - Interstate movement from qualified herds.

Code of Federal Regulations, 2012 CFR

2012-01-01

... TUBERCULOSIS Captive Cervids § 77.36 Interstate movement from qualified herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to one official tuberculosis test that was administered to the... infected with or exposed to tuberculosis; and (2) The captive cervid is accompanied by a certificate, as...

9 CFR 77.36 - Interstate movement from qualified herds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... TUBERCULOSIS Captive Cervids § 77.36 Interstate movement from qualified herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to one official tuberculosis test that was administered to the... infected with or exposed to tuberculosis; and (2) The captive cervid is accompanied by a certificate, as...

9 CFR 77.36 - Interstate movement from qualified herds.

Code of Federal Regulations, 2014 CFR

2014-01-01

... TUBERCULOSIS Captive Cervids § 77.36 Interstate movement from qualified herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to one official tuberculosis test that was administered to the... infected with or exposed to tuberculosis; and (2) The captive cervid is officially identified and is...

9 CFR 77.36 - Interstate movement from qualified herds.

Code of Federal Regulations, 2013 CFR

2013-01-01

... TUBERCULOSIS Captive Cervids § 77.36 Interstate movement from qualified herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to one official tuberculosis test that was administered to the... infected with or exposed to tuberculosis; and (2) The captive cervid is accompanied by a certificate, as...

The tonic immobility test: Do wild and captive golden mantella frogs (Mantella aurantiaca) have the same response?

PubMed

Passos, Luiza Figueiredo; Garcia, Gerardo; Young, Robert John

2017-01-01

Adaptations to captivity that reduce fitness are one of many reasons, which explain the low success rate of reintroductions. One way of testing this hypothesis is to compare an important behavioural response in captive and wild members of the same species. Thanatosis, is an anti-predator strategy that reduces the risk of death from predation, which is a common behavioral response in frogs. The study subjects for this investigation were captive and wild populations of Mantella aurantiaca. Thanatosis reaction was measured using the Tonic Immobility (TI) test, a method that consists of placing a frog on its back, restraining it in this position for a short period of time and then releasing it and measuring how much time was spent feigning death. To understand the pattern of reaction time, morphometric data were also collected as body condition can affect the duration of thanatosis. The significantly different TI times found in this study, one captive population with shorter responses, were principally an effect of body condition rather than being a result of rearing environment. However, this does not mean that we can always dismiss the importance of rearing environment in terms of behavioural skills expressed.

50 CFR 21.13 - Permit exceptions for captive-reared mallard ducks.

Code of Federal Regulations, 2010 CFR

2010-10-01

... have been physically marked by at least one of the following methods prior to 6 weeks of age and all... this method shall be the removal of the metacarpal bones of one wing or a portion of the metacarpal bones which renders the bird permanently incapable of flight. (3) Banding of one metatarsus with a...

50 CFR 21.13 - Permit exceptions for captive-reared mallard ducks.

Code of Federal Regulations, 2013 CFR

2013-10-01

... have been physically marked by at least one of the following methods prior to 6 weeks of age and all... this method shall be the removal of the metacarpal bones of one wing or a portion of the metacarpal bones which renders the bird permanently incapable of flight. (3) Banding of one metatarsus with a...

50 CFR 21.13 - Permit exceptions for captive-reared mallard ducks.

Code of Federal Regulations, 2011 CFR

2011-10-01

... have been physically marked by at least one of the following methods prior to 6 weeks of age and all... this method shall be the removal of the metacarpal bones of one wing or a portion of the metacarpal bones which renders the bird permanently incapable of flight. (3) Banding of one metatarsus with a...

50 CFR 21.13 - Permit exceptions for captive-reared mallard ducks.

Code of Federal Regulations, 2012 CFR

2012-10-01

... have been physically marked by at least one of the following methods prior to 6 weeks of age and all... this method shall be the removal of the metacarpal bones of one wing or a portion of the metacarpal bones which renders the bird permanently incapable of flight. (3) Banding of one metatarsus with a...

50 CFR 21.13 - Permit exceptions for captive-reared mallard ducks.

Code of Federal Regulations, 2014 CFR

2014-10-01

... have been physically marked by at least one of the following methods prior to 6 weeks of age and all... this method shall be the removal of the metacarpal bones of one wing or a portion of the metacarpal bones which renders the bird permanently incapable of flight. (3) Banding of one metatarsus with a...

X-15 Mated to B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1960-01-01

High-altitude contrails frame the B-52 mothership as it carries the X-15 aloft for a research flight on 13 April 1960 on Air Force Maj. Robert M. White's first X-15 flight. The X-15s were air-launched so that they would have enough rocket fuel to reach their high speed and altitude test points. For this early research flight, the X-15 was equipped with a pair of XLR-11 rocket engines until the XLR-99 was available. The X-15s made a total of 199 flights over a period of nearly 10 years--1959 to 1968--and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Effects of early rearing conditions on problem-solving skill in captive male chimpanzees (Pan troglodytes).

PubMed

Morimura, Naruki; Mori, Yusuke

2010-06-01

Early rearing conditions of captive chimpanzees characterize behavioral differences in tool use, response to novelty, and sexual and maternal competence later in life. Restricted rearing conditions during early life hinder the acquisition and execution of such behaviors, which characterize the daily life of animals. This study examined whether rearing conditions affect adult male chimpanzees' behavior skills used for solving a problem with acquired locomotion behavior. Subjects were 13 male residents of the Chimpanzee Sanctuary Uto: 5 wild-born and 8 captive-born. A pretest assessed bed building and tool use abilities to verify behavioral differences between wild- and captive-born subjects, as earlier reports have described. Second, a banana-access test was conducted to investigate the problem-solving ability of climbing a bamboo pillar for accessing a banana, which might be the most efficient food access strategy for this setting. The test was repeated in a social setting. Results show that wild-born subjects were better able than captive-born subjects to use the provided materials for bed building and tool use. Results of the banana-access test show that wild-born subjects more frequently used a bamboo pillar for obtaining a banana with an efficient strategy than captive-born subjects did. Of the eight captive-born subjects, six avoided the bamboo pillars to get a banana and instead used, sometimes in a roundabout way, an iron pillar or fence. Results consistently underscored the adaptive and sophisticated skills of wild-born male chimpanzees in problem-solving tasks. The rearing conditions affected both the behavior acquisition and the execution of behaviors that had already been acquired. (c) 2010 Wiley-Liss, Inc.

Does the stress response predict the ability of wild birds to adjust to short-term captivity? A study of the rock pigeon (Columbia livia)

PubMed Central

Parenteau, Charline; Trouvé, Colette; Angelier, Nicole

2016-01-01

Although the transfer of wild animals to captivity is crucial for conservation purposes, this process is often challenging because some species or individuals do not adjust well to captive conditions. Chronic stress has been identified as a major concern for animals held on long-term captivity. Surprisingly, the first hours or days of captivity have been relatively overlooked. However, they are certainly very stressful, because individuals are being transferred to a totally novel and confined environment. To ensure the success of conservation programmes, it appears crucial to better understand the proximate causes of interspecific and interindividual variability in the sensitivity to these first hours of captivity. In that respect, the study of stress hormones is relevant, because the hormonal stress response may help to assess whether specific individuals or species adjust, or not, to such captive conditions (‘the stress response-adjustment to captivity hypothesis’). We tested this hypothesis in rock pigeons by measuring their corticosterone stress response and their ability to adjust to short-term captivity (body mass loss and circulating corticosterone levels after a day of captivity). We showed that an increased corticosterone stress response is associated with a lower ability to adjust to short-term captivity (i.e. higher body mass loss and circulating corticosterone levels). Our study suggests, therefore, that a low physiological sensitivity to stress may be beneficial for adjusting to captivity. Future studies should now explore whether the stress response can be useful to predict the ability of individuals from different populations or species to not only adjust to short-term but also long-term captivity. PMID:28083117

Does the stress response predict the ability of wild birds to adjust to short-term captivity? A study of the rock pigeon (Columbia livia).

PubMed

Angelier, Frédéric; Parenteau, Charline; Trouvé, Colette; Angelier, Nicole

2016-12-01

Although the transfer of wild animals to captivity is crucial for conservation purposes, this process is often challenging because some species or individuals do not adjust well to captive conditions. Chronic stress has been identified as a major concern for animals held on long-term captivity. Surprisingly, the first hours or days of captivity have been relatively overlooked. However, they are certainly very stressful, because individuals are being transferred to a totally novel and confined environment. To ensure the success of conservation programmes, it appears crucial to better understand the proximate causes of interspecific and interindividual variability in the sensitivity to these first hours of captivity. In that respect, the study of stress hormones is relevant, because the hormonal stress response may help to assess whether specific individuals or species adjust, or not, to such captive conditions ('the stress response-adjustment to captivity hypothesis'). We tested this hypothesis in rock pigeons by measuring their corticosterone stress response and their ability to adjust to short-term captivity (body mass loss and circulating corticosterone levels after a day of captivity). We showed that an increased corticosterone stress response is associated with a lower ability to adjust to short-term captivity (i.e. higher body mass loss and circulating corticosterone levels). Our study suggests, therefore, that a low physiological sensitivity to stress may be beneficial for adjusting to captivity. Future studies should now explore whether the stress response can be useful to predict the ability of individuals from different populations or species to not only adjust to short-term but also long-term captivity.

DAST Being Calibrated for Flight in Hangar

NASA Technical Reports Server (NTRS)

1982-01-01

DAST-2, a modified BQM-34 Firebee II drone, undergoes calibration in a hangar at the NASA Dryden Flight Research Center. After the crash of the first DAST vehicle, project personnel fitted a second Firebee II (serial # 72-1558) with the rebuilt ARW-1 (ARW-1R) wing. The DAST-2 made a captive flight aboard the B-52 on October 29, 1982, followed by a free flight on November 3, 1982. During January and February of 1983, three launch attempts from the B-52 had to be aborted due to various problems. Following this, the project changed the launch aircraft to a DC-130A. Two captive flights occurred in May 1983. The first launch attempt from the DC-130 took place on June 1, 1983. The mothership released the DAST-2, but the recovery system immediately fired without being commanded. The parachute then disconnected from the vehicle, and the DAST-2 crashed into a farm field near Harper Dry Lake. Wags called this the 'Alfalfa Field Impact Test.' These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

Cluster of atherosclerosis in a captive population of black kites (Milvus migrans subsp.) in France and effect of nutrition on the plasma lipid profile.

PubMed

Facon, Charles; Beaufrere, Hugues; Gaborit, Christophe; Albaric, Olivier; Plassiart, Georges; Ammersbach, Melanie; Liegeois, Jean-Louis

2014-03-01

From January 2010 to March 2013, a captive colony of 83 black kites (Milvus migrans subsp.) in France experienced increased mortality related to atherosclerosis with an incidence of 4.4% per year. On histopathology, all kites had advanced atherosclerotic lesions, with several birds presenting abdominal hemorrhage and aortic rupture. In January 2012, a dietary change was instituted and consisted of introducing fish into the kites' diet. During the following 15 mo, the plasma lipid profile was monitored as well as body weight, food offered, and flight activity. Total and low-density lipoprotein cholesterol initially increased, but in December 2012 and March 2013, an overall decrease from initial values was observed. High-density lipoprotein cholesterol also increased during this period. Despite positive plasma lipid changes induced by dietary modifications, there was no decrease in mortality from atherosclerosis, which was probably associated with the severity of the atherosclerotic lesions at time of dietary management. However, owing to the long and progressive development of atherosclerotic lesions, long-term beneficial effects are probable. This report suggests that black kites are particularly susceptible to atherosclerosis and aortic dissection in captivity. To prevent degenerative diseases associated with captivity in birds of prey, species-specific lifestyle and dietary requirements and susceptibility to these diseases should be considered.

Interrupted breeding in a songbird migrant triggers development of nocturnal locomotor activity.

PubMed

Mukhin, Andrey; Kobylkov, Dmitry; Kishkinev, Dmitry; Grinkevich, Vitaly

2018-04-03

Long-distance avian migrants, e.g. Eurasian reed warblers (Acrocephalus scirpaceus), can precisely schedule events of their annual cycle. However, the proximate mechanisms controlling annual cycle and their interplay with environmental factors are poorly understood. We artificially interrupted breeding in reed warblers by bringing them into captivity and recording birds' locomotor activity for 5-7 days. Over this time, most of the captive birds gradually developed nocturnal locomotor activity not observed in breeding birds. When the birds were later released and radio-tracked, the individuals with highly developed caged activity performed nocturnal flights. We also found that reed warblers kept indoors without access to local cues developed a higher level of nocturnal activity compared to the birds kept outdoors with an access to the familiar environment. Also, birds translocated from a distant site (21 km) had a higher motivation to fly at night-time after release compared to the birds captured within 1 km of a study site. Our study suggests that an interrupted breeding triggers development of nocturnal locomotor activity in cages, and the level of activity is correlated with motivation to perform nocturnal flights in the wild, which can be restrained by familiar environment.

Spin Research Vehicle (SRV) in B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1981-01-01

This in-flight photo of NASA's B-52 mothership shows the bomber carrying a subscale model of an Air Force F-15, a remotely piloted vehicle that was used to conduct spin research. The F-15 Remotely Piloted Research Vehicles (RPRV) was air launched from the B-52 at approximately 45,000 feet and was controlled by a pilot in a ground cockpit complete with flight controls and a television screen. The F-15 model in this particular configuration was known as the Spin Research Vehicle (SRV). NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Hepatic lipidosis and other test findings in two captive adult porcupines (Erethizon dorsatum) dying from a "sudden death syndrome".

PubMed

Barigye, Robert; Schamber, Ev; Newell, Teresa K; Dyer, Neil W

2007-11-01

Routine postmortem examination and histologic evaluation of tissue sections demonstrated hepatic lipidosis (HL) in 2 adult captive porcupines with a history of sudden death. The male porcupine had a markedly enlarged pale liver that microscopically showed large unilocular vacuoles within hepatocellular cytoplasm. The periparturient female had similar but less marked hepatic lesions and an incidental pulmonary mycosis. These findings suggest HL as an important differential of spontaneous death in captive porcupines. It is hypothesized that in addition to the widely documented causes, HL in captive porcupines may be specifically associated with nutritional imbalances caused by the feeding of unsuitable commercial diets. The possible association of the condition with dietary and other factors in captive porcupines needs to be thoroughly investigated.

PBDEs (polybrominated diphenyl ethers) pose a risk to captive giant pandas.

PubMed

Chen, Yi-Ping; Zheng, Ying-Juan; Liu, Qiang; Ellison, Aaron M; Zhao, Yan; Ma, Qing-Yi

2017-07-01

The Qinling subspecies of giant panda (Ailuropoda melanoleuca qinlingensis), is highly endangered; fewer than 350 individuals still inhabit Qinling Mountains. Previous research revealed captive pandas were exposed to bromine, so we hypothesized that captive pandas were exposed to and affected by polybrominated diphenyl ethers (PBDEs). To test this hypothesis, we tested blood and feces of captive and wild pandas, their drinking water, food (bamboo leaves) from SWARC (Shaanxi Wild Animal Research Center)and FNNR (Foping National Nature Reserve) and supplemental feedstuff given to captive panda at SWARC. We found 13 congeners of PBDEs in fecal samples, of which BDE47, BDE66, BDE71, BDE99, and BDE154 were the dominant, total PBDE concentration in feces of captive pandas was 255% higher than in wild pandas. We found nine PBDEs congeners in blood samples: BDE153 and BDE183 were the predominant congers. PBDEs in blood from captive pandas were significantly higher than in wild pandas. The total concentration of PBDEs were 5473 and 4835 (pg.g) in Fargesia qinlingensis, were 2192 and 1414 (pg.g) in Bashannia fargesii (2192, 1414 pg g), 0.066, 0.038 (pg/ml) in drinking water, and 28.8 (pg.g) in supplemental feedstuff for captive and wild pandas, which indicate that the PBDEs came from its bamboo feed, especially from Bashannia fargesii. Our results demonstrate that BDE99 and BDE47 could be threatening the pandas' health especially for captive panda and there are potential health risks from PBDEs for pandas. In the short term, this risk may be ameliorated by strict control of food quality. In the long term, however, reducing air, water and soil contamination so as to improve environmental quality can best reduce these risks to meet the international standard such as Stockholm Convention. Copyright © 2017 Elsevier Ltd. All rights reserved.

Captivity reduces hippocampal volume but not survival of new cells in a food-storing bird.

PubMed

Tarr, Bernard A; Rabinowitz, Jeremy S; Ali Imtiaz, Mubdiul; DeVoogd, Timothy J

2009-12-01

In many naturalistic studies of the hippocampus wild animals are held in captivity. To test if captivity itself affects hippocampal integrity, adult black-capped chickadees (Poecile atricapilla) were caught in the fall, injected with bromodeoxyuridine to mark neurogenesis, and alternately released to the wild or held in captivity. The wild birds were recaptured after 4-6 weeks and perfused simultaneously with their captive counterparts. The hippocampus of captive birds was 23% smaller than wild birds, with no hemispheric differences in volume within groups. Between groups there was no statistically significant difference in the size of the telencephalon, or in the number and density of surviving new cells. Proximate causes of the reduced hippocampal volume could include stress, lack of exercise, diminished social interaction, or limited caching opportunity-a hippocampal-dependent activity. The results suggest the avian hippocampus-a structure essential for rapid, complex relational and spatial learning-is both plastic and sensitive, much as in mammals, including humans.

9 CFR 77.20 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... “Uniform Methods and Rules—Bovine Tuberculosis Eradication” and in which tuberculosis is prevalent in less.... A herd of captive cervids that has tested negative to at least two consecutive official tuberculosis...

9 CFR 77.20 - Definitions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... “Uniform Methods and Rules—Bovine Tuberculosis Eradication” and in which tuberculosis is prevalent in less.... A herd of captive cervids that has tested negative to at least two consecutive official tuberculosis...

9 CFR 77.20 - Definitions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... “Uniform Methods and Rules—Bovine Tuberculosis Eradication” and in which tuberculosis is prevalent in less.... A herd of captive cervids that has tested negative to at least two consecutive official tuberculosis...

9 CFR 77.20 - Definitions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... “Uniform Methods and Rules—Bovine Tuberculosis Eradication” and in which tuberculosis is prevalent in less.... A herd of captive cervids that has tested negative to at least two consecutive official tuberculosis...

9 CFR 77.20 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids... “Uniform Methods and Rules—Bovine Tuberculosis Eradication” and in which tuberculosis is prevalent in less.... A herd of captive cervids that has tested negative to at least two consecutive official tuberculosis...

Comparative skull analysis suggests species-specific captivity-related malformation in lions (Panthera leo).

PubMed

Saragusty, Joseph; Shavit-Meyrav, Anat; Yamaguchi, Nobuyuki; Nadler, Rona; Bdolah-Abram, Tali; Gibeon, Laura; Hildebrandt, Thomas B; Shamir, Merav H

2014-01-01

Lion (Panthera leo) populations have dramatically decreased worldwide with a surviving population estimated at 32,000 across the African savannah. Lions have been kept in captivity for centuries and, although they reproduce well, high rates of stillbirths as well as morbidity and mortality of neonate and young lions are reported. Many of these cases are associated with bone malformations, including foramen magnum (FM) stenosis and thickened tentorium cerebelli. The precise causes of these malformations and whether they are unique to captive lions remain unclear. To test whether captivity is associated with FM stenosis, we evaluated 575 lion skulls of wild (N = 512) and captive (N = 63) origin. Tiger skulls (N = 276; 56 captive, 220 wild) were measured for comparison. While no differences were found between males and females or between subadults and adults in FM height (FMH), FMH of captive lions (17.36±3.20 mm) was significantly smaller and with greater variability when compared to that in wild lions (19.77±2.11 mm). There was no difference between wild (18.47±1.26 mm) and captive (18.56±1.64 mm) tigers in FMH. Birth origin (wild vs. captive) as a factor for FMH remained significant in lions even after controlling for age and sex. Whereas only 20/473 wild lions (4.2%) had FMH equal to or smaller than the 5th percentile of the wild population (16.60 mm), this was evident in 40.4% (23/57) of captive lion skulls. Similar comparison for tigers found no differences between the captive and wild populations. Lions with FMH equal to or smaller than the 5th percentile had wider skulls with smaller cranial volume. Cranial volume remained smaller in both male and female captive lions when controlled for skull size. These findings suggest species- and captivity-related predisposition for the pathology in lions.

Comparative Skull Analysis Suggests Species-Specific Captivity-Related Malformation in Lions (Panthera leo)

PubMed Central

Saragusty, Joseph; Shavit-Meyrav, Anat; Yamaguchi, Nobuyuki; Nadler, Rona; Bdolah-Abram, Tali; Gibeon, Laura; Hildebrandt, Thomas B.; Shamir, Merav H.

2014-01-01

Lion (Panthera leo) populations have dramatically decreased worldwide with a surviving population estimated at 32,000 across the African savannah. Lions have been kept in captivity for centuries and, although they reproduce well, high rates of stillbirths as well as morbidity and mortality of neonate and young lions are reported. Many of these cases are associated with bone malformations, including foramen magnum (FM) stenosis and thickened tentorium cerebelli. The precise causes of these malformations and whether they are unique to captive lions remain unclear. To test whether captivity is associated with FM stenosis, we evaluated 575 lion skulls of wild (N = 512) and captive (N = 63) origin. Tiger skulls (N = 276; 56 captive, 220 wild) were measured for comparison. While no differences were found between males and females or between subadults and adults in FM height (FMH), FMH of captive lions (17.36±3.20 mm) was significantly smaller and with greater variability when compared to that in wild lions (19.77±2.11 mm). There was no difference between wild (18.47±1.26 mm) and captive (18.56±1.64 mm) tigers in FMH. Birth origin (wild vs. captive) as a factor for FMH remained significant in lions even after controlling for age and sex. Whereas only 20/473 wild lions (4.2%) had FMH equal to or smaller than the 5th percentile of the wild population (16.60 mm), this was evident in 40.4% (23/57) of captive lion skulls. Similar comparison for tigers found no differences between the captive and wild populations. Lions with FMH equal to or smaller than the 5th percentile had wider skulls with smaller cranial volume. Cranial volume remained smaller in both male and female captive lions when controlled for skull size. These findings suggest species- and captivity-related predisposition for the pathology in lions. PMID:24718586

Molecular screening for hemotropic mycoplasmas in captive Barbary sheep (Ammotragus lervia) in southern Brazil.

PubMed

Santos, Leonilda C; Vidotto, Odilon; Morikawa, Vivien M; Santos, Nelson J R; Vieira, Thállitha S W J; Barros Filho, Ivan R; Vieira, Rafael F C; Biondo, Alexander W

2017-08-01

This study is part of an active surveillance program for monitoring animal health status in endangered species, and was conducted to screen captive Barbary sheep ( Ammotragus lervia ) for hemoplasma infection. A total of 12 blood samples were collected, DNA extracted and further tested by a pan-hemoplasma polymerase chain reaction protocol. Animals were clinically healthy and not infested by ectoparasites. Although housekeeping gene DNA was successfully amplified, all the Barbary sheep samples tested negative for Mycoplasma sp. Notwithstanding the negative results, molecular pathogen surveys on Barbary sheep and other exotic wild mammals may provide insights regarding infection of endangered species caused by captivity stress in association with exposure to new pathogens worldwide.

Incorporation of Half-Cycle Theory Into Ko Aging Theory for Aerostructural Flight-Life Predictions

NASA Technical Reports Server (NTRS)

Ko, William L.; Tran, Van T.; Chen, Tony

2007-01-01

The half-cycle crack growth theory was incorporated into the Ko closed-form aging theory to improve accuracy in the predictions of operational flight life of failure-critical aerostructural components. A new crack growth computer program was written for reading the maximum and minimum loads of each half-cycle from the random loading spectra for crack growth calculations and generation of in-flight crack growth curves. The unified theories were then applied to calculate the number of flights (operational life) permitted for B-52B pylon hooks and Pegasus adapter pylon hooks to carry the Hyper-X launching vehicle that air launches the X-43 Hyper-X research vehicle. A crack growth curve for each hook was generated for visual observation of the crack growth behavior during the entire air-launching or captive flight. It was found that taxiing and the takeoff run induced a major portion of the total crack growth per flight. The operational life theory presented can be applied to estimate the service life of any failure-critical structural components.

M2-F2 Mated to B-52 Mothership on Ramp

NASA Technical Reports Server (NTRS)

1965-01-01

A head-on view of the M2-F2 lifting body mounted on the wing pylon of its B-52 mothership in 1965. This was for a captive flight made the following month. The M2-F2 remained attached to the B-52 throughout the flight to test its on-board systems. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Determination of Orbiter and Carrier Aerodynamic Coefficients from Load Cell Measurements

NASA Technical Reports Server (NTRS)

Glenn, G. M.

1976-01-01

A method of determining orbiter and carrier total aerodynamic coefficients from load cell measurements is required to support the inert and the captive active flights of the ALT program. A set of equations expressing the orbiter and carrier total aerodynamic coefficients in terms of the load cell measurements, the sensed dynamics of the Boeing 747 (carrier) aircraft, and the relative geometry of the orbiter/carrier is derived.

Comparison of anterior segment health in wild and captive common murres.

PubMed

Freeman, Kate S; Fiorello, Christine; Murray, Michael

2018-03-01

To evaluate and compare the anterior segment health of wild and captive common murres. Thirty wild common murres (Uria aalge) were captured and housed in freshwater pools and had an adnexal and anterior segment exam performed prior to a subsequent wildlife health study. The examination included phenol red thread tear tests, fluorescein staining, slit-lamp biomicroscopy, rebound tonometry, and conjunctival culture sampling. Six captive common murres housed in natural seawater at the Monterey Bay Aquarium were examined in a similar manner. The most common ophthalmic lesion in the wild birds was corneal fibrosis with 55% prevalence, and over half of these were potentially vision threatening. Lenticular opacity (cataract or sclerosis or both) was the most common lesion in captive murres seen in 67% of the eyes. Mean phenol red tear test for all eyes without ulcers was 20 ± 3.6 mm. Mean intraocular pressure for all eyes without ulcers or flare was 23 ± 2.6 mmHg. The wild murres had a low percentage (17%) of positive conjunctival cultures. The captive murres had no growth on any culture. Wild murres are more likely to suffer corneal lesions, whereas captive murres are more likely to experience age-related lenticular diseases. Corneal scarring indicates that wild murres are frequently exposed to ocular trauma and the body condition scores indicate they appear to remain successful predators despite some vision compromise. © 2017 American College of Veterinary Ophthalmologists.

Molecular screening for hemotropic mycoplasmas in captive Barbary sheep (Ammotragus lervia) in southern Brazil

PubMed Central

Santos, Leonilda C.; Vidotto, Odilon; Morikawa, Vivien M.; Santos, Nelson J. R.; Vieira, Thállitha S. W. J.; Barros Filho, Ivan R.; Vieira, Rafael F. C.; Biondo, Alexander W.

2017-01-01

Aim: This study is part of an active surveillance program for monitoring animal health status in endangered species, and was conducted to screen captive Barbary sheep (Ammotragus lervia) for hemoplasma infection. Materials and Methods: A total of 12 blood samples were collected, DNA extracted and further tested by a pan-hemoplasma polymerase chain reaction protocol. Results: Animals were clinically healthy and not infested by ectoparasites. Although housekeeping gene DNA was successfully amplified, all the Barbary sheep samples tested negative for Mycoplasma sp. Conclusion: Notwithstanding the negative results, molecular pathogen surveys on Barbary sheep and other exotic wild mammals may provide insights regarding infection of endangered species caused by captivity stress in association with exposure to new pathogens worldwide. PMID:28919684

Serum biochemistry of captive and free-ranging gray wolves (Canis lupus)

USGS Publications Warehouse

Constable, Peter; Hinchcliff, Ken; Demma, Nick; Callahan, Margaret; Dale, B.W.; Fox, Kevin; Adams, Layne G.; Wack, Ray; Kramer, Lynn

1998-01-01

Normal serum biochemistry values are frequently obtained from studies of captive sedentary (zoo) or free-ranging (wild) animals. It is frequently assumed that values from these two populations are directly referable to each other. We tested this assumption using 20 captive gray wolves (Canis lupus) in Minnesota, USA, and 11 free-ranging gray wolves in Alaska, USA. Free-ranging wolves had significantly (P<0.05) lower sodium, chloride, and creatine concentrations and significantly higher potassium and blood urea nitrogen (BUN) concentrations; BUN to creatine ratios; and alanine aminotransferase, aspartate aminotransferase, and creatine kinase activities relative to captive wolves. Corticosteroid-induced alkaline phosphatase activity (a marker of stress in domestic dogs) was detected in 3 of 11 free-ranging wolves and in 0 of 20 captive wolves (P = 0.037). This study provides clear evidence that serum biochemical differences can exist between captive and free-ranging populations of one species. Accordingly, evaluation of the health status of an animal should incorporate an understanding of the potential confounding effect that nutrition, activity level, and environmental stress could have on the factor(s) being measured.

How Cheap Is Soaring Flight in Raptors? A Preliminary Investigation in Freely-Flying Vultures

PubMed Central

Duriez, Olivier; Kato, Akiko; Tromp, Clara; Dell'Omo, Giacomo; Vyssotski, Alexei L.; Sarrazin, François; Ropert-Coudert, Yan

2014-01-01

Measuring the costs of soaring, gliding and flapping flight in raptors is challenging, but essential for understanding their ecology. Among raptors, vultures are scavengers that have evolved highly efficient soaring-gliding flight techniques to minimize energy costs to find unpredictable food resources. Using electrocardiogram, GPS and accelerometer bio-loggers, we report the heart rate (HR) of captive griffon vultures (Gyps fulvus and G. himalayensis) trained for freely-flying. HR increased three-fold at take-off (characterized by prolonged flapping flight) and landing (>300 beats-per-minute, (bpm)) compared to baseline levels (80–100 bpm). However, within 10 minutes after the initial flapping phase, HR in soaring/gliding flight dropped to values similar to baseline levels, i.e. slightly lower than theoretically expected. However, the extremely rapid decrease in HR was unexpected, when compared with other marine gliders, such as albatrosses. Weather conditions influenced flight performance and HR was noticeably higher during cloudy compared to sunny conditions when prolonged soaring flight is made easier by thermal ascending air currents. Soaring as a cheap locomotory mode is a crucial adaptation for vultures who spend so long on the wing for wide-ranging movements to find food. PMID:24454760

How cheap is soaring flight in raptors? A preliminary investigation in freely-flying vultures.

PubMed

Duriez, Olivier; Kato, Akiko; Tromp, Clara; Dell'Omo, Giacomo; Vyssotski, Alexei L; Sarrazin, François; Ropert-Coudert, Yan

2014-01-01

Measuring the costs of soaring, gliding and flapping flight in raptors is challenging, but essential for understanding their ecology. Among raptors, vultures are scavengers that have evolved highly efficient soaring-gliding flight techniques to minimize energy costs to find unpredictable food resources. Using electrocardiogram, GPS and accelerometer bio-loggers, we report the heart rate (HR) of captive griffon vultures (Gyps fulvus and G. himalayensis) trained for freely-flying. HR increased three-fold at take-off (characterized by prolonged flapping flight) and landing (>300 beats-per-minute, (bpm)) compared to baseline levels (80-100 bpm). However, within 10 minutes after the initial flapping phase, HR in soaring/gliding flight dropped to values similar to baseline levels, i.e. slightly lower than theoretically expected. However, the extremely rapid decrease in HR was unexpected, when compared with other marine gliders, such as albatrosses. Weather conditions influenced flight performance and HR was noticeably higher during cloudy compared to sunny conditions when prolonged soaring flight is made easier by thermal ascending air currents. Soaring as a cheap locomotory mode is a crucial adaptation for vultures who spend so long on the wing for wide-ranging movements to find food.

The Effect of Systematic Error in Forced Oscillation Testing

NASA Technical Reports Server (NTRS)

Williams, Brianne Y.; Landman, Drew; Flory, Isaac L., IV; Murphy, Patrick C.

2012-01-01

One of the fundamental problems in flight dynamics is the formulation of aerodynamic forces and moments acting on an aircraft in arbitrary motion. Classically, conventional stability derivatives are used for the representation of aerodynamic loads in the aircraft equations of motion. However, for modern aircraft with highly nonlinear and unsteady aerodynamic characteristics undergoing maneuvers at high angle of attack and/or angular rates the conventional stability derivative model is no longer valid. Attempts to formulate aerodynamic model equations with unsteady terms are based on several different wind tunnel techniques: for example, captive, wind tunnel single degree-of-freedom, and wind tunnel free-flying techniques. One of the most common techniques is forced oscillation testing. However, the forced oscillation testing method does not address the systematic and systematic correlation errors from the test apparatus that cause inconsistencies in the measured oscillatory stability derivatives. The primary objective of this study is to identify the possible sources and magnitude of systematic error in representative dynamic test apparatuses. Sensitivities of the longitudinal stability derivatives to systematic errors are computed, using a high fidelity simulation of a forced oscillation test rig, and assessed using both Design of Experiments and Monte Carlo methods.

How well can captive breeding programs conserve biodiversity? A review of salmonids

PubMed Central

Fraser, Dylan J

2008-01-01

Captive breeding programs are increasingly being initiated to prevent the imminent extinction of endangered species and/or populations. But how well can they conserve genetic diversity and fitness, or re-establish self-sustaining populations in the wild? A review of these complex questions and related issues in salmonid fishes reveals several insights and uncertainties. Most programs can maintain genetic diversity within populations over several generations, but available research suggests the loss of fitness in captivity can be rapid, its magnitude probably increasing with the duration in captivity. Over the long-term, there is likely tremendous variation between (i) programs in their capacity to maintain genetic diversity and fitness, and (ii) species or even intraspecific life-history types in both the severity and manner of fitness-costs accrued. Encouragingly, many new theoretical and methodological approaches now exist for current and future programs to potentially reduce these effects. Nevertheless, an unavoidable trade-off exists between conserving genetic diversity and fitness in certain instances, such as when captive-bred individuals are temporarily released into the wild. Owing to several confounding factors, there is also currently little evidence that captive-bred lines of salmonids can or cannot be reintroduced as self-sustaining populations. Most notably, the root causes of salmonid declines have not been mitigated where captive breeding programs exist. Little research has also addressed under what conditions an increase in population abundance due to captive-rearing might offset fitness reductions induced in captivity. Finally, more empirical investigation is needed to evaluate the genetic/fitness benefits and risks associated with (i) maintaining captive broodstocks as either single or multiple populations within one or more facilities, (ii) utilizing cryopreservation or surrogate broodstock technologies, and (iii) adopting other alternatives to captive-rearing such as translocations to new habitats. Management recommendations surrounding these issues are proposed, with the aim of facilitating meta-analyses and more general principles or guidelines for captive-breeding. These include the need for the following: (i) captive monitoring to involve, a priori, greater application of hypothesis testing through the use of well-designed experiments and (ii) improved documentation of procedures adopted by specific programs for reducing the loss of genetic diversity and fitness. PMID:25567798

Effects of rearing environment and population origin on responses to repeated behavioural trials in cane toads (Rhinella marina).

PubMed

Gruber, Jodie; Whiting, Martin J; Brown, Gregory; Shine, Richard

2018-05-02

Behavioural response to repeated trials in captivity can be driven by many factors including rearing environment, population of origin, habituation to captivity/trial conditions and an individual's behavioural type (e.g., bold versus shy). We tested the effect of rearing environment (captive raised common-garden versus wild-caught) and population origin (range-edge versus range-front) on the responses of invasive cane toads (Rhinella marina) to repeated exploration and risk-taking assays in captivity. We found that behavioural responses to identical assays performed on two occasions were complex and showed few consistent patterns based on rearing environment or population of origin. However, behavioural traits were repeatable across Trial Blocks when all sample populations were grouped together, indicating general consistency in individual toad behaviour across repeated behavioural assays. Our findings exemplify the complexity and unpredictability of behavioural responses and their effects on the repeatability and interpretation of behavioural traits across repeated behavioural assays in captivity. To meaningfully interpret the results from repeated behavioural assays, we need to consider how multiple factors may affect behavioural responses to these tests and importantly, how these responses may affect the repeatability of behavioural traits across time. Copyright © 2018. Published by Elsevier B.V.

Hematological markers and biochemical profiles in terms of gender and age of captive collared peccaries (Tayassu tajacu) in eastern Amazon.

PubMed

Jorge, E M; Silva, C J O; Ritter, R A; Monteiro, M V B; Albuquerque, N I; Kahwage, P R; Monteiro, F O B; Costa, C T C; Rahal, S C; Silva Filho, E

2015-11-25

Complete blood counts and blood biochemical analyses are laboratory tests that allow the monitoring of physiological condition, nutrition, and health in free-living or captive wild animals. When interpreting these tests, it is essential to compare the results with reference ranges that are suitable for the species. Few studies have been conducted on the hematological and biochemical characteristics of Tayassu tajacu, particularly for animals raised in the Amazon biome. The objectives of this study were to evaluate the influence of age and gender on the hematological and biochemical profiles of captive T. tajacu, and to establish reference intervals for these parameters. Complete blood counts and biochemical analyses were performed using manual methods and semi-automatic equipment, respectively. There were significant differences in relation to age in hematocrit and hemoglobin levels, and mean cell volumes, in captive T. tajacu. No basophils were observed, and the neutrophil:lymphocyte ratio was less than 1. Levels of total protein, urea, phosphorus, and alkaline phosphatase were significantly affected by age (P < 0.05). Gender did not affect any of the results. The hematological and biochemical parameters for this species were determined, and may be used as reference ranges for captive T. tajacu.

Effects of environmental complexity and temporary captivity on foraging behavior of wild-caught meadow voles.

PubMed

Kozuch, Amaranta E; McPhee, M Elsbeth

2014-01-01

Increased housing of wild nonhuman animals in captivity for conservation, research, and rehabilitation has revealed the importance of systematically analyzing effects of the captive environment on behavior. This study focused on the effects of complexity and time held in captivity on foraging behaviors of wild-caught, adult meadow voles (Microtus pennsylvanicus). Forty-six individuals captured from a meadow outside Oshkosh, WI, were assigned to 1 of 4 captive treatment groups: simple/<50 days (SS), simple/>50 days, complex/<50 days, and complex/>50 days. Number of dish visits, proportion foraging, and frequency of nonforaging behaviors recorded during a 15-min foraging trial were measured for all subjects. Kruskal-Wallis and Mann-Whitney U Tests were conducted to analyze 4 different comparisons within this behavioral data. Overall, neither time in captivity or environmental complexity affected nonforaging behaviors. In contrast, foraging behaviors did change with treatment: Voles were less active at food dishes and visited control dishes more in treatment group SS than in the other treatment groups. In addition, sex-related differences in foraging behaviors were maintained when voles were exposed to environmental complexity. This article includes options for wildlife managers to adapt captive environments to meet the welfare and behavioral needs of translocated wild nonhuman mammals.

Detection of Chlamydophila psittaci antibodies from captive birds at the Ninoy Aquino Parks and Wildlife Nature Center, Quezon City, Philippines.

PubMed

Maluping, Ramon P; Oronan, Rey B; Toledo, Steven U

2007-01-01

The present study was undertaken to detect the presence of Chlamydophila psittaci antibodies in captive birds at the Wildlife Rescue Center, Ninoy Aquino Parks and Wildlife Nature Center, Quezon City, Philippines. Blood was collected from 36 birds of different species and the presence of antibodies against C. psittaci was detected using an ELISA-based test kit. 25% of the samples demonstrated antibodies against C. psittaci. The results of this study confirmed the presence of C. psittaci antibodies among the captive birds examined.

Captivity induces hyper-inflammation in the house sparrow (Passer domesticus).

PubMed

Martin, Lynn B; Kidd, Laura; Liebl, Andrea L; Coon, Courtney A C

2011-08-01

Some species thrive in captivity but others exhibit extensive psychological and physiological deficits, which can be a challenge to animal husbandry and conservation as well as wild immunology. Here, we investigated whether captivity duration impacted the regulation of a key innate immune response, inflammation, of a common wild bird species, the house sparrow (Passer domesticus). Inflammation is one of the most commonly induced and fast-acting immune responses animals mount upon exposure to a parasite. However, attenuation and resolution of inflammatory responses are partly coordinated by glucocorticoid hormones, hormones that can be disregulated in captivity. Here, we tested whether captivity duration alters corticosterone regulation and hence the inflammatory response by comparing the following responses to lipopolysaccharide (LPS; a Gram-negative bacteria component that induces inflammation) of birds caught wild and injected immediately versus those held for 2 or 4 weeks in standard conditions: (1) the magnitude of leukocyte immune gene expression [the cytokines, interleukin 1β and interleukin 6, and Toll-like receptor 4 (TLR4)], (2) the rate of clearance of endotoxin, and (3) the release of corticosterone (CORT) in response to endotoxin (LPS). We predicted that captivity duration would increase baseline CORT and thus suppress gene expression and endotoxin clearance rate. However, our predictions were not supported: TLR4 expression increased with time in captivity irrespective of LPS, and cytokine expression to LPS was stronger the longer birds remained captive. Baseline CORT was not affected by captivity duration, but CORT release post-LPS occurred only in wild birds. Lastly, sparrows held captive for 4 weeks maintained significantly higher levels of circulating endotoxin than other groups, perhaps due to leakage of microbes from the gut, but exogenous LPS did not increase circulating levels over the time scale samples were collected. Altogether, captivity appears to have induced a hyper-inflammatory state in house sparrows, perhaps due to disregulation of glucocorticoids, natural microflora or both.

Serologic survey for Leptospira spp. in captive neotropical felids in Foz do Iguaçu, Paraná, Brazil.

PubMed

Ullmann, Leila Sabrina; Hoffmann, Juliano L; de Moraes, Wanderlei; Cubas, Zalmir S; dos Santos, Leonilda Correia; da Silva, Rodrigo Costa; Moreira, Nei; Guimaraes, Ana Marcia Sa; Camossi, Lucilene Granuzzio; Langoni, Helio; Biondo, Alexander W

2012-06-01

Leptospirosis is a bacterial zoonosis of worldwide distribution and is endemic in tropical countries, where rodents and other wild mammals are abundant and may act as reservoirs. Leptospirosis has become a concern in captive wild animals, due mostly to their exposure to contaminated urine or environment. Although domestic cats (Felis catus) have been reported refractory to leptospirosis, serology and disease in captive wild felids is still unclear. In this study 57 adult, clinically healthy felids, including 1 Geoffroy's cat (Leopardus geoffroyi), 3 jaguarundis (Puma yagouaroundi), 17 margays (Leopardus wiedii), 22 little spotted cats (Leopardus tigrinus), and 14 ocelots (Leopardus pardalis) kept in captivity at the Sanctuary at the Itaipu Binacional hydroelectric power plant (Bela Vista Biological Sanctuary), Foz do Iguacu City, Paraná State, Brazil, were serologically surveyed for the presence of antibodies against 28 serovars of Leptospira spp. by microagglutination test (MAT). Two animals (3.5%) were seropositive: one male ocelot to the serovar Cynopteri (titer 100) and one female margay to Autumnalis (100) and Butembo (200). The captive-born, 5-yr-old ocelot had been solitary housed in an individual cage. The approximately 21-yr-old wild-caught margay was also kept individually. None of the tested animals showed signs ofleptospirosis. During a study conducted 4 yr previously in the same facility, this particular margay also tested positive for the same two serovars, among others. The present study indicates that the felids tested for Leptospira spp. by MAT were exposed to serovars, but did not demonstrate clinical signs of disease. Comparison with a previous study suggests that serovar titers may vary over time and that leptospirosis dynamics remains unclear in wild felids.

The Lovelace Award presentation of the Society of NASA Flight Surgeons.

PubMed

White, S C

1997-09-01

The following speech was presented at the Society of NASA Flight Surgeon's annual luncheon meeting on May 11, 1995 in Anaheim, CA. The Randolph C. Lovelace Award is presented annually by the Society. Stanley C. White, M.D., had a very distinguished career in Aerospace Medicine, including working with the Air Force's Man-In-Space and Man-In-Space-Soonest Programs, and, later, as the first Flight Surgeon assigned to the NASA Space Task Group. For these, and numerous other contributions, Dr. White was chosen to receive the Society of NASA Flight Surgeons' 1995 Lovelace Award at the 66th Annual Scientific Meeting of the Aerospace Medical Association. Dr. White, who was a personal acquaintance of Dr. Randy Lovelace for whom the award is named, then captivated the audience with a fascinating speech about Dr. Lovelace. Furthermore, he admonished us to remember the legacy of Dr. Lovelace and the many lessons his wisdom still teaches us today. The following is Dr. White's presentation.

KSC-99pp1272

NASA Image and Video Library

1999-11-01

Two of KSC's X-34 technicians (far right), David Rowell and Roger Cartier, look at work being done on the modified A-1A at Dryden Flight Research Center, Calif. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

Cyberwar: Are Civilians Back on the Battlefield

DTIC Science & Technology

2015-02-17

long before the Wright brothers finally achieved it in 1903. States, having experienced balloons and anticipating the advent of other forms of...flight, agreed in the 1899 Hague Convention to “prohibit, for a term of five years, the launching of projectiles and explosives from balloons , or by...Princeton, NJ: Princeton University Press, 1976), 87. 8Friedman, The Law of War, xiii. 9 Paul J. Springer, America’s Captives : Treatment of POWs

Prevalence of Salmonella in Australian reptiles.

PubMed

Scheelings, T Franciscus; Lightfoot, Dianne; Holz, Peter

2011-01-01

From January 2007 until June 2008, 504 reptiles of four families and 57 species were examined for Salmonella by using cloacal or intestinal swabs. Salmonella was identified in 139 (28%) of the 504 animals tested. Of the 504 reptiles examined, 210 were captive and 294 were wild. Ninety-eight (47%) of the captive reptiles were shedding Salmonella at the time of sampling. In contrast, only 41 (14%) of the wild reptiles were shedding Salmonella. The higher prevalence of Salmonella in captive reptiles was statistically significant (P<0.0001). No Salmonella was found in 60 wild, freshwater chelonians or 48 wild southern water skinks (Eulamprus heatwolei). Our results suggest that some species of wild reptiles in Australia are not natural carriers of Salmonella and that diet and captivity may influence Salmonella excretion in other species.

Tuberculosis surveillance of elephants (Elephas maximus) in Nepal at the captive-wild interface

USDA-ARS?s Scientific Manuscript database

A comprehensive elephant tuberculosis (TB) survey using culture and four serological screening tests was conducted in Nepal. Private and government-owned male and female captive Asian elephants (Elephas maximus) were included in the study. The mean reported age was 38 years (range 5-60 years). A tot...

SEROPREVALENCE OF TOXOPLASMA GONDII IN CAPTIVE ANTILLEAN MANATEE (TRICHECHUS MANATUS MANATUS) IN BRAZIL.

PubMed

Attademo, Fernanda L N; Ribeiro, Vanessa O; Soares, Herbert S; Luna, Fábia O; Sousa, Glaucia P; Freire, Augusto C B; Gennari, Solange M; Alves, Leucio C; Marvulo, Maria Fernanda V; Dubey, Jitender P; Silva, Jean C R

2016-06-01

Antillean manatees ( Trichechus manatus manatus) are aquatic mammals that inhabit marine waters from Central America to the northeastern region of Brazil, and they are an endangered species. Infection with Toxoplasma gondii through intake of water or food contaminated with oocysts has been reported among marine mammals. The present study aimed to evaluate the prevalence of antibodies to T. gondii in West Indian manatees living in captivity in northeastern Brazil. Serum samples from 55 West Indian manatees from three different captive groups were tested for T. gondii antibodies by means of the modified agglutination test using a cutoff of 1:25. The samples were screened at dilutions of 1:25, 1:50, and 1:500, and positive samples were end-titrated using twofold serial dilutions; antibodies were found in six Antillean manatees (10.9%) with titers of 1:50 in three, 1:500 in one, 1:3,200 in one, and 1:51,200 in one manatee. This study is the first report of T. gondii antibodies in captive Antillean manatees in Brazil.

Testing an attachment method for solar-powered tracking devices on a long-distance migrating shorebird

USGS Publications Warehouse

Chan, Ying-Chi; Brugge, Martin; Tibbitts, T. Lee; Dekinga, Anne; Porter, Ron; Klaassen, Raymond H. G.; Piersma, Theunis

2016-01-01

Small solar-powered satellite transmitters and GPS data loggers enable continuous, multi-year, and global tracking of birds. What is lacking, however, are reliable methods to attach these tracking devices to small migratory birds so that (1) flight performance is not impacted and (2) tags are retained during periods of substantial mass change associated with long-distance migration. We developed a full-body harness to attach tags to Red Knots (Calidris canutus), a medium-sized shorebird (average mass 124 g) that undertakes long-distance migrations. First, we deployed dummy tags on captive birds and monitored them over a complete migratory fattening cycle (February–July 2013) during which time they gained and lost 31–110 g and underwent a pre-alternate moult of body feathers. Using each individual’s previous year fattening and moult data in captivity as controls, we compared individual mass and moult differences between years between the tagged and reference groups, and concluded that the attachment did not impact mass and moult cycles. However, some birds shed feathers under the tags and under the polyester harness line commonly used in avian harnesses. Feather shedding was alleviated by switching to smoothed-bottom tags and monofilament harness lines. To field-trial this design, we deployed 5-g satellite transmitters on ten Red Knots released on 3 October 2013 in the Dutch Wadden Sea. Bird movements and tag performance appeared normal. However, nine tags stopped transmitting 11–170 days post-release which was earlier than expected. We attribute this to bird mortality rather than failure of the attachments or transmitters and suggest that the extra weight and drag caused by the tag and its feather-blocking shield increased the chance of depredation by the locally common Peregrine Falcons (Falco peregrinus). Our results demonstrate that species- and place-specific contexts can strongly determine tagging success. While captive trials are an important first step in developing an attachment method, field trials are essential to fully assess attachment designs.

Comparative Study of Reproductive Development in Wild and Captive-Reared Greater Amberjack Seriola dumerili (Risso, 1810)

PubMed Central

Zupa, Rosa; Rodríguez, Covadonga; Mylonas, Constantinos C.; Rosenfeld, Hanna; Fakriadis, Ioannis; Papadaki, Maria; Pérez, José A.; Pousis, Chrysovalentinos; Basilone, Gualtiero

2017-01-01

The greater amberjack Seriola dumerili is a large teleost fish with rapid growth and excellent flesh quality, whose domestication represents an ambitious challenge for aquaculture. The occurrence of reproductive dysfunctions in greater amberjack reared in captivity was investigated by comparing reproductive development of wild and captive-reared individuals. Wild and captive-reared breeders were sampled in the Mediterranean Sea during three different phases of the reproductive cycle: early gametogenesis (EARLY, late April-early May), advanced gametogenesis (ADVANCED, late May-early June) and spawning (SPAWNING, late June-July). Fish reproductive state was evaluated using the gonado-somatic index (GSI), histological analysis of the gonads and determination of sex steroid levels in the plasma, and correlated with leptin expression in the liver and gonad biochemical composition. The GSI and sex steroid levels were lower in captive-reared than in wild fish. During the ADVANCED period, when the wild greater amberjack breeders were already in spawning condition, ovaries of captive-reared breeders showed extensive atresia of late vitellogenic oocytes and spermatogenic activity ceased in the testes of half of the examined males. During the SPAWNING period, all captive-reared fish had regressed gonads, while wild breeders still displayed reproductive activity. Liver leptin expression and gonad proximate composition of wild and captive greater amberjack were similar. However, the gonads of captive-reared fish showed different total polar lipid contents, as well as specific lipid classes and fatty acid profiles with respect to wild individuals. This study underlines the need for an improvement in rearing technology for this species, which should include minimum handling during the reproductive season and the formulation of a specific diet to overcome the observed gonadal decrements of phospholipids, DHA (22:6n-3) and ARA (20:4n-6), compared to wild breeders. PMID:28056063

The effect of captivity on the skin microbial symbionts in three Atelopus species from the lowlands of Colombia and Ecuador.

PubMed

Flechas, Sandra V; Blasco-Zúñiga, Ailin; Merino-Viteri, Andrés; Ramírez-Castañeda, Valeria; Rivera, Miryan; Amézquita, Adolfo

2017-01-01

Many amphibian species are at risk of extinction in their natural habitats due to the presence of the fungal pathogen Batrachochytrium dendrobatidis ( Bd ). For the most highly endangered species , captive assurance colonies have been established as an emergency measure to avoid extinction. Experimental research has suggested that symbiotic microorganisms in the skin of amphibians play a key role against Bd . While previous studies have addressed the effects of captivity on the cutaneous bacterial community, it remains poorly studied whether and how captive conditions affect the proportion of beneficial bacteria or their anti- Bd performance on amphibian hosts. In this study we sampled three amphibian species of the highly threatened genus, Atelopus , that remain in the wild but are also part of ex situ breeding programs in Colombia and Ecuador. Our goals were to (1) estimate the diversity of culturable bacterial assemblages in these three species of Atelopus , (2) describe the effect of captivity on the composition of skin microbiota, and (3) examine how captivity affects the bacterial ability to inhibit Bd growth. Using challenge assays we tested each bacterial isolate against Bd , and through sequencing of the 16S rRNA gene, we identified species from thirteen genera of bacteria that inhibited Bd growth. Surprisingly, we did not detect a reduction in skin bacteria diversity in captive frogs. Moreover, we found that frogs in captivity still harbor bacteria with anti- Bd activity. Although the scope of our study is limited to a few species and to the culturable portion of the bacterial community, our results indicate that captive programs do not necessarily change bacterial communities of the toad skins in a way that impedes the control of Bd in case of an eventual reintroduction.

The effect of captivity on the skin microbial symbionts in three Atelopus species from the lowlands of Colombia and Ecuador

PubMed Central

Blasco-Zúñiga, Ailin; Merino-Viteri, Andrés; Ramírez-Castañeda, Valeria; Rivera, Miryan; Amézquita, Adolfo

2017-01-01

Many amphibian species are at risk of extinction in their natural habitats due to the presence of the fungal pathogen Batrachochytrium dendrobatidis (Bd). For the most highly endangered species, captive assurance colonies have been established as an emergency measure to avoid extinction. Experimental research has suggested that symbiotic microorganisms in the skin of amphibians play a key role against Bd. While previous studies have addressed the effects of captivity on the cutaneous bacterial community, it remains poorly studied whether and how captive conditions affect the proportion of beneficial bacteria or their anti-Bd performance on amphibian hosts. In this study we sampled three amphibian species of the highly threatened genus, Atelopus, that remain in the wild but are also part of ex situ breeding programs in Colombia and Ecuador. Our goals were to (1) estimate the diversity of culturable bacterial assemblages in these three species of Atelopus, (2) describe the effect of captivity on the composition of skin microbiota, and (3) examine how captivity affects the bacterial ability to inhibit Bd growth. Using challenge assays we tested each bacterial isolate against Bd, and through sequencing of the 16S rRNA gene, we identified species from thirteen genera of bacteria that inhibited Bd growth. Surprisingly, we did not detect a reduction in skin bacteria diversity in captive frogs. Moreover, we found that frogs in captivity still harbor bacteria with anti-Bd activity. Although the scope of our study is limited to a few species and to the culturable portion of the bacterial community, our results indicate that captive programs do not necessarily change bacterial communities of the toad skins in a way that impedes the control of Bd in case of an eventual reintroduction. PMID:28785515

Microbiological evaluation of different strategies for management of snakes in captivity.

PubMed

Campagner, M V; Bosco, S M G; Bagagli, E; Cunha, M L R S; Jeronimo, B C; Saad, E; Biscola, N P; Ferreira, R S; Barraviera, B

2012-01-01

Keeping snakes in captivity to produce venom for scientific research and production of inputs is now a worldwide practice. Maintaining snakes in captivity involves capture, infrastructure investments, management techniques, and appropriate qualified personnel. Further, the success of the project requires knowledge of habitat, nutrition, and reproduction, and control of opportunistic infections. This study evaluated the management of snakes in three types of captivity (quarantine, intensive, and semiextensive) and diagnosed bacterial and fungal contaminants. A bacteriological profile was obtained by swabbing the oral and cloacal cavities, scales, and venoms of healthy adult snakes from Bothrops jararaca (Bj) and Crotalus durissus terrificus (Cdt). There was predominance of Enterobacteriaceae, especially non-fermenting Gram-negative bacilli excluding Pseudomonas spp and Gram- positive bacteria. Statistically, intensive captivity resulted in the highest number of bacterial isolates, followed by recent capture (quarantine) and by semiextensive captivity. No statistical difference was found between Bj and Cdt bacterial frequency. In vitro bacterial susceptibility testing found the highest resistance against the semisynthetic penicillins (amoxicillin and ampicillin) and highest sensitivity to amicacin and tobramycin aminoglycosides. To evaluate mycological profile of snakes from intensive captivity, samples were obtained from two healthy Bj and one B. moojeni, one B. pauloensis, and one Cdt showing whitish lesions on the scales suggestive of ringworm. Using conventional methods and DNA-based molecular procedures, five samples of Trichosporon asahii were identified. Despite the traditional role of intense captivity in ophidian venom production, semiextensive captivity was more effective in the present study by virtue of presenting superior control of bacterial and fungal transmission, easier management, lowest cost, and decreased rate of mortality; therefore, it should be considered as a good alternative for tropical countries.

The efficiency of close inbreeding to reduce genetic adaptation to captivity

PubMed Central

Theodorou, K; Couvet, D

2015-01-01

Although ex situ conservation is indispensable for thousands of species, captive breeding is associated with negative genetic changes: loss of genetic variance and genetic adaptation to captivity that is deleterious in the wild. We used quantitative genetic individual-based simulations to model the effect of genetic management on the evolution of a quantitative trait and the associated fitness of wild-born individuals that are brought to captivity. We also examined the feasibility of the breeding strategies under a scenario of a large number of loci subject to deleterious mutations. We compared two breeding strategies: repeated half-sib mating and a method of minimizing mean coancestry (referred to as gc/mc). Our major finding was that half-sib mating is more effective in reducing genetic adaptation to captivity than the gc/mc method. Moreover, half-sib mating retains larger allelic and adaptive genetic variance. Relative to initial standing variation, the additive variance of the quantitative trait increased under half-sib mating during the sojourn in captivity. Although fragmentation into smaller populations improves the efficiency of the gc/mc method, half-sib mating still performs better in the scenarios tested. Half-sib mating shows two caveats that could mitigate its beneficial effects: low heterozygosity and high risk of extinction when populations are of low fecundity and size and one of the following conditions are met: (i) the strength of selection in captivity is comparable with that in the wild, (ii) deleterious mutations are numerous and only slightly deleterious. Experimental validation of half-sib mating is therefore needed for the advancement of captive breeding programs. PMID:25052417

Ares I and Ares I-X Stage Separation Aerodynamic Testing

NASA Technical Reports Server (NTRS)

Pinier, Jeremy T.; Niskey, Charles J.

2011-01-01

The aerodynamics of the Ares I crew launch vehicle (CLV) and Ares I-X flight test vehicle (FTV) during stage separation was characterized by testing 1%-scale models at the Arnold Engineering Development Center s (AEDC) von Karman Gas Dynamics Facility (VKF) Tunnel A at Mach numbers of 4.5 and 5.5. To fill a large matrix of data points in an efficient manner, an injection system supported the upper stage and a captive trajectory system (CTS) was utilized as a support system for the first stage located downstream of the upper stage. In an overall extremely successful test, this complex experimental setup associated with advanced postprocessing of the wind tunnel data has enabled the construction of a multi-dimensional aerodynamic database for the analysis and simulation of the critical phase of stage separation at high supersonic Mach numbers. Additionally, an extensive set of data from repeated wind tunnel runs was gathered purposefully to ensure that the experimental uncertainty would be accurately quantified in this type of flow where few historical data is available for comparison on this type of vehicle and where Reynolds-averaged Navier-Stokes (RANS) computational simulations remain far from being a reliable source of static aerodynamic data.

X-15 Mated to B-52 Captive Flight

NASA Technical Reports Server (NTRS)

1959-01-01

One of three X-15 rocket-powered research aircraft being carried aloft under the wing of its B-52 mothership. The X-15 was air launched from the B-52 so the rocket plane would have enough fuel to reach its high speed and altitude test points. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. The X-15s made a total of 199 flights over a period of nearly 10 years and set world's unofficial speed and altitude records of 4,520 miles per hour (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs and also the Space Shuttle program. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet.. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Factors affecting initial training success of blood glucose testing in captive chimpanzees (Pan troglodytes).

PubMed

Reamer, Lisa A; Haller, Rachel L; Thiele, Erica J; Freeman, Hani D; Lambeth, Susan P; Schapiro, Steven J

2014-01-01

Type 2 diabetes can be a problem for captive chimpanzees. Accurate blood glucose (BG) readings are necessary to monitor and treat this disease. Thus, obtaining voluntary samples from primates through positive reinforcement training (PRT) is critical. The current study assessed the voluntary participation of 123 chimpanzees in BG sampling and investigated factors that may contribute to individual success. All subjects participate in regular PRT sessions as part of a comprehensive behavioral management program. Basic steps involved in obtaining BG values include: voluntarily presenting a finger/toe; allowing digit disinfection; holding for the lancet device; and allowing blood collection onto a glucometer test strip for analysis. We recorded the level of participation (none, partial, or complete) when each chimpanzee was first asked to perform the testing procedure. Nearly 30% of subjects allowed the entire procedure in one session, without any prior specific training for the target behavior. Factors that affected this initial successful BG testing included sex, personality (chimpanzees rated higher on the factor "openness" were more likely to participate with BG testing), and past training performance for "present-for-injection" (chimpanzees that presented for their most recent anesthetic injection were more likely to participate). Neither age, rearing history, time since most recent anesthetic event nor social group size significantly affected initial training success. These results have important implications for captive management and training program success, underlining individual differences in training aptitude and the need for developing individual management plans in order to provide optimal care and treatment for diabetic chimpanzees in captivity. © 2014 Wiley Periodicals, Inc.

Health evaluation of free-ranging and captive blue-fronted Amazon parrots (Amazona aestiva) in the Gran chaco, Bolivia.

PubMed

Deem, Sharon L; Noss, Andrew J; Cuéllar, Rosa Leny; Karesh, William B

2005-12-01

Bolivia has a total of 47 species of Psittacidae, seven of which have been identified in our study site, the semiarid Gran Chaco of the Isoso. One species, the blue-fronted parrot (Amazona aestiva), is frequently captured by local Isoseño Guaraní Indians for exploitation on the national and international market. These birds are often temporarily housed in small villages under unhygienic conditions with poultry and other domestic species. On occasion, these parrots escape back to the wild. Additionally, many of these birds are kept as pets or are used to lure wild. parrots within slingshot range for subsequent capture. In this study, we evaluated the health status, including the level of exposure to selected infectious agents, in the wild-caught captive birds and free-ranging birds. Physical examinations were performed, and blood was collected, from 54 live birds (20 captive and 34 free-ranging). Feces were collected from 15 birds (seven captive and eight free-ranging). Necropsies were also performed on four recently dead wild-caught birds. On serologic testing, no birds were found to have antibodies to avian influenza virus, Chlamydophila psittaci, infectious bronchitis virus, infectious bursal disease virus, infectious laryngotracheitis virus, Marek's disease virus, paramyxovirus-1, paramyxovirus-2, paramyxovirus-3, polyomavirus, eastern equine encephalitis virus, western equine encephalitis virus, or Venezuelan equine encephalitis virus. Positive antibody titers were found for psittacine herpesvirus (8/44, 18.2%), Aspergillus spp. (3/51, 5.9%), and Salmonella pullorum (33/49, 67.3%). All three of the birds that tested antibody positive for Aspergillus spp. were captive, whereas six of the eight and 15 of the 33 birds that tested positive for psittacine herpesvirus and S. pullorum, respectively, were wild.

X-2 on ramp with B-50 mothership and support crew

NASA Technical Reports Server (NTRS)

1956-01-01

Air Force test pilot Capt. Iven Kincheloe stands in front of the Bell X-2 (46-674) on the ramp at Edwards Air Force Base, California. Behind the X-2 are ground support personnel, the B-50 launch aircraft and crew, chase planes, and support vehicles. Kincheloe had flown nearly 100 combat missions in Korea in an F-86 and was credited with shooting down 10 enemy aircraft. He then graduated from the Empire Test Pilot's School in Great Britain in December 1954, whereupon he was assigned to Edwards Air Force Base. He made four powered flights in the X-2. On September 7, 1956, he reached an altitude of 126,200 feet. After the death of Capt. Mel Apt and the loss of the X-2 #1 on September 27, 1956, in the first Mach 3 flight, Kincheloe was assigned as the Air Force project pilot for the X-15. Before he had a chance to fly that rocket-powered aircraft, Kincheloe himself lost his life on July 26, 1958, in an F-104 accident. The X-2 was a swept-wing, rocket-powered aircraft designed to fly faster than Mach 3 (three times the speed of sound). It was built for the U.S. Air Force by the Bell Aircraft Company, Buffalo, New York. The X-2 was flown to investigate the problems of aerodynamic heating as well as stability and control effectiveness at high altitudes and high speeds (in excess of Mach 3). Bell aircraft built two X-2 aircraft. These were constructed of K-monel (a copper and nickel alloy) for the fuselage and stainless steel for the swept wings and control surfaces. The aircraft had ejectable nose capsules instead of ejection seats because the development of ejection seats had not reached maturity at the time the X-2 was conceived. The X-2 ejection canopy was successfully tested using a German V-2 rocket. The X-2 used a skid-type landing gear to make room for more fuel. The airplane was air launched from a modified Boeing B-50 Superfortress Bomber. X-2 Number 1 made its first unpowered glide flight on Aug. 5, 1954, and made a total of 17 (4 glide and 13 powered) flights before it was lost Sept. 27, 1956. The pilot on Flight 17, Capt. Milburn Apt, had flown the aircraft to a record speed of Mach 3.2 (2,094 mph), thus becoming the first person to exceed Mach 3. During that last flight, inertial coupling occurred and the pilot was killed. The aircraft suffered little damage in the crash, resulting in proposals (never implemented) from the Langley Memorial Aeronautical Laboratory, Hampton, Virginia, to rebuild it for use in a hypersonic (Mach 5+) test program. In 1953, X-2 Number 2 was lost in an in-flight explosion while at the Bell Aircraft Company during captive flight trials and was jettisoned into Lake Ontario. The Air Force had previously flown the aircraft on three glide flights at Edwards Air Force Base, California, in 1952. Although the NACA's High-Speed Flight Station, Edwards, California, (predecessor of NASA's Dryden Flight Research Center) never actually flew the X-2 aircraft, the NACA did support the program primarily through Langley Memorial Aeronautical Laboratory wind-tunnel tests and Wallops Island, Virginia, rocket-model tests. The NACA High-Speed Flight Station also provided stability and control recording instrumentation and simulator support for the Air Force flights. In the latter regard, the NACA worked with the Air Force in using a special computer to extrapolate and predict aircraft behavior from flight data.

‘Captivity bias’ in animal tool use and its implications for the evolution of hominin technology

PubMed Central

Haslam, Michael

2013-01-01

Animals in captive or laboratory settings may outperform wild animals of the same species in both frequency and diversity of tool use, a phenomenon here termed ‘captivity bias’. Although speculative at this stage, a logical conclusion from this concept is that animals whose tool-use behaviour is observed solely under natural conditions may be judged cognitively or physically inferior than if they had also been tested or observed under controlled captive conditions. In turn, this situation creates a potential problem for studies of the behaviour of extinct members of the human family tree—the hominins—as hominin cognitive abilities are often judged on material evidence of tool-use behaviour left in the archaeological record. In this review, potential factors contributing to captivity bias in primates (including increased contact between individuals engaged in tool use, guidance or shaping of tool-use behaviour by other tool-users and increased free time and energy) are identified and assessed for their possible effects on the behaviour of the Late Pleistocene hominin Homo floresiensis. The captivity bias concept provides one way to uncouple hominin tool use from cognition, by considering hominins as subject to the same adaptive influences as other tool-using animals. PMID:24101629

Occurrence of antibodies anti -Toxoplasma gondii, Neospora caninum and Leptospira interrogans in a captive deer herd in Southern Brazil.

PubMed

Zimpel, Cristina Kraemer; Grazziotin, Ana Laura; de Barros Filho, Ivan Roque; Guimaraes, Ana Marcia de Sa; dos Santos, Leonilda Correia; de Moraes, Wanderlei; Cubas, Zalmir Silvino; de Oliveira, Marcos Jose; Pituco, Edviges Maristela; Lara, Maria do Carmo Custódio de Souza Hunold; Villalobos, Eliana Monteforte Cassaro; Silva, Lília Marcia Paulin; Cunha, Elenice Maria Sequetin; Castro, Vanessa; Biondo, Alexander Welker

2015-01-01

A large number of Brazilian zoos keep many endangered species of deer, however, very few disease surveillance studies have been conducted among captive cervids. Blood samples from 32 Brazilian deer (Blastocerus dichotomus, Mazama nana and Mazama americana) kept in captivity at Bela Vista Biological Sanctuary (Foz do Iguaçu, Brazil) were investigated for 10 ruminant pathogens, with the aims of monitoring deer health status and evaluating any potential zoonotic risk. Deer serum samples were tested for Brucella abortus, Leptospira (23 serovars), Toxoplasma gondii, Neospora caninum, bovine viral diarrhea virus, infectious bovine rhinotracheitis virus, foot-and-mouth disease virus, western equine encephalitis virus, eastern equine encephalitis virus and Venezuelan equine encephalitis virus. Antibodies against T. gondii (15.6%), N. caninum (6.2%) and L. interrogans serogroup Serjoe (3.1%) were detected. The serological results for all other infectious agents were negative. The deer were considered to be clinically healthy and asymptomatic regarding any disease. Compared with studies on free-ranging deer, the prevalences of the same agents tested among the captive deer kept at the Sanctuary were lower, thus indicating good sanitary conditions and high-quality management practices at the zoo.

Using a Sound Field to Reduce the Risks of Bird-Strike: An Experimental Approach.

PubMed

Swaddle, John P; Ingrassia, Nicole M

2017-07-01

Each year, billions of birds collide with large human-made structures, such as building, towers, and turbines, causing substantial mortality. Such bird-strike, which is projected to increase, poses risks to populations of birds and causes significant economic costs to many industries. Mitigation technologies have been deployed in an attempt to reduce bird-strike, but have been met with limited success. One reason for bird-strike may be that birds fail to pay adequate attention to the space directly in front of them when in level, cruising flight. A warning signal projected in front of a potential strike surface might attract visual attention and reduce the risks of collision. We tested this idea in captive zebra finches (Taeniopygia guttata) that were trained to fly down a long corridor and through an open wooden frame. Once birds were trained, they each experienced three treatments at unpredictable times and in a randomized order: a loud sound field projected immediately in front of the open wooden frame; a mist net (i.e., a benign strike surface) placed inside the wooden frame; and both the loud sound and the mist net. We found that birds slowed their flight approximately 20% more when the sound field was projected in front of the mist net compared with when the mist net was presented alone. This reduction in velocity would equate to a substantial reduction in the force of any collision. In addition to slowing down, birds increased the angle of attack of their body and tail, potentially allowing for more maneuverable flight. Concomitantly, the only cases where birds avoided the mist net occurred in the sound-augmented treatment. Interestingly, the sound field by itself did not demonstrably alter flight. Although our study was conducted in a limited setting, the alterations of flight associated with our sound field has implications for reducing bird-strike in nature and we encourage researchers to test our ideas in field trials. © The Author 2017. Published by Oxford University Press on behalf of the Society for Integrative and Comparative Biology. All rights reserved. For permissions please email: journals.permissions@oup.com.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

Two of KSC's X-34 technicians (far right), David Rowell and Roger Cartier, look at work being done on the modified A-1A at Dryden Flight Research Center, Calif. Since September, eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

GASTROINTESTINAL PARASITES IN CAPTIVE AND FREE-RANGING BIRDS AND POTENTIAL CROSS-TRANSMISSION IN A ZOO ENVIRONMENT.

PubMed

Carrera-Játiva, Patricio D; Morgan, Eric R; Barrows, Michelle; Wronski, Torsten

2018-03-01

Gastrointestinal parasites are commonly reported in wild birds, but transmission amongst avifauna in zoological settings, and between these captive birds and wild birds in surrounding areas, remains poorly understood. A survey was undertaken to investigate the occurrence of gastrointestinal parasites in captive and free-ranging birds at Bristol Zoo Gardens between May and July 2016. A total of 348 fecal samples from 32 avian species were examined using the Mini-FLOTAC flotation method. Parasites were detected in 31% (45/145) of samples from captive birds and in 65.5% (133/203) of samples from free-ranging birds. Parasites of captive individuals included ascarids ( Heterakis spp. and other morphotypes), capillarids, oxyurids, strongyles, a trematode, and protozoans ( Eimeria spp., Isospora spp., Caryospora sp., and Entamoeba spp.). Parasites of free-ranging birds included ascarids ( Ascaridia spp., Porrocaecum spp., and other morphotypes), capillarids, oxyurids, strongyles ( Syngamus spp. and other morphotypes), cestodes ( Choanotaenia spp., Hymenolepis spp., and other morphotypes), a trematode, and protozoans ( Eimeria spp., Isospora spp., Entamoeba spp.). Similar types of parasites were detected in captive and free-ranging birds, but capillarid ova morphology was similar only between closely related species, eg in corvids (captive azure-winged magpies [ Cyanipica cyana] and wild jackdaws [ Corvus monedula]) and between wild columbids (collared doves [ Streptopelia decaocto], rock doves [ Columba livia], and wood pigeons [ Columba palumbus]). The prevalence and intensity of nematodes and coccidia in birds housed outdoors did not differ statistically from species housed indoors. Results indicate that captive and free-ranging birds may share parasites when closely related, but this would need to be confirmed by the study of adult specimens and molecular tests. Determining which parasites are present in captive and free-ranging species in zoological parks will support the establishment of effective husbandry practices to maintain the health status of managed species.

Recent Advances in LOX / LH2 Propulsion System for Reusable Vehicle Testing

NASA Astrophysics Data System (ADS)

Tokudome, Shinichiro; Naruo, Yoshihiro; Yagishita, Tsuyoshi; Nonaka, Satoshi; Shida, Maki; Mori, Hatsuo; Nakamura, Takeshi

The third-generation vehicle RVT#3 equipped with a pressure-fed engine, which had upgraded in terms of durability enhancement and a LH2 tank of composite material, successfully performed in repeated flight operation tests; and the vehicle reached its maximum flying altitude of 42m in October 2003. The next step for demonstrating entire sequence of full-scale operation is to put a turbopump-fed system into propulsion system. From a result of primary system analysis, we decided to build an expander-cycle engine by diverting a pair of turbopumps, which had built for another research program, to the present study. A combustion chamber with long cylindrical portion adapted to the engine cycle was also newly made. Two captive firing tests have been conducted with two different thrust control methods, following the component tests of combustor and turbopumps separately conducted. A considerable technical issues recognized in the tests were the robustness enhancement of shaft seal design, the adjustment of shaft stiffness, and start-up operation adapted to the specific engine system. Experimental study of GOX/GH2 RCS thrusters have also been started as a part of a conceptual study of the integration of the propulsion system associated with simplification and reliability improvement of the vehicle system.

Salmonella serovars and antimicrobial resistance in strains isolated from wild animals in captivity in Sinaloa, Mexico.

PubMed

Silva-Hidalgo, Gabriela; López-Valenzuela, Martin; Juárez-Barranco, Felipe; Montiel-Vázquez, Edith; Valenzuela-Sánchez, Beatriz

2014-08-01

The aim of the present study was to evaluate the frequency of antibiotic resistance in Salmonella spp. strains from wild animals in captivity at the Culiacan Zoo and the Mazatlan Aquarium in Sinaloa, Mexico. We identified 17 different Salmonella enterica serovars at a prevalence of 19.90% (Culiacan Zoo) and 6.25% (Mazatlan Aquarium). Antibiotic sensitivity tests revealed that, of the 83 strains studied, 100% were multidrug resistant (MDR). The drugs against which the greatest resistance was observed were: penicillin, erythromycin, dicloxacillin, ampicillin, cephalothin, and chloramphenicol. We therefore conclude that MDR is common among Salmonella isolates originating from wild animals in captivity in Sinaloa.

KSC-99pp1275

NASA Image and Video Library

1999-11-01

At Dryden Flight Research Center, Calif., KSC technician Bryan Taylor makes an adjustment on the modified X-34, known as A-1A. Taylor is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital Sciences Corporation and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and David Rowell. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC-99pp1274

NASA Image and Video Library

1999-11-01

At Dryden Flight Research Center, Calif., KSC technician James Niehoff Jr. (left) helps attach the wing of the modified X-34, known as A-1A. Niehoff is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital Sciences Corporation and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, David Rowell and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

At Dryden Flight Research Center, Calif., KSC technician Bryan Taylor makes an adjustment on the modified X-34, known as A-1A. Taylor is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital Sciences Corporation and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and David Rowell. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L- 1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

At Dryden Flight Research Center, Calif., KSC technician James Niehoff Jr. (left) helps attach the wing of the modified X-34, known as A-1A. Niehoff is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital Sciences Corporation and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, David Rowell and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

Dietary estrogens--a probable cause of infertility and liver disease in captive cheetahs.

PubMed

Setchell, K D; Gosselin, S J; Welsh, M B; Johnston, J O; Balistreri, W F; Kramer, L W; Dresser, B L; Tarr, M J

1987-08-01

The cheetah in the wild is "racing towards extinction" mostly due to habitat destruction. Its survival will probably depend on accelerated captive breeding. At this time, however, reproductive failure and liver disease threaten the future of the captive cheetah population. Histopathological evaluation of more than 100 cheetah livers identified venocclusive disease as the main hepatic lesion responsible for liver disease in this species. Analysis of the commercial feline diet by high-performance liquid chromatography and gas-liquid chromatography-mass spectrometry revealed large amounts of two phytoestrogens identified as daidzein and genistein. These compounds were found to be derived from a soybean product that was a component of the cheetah diet, and their concentrations both ranged from 18 to 35 micrograms/g diet. The adult cheetah consequently consumes approximately 50 mg/day of these weak estrogens. When extracts of the diet were tested for estrogenicity using a bioassay, a dose-related increase in uterine weight was observed. In 4 cheetahs studied, withdrawal of this feline diet by substitution with a chicken diet resulted in an improvement in conventional liver function tests and a normalization in the appearance of hepatic mitochondria. We conclude that the relatively high concentrations of phytoestrogens from soybean protein present in the commercial diet fed to captive cheetahs in North American zoos may be one of the major factors in the decline of fertility and in the etiology of liver disease in this species. The survival of the captive cheetah population could depend upon a simple change of diet by excluding exogenous estrogen.

A method to assess relative preference for training and environmental enrichment in captive wolves (Canis lupus and Canis lupus arctos).

PubMed

Dorey, Nicole R; Mehrkam, Lindsay R; Tacey, Jay

2015-11-01

It is currently debated as to whether or not positive reinforcement training is enriching to captive animals. Although both husbandry training and environmental enrichment (EE) have been found to benefit animal welfare in captivity, to date, no systematic investigation has compared an animal's preference for performing a trained behavior to engaging freely with a stimuli provided as EE. In the current paper, we used four captive wolves to (1) test the efficacy of a paired-stimulus preference assessment to determine preference for engaging in a trained behavior as a choice; and to (2) use a paired-stimulus preference assessment to determine whether or not individuals prefer to engage in a previously trained behavior versus a previously encountered EE stimuli. Of the four subjects tested, visual inspection of the graphs revealed that two of the subjects preferred trained behavior stimuli and two of the subjects preferred EE stimuli; only one of the wolves had a statically higher preference for an EE stimulus over a trained behavior. We believe that letting the animals choose between these two events is the first step in answering the question of whether or not is training enriching, however more research needs to be done and suggestions for future research is discussed. © 2015 Wiley Periodicals, Inc.

Development of survival skills in captive-raised Siberian polecats (Mustela eversmanni) I: locating prey

USGS Publications Warehouse

Miller, Brian; Biggins, Dean; Wemmer, Chris; Powell, Roger; Hanebury, Lou; Horn, Deborah; Vargas, Astrid

1990-01-01

Captive-raised mustelids appear to have a rudimentary capacity to kill prey, but the skills necessary for locating prey may be eroded during captivity. We tested the maturational component of prey-searching behavior with captive-raised Siberian polecats (Mustela eversmanni) by subjecting polecats to a simulated prairie dog colony of 6 burrows within a 200 m2 arena. Ten naive Siberian polecats at ages 2.5, 3.5, and 4.5 months (30 total) were deprived of food for 12 hours. A dead prairie dog was placed in 1 prairie dog burrow and the other 5 were empty. A single Siberian polecat was released onto the colony shortly before sunset and its movements monitored from an observation tower. Older Siberian polecats located prey significantly quicker than younger polecats, but all age groups spent a great deal of time in surface activity not directed toward a burrow. When Siberian polecats were about 10 months old, all burrows in the arena were plugged with dirt including the burrow with the prairie dog. In this winter test, Siberian polecats located the prey but still spent a great deal of time in non-burrow directed surface activity. Economical use of surface time, with a low amount of non-burrow directed behavior, would presumably reduce the risk of predation for hunting polecats.

Gammaretrovirus-Specific Antibodies in Free-Ranging and Captive Namibian Cheetahs

PubMed Central

Krengel, Annika; Cattori, Valentino; Meli, Marina L.; Wachter, Bettina; Böni, Jürg; Bisset, Leslie R.; Thalwitzer, Susanne; Melzheimer, Jörg; Jago, Mark; Hofmann-Lehmann, Regina; Hofer, Heribert

2015-01-01

The cheetah population in Namibia is the largest free-ranging population in the world and a key population for research regarding the health status of this species. We used serological methods and quantitative real-time PCR to test free-ranging and captive Namibian cheetahs for the presence of feline leukemia virus (FeLV), a gammaretrovirus that can be highly aggressive in populations with low genetic diversity, such as cheetahs. We also assessed the presence of antibodies to other gammaretroviruses and the responses to a FeLV vaccine developed for domestic cats. Up to 19% of the free-ranging cheetahs, 27% of the captive nonvaccinated cheetahs, and 86% of the captive vaccinated cheetahs tested positive for FeLV antibodies. FeLV-antibody-positive free-ranging cheetahs also tested positive for Rauscher murine leukemia virus antibodies. Nevertheless, FeLV was not detectable by quantitative real-time PCR and no reverse transcriptase activity was detectable by product-enhanced reverse transcriptase assay in the plasma of cheetahs or the supernatants from cultures of peripheral blood mononuclear cells. The presence of antibodies to gammaretroviruses in clinically healthy specimens may be caused either by infection with a low-pathogenic retrovirus or by the expression of endogenous retroviral sequences. The strong humoral immune responses to FeLV vaccination demonstrate that cheetahs can respond to the vaccine and that vaccination against FeLV infection may be beneficial should FeLV infection ever become a threat, as was seen in Iberian lynx and Florida panthers. PMID:25809630

The impact of cognitive testing on the welfare of group housed primates.

PubMed

Whitehouse, Jamie; Micheletta, Jérôme; Powell, Lauren E; Bordier, Celia; Waller, Bridget M

2013-01-01

Providing cognitive challenges to zoo-housed animals may provide enriching effects and subsequently enhance their welfare. Primates may benefit most from such challenges as they often face complex problems in their natural environment and can be observed to seek problem solving opportunities in captivity. However, the extent to which welfare benefits can be achieved through programmes developed primarily for cognitive research is unknown. We tested the impact of voluntary participation cognitive testing on the welfare of a socially housed group of crested macaques (Macaca nigra) at the Macaque Study Centre (Marwell Zoo). First, we compared the rate of self-directed and social behaviours on testing and non-testing days, and between conditions within testing days. Minimal differences in behaviour were found when comparing testing and non-testing days, suggesting that there was no negative impact on welfare as a result of cognitive testing. Lipsmacking behaviours were found to increase and aggressive interaction was found to decrease in the group as a result of testing. Second, social network analysis was used to assess the effect of testing on associations and interactions between individuals. The social networks showed that testing subjects increased their association with others during testing days. One interpretation of this finding could be that providing socially housed primates with an opportunity for individuals to separate from the group for short periods could help mimic natural patterns of sub-group formation and reunion in captivity. The findings suggest, therefore, that the welfare of captive primates can be improved through the use of cognitive testing in zoo environments.

Suspected lead poisoning in two captive cheetahs (Acinonyx jubatus jubatus) in South Africa, in 2008 and 2013.

PubMed

North, Michelle A; Lane, Emily P; Marnewick, Kelly; Caldwell, Peter; Carlisle, Glen; Hoffman, Louw C

2015-08-13

Whilst lead poisoning in raptors, scavenging birds and waterfowl is well studied and common knowledge, there is surprisingly little literature detailing the risk to mammalian scavengers and captive carnivores fed hunted meat. This case report describes the death of two captive cheetahs (Acinonyx jubatus jubatus) following acute onset of nervous symptoms. Clinical signs included hyper-excitability, seizures, arched back, tail held abnormally high and hyper-salivation. Necropsy findings included bullets or a bullet in their stomachs. Kidney and liver lead levels from one cheetah (15.6 ppm and 17 ppm respectively) were consistent with a diagnosis of lead poisoning; liver from the second cheetah was not available for testing. Both animals were routinely fed hunted antelope or game birds. This is the first report of oral lead poisoning in captive large carnivores, although these are unlikely to be the first cases. Without awareness of the risks of feeding hunted game, lead exposure will continue to be an underdiagnosed reality in the rehabilitation of endangered carnivores.

Evaluation of methods for the euthanasia of cattle in a foreign animal disease outbreak.

PubMed Central

Baker, H J; Scrimgeour, H J

1995-01-01

In anticipation of the need to euthanize large numbers of cattle in the event of a foreign animal disease outbreak, two models of captive bolt gun and various firearms and ammunition loads were tested in order to assess their suitability. In the first phase of the project, two models of captive bolt stunner were used in an abattoir, and assessed for effectiveness. In the second phase, several firearms and ammunition were used on isolated bovine heads and assessed for effectiveness. Little difference was found between the two captive bolt stunners. Of the firearms and ammunition evaluated, the Ruger Mini-14 and the Core-Shot round, a prefragmented projectile, were determined to be most suitable. In situations where large herds of livestock are to be depopulated, and where the restraint required for the use of captive bolt stunners is not practical, there are commercially available firearms and ammunition that are suitable for this purpose. PMID:7757921

KSC-2012-3149

NASA Image and Video Library

2012-05-30

LOUISVILLE, Colo. – An Erickson Air-Crane helicopter lifts Sierra Nevada Corporation Space Systems’ Dream Chaser full-scale test vehicle to verify proper aerodynamic flight performance near the Rocky Mountain Metropolitan Airport in Jefferson County, Colo. This captive-carry test is one of several milestones the company is meeting during its partnership with NASA’s Commercial Crew Program CCP. Data from this test will provide SNC an early opportunity to evaluate and prove hardware, facilities and ground operations in preparation for approach and landing tests scheduled for later this year. In 2011, NASA selected Sierra Nevada during Commercial Crew Development Round 2 CCDev2) activities to mature the design and development of a crew transportation system with the overall goal of accelerating a United States-led capability to the International Space Station. The goal of CCP is to drive down the cost of space travel as well as open up space to more people than ever before by balancing industry’s own innovative capabilities with NASA's 50 years of human spaceflight experience. Six other aerospace companies also are maturing launch vehicle and spacecraft designs under CCDev2, including Alliant Techsystems Inc. ATK, The Boeing Co., Excalibur Almaz Inc., Blue Origin, Space Exploration Technologies SpaceX, and United Launch Alliance ULA. For more information, visit www.nasa.gov/commercialcrew. Image credit: Sierra Nevada Corp.

KSC-2012-3150

NASA Image and Video Library

2012-05-30

LOUISVILLE, Colo. – Sierra Nevada Corporation Space Systems’ Dream Chaser full-scale test vehicle is lifted by an Erickson Air-Crane helicopter to verify proper aerodynamic flight performance near the Rocky Mountain Metropolitan Airport in Jefferson County, Colo. This captive-carry test is one of several milestones the company is meeting during its partnership with NASA’s Commercial Crew Program CCP. Data from this test will provide SNC an early opportunity to evaluate and prove hardware, facilities and ground operations in preparation for approach and landing tests scheduled for later this year. In 2011, NASA selected Sierra Nevada during Commercial Crew Development Round 2 CCDev2) activities to mature the design and development of a crew transportation system with the overall goal of accelerating a United States-led capability to the International Space Station. The goal of CCP is to drive down the cost of space travel as well as open up space to more people than ever before by balancing industry’s own innovative capabilities with NASA's 50 years of human spaceflight experience. Six other aerospace companies also are maturing launch vehicle and spacecraft designs under CCDev2, including Alliant Techsystems Inc. ATK, The Boeing Co., Excalibur Almaz Inc., Blue Origin, Space Exploration Technologies SpaceX, and United Launch Alliance ULA. For more information, visit www.nasa.gov/commercialcrew. Image credit: Sierra Nevada Corp.

KSC-2012-3148

NASA Image and Video Library

2012-05-30

LOUISVILLE, Colo. – Sierra Nevada Corporation Space Systems’ Dream Chaser full-scale test vehicle is lifted by an Erickson Air-Crane helicopter to verify proper aerodynamic flight performance near the Rocky Mountain Metropolitan Airport in Jefferson County, Colo. This captive-carry test is one of several milestones the company is meeting during its partnership with NASA’s Commercial Crew Program CCP. Data from this test will provide SNC an early opportunity to evaluate and prove hardware, facilities and ground operations in preparation for approach and landing tests scheduled for later this year. In 2011, NASA selected Sierra Nevada during Commercial Crew Development Round 2 CCDev2) activities to mature the design and development of a crew transportation system with the overall goal of accelerating a United States-led capability to the International Space Station. The goal of CCP is to drive down the cost of space travel as well as open up space to more people than ever before by balancing industry’s own innovative capabilities with NASA's 50 years of human spaceflight experience. Six other aerospace companies also are maturing launch vehicle and spacecraft designs under CCDev2, including Alliant Techsystems Inc. ATK, The Boeing Co., Excalibur Almaz Inc., Blue Origin, Space Exploration Technologies SpaceX, and United Launch Alliance ULA. For more information, visit www.nasa.gov/commercialcrew. Image credit: Sierra Nevada Corp.

Mortality of Siberian polecats and black-footed ferrets released onto prairie dog colonies

USGS Publications Warehouse

Biggins, D.E.; Miller, B.J.; Hanebury, L.R.; Powell, R.A.

2011-01-01

Black-footed ferrets (Mustela nigripes) likely were extirpated from the wild in 19851986, and their repatriation depends on captive breeding and reintroduction. Postrelease survival of animals can be affected by behavioral changes induced by captivity. We released neutered Siberian polecats (M. eversmanii), close relatives of ferrets, in 19891990 on black-tailed prairie dog (Cynomys ludovicianus) colonies in Colorado and Wyoming initially to test rearing and reintroduction techniques. Captive-born polecats were reared in cages or cages plus outdoor pens, released from elevated cages or into burrows, and supplementally fed or not fed. We also translocated wild-born polecats from China in 1990 and released captive-born, cage-reared black-footed ferrets in 1991, the 1st such reintroduction of black-footed ferrets. We documented mortality for 55 of 92 radiotagged animals in these studies, mostly due to predation (46 cases). Coyotes (Canis latrans) killed 31 ferrets and polecats. Supplementally fed polecats survived longer than nonprovisioned polecats. With a model based on deaths per distance moved, survival was highest for wild-born polecats, followed by pen-experienced, then cage-reared groups. Indexes of abundance (from spotlight surveys) for several predators were correlated with mortality rates of polecats and ferrets due to those predators. Released black-footed ferrets had lower survival rates than their ancestral population in Wyoming, and lower survival than wild-born and translocated polecats, emphasizing the influence of captivity. Captive-born polecats lost body mass more rapidly postrelease than did captive-born ferrets. Differences in hunting efficiency and prey selection provide further evidence that these polecats and ferrets are not ecological equivalents in the strict sense. ?? 2011 American Society of Mammalogists.

Effects on fawn survival of multiple immobilizations of captive pregnant white-tailed deer

USGS Publications Warehouse

DelGiudice, G.D.; Mech, L.D.; Paul, W.J.; Karns, P.D.

1986-01-01

Fawn viability was tested in captive, pregnant white-tailed deer (Odocoileus virginianus) immobilized with xylazine hydrochloride and ketamine hydrochloride and reversed by yohimbine hydrochloride or tolazoline hydrochloride. Nine pregnant does were immobilized 10 times each from December 1984 to May 1985. Their mean parturition date was 8 June. The number of fawns produced per pregnant doe was 1.88. Mean weight of newborn fawns was 4.18 kg. Seventy-five percent of the does produced twins or triplets. Three (20%) fawns died postnatally within 48 hr, but the remaining 12 survived for the full 72 hr they were allowed to remain with their dams. These observations compare favorably with those of non-immobilized captive deer on similar diets.

Research note: The isolation of a herpes virus from captive cranes with an inclusion body disease

USGS Publications Warehouse

Docherty, D.E.; Henning, D.J.

1980-01-01

A viral agent, identified as a herpesvirus and tentatively called 'inclusion body disease of cranes' (IBDC), was isolated from captive cranes involved in a die-off at the International Crane Foundation near Baraboo, Wisconsin. Preliminary animal susceptibility tests, based on experimental infections, suggested that White Pekin ducklings up to 17 days old and adult coots were susceptible to the IBDC virus whereas 16-day-old White Leghorn chicks and 64-day-old Muscovy ducks were not. No serum antibody to IBDC virus was detected in 95 wild sandhill cranes collected in Wisconsin or Indiana in 1976 and 1977. However, 9 of 11 captive cranes in the affected area at the ICF had antibody to this agent.

Functional and proteomic comparison of Bothrops jararaca venom from captive specimens and the Brazilian Bothropic Reference Venom.

PubMed

Farias, Iasmim Baptista de; Morais-Zani, Karen de; Serino-Silva, Caroline; Sant'Anna, Sávio S; Rocha, Marisa M T da; Grego, Kathleen F; Andrade-Silva, Débora; Serrano, Solange M T; Tanaka-Azevedo, Anita M

2018-03-01

Snake venom is a variable phenotypic trait, whose plasticity and evolution are critical for effective antivenom production. A significant reduction of the number of snake donations to Butantan Institute (São Paulo, Brazil) occurred in recent years, and this fact may impair the production of the Brazilian Bothropic Reference Venom (BBRV). Nevertheless, in the last decades a high number of Bothrops jararaca specimens have been raised in captivity in the Laboratory of Herpetology of Butantan Institute. Considering these facts, we compared the biochemical and biological profiles of B. jararaca venom from captive specimens and BBRV in order to understand the potential effects of snake captivity upon the venom composition. Electrophoretic analysis and proteomic profiling revealed few differences in venom protein bands and some differentially abundant toxins. Comparison of enzymatic activities showed minor differences between the two venoms. Similar cross-reactivity recognition pattern of both venoms by the antibothropic antivenom produced by Butantan Institute was observed. Lethality and neutralization of lethality for B. jararaca venom from captive specimens and BBRV showed similar values. Considering these results we suggest that the inclusion of B. jararaca venom from captive specimens in the composition of BBRV would not interfere with the quality of this reference venom. Snakebite envenomation is a neglected tropical pathology whose treatment is based on the use of specific antivenoms. Bothrops jararaca is responsible for the majority of snakebites in South and Southeastern Brazil. Its venom shows individual, sexual, and ontogenetic variability, however, the effect of animal captivity upon venom composition is unknown. Considering the reduced number of wild-caught snakes donated to Butantan Institute in the last decades, and the increased life expectancy of the snakes raised in captivity in the Laboratory of Herpetology, this work focused on the comparative profiling of B. jararaca venom from captive snakes and the Brazilian Bothropic Reference Venom (BBRV). BBRV is composed of venom obtained upon the first milking of wild-caught B. jararaca specimens, and used to assess the potency of all bothropic antivenoms produced by Brazilian suppliers. The use of proteomic strategies, added to biochemical and neutralization tests, allowed to conclude that, despite some subtle differences detected between these two venoms, venom from captive specimens could be used in the BBRV composition without affecting its quality in antivenom potency assays. Copyright © 2017. Published by Elsevier B.V.

Determining when to change course in management actions.

PubMed

Ng, Chooi Fei; McCarthy, Michael A; Martin, Tara G; Possingham, Hugh P

2014-12-01

Time is of the essence in conservation biology. To secure the persistence of a species, we need to understand how to balance time spent among different management actions. A new and simple method to test the efficacy of a range of conservation actions is required. Thus, we devised a general theoretical framework to help determine whether to test a new action and when to cease a trial and revert to an existing action if the new action did not perform well. The framework involves constructing a general population model under the different management actions and specifying a management objective. By maximizing the management objective, we could generate an analytical solution that identifies the optimal timing of when to change management action. We applied the analytical solution to the case of the Christmas Island pipistrelle bat (Pipistrelle murrayi), a species for which captive breeding might have prevented its extinction. For this case, we used our model to determine whether to start a captive breeding program and when to stop a captive breeding program and revert to managing the species in the wild, given that the management goal is to maximize the chance of reaching a target wild population size. For the pipistrelle bat, captive breeding was to start immediately and it was desirable to place the species in captivity for the entire management period. The optimal time to revert to managing the species in the wild was driven by several key parameters, including the management goal, management time frame, and the growth rates of the population under different management actions. Knowing when to change management actions can help conservation managers' act in a timely fashion to avoid species extinction. © 2014 Society for Conservation Biology.

Skin disease in captive bats: results of an online survey of zoos and rehabilitators in Europe, North America and Australasia.

PubMed

Fountain, Kay I; Stevens, Kim B; Lloyd, David H; Loeffler, Anette

2017-04-01

Bats may be held captive in zoos and breeding programmes, and for rehabilitation due to illness, abandonment or injury. To describe the frequency and characteristics of skin disease in captive bats. Zoos (n = 164) in Europe, North America, Australia and New Zealand, Wildlife Disease Association members and rehabilitators were invited to complete online questionnaires on skin lesions and housing. Associations between lesion type and site, frequency, species, age, suspected cause and season, and their association with housing in zoos were tested using chi-squared and two-sample z-tests. Skin lesions were seen by 38.5% (15 of 39) of responding zoos and more frequently by rehabilitators (66.7%, 18 of 27; P = 0.024). Of the total of 153 lesions of any type reported by zoos and rehabilitators, almost two thirds occurred on the pinnae (49 of 153, 32%) or wing membranes (45 of 153, 29%). Amongst pinnal lesions, crusting (27%), swelling and redness (25%) and necrosis (20%) were most frequent. In zoos, pinnal (P = 0.001) and wing lesions (P = 0.045) were associated with "season", being more common in winter. Pruritus was rare but more often reported from rehabilitation centres (12 of 77 observed lesions) than from zoos (1 of 76) (P = 0.0015). Lesions most often affected adult and geriatric bats in zoos, and juveniles and adults in rehabilitation. Eight respondents reported that skin disease necessitated euthanasia in individual bats. There was no significant association between type of housing and lesions. Pinnal and wing lesions were common in captive bats, often with necrosis. Further research into the causes is needed to improve health and welfare of captive bats. © 2016 ESVD and ACVD.

Subspecies genetic assignments of worldwide captive tigers increase conservation value of captive populations.

PubMed

Luo, Shu-Jin; Johnson, Warren E; Martenson, Janice; Antunes, Agostinho; Martelli, Paolo; Uphyrkina, Olga; Traylor-Holzer, Kathy; Smith, James L D; O'Brien, Stephen J

2008-04-22

Tigers (Panthera tigris) are disappearing rapidly from the wild, from over 100,000 in the 1900s to as few as 3000. Javan (P.t. sondaica), Bali (P.t. balica), and Caspian (P.t. virgata) subspecies are extinct, whereas the South China tiger (P.t. amoyensis) persists only in zoos. By contrast, captive tigers are flourishing, with 15,000-20,000 individuals worldwide, outnumbering their wild relatives five to seven times. We assessed subspecies genetic ancestry of 105 captive tigers from 14 countries and regions by using Bayesian analysis and diagnostic genetic markers defined by a prior analysis of 134 voucher tigers of significant genetic distinctiveness. We assigned 49 tigers to one of five subspecies (Bengal P.t. tigris, Sumatran P.t. sumatrae, Indochinese P.t. corbetti, Amur P.t. altaica, and Malayan P.t. jacksoni tigers) and determined 52 had admixed subspecies origins. The tested captive tigers retain appreciable genomic diversity unobserved in their wild counterparts, perhaps a consequence of large population size, century-long introduction of new founders, and managed-breeding strategies to retain genetic variability. Assessment of verified subspecies ancestry offers a powerful tool that, if applied to tigers of uncertain background, may considerably increase the number of purebred tigers suitable for conservation management.

Physiological indices of stress in wild and captive garter snakes: correlations, repeatability, and ecological variation.

PubMed

Sparkman, Amanda M; Bronikowski, Anne M; Williams, Shelby; Parsai, Shikha; Manhart, Whitney; Palacios, Maria G

2014-08-01

Glucocorticoids and leukocyte ratios have become the most widespread variables employed to test hypotheses regarding physiological stress in wild and captive vertebrates. Little is known, however, regarding how these two indices of stress covary in response to stressors, their repeatability within individuals, and differences in response time upon capture. Furthermore, few studies compare stress indices between captive and wild populations, to assess potential alteration of stress physiology in captivity. To address these issues, we examined corticosterone (CORT) and heterophil to lymphocyte (H:L) ratios in two ecotypes of the garter snake Thamnophis elegans. We found that CORT and H:L ratios were not correlated within individuals, and both variables showed little or no repeatability over a period of months. CORT levels, but not H:L ratios, were higher for individuals sampled after 10min from the time of capture. However, both variables showed similar patterns of ecotypic variation, and both increased over time in gravid females maintained in captivity for four months. We suggest that CORT and H:L ratios are both useful, but disparate indices of stress in this species, and may show complex relationships to each other and to ecological and anthropogenic variables. Copyright © 2014 Elsevier Inc. All rights reserved.

Launch, Low-Speed, and Landing Characteristics Determined from the First Flight of the North American X-15 Research Airplane

NASA Technical Reports Server (NTRS)

Finch, Thomas W.; Matranga, Gene J.

1959-01-01

The first flight of the North American X-15 research airplane was made on June 8, 1959. This was accomplished after completion of a series of captive flights with the X-15 attached to the B-52 carrier airplane to demonstrate the aerodynamic and systems compatibility of the X-15//B-52 combination and the X-15 subsystem operation. This flight was planned as a glide flight so that the pilot need not be concerned with the propulsion system. Discussions of the launch, low-speed maneuvering, and landing characteristics are presented, and the results are compared with predictions from preflight studies. The launch characteristics were generally satisfactory, and the X-15 vertical tail adequately cleared the B-52 wing cutout. The actual landing pattern and landing characteristics compared favorably with predictions, and the recommended landing technique of lowering the flaps and landing gear at a low altitude appears to be a satisfactory method of landing the X-15 airplane. There was a quantitative correlation between flight-measured and predicted lift-drag-ratio characteristics in the clean configuration and a qualitative correlation in the landing configuration. A longitudinal-controllability problem, which became severe in the landing configuration, was evident throughout the flight and, apparently, was aggravated by the sensitivity of the side-located control stick. In the low-to-moderate angle-of-attack range covered, the longitudinal and directional stability were indicated to be adequate.

The redder the better: wing color predicts flight performance in monarch butterflies.

PubMed

Davis, Andrew K; Chi, Jean; Bradley, Catherine; Altizer, Sonia

2012-01-01

The distinctive orange and black wings of monarchs (Danaus plexippus) have long been known to advertise their bitter taste and toxicity to potential predators. Recent work also showed that both the orange and black coloration of this species can vary in response to individual-level and environmental factors. Here we examine the relationship between wing color and flight performance in captive-reared monarchs using a tethered flight mill apparatus to quantify butterfly flight speed, duration and distance. In three different experiments (totaling 121 individuals) we used image analysis to measure body size and four wing traits among newly-emerged butterflies prior to flight trials: wing area, aspect ratio (length/width), melanism, and orange hue. Results showed that monarchs with darker orange (approaching red) wings flew longer distances than those with lighter orange wings in analyses that controlled for sex and other morphometric traits. This finding is consistent with past work showing that among wild monarchs, those sampled during the fall migration are darker in hue (redder) than non-migratory monarchs. Together, these results suggest that pigment deposition onto wing scales during metamorphosis could be linked with traits that influence flight, such as thorax muscle size, energy storage or metabolism. Our results reinforce an association between wing color and flight performance in insects that is suggested by past studies of wing melansim and seasonal polyphenism, and provide an important starting point for work focused on mechanistic links between insect movement and color.

The Redder the Better: Wing Color Predicts Flight Performance in Monarch Butterflies

PubMed Central

Davis, Andrew K.; Chi, Jean; Bradley, Catherine; Altizer, Sonia

2012-01-01

The distinctive orange and black wings of monarchs (Danaus plexippus) have long been known to advertise their bitter taste and toxicity to potential predators. Recent work also showed that both the orange and black coloration of this species can vary in response to individual-level and environmental factors. Here we examine the relationship between wing color and flight performance in captive-reared monarchs using a tethered flight mill apparatus to quantify butterfly flight speed, duration and distance. In three different experiments (totaling 121 individuals) we used image analysis to measure body size and four wing traits among newly-emerged butterflies prior to flight trials: wing area, aspect ratio (length/width), melanism, and orange hue. Results showed that monarchs with darker orange (approaching red) wings flew longer distances than those with lighter orange wings in analyses that controlled for sex and other morphometric traits. This finding is consistent with past work showing that among wild monarchs, those sampled during the fall migration are darker in hue (redder) than non-migratory monarchs. Together, these results suggest that pigment deposition onto wing scales during metamorphosis could be linked with traits that influence flight, such as thorax muscle size, energy storage or metabolism. Our results reinforce an association between wing color and flight performance in insects that is suggested by past studies of wing melansim and seasonal polyphenism, and provide an important starting point for work focused on mechanistic links between insect movement and color. PMID:22848463

Gammaretrovirus-specific antibodies in free-ranging and captive Namibian cheetahs.

PubMed

Krengel, Annika; Cattori, Valentino; Meli, Marina L; Wachter, Bettina; Böni, Jürg; Bisset, Leslie R; Thalwitzer, Susanne; Melzheimer, Jörg; Jago, Mark; Hofmann-Lehmann, Regina; Hofer, Heribert; Lutz, Hans

2015-06-01

The cheetah population in Namibia is the largest free-ranging population in the world and a key population for research regarding the health status of this species. We used serological methods and quantitative real-time PCR to test free-ranging and captive Namibian cheetahs for the presence of feline leukemia virus (FeLV), a gammaretrovirus that can be highly aggressive in populations with low genetic diversity, such as cheetahs. We also assessed the presence of antibodies to other gammaretroviruses and the responses to a FeLV vaccine developed for domestic cats. Up to 19% of the free-ranging cheetahs, 27% of the captive nonvaccinated cheetahs, and 86% of the captive vaccinated cheetahs tested positive for FeLV antibodies. FeLV-antibody-positive free-ranging cheetahs also tested positive for Rauscher murine leukemia virus antibodies. Nevertheless, FeLV was not detectable by quantitative real-time PCR and no reverse transcriptase activity was detectable by product-enhanced reverse transcriptase assay in the plasma of cheetahs or the supernatants from cultures of peripheral blood mononuclear cells. The presence of antibodies to gammaretroviruses in clinically healthy specimens may be caused either by infection with a low-pathogenic retrovirus or by the expression of endogenous retroviral sequences. The strong humoral immune responses to FeLV vaccination demonstrate that cheetahs can respond to the vaccine and that vaccination against FeLV infection may be beneficial should FeLV infection ever become a threat, as was seen in Iberian lynx and Florida panthers. Copyright © 2015, American Society for Microbiology. All Rights Reserved.

Reproductive traits in captive and free-ranging males of the critically endangered Iberian lynx (Lynx pardinus).

PubMed

Gañán, Natalia; Sestelo, Adrián; Garde, J Julián; Martínez, Fernando; Vargas, Astrid; Sánchez, Iñigo; Pérez-Aspa, María José; López-Bao, José Vicente; Palomares, Francisco; Gomendio, Montserrat; Roldan, Eduardo R S

2010-01-01

The Iberian lynx (Lynx pardinus) is the most endangered felid in the world. Adequate genetic management of in situ and ex situ populations, and linkage between both, require knowledge on male reproductive biology and factors influencing it. We examined the influence of age, free-ranging versus captive conditions and seasonality on phenotypic, endocrine and semen traits, and links between reproductive traits and male fertility. Males had relatively small testes, produced low sperm numbers, a low proportion of normal sperm, and a high proportion of motile sperm. Young (2-year-old) males had lower testosterone levels, fewer sperm, and a lower proportion of motile and normal sperm than > or =4-year-old males. No major differences were found in semen traits before and after the mating season or between free-ranging and captive males, although the latter had better sperm motility. Males with larger relative testes weight and more sperm copulated more frequently, whereas males that produced more sperm with higher motility produced more cubs per female. In conclusion, small relative testes size and low sperm quality could indicate either low levels of sperm competition or high levels of inbreeding. Young males are probably subfertile; there is a slight trend for males in the captive breeding programme to have better semen quality than wild males, and males with higher sperm production are sexually more active and more fertile. These findings have major implications for decisions regarding which males should breed, provide samples for the genetic resource bank, or participate in programmes involving the use of assisted reproductive techniques.

7. FLAME DEFLECTOR, VIEW TOWARDS SOUTHWEST. Glenn L. Martin ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. FLAME DEFLECTOR, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

6. FLAME DEFLECTOR, VIEW TOWARDS NORTHWEST. Glenn L. Martin ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. FLAME DEFLECTOR, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

9 CFR 77.34 - Official tuberculosis tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 9 Animals and Animal Products 1 2014-01-01 2014-01-01 false Official tuberculosis tests. 77.34... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids § 77.34 Official tuberculosis tests. (a) Primary tests. (1) Single cervical tuberculin (SCT) test...

5. SOUTHEAST FLAME DEFLECTOR, VIEW TOWARDS NORTHWEST. Glenn L. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. SOUTHEAST FLAME DEFLECTOR, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

8. NORTH FLAME DEFLECTOR, VIEW TOWARDS WEST. Glenn L. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. NORTH FLAME DEFLECTOR, VIEW TOWARDS WEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

9 CFR 77.34 - Official tuberculosis tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 9 Animals and Animal Products 1 2013-01-01 2013-01-01 false Official tuberculosis tests. 77.34... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive Cervids § 77.34 Official tuberculosis tests. (a) Single cervical tuberculin (SCT) test. (1) The SCT test...

Aerobic salivary bacteria in wild and captive Komodo dragons.

PubMed

Montgomery, Joel M; Gillespie, Don; Sastrawan, Putra; Fredeking, Terry M; Stewart, George L

2002-07-01

During the months of November 1996, August 1997, and March 1998, saliva and plasma samples were collected for isolation of aerobic bacteria from 26 wild and 13 captive Komodo dragons (Varanus komodoensis). Twenty-eight Gram-negative and 29 Gram-positive species of bacteria were isolated from the saliva of the 39 Komodo dragons. A greater number of wild than captive dragons were positive for both Gram-negative and Gram-positive bacteria. The average number of bacterial species within the saliva of wild dragons was 46% greater than for captive dragons. While Escherichia coli was the most common bacterium isolated from the saliva of wild dragons, this species was not present in captive dragons. The most common bacteria isolated from the saliva of captive dragons were Staphylococcus capitis and Staphylococcus capitis and Staphylococcus caseolyticus, neither of which were found in wild dragons. High mortality was seen among mice injected with saliva from wild dragons and the only bacterium isolated from the blood of dying mice was Pasteurella multocida. A competitive inhibition enzyme-linked immunosorbent assay revealed the presence of anti-Pasteurella antibody in the plasma of Komodo dragons. Four species of bacteria isolated from dragon saliva showed resistance to one or more of 16 antimicrobics tested. The wide variety of bacteria demonstrated in the saliva of the Komodo dragon in this study, at least one species of which was highly lethal in mice and 54 species of which are known pathogens, support the observation that wounds inflicted by this animal are often associated with sepsis and subsequent bacteremia in prey animals.

Brief communication: Hip joint mobility in free-ranging rhesus macaques

PubMed Central

Hammond, Ashley S.; Johnson, Victoria P.; Higham, James P.

2016-01-01

Objectives We aimed to test for differences in hip joint range of motion (ROM) between captive and free-ranging rhesus macaques (Macaca mulatta), particularly for hip joint abduction, which previous studies of captive macaques have found to be lower than predicted. Materials and Methods Hip ROM was assessed following standard joint measurement methodology in anesthetized adult free-ranging rhesus macaques (n=39) from Cayo Santiago, and compared to published ROM data from captive rhesus macaques (n=16) (Hammond 2014a, American Journal of Physical Anthropology). Significant differences between populations were detected using one-way analysis of variance (p<0.05). Results In a sample of pooled sexes and ages, free-ranging macaques are capable of increased hip abduction, flexion, and internal rotation compared to captive individuals. These differences in joint excursion resulted in free-ranging individuals having significantly increased ROM for hip adduction-abduction, rotation, flexion-extension, and the distance spanned by the knee during hip abduction. When looking at data for a smaller sample of age-matched males, fewer ROM differences are significant, but free-ranging males have significantly increased hip abduction, internal rotation, range of flexion-extension, and distance spanned by the knee during hip abduction compared to captive males of similar age. Discussion Our results suggest that a spatially restrictive environment results in decreased hip mobility in cage-confined animals and ultimately limits the potential limb postures in captive macaques. These results have implications for selection of animal samples in model validation studies, as well as laboratory animal husbandry practices. PMID:27731892

1. FLAME DEFLECTOR FROM FERROCEMENT APRON, VIEW TOWARDS NORTHEAST. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. FLAME DEFLECTOR FROM FERROCEMENT APRON, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

4. CLOSE UP OF FLAME DEFLECTOR, VIEW TOWARDS SOUTHEAST. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

4. CLOSE UP OF FLAME DEFLECTOR, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

6. FLAME DEFLECTOR AND FERROCEMENT APRON, VIEW TOWARD SOUTHEAST. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. FLAME DEFLECTOR AND FERROCEMENT APRON, VIEW TOWARD SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Effect of captivity on morphology: negligible changes in external morphology mask significant changes in internal morphology

PubMed Central

Munn, Adam J.; Byrne, Phillip G.

2018-01-01

Captive breeding programmes are increasingly relied upon for threatened species management. Changes in morphology can occur in captivity, often with unknown consequences for reintroductions. Few studies have examined the morphological changes that occur in captive animals compared with wild animals. Further, the effect of multiple generations being maintained in captivity, and the potential effects of captivity on sexual dimorphism remain poorly understood. We compared external and internal morphology of captive and wild animals using house mouse (Mus musculus) as a model species. In addition, we looked at morphology across two captive generations, and compared morphology between sexes. We found no statistically significant differences in external morphology, but after one generation in captivity there was evidence for a shift in the internal morphology of captive-reared mice; captive-reared mice (two generations bred) had lighter combined kidney and spleen masses compared with wild-caught mice. Sexual dimorphism was maintained in captivity. Our findings demonstrate that captive breeding can alter internal morphology. Given that these morphological changes may impact organismal functioning and viability following release, further investigation is warranted. If the morphological change is shown to be maladaptive, these changes would have significant implications for captive-source populations that are used for reintroduction, including reduced survivorship.

Learning Lessons from the X-37 Project

NASA Technical Reports Server (NTRS)

Turner, Susan; Spanyer, Karen

2005-01-01

The X-37 was planned as an automated vehicle capable of flight-testing new aerospace technologies in combined environments that are beyond the capability of existing ground or flight platforms. Flight demonstration with the X-37 architecture and configuration in relevant environments was planned to reduce the risk of developing launch vehicle technologies for sustainable, affordable exploration and other aerospace applications. Current plans are for the X-37 Approach and Landing Test Vehicle (ALTV) to be atmospheric tested in 2005 from Scaled Composite's White Knight carrier aircraft at up to 40,000 feet over California's Mojave Spaceport, with and turnaround maintenance performed. The fight Operations Control Center will conduct the mission, using a streamlined operations concept. Taxi-tow and captive-carry tests will be conducted prior to the atmospheric-test series. Sponsored by the Defense Advanced Research Projects Agency (DARPA) with NASA participation, technical objectives are to: (1) mature Computed Air Data System/Remote Pressure Sensor technology, (2) manage energy during Terminal Area Energy Management/Heading Alignment Cone maneuvers, and (3) validate the aerodatabase. The X-37 Project began in 1999 under a cooperative agreement as an element of NASA's Future X Program and transitioned to a NASA Research Announcement under the Space Launch Initiative. In mid-2004, NASA transferred ownership to DARPA, with its heritage of performing high-risk, high-payoff research and development. NASA contributes technical expertise, including risk analysis and system integration. The Boeing Company is the prime contractor, with nationwide suppliers. This recent partnership exemplifies the synergy attainable when NASA Centers, other Government agencies, and industry work together toward a common goal - contributing to the knowledge base for U.S. exploration and other aerospace endeavors. The X-37 team represents a range of space transportation disciplines - from engineering to management. Some members have been with the project since its inception. All have gained priceless experience during the design, manufacturing, and testing of the ALTV, as well as through developing advanced orbital flight technologies, such as state-of-the-art Thermal Protection Systems and hot structures. Throughout this process, the X-37 Project team captures lessons that are directly applicable to other such efforts. The upcoming ALTV flights offer another dimension of data and first-hand experience that will prove invaluable to those designing new generations of reusable spacecraft. And ongoing technology developments will expand the aerospace knowledge base. Delivering prototype hardware is always a risky proposition. During the course of the X-37 effort, the team has experienced many challenging opportunities, delivering significant accomplishments and learning numerous lessons in the process. The ability to manage the risk landscape is key to overcoming obstacles, especially technical hurdles that are encountered in progressing hardware from design to flight. The approach to managing risk under this partnership is evolving but, in general, the team allocates resources to reduce the likelihood of severe-consequence risks, thus maximizing mission success and ensuring that the X-37 Project delivers value to its stakeholders. As the team sharpens its focus on operations, it continues to contribute knowledge to those who would undertake high-risk, high-payoff research and development and provides valuable experience to implement the exploration vision.

Learning Lessons from the X-37 Project

NASA Technical Reports Server (NTRS)

Turner, Susan; Spanyer, Karen

2005-01-01

The X-37 was planned as an automated vehicle capable of flight-testing new aerospace technologies in combined environments that are beyond the capability of existing ground or flight platforms. Flight demonstration with the X-37 architecture and configuration in relevant environments was planned to reduce the risk of developing launch vehicle technologies for sustainable, affordable exploration and other aerospace applications. Current plans are for the X-37 Approach and Landing Test Vehicle (ALTV) to be atmospheric tested in 2005 from Scaled Composite s White Knight carrier aircraft at up to 40,000 feet over California's Mojave Spaceport, with landing and turnaround maintenance performed. The Flight Operations Control Center will conduct the mission, using a streamlined operations concept. Taxi-tow and captive-carry tests will be conducted prior to the atmospheric-test series. Sponsored by the Defense Advanced Research Projects Agency (DARPA) with NASA participation, technical objectives are to: (1) mature Computed Air Data System/Remote Pressure Sensor technology, (2) manage energy during Terminal Area Energy Management/Heading Alignment Cone maneuvers, and (3) validate the aerodatabase. The X-37 Project began in 1999 under a cooperative agreement as an element of NASA's Future X Program and transitioned to a NASA Research Announcement under the Space Launch Initiative. In mid-2004, NASA transferred ownership to DARPA, with its heritage of performing high-risk, high-payoff research and development (R&D). NASA contributes technical expertise, including risk analysis and system integration. The Boeing Company is the prime contractor, with nationwide suppliers. This partnership exemplifies the synergy attainable when NASA Centers, other Government agencies, and industry work together toward a common goal - contributing to the knowledge base for U.S. exploration and other aerospace endeavors. The X-37 team represents a range of space transportation disciplines - from engineering to management. Some members have been with the project since its inception. All have gained priceless experience during the design, manufacturing, and testing of the ALTV, as well as through developing advanced orbital flight technologies, such as state-of-the-art Thermal Protection Systems and hot structures. Throughout this process, the X-37 Project team captures lessons that are directly applicable to other such efforts. The upcoming ALTV flights offer another dimension of data and first-hand experience that will prove invaluable to those designing new generations of reusable spacecraft. And ongoing technology developments will expand the aerospace knowledge base. Delivering prototype hardware is always a risky proposition. During the course of this effort, the X-37 team has experienced many challenging opportunities, delivering significant accomplishments and learning numerous lessons in the process. The ability to manage the risk landscape is key to overcoming obstacles, especially technical hurdles that are encountered in progressing hardware from design to flight. The approach to managing risk under this partnership is evolving but, in general, the team allocates resources to reduce the likelihood of severe-consequence risks, thus maximizing mission success and ensuring that the X-37 Project delivers value to its stakeholders. As the team sharpens its focus on operations, it continues to contribute knowledge to those who would undertake high-risk, high-payoff R&D and provides valuable experience to implement the Vision for Space Exploration.

KSC-99pp1273

NASA Image and Video Library

1999-11-01

KSC technician David Rowell works on the wing of the modified X-34, known as A-1A, at the Dryden Flight Research Center, Calif. Looking on are Art Cape, with Dryden, and Mike Brainard, with Orbital Sciences Corporation. Rowell is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC-99pp1270

NASA Image and Video Library

1999-11-01

Six of the KSC workers who supported recent X-34 modifications pose in front of the modified A-1A vehicle at Edwards Air Force Base, Calif. From left are Mike Lane, Roger Cartier, Dave Rowell, Mike Dininny, Bryan Taylor and James Niehoff Jr. Not shown are Kevin Boughner and Jerry Moscoso. Since September, the eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, known as A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

KSC technician David Rowell works on the wing of the modified X- 34, known as A-1A, at the Dryden Flight Research Center, Calif. Looking on are Art Cape, with Dryden, and Mike Brainard, with Orbital Sciences Corporation. Rowell is one of eight NASA engineering technicians from KSC's Engineering Prototype Lab who have assisted Orbital and Dryden in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, the A-1A. The other KSC technicians are Kevin Boughner, Roger Cartier, Mike Dininny, Mike Lane, Jerry Moscoso, James Niehoff Jr. and Bryan Taylor. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air- launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

KSC technicians on team to modify X-34

NASA Technical Reports Server (NTRS)

1999-01-01

Six of the KSC workers who supported recent X-34 modifications pose in front of the modified A-1A vehicle at Edwards Air Force Base, Calif. From left are Mike Lane, Roger Cartier, Dave Rowell, Mike Dininny, Bryan Taylor and James Niehoff Jr. Not shown are Kevin Boughner and Jerry Moscoso. Since September, the eight NASA engineering technicians from KSC's Engineering Prototype Lab have assisted Orbital Sciences Corporation and NASA's Dryden Flight Research Center in the complex process of converting the X-34 A-1 vehicle from captive carry status to unpowered flight status, known as A-1A. The X-34 is 58.3 feet long, 27.7 feet wide from wing tip to wing tip, and 11.5 feet tall from the bottom of the fuselage to the top of the tail. The autonomously operated technology demonstrator will be air-launched from an L-1011 airplane and should be capable of flying eight times the speed of sound, reaching an altitude of 250,000 feet. The X-34 Project is managed by NASA's Marshall Space Flight Center in Huntsville, Ala.

Dietary mercury exposure causes decreased escape takeoff flight performance and increased molt rate in European starlings (Sturnus vulgaris).

PubMed

Carlson, Jenna R; Cristol, Daniel; Swaddle, John P

2014-10-01

Mercury is a widespread and persistent environmental contaminant that occurs in aquatic and terrestrial habitats. Recently, songbirds that forage from primarily terrestrial sources have shown evidence of bioaccumulation of mercury, but little research has assessed the effects of mercury on their health and fitness. There are many indications that mercury negatively affects neurological functioning, bioenergetics, and behavior through a variety of mechanisms and in a wide array of avian taxa. Effective flight is crucial to avian fitness and feather molt is an energetically expensive life history trait. Therefore, we investigated whether mercury exposure influenced flight performance and molt in a common songbird, the European starling (Sturnus vulgaris). Specifically, we dosed the diet of captive starlings with methylmercury cysteine at 0.0, 0.75, or 1.5 μg/g wet weight and recorded changes in flight performance after 1 year of dietary mercury exposure. We also recorded the annual molt of wing feathers. We found that individuals dosed with mercury exhibited decreased escape takeoff flight performance compared with controls and blood mercury was also correlated with an increased rate of molt, which can reduce flight performance and thermoregulatory ability. This study reveals two novel endpoints, flight performance and molt, that may be affected by dietary mercury exposure. These findings suggest a potential impact on wild songbirds exposed to mercury levels comparable to the high dosage levels in the present study. Any decrease in flight efficiency could reduce fitness due to a direct impact on survival during predation events or by decreased efficiency in other critical activities (such as foraging or migration) that require efficient flight.

7. COUNTERFORT, NORTHWEST SIDE OF FLAME DEFLECTOR, VIEW TOWARDS SOUTHEAST. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. COUNTERFORT, NORTHWEST SIDE OF FLAME DEFLECTOR, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

4. FERROCEMENT APRON AT LEFT, CONNECTING TUNNEL, VIEW TOWARD NORTHEAST. ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

4. FERROCEMENT APRON AT LEFT, CONNECTING TUNNEL, VIEW TOWARD NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

A contribution for the definition of serum chemistry values in captive adults Antillean manatees (Trichechus manatus manatus Linnaeus, 1758).

PubMed

Silva, F M O; Vergara-Parente, J E; Gomes, J K N; Teixeira, M N; Lima, R P

2007-04-01

Serum chemistry analyses represents a fundamental tool for the diagnosis and understanding of diseases in marine mammals. Although several studies are being conducted within the field of clinical pathology, haematological and serum chemistry data for Antillean manatees are deficient. The purpose of this study was to determine serum chemistry values for captive Antillean manatees within the CMA/Ibama facility in Brazil. Serum samples were obtained from five captive adult Antillean manatees fed with seagrass and analysed for aspartate aminotransferase, alanine aminotransferase, bilirubin, alkaline phosphatase, urea, creatinine, glucose, triglycerides, cholesterol, total protein, albumin, globulin, phosphate, chloride, calcium and uric acid. Blood chemistry parameters were determined using a semi-automatic analyzer. Maximum, minimum, mean and standard deviations were calculated for each serum chemistry parameter. Differences on the values of males and females were verified using an unpaired Student's t-test. All the parameters analysed were similar between sexes, with exception of AP, which was higher in females (191.43 +/- 31.86 U/l). Alanine aminotransferase and uric acid values for Trichechus manatus manatus are reported for the first time in this paper. This study is the first to report serum chemistry parameter values for long-term captive male and female Antillean manatees. Therefore, the lower values of albumin, phosphate, chloride, cholesterol and triglycerides obtained here highlight the importance of clinical pathology during health monitoring of captive marine mammals.

Genetic diversity and conservation status of managed vicuña (Vicugna vicugna) populations in Argentina.

PubMed

Anello, M; Daverio, M S; Romero, S R; Rigalt, F; Silbestro, M B; Vidal-Rioja, L; Di Rocco, F

2016-02-01

The vicuña (Vicugna vicugna) was indiscriminately hunted for more than 400 years and, by the end of 1960s, it was seriously endangered. At that time, a captive breeding program was initiated in Argentina by the National Institute of Agricultural Technology (INTA) with the aim of preserving the species. Nowadays, vicuñas are managed in captivity and in the wild to obtain their valuable fiber. The current genetic status of Argentinean vicuña populations is virtually unknown. Using mitochondrial DNA and microsatellite markers, we assessed levels of genetic diversity of vicuña populations managed in the wild and compared it with a captive population from INTA. Furthermore, we examined levels of genetic structure and evidence for historical bottlenecks. Overall, all populations revealed high genetic variability with no signs of inbreeding. Levels of genetic diversity between captive and wild populations were not significantly different, although the captive population showed the lowest estimates of allelic richness, number of mitochondrial haplotypes, and haplotype diversity. Significant genetic differentiation at microsatellite markers was found between free-living populations from Jujuy and Catamarca provinces. Moreover, microsatellite data also revealed genetic structure within the Catamarca management area. Genetic signatures of past bottlenecks were detected in wild populations by the Garza Williamson test. Results from this study are discussed in relation to the conservation and management of the species.

Point prevalence and incidence of Mycobacterium tuberculosis complex in captive elephants in the United States of America.

PubMed

Feldman, Melissa; Isaza, Ramiro; Prins, Cindy; Hernandez, Jorge

2013-01-01

Captive elephants infected with tuberculosis are implicated as an occupational source of zoonotic tuberculosis. However, accurate estimates of prevalence and incidence of elephant tuberculosis from well-defined captive populations are lacking in the literature. Studies published in recent years contain a wide range of prevalence estimates calculated from summary data. Incidence estimates of elephant tuberculosis in captive elephants are not available. This study estimated the annual point prevalence, annual incidence, cumulative incidence, and incidence density of tuberculosis in captive elephants within the USA during the past 52 years. We combined existing elephant census records from captive elephants in the USA with tuberculosis culture results obtained from trunk washes or at necropsy. This data set included 15 years where each elephant was screened annually. Between 1960 and 1996, the annual point prevalence of tuberculosis complex mycobacteria for both species was 0. From 1997 through 2011, the median point prevalence within the Asian elephant population was 5.1%, with a range from 0.3% to 6.7%. The incidence density was 9.7 cases/1000 elephant years (95% CI: 7.0-13.4). In contrast, the annual point prevalence during the same time period within the African elephant population remained 0 and the incidence density was 1.5 cases/1000 elephant years (95% CI: 0.7-4.0). The apparent increase in new cases noted after 1996 resulted from a combination of both index cases and the initiation of mandatory annual tuberculosis screening in 1997 for all the elephants. This study found lower annual point prevalence estimates than previously reported in the literature. These discrepancies in prevalence estimates are primarily due to differences in terminology and calculation methods. Using the same intensive testing regime, the incidence of tuberculosis differed significantly between Asian and African elephants. Accurate and species specific knowledge of prevalence and incidence will inform our efforts to mitigate occupational risks associated with captive elephants in the USA.

Genetic characteristics and antimicrobial resistance of Escherichia coli from Japanese macaques (Macaca fuscata) in rural Japan.

PubMed

Ogawa, Keiko; Yamaguchi, Keiji; Suzuki, Masatsugu; Tsubota, Toshio; Ohya, Kenji; Fukushi, Hideto

2011-04-01

Escherichia coli was isolated from wild and captive Japanese macaques (Macaca fuscata) to investigate the risk of zoonotic infections and the prevalence of antimicrobial-resistant Escherichia coli in the wild macaque population in Shimokita Peninsula, a rural area of Japan. We collected 265 fresh fecal samples from wild macaques and 20 samples from captive macaques in 2005 and 2006 for E. coli isolation. The predominant isolates were characterized by serotyping, virulence gene profiling, plasmid profiling, pulsed-field gel electrophoresis (PFGE), and microbial sensitivity tests. In total, 248 E. coli strains were isolated from 159 fecal samples from wild macaques, and 42 E. coli were isolated from 17 samples from captive macaques. None of the virulence genes eae, stx, elt, and est were detected in any of the isolates. The relatedness between wild- and captive-derived isolates was low by serotyping, PFGE, and plasmid profiling. Serotypes O8:H6, O8:H34, O8:H42, O8:HUT, O103:H27, O103:HNM, and OUT:H27 were found in wild macaque feces; serotypes O157:H42 and O119:H21 were recovered from captive macaques. O-and H-serotypes of the 26 isolates were not typed by commercial typing antisera and were named OUT and HUT, respectively. Twenty-eight isolates had no flagellar antigen, and their H-serotypes were named HNM. Similarity of PFGE patterns between wild-derived isolates and captive-derived isolates was <70%. No plasmid profile was shared between wild-derived and captive-derived isolates. The prevalence of antimicrobial-resistant E. coli was 6.5% (n=62) in wild macaques, and these isolates were resistant to cephalothin. We conclude that wild Japanese macaques in Shimokita Peninsula were unlikely to act as a reservoir of pathogenic E. coli for humans and that antimicrobial-resistant E. coli in wild macaques may be derived from humans.

Concurrent ranavirus and Batrachochytrium dendrobatidis infection in captive frogs (Phyllobates and Dendrobates species), The Netherlands, 2012: a first report.

PubMed

Kik, Marja; Stege, Marisca; Boonyarittichaikij, Roschong; van Asten, Alphons

2012-11-01

A ranavirus infection with concurrent Batrachochytrium dendrobatidis infection and mortality in captive Phyllobates and Dendrobates species is reported. Greyish skin with hepato- and reno-megaly were evident. Microscopically, Batrachochytrium dendrobatidis was present in the stratum corneum of the hyperkeratotic skin. Intracytoplasmic inclusion bodies were present in erythrocytes and multiple organs. All samples examined tested positive using PCR for the major capsid protein (MCP) gene of ranavirus and the ITS-1-5.8S region of B. dendrobatidis. The sequence obtained showed a 99% identity with the deposited sequence of the MCP gene of the common midwife toad virus (CMTV). This is the first report of mortality in captivity in poison dart frogs caused by a ranavirus, CMTV or like virus, and Batrachochytrium dendrobatidis infection. Copyright © 2012 Elsevier Ltd. All rights reserved.

Testing of microsatellite multiplexes for individual identification of Cape Parrots (Poicephalus robustus): paternity testing and monitoring trade

PubMed Central

Coetzer, Willem G.; Downs, Colleen T.; Perrin, Mike R.

2017-01-01

Background Illegal trade in rare wildlife species is a major threat to many parrot species around the world. Wildlife forensics plays an important role in the preservation of endangered or threatened wildlife species. Identification of illegally harvested or traded animals through DNA techniques is one of the many methods used during forensic investigations. Natural populations of the South African endemic Cape Parrot (Poicephalus robustus) are negatively affected by the removal of eggs and chicks for the pet trade. Methods In this study, 16 microsatellite markers specifically designed for the South African endemic Cape Parrot (P. robustus) are assessed for their utility in forensic casework. Using these 16 loci, the genetic diversity of a subset of the captive Cape Parrot population was also assessed and compared to three wild Cape Parrot populations. Results It was determined that the full 16 locus panel has sufficient discriminatory power to be used in parentage analyses and can be used to determine if a bird has been bred in captivity and so can be legally traded or if it has been illegally removed from the wild. In cases where birds have been removed from the wild, this study suggests that a reduced 12 locus microsatellite panel has sufficient power to assign confiscated birds to geographic population of origin. Discussion The level of genetic diversity observed within the captive Cape Parrot population was similar to that observed in the wild populations, which suggests that the captive population is not suffering from decreased levels of genetic diversity. The captive Cape Parrots did however have double the number of private alleles compared to that observed in the most genetically diverse wild population. This is probably due to the presence of rare alleles present in the founder population, which has not been lost due to genetic drift, as many of the individuals tested in this study are F1–F3 wild descendants. The results from this study provide a suit of markers that can be used to aid conservation and law enforcement authorities to better control legal and illegal trade of this South African endemic. PMID:28344897

Captive-breeding of captive and wild-reared Gunnison sage-grouse.

PubMed

Apa, Anthony D; Wiechman, Lief A

2016-01-01

Gunnison sage-grouse (Centrocercus minimus) distribution in North America has decreased over historical accounts and has received federal protection under the Endangered Species Act. We investigated captive-breeding of a captive-flock of Gunnison sage-grouse created from individuals reared in captivity from wild-collected eggs we artificially incubated. We also introduced wild-reared individuals into captivity. Our captive-flock successfully bred and produced fertile eggs. We controlled the timing and duration of male-female breeding interactions and facilitated a semi-natural mating regime. Males established a strutting ground in captivity that females attended for mate selection. In 2010, we allowed females to establish eight nests, incubate, and hatch eggs. Females in captivity were more successful incubating nests than raising broods. Although there are many technical, financial, and logistic issues associated with captive-breeding, we recommend that federal biologists and managers work collaboratively with state wildlife agencies and consider developing a captive-flock as part of a comprehensive conservation strategy for a conservation-reliant species like the Gunnison sage-grouse. The progeny produced from a captive-rearing program could assist in the recovery if innovative approaches to translocation are part of a comprehensive proactive conservation program. © 2015 Wiley Periodicals, Inc.

11. REINFORCED CONCRETE SLAB ROOF FROM THE SOUTHERN EDGE, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. REINFORCED CONCRETE SLAB ROOF FROM THE SOUTHERN EDGE, VIEW TOWARDS NORTH. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

2. CLOSE UP OF FLAME DEFLECTOR FROM FERROCEMENT APRON, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. CLOSE UP OF FLAME DEFLECTOR FROM FERROCEMENT APRON, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

13. REINFORCED CONCRETE SLAB ROOF FROM SOUTHWESTERN EDGE, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. REINFORCED CONCRETE SLAB ROOF FROM SOUTHWESTERN EDGE, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

12. REINFORCED CONCRETE SLAB ROOF FROM NORTHEASTERN EDGE, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. REINFORCED CONCRETE SLAB ROOF FROM NORTHEASTERN EDGE, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

11. REINFORCED CONCRETE SLAB ROOF, GUARD RAIL AT CENTER, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. REINFORCED CONCRETE SLAB ROOF, GUARD RAIL AT CENTER, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

2. FLAME DEFLECTOR FROM THE REINFORCED CONCRETE SLAB ROOF, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. FLAME DEFLECTOR FROM THE REINFORCED CONCRETE SLAB ROOF, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

12. REINFORCED CONCRETE SLAB ROOF FROM THE NORTHERN EDGE, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

12. REINFORCED CONCRETE SLAB ROOF FROM THE NORTHERN EDGE, VIEW TOWARDS SOUTH. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

9. FLAME DEFLECTOR FROM REINFORCED CONCRETE SLAB ROOF, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. FLAME DEFLECTOR FROM REINFORCED CONCRETE SLAB ROOF, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

9. REINFORCED CONCRETE SLAB ROOF FROM NORTHEAST EDGE, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. REINFORCED CONCRETE SLAB ROOF FROM NORTHEAST EDGE, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

7. COUNTERFORT, CONNECTING TUNNEL VISIBLE AT FAR RIGHT, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. COUNTERFORT, CONNECTING TUNNEL VISIBLE AT FAR RIGHT, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

5. FERROCEMENT APRON, CONTROL BUILDING B AT UPPER CENTER, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. FERROCEMENT APRON, CONTROL BUILDING B AT UPPER CENTER, VIEW TOWARD SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

13. REINFORCED CONCRETE SLAB ROOF FROM THE NORTHERN EDGE, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

13. REINFORCED CONCRETE SLAB ROOF FROM THE NORTHERN EDGE, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

10. REINFORCED CONCRETE SLAB ROOF FROM SOUTHEAST EDGE, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. REINFORCED CONCRETE SLAB ROOF FROM SOUTHEAST EDGE, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

3. SOUTH FLAME DEFLECTOR FROM THE REINFORCED CONCRETE ROOF, VIEW ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. SOUTH FLAME DEFLECTOR FROM THE REINFORCED CONCRETE ROOF, VIEW TOWARDS EAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

1. FLAME DEFLECTOR AT LEFT, COUNTERFORT AT RIGHT, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

1. FLAME DEFLECTOR AT LEFT, COUNTERFORT AT RIGHT, VIEW TOWARDS SOUTH. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

6. FLAME DEFLECTOR AT LEFT, COUNTERFORT AT RIGHT, VIEW TOWARDS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. FLAME DEFLECTOR AT LEFT, COUNTERFORT AT RIGHT, VIEW TOWARDS EAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Reference intervals for selected serum biochemistry analytes in cheetahs Acinonyx jubatus.

PubMed

Hudson-Lamb, Gavin C; Schoeman, Johan P; Hooijberg, Emma H; Heinrich, Sonja K; Tordiffe, Adrian S W

2016-02-26

Published haematologic and serum biochemistry reference intervals are very scarce for captive cheetahs and even more for free-ranging cheetahs. The current study was performed to establish reference intervals for selected serum biochemistry analytes in cheetahs. Baseline serum biochemistry analytes were analysed from 66 healthy Namibian cheetahs. Samples were collected from 30 captive cheetahs at the AfriCat Foundation and 36 free-ranging cheetahs from central Namibia. The effects of captivity-status, age, sex and haemolysis score on the tested serum analytes were investigated. The biochemistry analytes that were measured were sodium, potassium, magnesium, chloride, urea and creatinine. The 90% confidence interval of the reference limits was obtained using the non-parametric bootstrap method. Reference intervals were preferentially determined by the non-parametric method and were as follows: sodium (128 mmol/L - 166 mmol/L), potassium (3.9 mmol/L - 5.2 mmol/L), magnesium (0.8 mmol/L - 1.2 mmol/L), chloride (97 mmol/L - 130 mmol/L), urea (8.2 mmol/L - 25.1 mmol/L) and creatinine (88 µmol/L - 288 µmol/L). Reference intervals from the current study were compared with International Species Information System values for cheetahs and found to be narrower. Moreover, age, sex and haemolysis score had no significant effect on the serum analytes in this study. Separate reference intervals for captive and free-ranging cheetahs were also determined. Captive cheetahs had higher urea values, most likely due to dietary factors. This study is the first to establish reference intervals for serum biochemistry analytes in cheetahs according to international guidelines. These results can be used for future health and disease assessments in both captive and free-ranging cheetahs.

Population recovery of the Whooping Crane with emphasis on reintroduction efforts: Past and future

USGS Publications Warehouse

Ellis, D.H.; Lewis, J.C.; Gee, G.F.; Smith, D.G.

1992-01-01

The U.S. Fish and Wildlife Service (USFWS) began building a captive whooping crane (Grus americana) colony at Patuxent Wildlife Research Center (Patuxent), Maryland, in 1966. From 1976 to 1984, 73 eggs from this colony and 216 eggs from Wood Buffalo National Park (Wood Buffalo), Canada, nests were placed in sandhill crane (G. canadensis) nests at Grays Lake National Wildlife Refuge (Grays Lake), Idaho, the site of the first whooping crane reintroduction attempt. Although 84 chicks fledged from the 289 eggs, the egg transfer program has been discontinued because of inordinately high mortality (only ca. 13 birds remain in the wild in 1991) and lack of breeding in survivors. In recent decades new methods have emerged for introducing captive-produced offspring to the wild. Surrogate studies with sandhill cranes, particularly the endangered Mississippi sandhill cranes (G. c. pulla), have shown that young cranes, raised either by captive, conspecific foster parents, or by costumed humans and in close association with live cranes and lifelike crane taxidermic dummies, have high post-release survival rates. These techniques will likely be used in future whooping crane reintroduction programs. Current recovery objectives for the whooping crane include expansion of the 2 captive colonies, establishment of a third captive colony in Canada, and reintroduction of 2 additional wild populations. The Kissimmee Prairie in central Florida has been selected for the next release experiment. Evaluation of this site began in 1984, and risk assessment is expected to begin in 1992 with the transfer and monitoring of a group of captive-reared, juvenile whooping cranes. These 'tests of the environment' will, if results are favorable, be followed by a full-scale reintroduction effort of at least 20 birds/year beginning in 1994 or 1995.

Evaluation of Foam Coolants.

DTIC Science & Technology

HYPERGOLIC ROCKET PROPELLANTS, * FOAM , FILM COOLING, FILM COOLING, LIQUID COOLING, LIQUID ROCKET FUELS, ADDITIVES, HEAT TRANSFER, COOLANTS, LIQUID PROPELLANT ROCKET ENGINES, LIQUID COOLING, CAPTIVE TESTS, FEASIBILITY STUDIES.

3. FLAME DEFLECTOR AT CENTER, CONNECTING TUNNEL AT CENTER RIGHT, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. FLAME DEFLECTOR AT CENTER, CONNECTING TUNNEL AT CENTER RIGHT, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

5. CLOSE UP OF FLAME DEFLECTOR, COUNTERFORT VISIBLE AT REAR, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. CLOSE UP OF FLAME DEFLECTOR, COUNTERFORT VISIBLE AT REAR, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Seroepizootiological survey for selected viral infections in captive Asiatic lions (Panthera leo persica) from western India.

PubMed

Ramanathan, Anand; Malik, Pradeep K; Prasad, Gaya

2007-09-01

Infectious diseases have been responsible for large-scale declines in many endangered animals. Disease outbreaks in small populations have probably led to the eventual extinction of such endangered animals in the wild. The endangered Asiatic lion (Panthera leo persica) population may also face such threats. This was evident from this study on captive Asiatic lions from western India, which were sampled from December 1998 to March 1999. Fifty-six Asiatic lions, including 17 hybrid lions (Afro-Asian crosses) from six captive centers in western India, were tested for antibodies against canine distemper virus (CDV), feline parvovirus (FPV), feline immunodeficiency virus (FIV), and feline leukemia viral (FeLV) antigen. Agar gel immunodiffusion test and dot immunobinding assay were employed for CDV and FPV antibody detection. Commercial enzyme-linked immunosorbent assay kits were used for FIV antibody and FeLV antigen detection. Forty-nine of 56 lions (87.5%) were positive for CDV. All 56 (100%) lions were positive for FPV antibodies. There were no detectable levels of FIV antibodies and FeLV antigens. It was observed that CDV and FPV, two viruses known to cause high mortality in captive carnivores, were widely prevalent in these captive Asiatic lions. It is suggested that these seropositive animals will have the potential to pose a risk of infection to other seronegative animals. Hence, it is imperative to carefully consider any movement, translocation, or reintroduction of these animals to new regions. It is also recommended that these animals be required to undergo standard quarantine and disease screening protocols. The lack of exposure to pathogens, such as FIV and FeLV, would also be a risk, and, hence, identification of reservoirs and screening of in-contact animals is highly recommended. Vaccinations must be considered, using killed or other suitable viral vaccines, which have been proved to be safe, effective, and efficacious in endangered felids.

Hematology, morphology, cytochemical staining, and ultrastuctural characteristics of blood cells in king cobras (Ophiophagus hannah).

PubMed

Salakij, Chaleow; Salakij, Jarernsak; Apibal, Suntaree; Narkkong, Nual-Anong; Chanhome, Lawan; Rochanapat, Nirachara

2002-01-01

King cobras (Ophiophagus hannah) have been captive-bred at Queen Saovabha Memorial Institute since 1996 to supply venom for antivenom production. Hematologic tests would be useful for evaluating the health of the snakes, however, basic hematologic data and morphology have not been described for this species. The purpose of this study was to determine basic hematologic values and evaluate light microscopic, cytochemical, and electron microscopic characteristics of king cobra blood cells. Blood samples from 13 wild-caught and 15 captive-bred king cobras were collected into EDTA from the ventral caudal vein. A CBC was done using standard methods. Significant differences between groups were determined using t-tests. Cytochemical stains (periodic acid-Schiff [PAS], Sudan black B [SBB], alpha-naphthyl acetate esterase [ANAE], acid phosphatase [AcP], and beta-glucuronidase [beta-glu]), and scanning and transmission electron microscopy were done using standard techniques. Eighteen snakes (64.3%) were positive for Hepatozoon infection. Hepatozoon organisms were detected nearly twice as frequently in wild-caught (11/13) as in captive-bred (7/15) snakes. Total WBC, azurophil, and lymphocyte counts were higher and fibrinogen concentration was lower in Hepatozoon-positive snakes. Captive-bred snakes had higher RBC values, lower azurophil, heterophil, and punctate reticulocyte percentages, and higher lymphocyte numbers compared with wild-caught snakes. Lymphocytes were the most commonly observed WBCs, and stained positive with PAS, ANAE, AcP, and beta-glu. Azurophil granules stained positive with SBB, PAS, and ANAE. Heterophils were the largest WBCs; their granules stained with SBB, ANAE, and beta-glu. Basophil granules stained with PAS, SBB, ANAE, and beta-glu. Thrombocytes were strongly positive with PAS. Transmission electron microscopic examination revealed organelles within all WBCs except eosinophils and revealed the gamonts of Hepatozoon sp in RBCs and azurophils. These results provide comparative hematologic data and a guide for identification of blood cells in wild-caught and captive-bred king cobra snakes. Hepatozoon infection was relatively common, but was not associated with severe hematologic abnormalities.

9 CFR 77.39 - Other interstate movements.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive... the CCT test and found negative for tuberculosis. Retesting must be as follows: (A) The first CCT test... days after the first CCT test and is found negative for tuberculosis. (B) [Reseerved] (2) The remainder...

9 CFR 77.39 - Other interstate movements.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive... the CCT test and found negative for tuberculosis. Retesting must be as follows: (A) The first CCT test... days after the first CCT test and is found negative for tuberculosis. (B) [Reseerved] (2) The remainder...

9 CFR 77.39 - Other interstate movements.

Code of Federal Regulations, 2013 CFR

2013-01-01

... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive... the CCT test and found negative for tuberculosis. Retesting must be as follows: (A) The first CCT test... days after the first CCT test and is found negative for tuberculosis. (B) [Reseerved] (2) The remainder...

9 CFR 77.39 - Other interstate movements.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive... the CCT test and found negative for tuberculosis. Retesting must be as follows: (A) The first CCT test... days after the first CCT test and is found negative for tuberculosis. (B) [Reseerved] (2) The remainder...

Review of psittacine beak and feather disease and its effect on Australian endangered species.

PubMed

Raidal, S R; Sarker, S; Peters, A

2015-12-01

Since it was first described in the early 1980s, psittacine beak and feather disease (PBFD) has become recognised as the dominant viral pathogen of psittacine birds in Australia. Our aim was to evaluate and review the effect of PBFD and its position as a key threatening process to Australian psittacine bird species. We review the origin/evolutionary pathways and potential threat of PBFD to endangered psittacine bird populations and captive-breeding flocks. The most recent beak and feather disease virus (BFDV) phylogenetic analyses indicate that all endangered Australian psittacine bird species are susceptible to, and equally likely to be infected by, BFDV genotypes from a range of host psittacine species. Management of the disease in captive-breeding programs has relied on testing and culling, which has proven costly. The risk of PBFD should be considered very carefully by management teams contemplating the establishment of captive-breeding flocks for endangered species. Alternative disease prevention tools, including vaccination, which are increasingly being used in wildlife health, should be considered more seriously for managing and preventing PBFD in captive flocks of critically endangered species. © 2015 Australian Veterinary Association.

Captive and field-tested radio attachments for bald eagles

USGS Publications Warehouse

Buehler, D.A.; Fraser, J.D.; Fuller, M.R.; McAllister, L.S.; Seegar, J.K.D.

1995-01-01

The effects of two radio transmitter attachment techniques on captive and one attachment technique on wild Bald Eagles (Haliaeetus leucocephalus) were studied. A Y-attachment method with a 160-g dummy transmitter was less apt to cause tissue damage on captive birds than an X-attachment method, and loosely fit transmitters caused less damage than tightly fit transmitters Annual survival of wild birds fitted with 65-g transmitters via an X attachment was estimated at 90-95%. As a result of high survival, only five wild birds marked as nestlings were recovered.Two of these birds had superficial pressure sores from tight-fitting harnesses It is recommended that a 1.3-cm space be left between the transmitter and the bird's b ack when radio-tagging post-fiedging Bald Eagles. Additional space, perhaps up to 2.5 cm, is required for nestlings to allow for added growth and development.

A comparative study of the speeds attained by captive cheetahs during the enrichment practice of the "cheetah run".

PubMed

Quirke, Thomas; O'Riordan, Ruth; Davenport, John

2013-01-01

The enrichment practice of the "cheetah run" is becoming increasingly popular within zoological institutions as a method to enrich captive cheetahs. A lure moving at speed represents an artificial prey item that the cursorial cheetah can pursue, therefore allowing it to perform an important hunting behavior within a captive setting. This study was conducted in order to highlight how employing different forms of this type of enrichment may influence its efficacy. This is important in relation to the future development of an optimum type of "cheetah run" enrichment which maximizes the potential beneficial effects and therefore positively impacts upon cheetah welfare in captivity. Video recordings were carried out at three separate institutions (Fota Wildlife Park, Ireland; Ann van Dyk Cheetah Centre, South Africa; Cheetah Conservation Fund, Namibia). Randomization tests were carried out to compare the highest speeds attained between males and females, trained and untrained cheetahs and also between the three institutions. Females and trained individuals reached significantly higher speeds compared with males and untrained individuals, respectively. The only significant difference between the three institutions was between the Ann van Dyk Cheetah Centre and the Cheetah Conservation Fund, where cheetahs at the Ann van Dyk center reached significantly higher speeds. The current study represents the first detailed study of any aspect of the "cheetah run" across multiple institutions. It also includes the first quantification of the speed of cheetahs in captivity in relation to differing enrichment practices. © 2013 Wiley Periodicals, Inc.

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

Hatchell, Brian K.; Mauss, Fredrick J.; Santiago-Rojas, Emiliano

Military missiles are exposed to many sources of mechanical vibration that can affect system reliability, safety, and mission effectiveness. One of the most significant exposures to vibration occurs when the missile is being carried by an aviation platform, which is a condition known as captive carry. If the duration of captive carry exposure could be recorded during the missile’s service life, several advantages could be realized. Missiles that have been exposed to durations outside the design envelop could be flagged or screened for maintenance or inspection; lightly exposed missiles could be selected for critical mission applications; and missile allocation tomore » missions could be based on prior use to avoid overuse. The U. S. Army Aviation and Missile Research Development and Engineering Center (AMRDEC) has been developing health monitoring systems to assess and improve reliability of missiles during storage and field exposures. Under the direction of AMRDEC staff, engineers at the Pacific Northwest National Laboratory have developed a Captive Carry Health Monitor (CCHM) for the HELLFIRE II missile. The CCHM is an embedded usage monitoring device installed on the outer skin of the HELLFIRE II missile to record the cumulative hours the host missile has been in captive carry mode and thereby assess the overall health of the missile. This paper provides an overview of the CCHM electrical and package design, describes field testing and data analysis techniques used to identify captive carry, and discusses the potential application of missile health and usage data for real-time reliability analysis and fleet management.« less

Using tri-axial accelerometers to identify wild polar bear behaviors

USGS Publications Warehouse

Pagano, Anthony M.; Rode, Karyn D.; Cutting, A.; Owen, M.A.; Jensen, S.; Ware, J.V.; Robbins, C.T.; Durner, George M.; Atwood, Todd C.; Obbard, M.E.; Middel, K.R.; Thiemann, G.W.; Williams, T.M.

2017-01-01

Tri-axial accelerometers have been used to remotely identify the behaviors of a wide range of taxa. Assigning behaviors to accelerometer data often involves the use of captive animals or surrogate species, as their accelerometer signatures are generally assumed to be similar to those of their wild counterparts. However, this has rarely been tested. Validated accelerometer data are needed for polar bears Ursus maritimus to understand how habitat conditions may influence behavior and energy demands. We used accelerometer and water conductivity data to remotely distinguish 10 polar bear behaviors. We calibrated accelerometer and conductivity data collected from collars with behaviors observed from video-recorded captive polar bears and brown bears U. arctos, and with video from camera collars deployed on free-ranging polar bears on sea ice and on land. We used random forest models to predict behaviors and found strong ability to discriminate the most common wild polar bear behaviors using a combination of accelerometer and conductivity sensor data from captive or wild polar bears. In contrast, models using data from captive brown bears failed to reliably distinguish most active behaviors in wild polar bears. Our ability to discriminate behavior was greatest when species- and habitat-specific data from wild individuals were used to train models. Data from captive individuals may be suitable for calibrating accelerometers, but may provide reduced ability to discriminate some behaviors. The accelerometer calibrations developed here provide a method to quantify polar bear behaviors to evaluate the impacts of declines in Arctic sea ice.

Distance to human populations influences epidemiology of respiratory disease in desert tortoises

USGS Publications Warehouse

Berry, Kristin H.; Ashley A. Coble (formerly Emerson), no longer USGS; Yee, Julie L.; Mack, Jeremy S.; Perry, William M.; Anderson, Kemp M.; Brown, Mary B.

2014-01-01

We explored variables likely to affect health of Agassiz's desert tortoises (Gopherus agassizii) in a 1,183-km2 study area in the central Mojave Desert of California between 2005 and 2008. We evaluated 1,004 tortoises for prevalence and spatial distribution of 2 pathogens, Mycoplasma agassizii and M. testudineum, that cause upper respiratory tract disease. We defined tortoises as test-positive if they were positive by culture and/or DNA identification or positive or suspect for specific antibody for either of the two pathogens. We used covariates of habitat (vegetation, elevation, slope, and aspect), tortoise size and sex, distance from another test-positive tortoise, and anthropogenic variables (distances to roads, agricultural areas, playas, urban areas, and centroids of human-populated census blocks). We used both logistic regression models and regression trees to evaluate the 2 species of Mycoplasma separately. The prevalence of test-positive tortoises was low: 1.49% (15/1,004) for M. agassizii and 2.89% (29/1,004) for M. testudineum. The spatial distributions of test-positive tortoises for the 2 Mycoplasma species showed little overlap; only 2 tortoises were test-positive for both diseases. However, the spatial distributions did not differ statistically between the 2 species. We consistently found higher prevalence of test-positive tortoises with shorter distances to centroids of human-populated census blocks. The relationship between distance to human-populated census blocks and tortoises that are test-positive for M. agassizii and potentially M. testudineum may be related to release or escape of captive tortoises because the prevalence of M. agassizii in captive tortoises is high. Our findings have application to other species of chelonians where both domestic captive and wild populations exist. Published 2014. This article is a U.S. Government work and is in the public domain in the USA.

11. REINFORCED CONCRETE SLAB ROOF, FLAME DEFLECTOR AT RIGHT, CONTROL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

11. REINFORCED CONCRETE SLAB ROOF, FLAME DEFLECTOR AT RIGHT, CONTROL BUILDING B AT FAR CENTER RIGHT. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

7. REINFORCED CONCRETE SLAB ROOF FROM NORTHWEST EDGE, FLAME DEFLECTOR ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. REINFORCED CONCRETE SLAB ROOF FROM NORTHWEST EDGE, FLAME DEFLECTOR AT RIGHT, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

8. REINFORCED CONCRETE SLAB ROOF FROM NORTHWEST EDGE, ACCESS RAMP ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. REINFORCED CONCRETE SLAB ROOF FROM NORTHWEST EDGE, ACCESS RAMP IN FOREGROUND, VIEW TOWARDS SOUTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

3. FLAME DEFLECTOR AT UPPER LEFT, FERROCEMENT APRON CONTROLS AT ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. FLAME DEFLECTOR AT UPPER LEFT, FERROCEMENT APRON CONTROLS AT LOWER RIGHT, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-4, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

SEROPREVALENCE OF NINE LEPTOSPIRA INTERROGANS SEROVARS IN WILD CARNIVORES, UNGULATES, AND PRIMATES FROM A ZOO POPULATION IN A METROPOLITAN REGION OF CHILE.

PubMed

Moreno-Beas, Eduardo; Abalos, Pedro; Hidalgo-Hermoso, Ezequiel

2015-12-01

Serum samples from 130 individuals representing 42 species of carnivores, ungulates, and primates from a population of captive mammals in Metropolitan Region in Chile were tested for antibodies against nine serovars of Leptospira interrogans using the microscopic agglutination test. Ten percent of the animals were seropositive to one or more serovars. Seroprevalence was significantly higher in ungulates (20.4%) compared to carnivores (3.8%) and primates (3.4%). There were no significant differences in seroprevalence among sex and age ranges. The most frequent serovar detected was Autumnalis, present in 53.4% of antibody-positive animals. Most positive animals had titers of ≤1 : 200, except for a maned wolf ( Chrysocyon brachyurus ) with titers of 1 : 400 against serovar Hardjo. To the authors' knowledge, this is the first report of Leptospira exposure detected in native endangered pudu ( Pudu puda ) and the first confirmation of exposure to L. interrogans in captive wild mammals in Chile. Leptospirosis should be considered as a differential diagnosis in future disease presentation for hepatitis or abortions in captive mammals in Chile.

9 CFR 77.35 - Interstate movement from accredited herds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... TUBERCULOSIS Captive Cervids § 77.35 Interstate movement from accredited herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to at least two consecutive official tuberculosis tests, conducted... accredited herd may be moved interstate without further tuberculosis testing only if it is accompanied by a...

9 CFR 77.35 - Interstate movement from accredited herds.

Code of Federal Regulations, 2014 CFR

2014-01-01

... TUBERCULOSIS Captive Cervids § 77.35 Interstate movement from accredited herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to at least two consecutive official tuberculosis tests, conducted... accredited herd may be moved interstate without further tuberculosis testing only if it is officially...

9 CFR 77.35 - Interstate movement from accredited herds.

Code of Federal Regulations, 2013 CFR

2013-01-01

... TUBERCULOSIS Captive Cervids § 77.35 Interstate movement from accredited herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to at least two consecutive official tuberculosis tests, conducted... accredited herd may be moved interstate without further tuberculosis testing only if it is accompanied by a...

9 CFR 77.35 - Interstate movement from accredited herds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... TUBERCULOSIS Captive Cervids § 77.35 Interstate movement from accredited herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to at least two consecutive official tuberculosis tests, conducted... accredited herd may be moved interstate without further tuberculosis testing only if it is accompanied by a...

9 CFR 77.35 - Interstate movement from accredited herds.

Code of Federal Regulations, 2012 CFR

2012-01-01

... TUBERCULOSIS Captive Cervids § 77.35 Interstate movement from accredited herds. (a) Qualifications. To be... § 77.33(f) must have tested negative to at least two consecutive official tuberculosis tests, conducted... accredited herd may be moved interstate without further tuberculosis testing only if it is accompanied by a...

Chilled frogs are hot: hibernation and reproduction of the Endangered mountain yellow-legged frog Rana muscosa

USGS Publications Warehouse

Santana, Frank E.; Swaisgood, Ronald R.; Lemm, Jeffrey M.; Fisher, Robert N.; Clark, Rulon W.

2015-01-01

In the face of the sixth great extinction crisis, it is imperative to establish effective breeding protocols for amphibian conservation breeding programs. Captive efforts should not proceed by trial and error, nor should they jump prematurely to assisted reproduction techniques, which can be invasive, difficult, costly, and, at times, counterproductive. Instead, conservation practitioners should first look to nature for guidance, and replicate key conditions found in nature in the captive environment, according to the ecological and behavioral requirements of the species. We tested the effect of a natural hibernation regime on reproductive behaviors and body condition in the Endangered mountain yellow-legged frog Rana muscosa. Hibernation had a clear positive effect on reproductive behavior, manifesting in vocal advertisement signaling, female receptivity, amplexus, and oviposition. These behaviors are critical components of courtship that lead to successful reproduction. Our main finding was that captive R. muscosa require a hibernation period for successful reproduction, as only hibernated females produced eggs and only hibernated males successfully fertilized eggs. Although hibernation also resulted in a reduced body condition, the reduction appeared to be minimal with no associated mortality. The importance of hibernation for reproduction is not surprising, since it is a major component of the conditions that R. muscosa experiences in the wild. Other amphibian conservation breeding programs can also benefit from a scientific approach that tests the effect of natural ecological conditions on reproduction. This will ensure that captive colonies maximize their role in providing genetic reservoirs for assurance and reintroduction efforts.

Influence of dietary fiber type and amount on energy and nutrient digestibility, fecal characteristics, and fecal fermentative end-product concentrations in captive exotic felids fed a raw beef-based diet.

PubMed

Kerr, K R; Morris, C L; Burke, S L; Swanson, K S

2013-05-01

Little nutritional or metabolic information has been collected from captive exotic cats fed raw diets. In particular, fiber types and concentrations for use in raw meat-based diets for captive exotic felids have not been well studied. Our objective was to evaluate the effects of fiber type and concentration on apparent total tract energy and macronutrient digestibility, fecal characteristics, and fecal fermentative end-products in captive exotic felids. Four animals of each captive exotic species (jaguar (Panthera onca), cheetah (Acinonyz jubatus), Malayan tiger (Panthera tigris corbetti), and Siberian tiger (Panthera tigris altaica) were randomized in four 4 × 4 Latin square designs (1 Latin square per species) to 1 of the 4 raw beef-based dietary treatments (94.7 to 96.7% beef trimmings): 2 or 4% cellulose or 2 or 4% beet pulp. Felid species, fiber type, and fiber concentration all impacted digestibility and fecal fermentative end-products. Inclusion of beet pulp increased (P ≤ 0.05) fecal short-chain fatty acids and fecal output in all cats. Inclusion of 2 and 4% cellulose, and 4% beet pulp increased (P ≤ 0.05) fecal bulk and diluted fecal branched-chain fatty acid concentrations compared with 2% beet pulp. Apparent total tract DM, OM, fat, and GE digestibility coefficients decreased (P ≤ 0.05) linearly with BW of cats. Additionally, fecal moisture, fecal score, and concentrations of fermentative end-products increased (P ≤ 0.05) with BW. Although the response of many outcomes was dependent on cat size, in general, beet pulp increased wet fecal weight, fecal scores, and fecal metabolites, and reduced fecal pH. Cellulose generally reduced DM and OM digestibility, but increased dry fecal weight and fecal percent DM. Although beet pulp and cellulose fibers were tested individually in this study, these data indicate that the optimum fiber type and concentration for inclusion in captive exotic felid diets is likely a combination of fermentable and nonfermentable fibers, with the optimal fiber blend being dependent on species. Smaller cats, such as cheetahs and jaguars, tolerated fermentable fibers, whereas larger cats, such as Malayan and Siberian tigers, appeared to require more insoluble fibers that limit fermentation and provide fecal bulk. Further research is required to test whether these trends hold true when fed in combination.

Effects of long-term captivity on thermoregulation, metabolism and ventilation of the southern brown bandicoot (Marsupialia: Peramelidae).

PubMed

Larcombe, Alexander N; Withers, Philip C

2007-02-01

Thermoneutral metabolic and ventilatory parameters were measured every 3 months over 2 years for southern brown bandicoots held in captivity, and from a nearby reserve. Captive bandicoots were 130 g (9.9%) heavier than wild bandicoots. Long-term captivity had no effect on body temperature, basal metabolic rate (oxygen consumption), thermal conductance or respiratory ventilation, but there was an effect on carbon dioxide production, respiratory exchange ratio and total evaporative water loss (values were between 15 and 25% higher for captive than for wild bandicoots). Diet may be influencing these aspects of captive bandicoot physiology; the diet of captive bandicoots would be considerably different to that of wild bandicoots. Water availability seems to have a minimal effect. This study has important implications regarding physiological measurement for captive and wild mammals. For bandicoots at least, captive animals are equivalent to wild animals for some physiological parameters at thermoneutrality (body temperature, resting metabolic rate and thermal conductance), but not others.

X-38 Ship #2 in Free Flight after Release from B-52 Mothership

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Wing morphology and flight development in the short-nosed fruit bat Cynopterus sphinx.

PubMed

Elangovan, Vadamalai; Yuvana Satya Priya, Elangovan; Raghuram, Hanumanth; Marimuthu, Ganapathy

2007-01-01

Postnatal changes in wing morphology, flight development and aerodynamics were studied in captive free-flying short-nosed fruit bats, Cynopterus sphinx. Pups were reluctant to move until 25 days of age and started fluttering at the mean age of 40 days. The wingspan and wing area increased linearly until 45 days of age by which time the young bats exhibited clumsy flight with gentle turns. At birth, C. sphinx had less-developed handwings compared to armwings; however, the handwing developed faster than the armwing during the postnatal period. Young bats achieved sustained flight at 55 days of age. Wing loading decreased linearly until 35 days of age and thereafter increased to a maximum of 12.82 Nm(-2) at 125 days of age. The logistic equation fitted the postnatal changes in wingspan and wing area better than the Gompertz and von Bertalanffy equations. The predicted minimum power speed (V(mp)) and maximum range speed (V(mr)) decreased until the onset of flight and thereafter the V(mp) and V(mr) increased linearly and approached 96.2% and 96.4%, respectively, of the speed of postpartum females at the age of 125 days. The requirement of minimum flight power (P(mp)) and maximum range power (P(mr)) increased until 85 days of age and thereafter stabilised. The minimum theoretical radius of banked turn (r(min)) decreased until 35 days of age and thereafter increased linearly and attained 86.5% of the r(min) of postpartum females at the age of 125 days.

Observations of captive Rocky Mountain mule deer behavior

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

Halford, D.K.; Arthur, W.J. III; Alldredge, A.W.

1987-01-31

Observations were made near Fort Collins, Colorado on the behavior of a captive herd of Rocky Mountain mule deer (Odocoileus hemionus hemionus). Comparisons in general behavior patterns were made between captive and wild deer. Similar behavior was exhibited by captive and wild deer. Captive deer (as well as other species) may be useful for study of certain behavioral aspects of their wild counterparts.

Exposure of the endangered golden monkey (Rhinopithecus roxellana) to heavy metals: a comparison of wild and captive animals.

PubMed

Liu, Qiang; Chen, Yi-Ping; Maltby, Lorraine; Ma, Qing-Yi

2015-05-01

Golden monkeys are endemic to China and of high conservation concern. Conservation strategies include captive breeding, but the success of captive breeding programs may be being compromised by environmental pollution. Heavy metal exposure of wild and captive golden monkeys living in the Qinling Mountains was assessed by measuring fecal metal concentrations (As, Cd, Cr, Co, Cu, Mn, Hg, Ni, Pb, and Zn). Captive monkeys were exposed to higher concentrations of As, Hg, Pb, and Cr than monkeys living in the wild, while high background levels of Mn led to high exposure of wild monkeys. Seasonal variations in metal exposures were detected for both wild and captive monkeys; possible reasons being seasonal changes in either diet (wild monkeys) or metal content of food (captive monkeys). Coal combustion, waste incineration, and traffic-related activities were identified as possible sources of heavy metals exposure for captive animals. Efforts to conserve this endangered primate are potentially compromised by metal pollutants derived from increasing anthropogenic activities. Providing captive animals with uncontaminated food and relocating captive breeding centers away from sources of pollution will reduce pollutant exposure; but ultimately, there is a need to improve environmental quality by controlling pollutants at source.

Parasitological and immunological diagnoses from feces of captive-bred snakes at Vital Brazil Institute.

PubMed

Souza, Janaína Lima de; Barbosa, Alynne da Silva; Vazon, Adriana Prado; Uchôa, Claudia Maria Antunes; Nunes, Beatriz Coronato; Cortez, Myrian Bandeira Vianna; Silva, Valmir Laurentino da; Más, Leonora Brazil; Melgarejo, Aníbal Rafael; Bastos, Otilio Machado Pereira

2014-01-01

Fecal samples from 56 snakes at the Vital Brazil Institute, in the city of Niterói, Rio de Janeiro, were tested using the sedimentation and flotation techniques to investigate the evolutionary forms of parasites such as helminths and protozoa, and using enzyme immunoassay techniques to detect antigens of Cryptosporidium sp. and Giardia sp. Among the animals tested, 80.3% were positive for parasites. Out of these, there were 16 Bothrops jararaca, 16 B. jararacussu and 13 Crotalus durissus. The prevalence of parasitic nematodes was 41.1%, and nematodes were found in all three snake species. Among these, the most frequent finding was eggs of Kalicephalus sp., which were diagnosed in 25% of the snakes. The positivity for protozoa detected using parasite concentration techniques was 75%, including oocysts of Caryospora sp. in 75%, cysts with morphology similar to Giardia sp. 3.6%, amoeboid cysts in 41.1% and unsporulated coccidia oocysts in 8.9%. Immunoassays for Cryptosporidium sp. antigens produced positive findings in 60.7%. Pseudoparasites were detected in 64.3%. These results show that there is a need to improve the sanitary handling of captive-bred snakes, and also for the animal house that supplies rodents to feed them. The results also highlight that diagnostic tests should be performed periodically on stool specimens from captive-bred snakes.

2. FLAME DEFLECTOR AT RIGHT, COUNTERFORT AT CENTER, FRAGMENT OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

2. FLAME DEFLECTOR AT RIGHT, COUNTERFORT AT CENTER, FRAGMENT OF CONCRETE CAMERA STAND IN FOREGROUND, VIEW TOWARDS SOUTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

8. WEST FLAME DEFLECTOR FROM REINFORCED CONCRETE SLAB ROOF, FORMER ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

8. WEST FLAME DEFLECTOR FROM REINFORCED CONCRETE SLAB ROOF, FORMER DRAINAGE AREA IN THE DISTANCE, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

3. FLAME DEFLECTOR AT LEFT, COUNTERFORT AT RIGHT, CONTROL BUILDING ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

3. FLAME DEFLECTOR AT LEFT, COUNTERFORT AT RIGHT, CONTROL BUILDING B AT UPPER LEFT, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

10. REINFORCED CONCRETE SLAB ROOF FROM THE WESTERN EDGE, ACCESS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. REINFORCED CONCRETE SLAB ROOF FROM THE WESTERN EDGE, ACCESS RAMPS AT LEFT AND RIGHT, VIEW TOWARDS EAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

10. REINFORCED CONCRETE SLAB ROOF FROM SOUTHEASTERN EDGE, ACCESS RAMPS ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

10. REINFORCED CONCRETE SLAB ROOF FROM SOUTHEASTERN EDGE, ACCESS RAMPS AT LEFT AND RIGHT, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-1, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Redfish Lake Sockeye Salmon Captive Broodstock Rearing and Research, Annual Report 2001-2002.

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

Frost, Deborah; McAuley, W.; Maynard, Desmond

2003-04-01

The National Marine Fisheries Service (NMFS) Northwest Fisheries Science Center, in cooperation with the Idaho Department of Fish and Game and the Bonneville Power Administration, has established captive broodstock programs to aid recovery of Snake River sockeye salmon (Oncorhynchus nerka) listed as endangered under the U.S. Endangered Species Act (ESA). Captive broodstock and captive rearing programs are a form of artificial propagation that are emerging as an important component of restoration efforts for ESA-listed salmon populations that are at critically low numbers. Captive broodstocks, reared in captivity for the entire life cycle, couple the salmon's high fecundity with potentially highmore » survival in protective culture to produce large numbers of juveniles in a single generation for supplementation of natural populations. The captive broodstocks discussed in this report were intended to protect the last known remnants of sockeye salmon that return to Redfish Lake in the Sawtooth Basin of Idaho at the headwaters of the Salmon River. This report addresses NMFS activities from 1 September 2001 to 31 August 2002 on the Redfish Lake sockeye salmon captive broodstock and captive rearing program. NMFS currently has broodstocks in culture from year classes 1997, 1998, 1999, 2000, and 2001 in both the captive breeding and captive rearing programs. Offspring from these programs are being returned to Idaho to aid recovery efforts for the species.« less

25. "TEST STAND 1A UTILIZED TO TEST THE ATLAS ICBM", ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

25. "TEST STAND 1-A UTILIZED TO TEST THE ATLAS ICBM", CROPPED OUT: "DIRECTORATE OF MISSILE CAPTIVE TEST, EDWARDS AFB." Photo no. 11,371 57; G-AFFTC 15 OCT 57. Looking southwest from below the stand. - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Test Stand 1-A, Test Area 1-120, north end of Jupiter Boulevard, Boron, Kern County, CA

Genetic adaptation to captivity can occur in a single generation

PubMed Central

Christie, Mark R.; Marine, Melanie L.; French, Rod A.; Blouin, Michael S.

2012-01-01

Captive breeding programs are widely used for the conservation and restoration of threatened and endangered species. Nevertheless, captive-born individuals frequently have reduced fitness when reintroduced into the wild. The mechanism for these fitness declines has remained elusive, but hypotheses include environmental effects of captive rearing, inbreeding among close relatives, relaxed natural selection, and unintentional domestication selection (adaptation to captivity). We used a multigenerational pedigree analysis to demonstrate that domestication selection can explain the precipitous decline in fitness observed in hatchery steelhead released into the Hood River in Oregon. After returning from the ocean, wild-born and first-generation hatchery fish were used as broodstock in the hatchery, and their offspring were released into the wild as smolts. First-generation hatchery fish had nearly double the lifetime reproductive success (measured as the number of returning adult offspring) when spawned in captivity compared with wild fish spawned under identical conditions, which is a clear demonstration of adaptation to captivity. We also documented a tradeoff among the wild-born broodstock: Those with the greatest fitness in a captive environment produced offspring that performed the worst in the wild. Specifically, captive-born individuals with five (the median) or more returning siblings (i.e., offspring of successful broodstock) averaged 0.62 returning offspring in the wild, whereas captive-born individuals with less than five siblings averaged 2.05 returning offspring in the wild. These results demonstrate that a single generation in captivity can result in a substantial response to selection on traits that are beneficial in captivity but severely maladaptive in the wild. PMID:22184236

Tooth damage in captive orcas (Orcinus orca).

PubMed

Jett, John; Visser, Ingrid N; Ventre, Jeffrey; Waltz, Jordan; Loch, Carolina

2017-12-01

Tooth damage as a result of oral stereotypies is evident in captive orca, yet little research on the topic exists. This study examines the associations between dental pathology, sex, facility, duration of captivity and other factors in captive orca. We evaluated mandibular and maxillary teeth from dental images of 29 captive orca owned by a US-based theme park. Each tooth was scored for coronal wear, wear at or below gum line and bore holes. Fractured and missing teeth were also noted. Summary statistics described the distribution and severity of pathologies; inferential statistics examined how pathologies differed between sexes, between wild-captured and captive-born orcas and between captive orca at four facilities. We also evaluated how dental pathology and duration of captivity were related. Approximately 24% of whales exhibited "major" to "extreme" mandibular coronal tooth wear, with coronal wear and wear at or below gum line highly correlated. More than 60% of mandibular teeth 2 and 3 exhibited fractures. Bore holes were observed primarily among anterior mandibular teeth, with more than 61% of teeth 2 and 3 bearing evidence of having been drilled. Four of five orca with the highest age-adjusted tooth pathology indices were captive-born. Various dental pathologies were observed across all whales, with pathologies beginning at a young age. Oral stereotypies exhibited by captive orca contributed to the observed dental damage. By making dental and health records of captive whales publicly available, the theme park industry is uniquely positioned to provide further insight into dental pathology and resultant health consequences in captive orca. Copyright © 2017 Elsevier Ltd. All rights reserved.

Mycotoxin-induced disease in captive whooping cranes (Grus americana) and sandhill cranes (Grus canadensis)

USGS Publications Warehouse

Olsen, Glenn H.; Carpenter, J.W.; Gee, G.F.; Thomas, N.J.; Dein, F.J.

1995-01-01

In 1987, an epizootic in cranes at the Patuxent Wildlife Research Center, Laurel, Maryland, USA, caused illness in 80% of 300 captive whooping cranes (Grus americana) and sandhill cranes (Grus canadensis) and death of 15 of these cranes. Gross pathology findings were inconclusive and consisted of dehydration, atrophy of fat, renal insufficiency, and small spleens. Extensive testing resulted in isolation of Fusarium sp. mold from constituents of the grain-based diet. Low levels of two mycotoxins, T2 (1-2 ppm) and deoxynivalenol (0.4 ppm), were isolated from the pelleted feed.

Non-invasive assessment of reproductive status and stress in captive Asian elephants in three south Indian zoos.

PubMed

Kumar, Vinod; Palugulla Reddy, Vivekananda; Kokkiligadda, Adiseshu; Shivaji, Sisinthy; Umapathy, Govindhaswamy

2014-05-15

Asian elephants in captivity need immediate attention to be bred so as to meet the increasing demand for captive elephants and to overcome the dependence on supplementing the captive stock with wild animals. Unfortunately, captive breeding programs across the globe have met with limited success and therefore more effort is needed to improve breeding in captivity. Endocrine profiling of reproductive hormones (progestagens and androgens) and the stress hormone (glucocorticoids) could facilitate better management and breeding strategies. In the present study, we investigated reproductive and stress physiology of 12 captive Asian elephants for 10-27 months using a non-invasive method based on steroid analysis of 1700 elephant dung samples. Most of the elephants were cycling regularly. Males during musth showed increased fecal androgen metabolite concentrations and exhibited a slight increase in fecal glucocorticoid metabolite levels. Elephants used in public festivals and processions showed significantly increased in faecal glucocorticoid metabolite levels. The results indicate that captive elephants require periodic health care, better husbandry practices and scientific management for sustainable captive population. Copyright © 2014 Elsevier Inc. All rights reserved.

6. REINFORCED CONCRETE SLAB ROOF FROM SOUTHEAST EDGE, CONNECTING TUNNEL ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

6. REINFORCED CONCRETE SLAB ROOF FROM SOUTHEAST EDGE, CONNECTING TUNNEL VISIBLE AT CENTER RIGHT AND FAR RIGHT, VIEW TOWARDS NORTHWEST. - Glenn L. Martin Company, Titan Missile Test Facilities, CaptiveTest Stand D-3, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

9 CFR 77.34 - Official tuberculosis tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 9 Animals and Animal Products 1 2012-01-01 2012-01-01 false Official tuberculosis tests. 77.34 Section 77.34 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive...

9 CFR 77.34 - Official tuberculosis tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 9 Animals and Animal Products 1 2011-01-01 2011-01-01 false Official tuberculosis tests. 77.34 Section 77.34 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive...

9 CFR 77.34 - Official tuberculosis tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 9 Animals and Animal Products 1 2010-01-01 2010-01-01 false Official tuberculosis tests. 77.34 Section 77.34 Animals and Animal Products ANIMAL AND PLANT HEALTH INSPECTION SERVICE, DEPARTMENT OF AGRICULTURE INTERSTATE TRANSPORTATION OF ANIMALS (INCLUDING POULTRY) AND ANIMAL PRODUCTS TUBERCULOSIS Captive...

Injuries and Illnesses of Vietnam War POWs Revisited: 2. Army Risk Factors

DTIC Science & Technology

2016-01-12

concerning symptoms and conditions which occurred during captivity (as described in the history section of the IMEF). Berg and Richlin emphasized...evaluated the effects of captivity from the perspective of ICD9-CM diagnostic categories (i.e., systems level). From this perspective, the relationship...included age at time of captivity , length of captivity (months), length of solitary confinement (weeks), self-reported captivity medical problems

Injuries and Illnesses of Vietnam War POWs Revisited: I. Navy Risk Factors

DTIC Science & Technology

2016-01-05

concerning symptoms and conditions which occurred during captivity (as described in the history section of the IMEF). Berg and Richlin emphasized...individual diagnoses, we evaluated the effects of captivity from the perspective of ICD9-CM diagnostic categories (i.e., systems level). From this...These risk factors included age at time of captivity , length of captivity (months), length of solitary confinement (weeks), self-reported captivity

Injuries and Illnesses of Vietnam War POWs Revisited: 3. Marine Corps Risk Factors

DTIC Science & Technology

2016-01-12

also presented concerning symptoms and conditions which occurred during captivity (as described in the history section of the IMEF). Berg and...diagnoses, we evaluated the effects of captivity from the perspective of ICD9-CM diagnostic categories (i.e., systems level). From this perspective...risk factors included age at time of captivity , length of captivity (months), length of solitary confinement (weeks), self-reported captivity

Effect of captivity on the blood composition of Spanish ibex (Capra pyrenaica hispanica).

PubMed

Peinado, V I; Fernandez-Arias, A; Zabala, J L; Palomeque, J

1995-12-02

Blood analyses of seven free-ranging Spanish ibex (Capra pyrenaica hispanica) captured from the wild and then held in captivity were used to determine the physiological changes in some haematological parameters and serum chemistry values during captivity. The captive animals had a higher haematocrit and haemoglobin concentration and larger numbers of erythrocytes than the same animals when they were captured. In addition, the absolute numbers of leucocytes and lymphocytes decreased progressively during captivity. Significant differences were found for some of the biochemical variables between the captive ibex and free-ranging animals.

Rearing environment influences boldness and prey acquisition behavior, and brain and lens development of bull trout

USGS Publications Warehouse

Brignon, William R.; Pike, Martin M.; Ebbesson, Lars O.E.; Schaller, Howard A.; Peterson, James T.; Schreck, Carl B.

2018-01-01

Animals reared in barren captive environments exhibit different developmental trajectories and behaviors than wild counterparts. Hence, the captive phenotypes may influence the success of reintroduction and recovery programs for threatened and endangered species. We collected wild bull trout embryos from the Metolius River Basin, Oregon and reared them in differing environments to better understand how captivity affects the bull trout Salvelinus confluentusphenotype. We compared the boldness and prey acquisition behaviors and development of the brain and eye lens of bull trout reared in conventional barren and more structurally complex captive environments with that of wild fish. Wild fish and captive reared fish from complex habitats exhibited a greater level of boldness and prey acquisition ability, than fish reared in conventional captive environments. In addition, the eye lens of conventionally reared bull trout was larger than complex reared captive fish or same age wild fish. Interestingly, we detected wild fish had a smaller relative cerebellum than either captive reared treatment. Our results suggest that rearing fish in more complex captive environments can create a more wild-like phenotype than conventional rearing practices. A better understanding of the effects of captivity on the development and behavior of bull trout can inform rearing and reintroduction programs though prediction of the performance of released individuals.

Impartial Third-Party Interventions in Captive Chimpanzees: A Reflection of Community Concern

PubMed Central

von Rohr, Claudia Rudolf; Koski, Sonja E.; Burkart, Judith M.; Caws, Clare; Fraser, Orlaith N.; Ziltener, Angela; van Schaik, Carel P.

2012-01-01

Because conflicts among social group members are inevitable, their management is crucial for group stability. The rarest and most interesting form of conflict management is policing, i.e., impartial interventions by bystanders, which is of considerable interest due to its potentially moral nature. Here, we provide descriptive and quantitative data on policing in captive chimpanzees. First, we report on a high rate of policing in one captive group characterized by recently introduced females and a rank reversal between two males. We explored the influence of various factors on the occurrence of policing. The results show that only the alpha and beta males acted as arbitrators using manifold tactics to control conflicts, and that their interventions strongly depended on conflict complexity. Secondly, we compared the policing patterns in three other captive chimpanzee groups. We found that although rare, policing was more prevalent at times of increased social instability, both high-ranking males and females performed policing, and conflicts of all sex-dyad combinations were policed. These results suggest that the primary function of policing is to increase group stability. It may thus reflect prosocial behaviour based upon “community concern.” However, policing remains a rare behaviour and more data are needed to test the generality of this hypothesis. PMID:22412879

Impartial third-party interventions in captive chimpanzees: a reflection of community concern.

PubMed

von Rohr, Claudia Rudolf; Koski, Sonja E; Burkart, Judith M; Caws, Clare; Fraser, Orlaith N; Ziltener, Angela; van Schaik, Carel P

2012-01-01

Because conflicts among social group members are inevitable, their management is crucial for group stability. The rarest and most interesting form of conflict management is policing, i.e., impartial interventions by bystanders, which is of considerable interest due to its potentially moral nature. Here, we provide descriptive and quantitative data on policing in captive chimpanzees. First, we report on a high rate of policing in one captive group characterized by recently introduced females and a rank reversal between two males. We explored the influence of various factors on the occurrence of policing. The results show that only the alpha and beta males acted as arbitrators using manifold tactics to control conflicts, and that their interventions strongly depended on conflict complexity. Secondly, we compared the policing patterns in three other captive chimpanzee groups. We found that although rare, policing was more prevalent at times of increased social instability, both high-ranking males and females performed policing, and conflicts of all sex-dyad combinations were policed. These results suggest that the primary function of policing is to increase group stability. It may thus reflect prosocial behaviour based upon "community concern." However, policing remains a rare behaviour and more data are needed to test the generality of this hypothesis.

Behaviour in captivity predicts some aspects of natural behaviour, but not others, in a wild cricket population

PubMed Central

Fisher, David N.; James, Adèle; Rodríguez-Muñoz, Rolando; Tregenza, Tom

2015-01-01

Examining the relevance of ‘animal personality’ involves linking consistent among- and within-individual behavioural variation to fitness in the wild. Studies aiming to do this typically assay personality in captivity and rely on the assumption that measures of traits in the laboratory reflect their expression in nature. We examined this rarely tested assumption by comparing laboratory and field measurements of the behaviour of wild field crickets (Gryllus campestris) by continuously monitoring individual behaviour in nature, and repeatedly capturing the same individuals and measuring their behaviour in captivity. We focused on three traits that are frequently examined in personality studies: shyness, activity and exploration. All of them showed repeatability in the laboratory. Laboratory activity and exploration predicted the expression of their equivalent behaviours in the wild, but shyness did not. Traits in the wild were predictably influenced by environmental factors such as temperature and sunlight, but only activity showed appreciable within-individual repeatability. This suggests that some behaviours typically studied as personality traits can be accurately assayed in captivity, but the expression of others may be highly context-specific. Our results highlight the importance of validating the relevance of laboratory behavioural assays to analogous traits measured in the wild. PMID:26019161

Twenty-six years of post-release monitoring of Florida manatees (Trichechus manatus latirostris): evaluation of a cooperative rehabilitation program

USGS Publications Warehouse

Adimey, Nicole M.; Ross, Monica; Hall, Madison; Reid, James P.; Barlas, Margie E.; Keith Diagne, Lucy W; Bonde, Robert K.

2016-01-01

The rescue, rehabilitation, and release of Florida manatees (Trichechus manatus latirostris) into the wild has occurred since 1974; however, a comprehensive evaluation of the outcomes of the releases has never been conducted. Herein, we examined data for 136 Florida manatees that were rehabilitated and released with telemetry tags between 1988 and 2013 to determine release outcome of each individual as either success (acclimation) or failure after at least 1 y. Ten predictor variables were statistically evaluated for potential relationships to release outcome. To assess the contribution of each predictor variable to release outcome, each variable was tested for significance in univariate analyses. Manatees born in captivity experienced poor success after release (14%), whereas the overall success of wild-born individuals was higher (72%). When compared with other variables in our dataset, number of days in captivity was the strongest predictor for determining success. Manatees rescued as calves and held in captivity for more than 5 y had a high likelihood of failure, while subadults and adults had a high likelihood of success, regardless of the amount of time spent in captivity. Ensuring the success of individual manatees after release is critical for evaluating the contribution of the manatee rehabilitation program to the growth of the wild population.

Phenotypic plasticity in the scaling of avian basal metabolic rate

PubMed Central

McKechnie, Andrew E; Freckleton, Robert P; Jetz, Walter

2006-01-01

Many birds exhibit short-term, reversible adjustments in basal metabolic rate (BMR), but the overall contribution of phenotypic plasticity to avian metabolic diversity remains unclear. The available BMR data include estimates from birds living in natural environments and captive-raised birds in more homogenous, artificial environments. All previous analyses of interspecific variation in BMR have pooled these data. We hypothesized that phenotypic plasticity is an important contributor to interspecific variation in avian BMR, and that captive-raised populations exhibit general differences in BMR compared to wild-caught populations. We tested this hypothesis by fitting general linear models to BMR data for 231 bird species, using the generalized least-squares approach to correct for phylogenetic relatedness when necessary. The scaling exponent relating BMR to body mass in captive-raised birds (0.670) was significantly shallower than in wild-caught birds (0.744). The differences in metabolic scaling between captive-raised and wild-caught birds persisted when migratory tendency and habitat aridity were controlled for. Our results reveal that phenotypic plasticity is a major contributor to avian interspecific metabolic variation. The finding that metabolic scaling in birds is partly determined by environmental factors provides further support for models that predict variation in scaling exponents, such as the allometric cascade model. PMID:16627278

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.

H5N1 surveillance in migratory birds in Java, Indonesia.

PubMed

Stoops, Arthur C; Barbara, Katie A; Indrawan, Mochamad; Ibrahim, Ima N; Petrus, Wicaksana B; Wijaya, Susan; Farzeli, Arik; Antonjaya, Ungke; Sin, Lim W; Hidayatullah, N; Kristanto, Ige; Tampubolon, A M; Purnama, S; Supriatna, Adam; Burgess, Timothy H; Williams, Maya; Putnam, Shannon D; Tobias, Steve; Blair, Patrick J

2009-12-01

We sought to elucidate the role of migratory birds in transmission of H5N1 in an enzoonotic area. Resident, captive, and migratory birds were sampled at five sites in Java, Indonesia. Mist nets were used to trap birds. Birds were identified to species. RNA was extracted from swabs and reverse transcriptase polymerase chain reaction (RT-PCR) conducted for the HA and M genes of H5N1. Antibodies were detected by enzyme-linked immunosorbent assay and hemagglutination inhibition test. Between October 2006 and September 2007, a total of 4,067 captive, resident, and migratory birds comprising 98 species in 23 genera were sampled. The most commonly collected birds were the common sandpiper (6% of total), striated heron (3%), and the domestic chicken (14%). The overall prevalence of H5N1 antibodies was 5.3%. A significantly higher percentage of captive birds (16.1%) showed antibody evidence of H5N1 exposure when compared to migratory or resident birds. The greatest number of seropositive birds in each category were Muschovy duck (captive), striated heron (resident), and the Pacific golden plover (migratory). Seven apparently well captive birds yielded molecular evidence of H5N1 infection. Following amplification, the HA, NA, and M genes were analyzed. Phylogenetic analysis of the HA gene showed that the isolates were 97% similar to EU124153.1 A/chicken/West Java/Garut May 2006, an isolate obtained in a similar region of West Java. While no known markers of neuraminidase inhibitor resistance were found within the NA gene, M segment analysis revealed the V27A mutation known to confer resistance to adamantanes. Our results demonstrate moderate serologic evidence of H5N1 infection in captive birds, sampled in five sites in Java, Indonesia, but only occasional infection in resident and migratory birds. These data imply that in an enzoonotic region of Indonesia the role of migratory birds in transmission of H5N1 is limited.

Comparative social grooming networks in captive chimpanzees and bonobos.

PubMed

Rodrigues, Michelle A; Boeving, Emily R

2018-06-21

Despite similar dispersal patterns, models of Pan sociality emphasize sex differences in social bonding between the two species. Such disparities are attributed to hypothesized differences in environmental selective pressures that structure association patterns. However, recent research documents greater within-species variation in social bonds in both species. Here, we examine grooming networks in captive chimpanzees at the North Carolina Zoo, and captive bonobos at the Columbus Zoo. We hypothesized that male-female grooming relationships would be the strongest in both species, but that males and females of both species would not significantly differ between centrality, strength, or clustering. Via Mantel tests, we found that neither bonobos (t = - 0.070, r = - 0.009, two-tailed p = 0.942) nor chimpanzees (t = - 0.495, r = - 0.0939, two-tailed p = 0.6205) had significant differences in grooming between or within sexes. Neither species had significant sex differences in centrality, strength, or clustering. To account for idiosyncratic factors affecting grooming distribution, we examined the effect of origin, kinship, and group tenure on social network position. We found that wild-born bonobos exhibited greater eigenvector centrality (t = - 2.592, df = 9, p = 0.29) and strength (t = - 2.401; df = 9, p = 0.040), and group tenure was significantly correlated with strength (r = 0.608; N = 11, p - 0 = 0.47). None of these factors varied with social network position in chimpanzees. Our findings suggest that in captive settings, idiosyncratic factors related to individual history play a greater role in structuring social networks. Such variation may point to the behavioral flexibility inherent in fission-fusion networks, and mirror between-site variation found in wild chimpanzees. However, some idiosyncratic factors shaping captive networks may be an artifact of captivity.

The Effects of Captivity on the Mammalian Gut Microbiome

PubMed Central

McKenzie, Valerie J.; Song, Se Jin; Delsuc, Frédéric; Prest, Tiffany L.; Oliverio, Angela M.; Korpita, Timothy M.; Alexiev, Alexandra; Amato, Katherine R.; Metcalf, Jessica L.; Kowalewski, Martin; Avenant, Nico L.; Link, Andres; Di Fiore, Anthony; Seguin-Orlando, Andaine; Feh, Claudia; Orlando, Ludovic; Mendelson, Joseph R.; Sanders, Jon; Knight, Rob

2017-01-01

Synopsis Recent studies increasingly note the effect of captivity or the built environment on the microbiome of humans and other animals. As symbiotic microbes are essential to many aspects of biology (e.g., digestive and immune functions), it is important to understand how lifestyle differences can impact the microbiome, and, consequently, the health of hosts. Animals living in captivity experience a range of changes that may influence the gut bacteria, such as diet changes, treatments, and reduced contact with other individuals, species and variable environmental substrates that act as sources of bacterial diversity. Thus far, initial results from previous studies point to a pattern of decreased bacterial diversity in captive animals. However, these studies are relatively limited in the scope of species that have been examined. Here we present a dataset that includes paired wild and captive samples from mammalian taxa across six Orders to investigate generalizable patterns of the effects captivity on mammalian gut bacteria. In comparing the wild to the captive condition, our results indicate that alpha diversity of the gut bacteria remains consistent in some mammalian hosts (bovids, giraffes, anteaters, and aardvarks), declines in the captive condition in some hosts (canids, primates, and equids), and increases in the captive condition in one host taxon (rhinoceros). Differences in gut bacterial beta diversity between the captive and wild state were observed for most of the taxa surveyed, except the even-toed ungulates (bovids and giraffes). Additionally, beta diversity variation was also strongly influenced by host taxonomic group, diet type, and gut fermentation physiology. Bacterial taxa that demonstrated larger shifts in relative abundance between the captive and wild states included members of the Firmicutes and Bacteroidetes. Overall, the patterns that we observe will inform a range of disciplines from veterinary practice to captive breeding efforts for biological conservation. Furthermore, bacterial taxa that persist in the captive state provide unique insight into symbiotic relationships with the host. PMID:28985326

Assortative mating among animals of captive and wild origin following experimental conservation releases

PubMed Central

Slade, Brendan; Parrott, Marissa L.; Paproth, Aleisha; Magrath, Michael J. L.; Gillespie, Graeme R.; Jessop, Tim S.

2014-01-01

Captive breeding is a high profile management tool used for conserving threatened species. However, the inevitable consequence of generations in captivity is broad scale and often-rapid phenotypic divergence between captive and wild individuals, through environmental differences and genetic processes. Although poorly understood, mate choice preference is one of the changes that may occur in captivity that could have important implications for the reintroduction success of captive-bred animals. We bred wild-caught house mice for three generations to examine mating patterns and reproductive outcomes when these animals were simultaneously released into multiple outdoor enclosures with wild conspecifics. At release, there were significant differences in phenotypic (e.g. body mass) and genetic measures (e.g. Gst and F) between captive-bred and wild adult mice. Furthermore, 83% of offspring produced post-release were of same source parentage, inferring pronounced assortative mating. Our findings suggest that captive breeding may affect mating preferences, with potentially adverse implications for the success of threatened species reintroduction programmes. PMID:25411380

DAST Mated to B-52 in Flight - Close-up from Below

NASA Technical Reports Server (NTRS)

1977-01-01

This photo shows a BQM-34 Firebee II drone being carried aloft under the wing of NASA's B-52 mothership during a 1977 research flight. The Firebee/DAST research program ran from 1977 to 1983 at the NASA Dryden Flight Research Center, Edwards, California. This is the original Firebee II wing. Firebee 72-1564 made three captive flights--on November 25, 1975; May 17, 1976; and June 22, 1977--in preparation for the DAST project with modified wings. These were for checkout of the Firebee's systems and the prelaunch procedures. The first two used a DC-130A aircraft as the launch vehicle, while the third used the B-52. A single free flight using this drone occurred on July 28, 1977. The remote (ground) pilot was NASA research pilot Bill Dana. The launch and flight were successful, and the drone was caught in midair by an HH-53 helicopter. These are the image contact sheets for each image resolution of the NASA Dryden Drones for Aerodynamic and Structural Testing (DAST) Photo Gallery. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

22 CFR 192.42 - Applicable benefits for captives.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 22 Foreign Relations 1 2011-04-01 2011-04-01 false Applicable benefits for captives. 192.42 Section 192.42 Foreign Relations DEPARTMENT OF STATE HOSTAGE RELIEF VICTIMS OF TERRORISM COMPENSATION Educational Benefits for Captive Situations § 192.42 Applicable benefits for captives. (a) When authorized by...

22 CFR 192.42 - Applicable benefits for captives.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 22 Foreign Relations 1 2012-04-01 2012-04-01 false Applicable benefits for captives. 192.42 Section 192.42 Foreign Relations DEPARTMENT OF STATE HOSTAGE RELIEF VICTIMS OF TERRORISM COMPENSATION Educational Benefits for Captive Situations § 192.42 Applicable benefits for captives. (a) When authorized by...

22 CFR 192.42 - Applicable benefits for captives.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 22 Foreign Relations 1 2013-04-01 2013-04-01 false Applicable benefits for captives. 192.42 Section 192.42 Foreign Relations DEPARTMENT OF STATE HOSTAGE RELIEF VICTIMS OF TERRORISM COMPENSATION Educational Benefits for Captive Situations § 192.42 Applicable benefits for captives. (a) When authorized by...

22 CFR 192.42 - Applicable benefits for captives.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 22 Foreign Relations 1 2014-04-01 2014-04-01 false Applicable benefits for captives. 192.42 Section 192.42 Foreign Relations DEPARTMENT OF STATE HOSTAGE RELIEF VICTIMS OF TERRORISM COMPENSATION Educational Benefits for Captive Situations § 192.42 Applicable benefits for captives. (a) When authorized by...

22 CFR 192.42 - Applicable benefits for captives.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 22 Foreign Relations 1 2010-04-01 2010-04-01 false Applicable benefits for captives. 192.42 Section 192.42 Foreign Relations DEPARTMENT OF STATE HOSTAGE RELIEF VICTIMS OF TERRORISM COMPENSATION Educational Benefits for Captive Situations § 192.42 Applicable benefits for captives. (a) When authorized by...

49 CFR 533.5 - Requirements.

Code of Federal Regulations, 2010 CFR

2010-10-01

... per gallon, in the model year specified as applicable: Table I Model year 2-wheel drive light trucks Captive imports Other 4-wheel drive light trucks Captive imports Other Limited product line light trucks... standard Captive imports Others 2-wheel drive light trucks Captive imports Others 4-wheel drive light...

49 CFR 533.5 - Requirements.

Code of Federal Regulations, 2011 CFR

2011-10-01

... per gallon, in the model year specified as applicable: Table I Model year 2-wheel drive light trucks Captive imports Other 4-wheel drive light trucks Captive imports Other Limited product line light trucks... standard Captive imports Others 2-wheel drive light trucks Captive imports Others 4-wheel drive light...

49 CFR 533.5 - Requirements.

Code of Federal Regulations, 2012 CFR

2012-10-01

... per gallon, in the model year specified as applicable: Table I Model year 2-wheel drive light trucks Captive imports Other 4-wheel drive light trucks Captive imports Other Limited product line light trucks... standard Captive imports Others 2-wheel drive light trucks Captive imports Others 4-wheel drive light...

50 CFR 17.44 - Special rules-fishes.

Code of Federal Regulations, 2012 CFR

2012-10-01

... captive-bred or grown in captivity for commercial purposes starting at least at the F1 generation in captivity (i.e., captive-bred for at least one generation). Beluga caviar. Processed unfertilized eggs from... PLANTS (CONTINUED) ENDANGERED AND THREATENED WILDLIFE AND PLANTS Threatened Wildlife § 17.44 Special...

50 CFR 17.44 - Special rules-fishes.

Code of Federal Regulations, 2011 CFR

2011-10-01

... captive-bred or grown in captivity for commercial purposes starting at least at the F1 generation in captivity (i.e., captive-bred for at least one generation). Beluga caviar. Processed unfertilized eggs from... PLANTS (CONTINUED) ENDANGERED AND THREATENED WILDLIFE AND PLANTS Threatened Wildlife § 17.44 Special...

50 CFR 17.44 - Special rules-fishes.

Code of Federal Regulations, 2010 CFR

2010-10-01

... captive-bred or grown in captivity for commercial purposes starting at least at the F1 generation in captivity (i.e., captive-bred for at least one generation). Beluga caviar. Processed unfertilized eggs from... PLANTS (CONTINUED) ENDANGERED AND THREATENED WILDLIFE AND PLANTS Threatened Wildlife § 17.44 Special...

50 CFR 17.44 - Special rules-fishes.

Code of Federal Regulations, 2013 CFR

2013-10-01

... captive-bred or grown in captivity for commercial purposes starting at least at the F1 generation in captivity (i.e., captive-bred for at least one generation). Beluga caviar. Processed unfertilized eggs from... PLANTS (CONTINUED) ENDANGERED AND THREATENED WILDLIFE AND PLANTS Threatened Wildlife § 17.44 Special...

Comparison of Serum Protein Electrophoresis Values in Wild and Captive Whooping Cranes ( Grus americana ).

PubMed

Hausmann, Jennifer C; Cray, Carolyn; Hartup, Barry K

2015-09-01

Protein electrophoresis of serum samples from endangered, wild whooping cranes ( Grus americana ) was performed to help assess the health of the only self-sustaining, migratory population in North America. Serum samples from wild adult cranes (n = 22) were taken at Aransas National Wildlife Refuge, Texas, USA during winter. Wild juvenile cranes (n = 26) were sampled at Wood Buffalo National Park, Northwest Territories, Canada, in midsummer. All captive crane samples were acquired from the International Crane Foundation, Baraboo, WI, USA. Captive adult cranes (n = 30) were sampled during annual examinations, and archived serum samples from captive juvenile cranes (n = 19) were selected to match the estimated age of wild juveniles. Wild juveniles had significantly lower concentrations of all protein fractions than wild adults, except for prealbumin and γ globulins. All protein fraction concentrations for wild juveniles were significantly lower compared with captive juveniles, except for prealbumin and γ globulins, which were higher. Wild adults had significantly greater γ globulin concentrations than captive adults. Captive juveniles had significantly lower prealbumin and albumin concentrations and albumin : globulin ratios than captive adults. The higher γ globulin concentrations in wild versus captive cranes are likely because of increased antigenic exposure and immune stimulation. Protein fraction concentrations vary significantly with age and natural history in this species. Reference intervals for serum protein electrophoresis results from captive adult whooping cranes are provided in this study.

STRESS LEVELS IN CAPTURED RIVER OTTERS (LONTRA CANADENSIS) DECREASED AFTER TRANSPORTATION TO REINTRODUCTION SITES.

PubMed

Taylor, Rebekah T; Wong, Jennifer A; Serfass, Thomas L

2016-12-01

The level of stress that animals endure during capture, handling, transportation, and release processes is a major concern of animal reintroduction projects. Animals under chronic stress are more susceptible to disease and other deleterious issues that could reduce their survival in a new environment. Northern river otters ( Lontra canadensis ) have been reintroduced in 22 states in the United States and may be susceptible to developing chronic stress during the reintroduction process. We assessed stress levels in five river otters captured from wild populations in Washington, held in captivity for up to 21 days, and then transported to New Mexico for reintroduction. Glucocorticoid levels in fecal samples of all otters tested decreased from when they were held captive in Washington to the time of release. This outcome suggests that habituation to captivity before transport and release may serve to minimize the likelihood of an otter being released while experiencing a potentially burdensome level of stress.

Severe anemia caused by babesiosis in a maned wolf (Chrysocyon brachyurus).

PubMed

Phair, Kristen A; Carpenter, James W; Smee, Nicole; Myers, Carl B; Pohlman, Lisa M

2012-03-01

An 8-yr-old, captive, spayed, female maned wolf (Chrysocyon brachyurus) developed progressive lethargy and weakness over a 24-hr period. Clinical signs included vomiting, recumbency, horizontal nystagmus, possible blindness, pale icteric mucus membranes, and port-wine colored urine. A complete blood cell count revealed severe anemia (packed cell volume [PCV], 6%) and intraerythrocytic piroplasms consistent with a Babesia species. Polymerase chain reaction testing later confirmed babesiosis. The wolf was treated with imidocarb dipropionate, antibiotics, and fluid therapy. A whole-blood transfusion from a sibling maned wolf also was performed. Despite aggressive treatment, the wolf failed to improve and was euthanized. To the authors' knowledge, this is the first documented case of babesiosis in a captive maned wolf in North America. Surveillance of infectious diseases in captive and wild maned wolf populations should be expanded to include screening for Babesia species. Tick control also should be implemented to prevent and decrease transmission of the disease to this endangered species.

Molecular detection of viral agents in free-ranging and captive neotropical felids in Brazil.

PubMed

Furtado, Mariana M; Taniwaki, Sueli A; de Barros, Iracema N; Brandão, Paulo E; Catão-Dias, José L; Cavalcanti, Sandra; Cullen, Laury; Filoni, Claudia; Jácomo, Anah T de Almeida; Jorge, Rodrigo S P; Silva, Nairléia Dos Santos; Silveira, Leandro; Ferreira Neto, José S

2017-09-01

We describe molecular testing for felid alphaherpesvirus 1 (FHV-1), carnivore protoparvovirus 1 (CPPV-1), feline calicivirus (FCV), alphacoronavirus 1 (feline coronavirus [FCoV]), feline leukemia virus (FeLV), feline immunodeficiency virus (FIV), and canine distemper virus (CDV) in whole blood samples of 109 free-ranging and 68 captive neotropical felids from Brazil. Samples from 2 jaguars ( Panthera onca) and 1 oncilla ( Leopardus tigrinus) were positive for FHV-1; 2 jaguars, 1 puma ( Puma concolor), and 1 jaguarundi ( Herpairulus yagouaroundi) tested positive for CPPV-1; and 1 puma was positive for FIV. Based on comparison of 103 nucleotides of the UL24-UL25 gene, the FHV-1 sequences were 99-100% similar to the FHV-1 strain of domestic cats. Nucleotide sequences of CPPV-1 were closely related to sequences detected in other wild carnivores, comparing 294 nucleotides of the VP1 gene. The FIV nucleotide sequence detected in the free-ranging puma, based on comparison of 444 nucleotides of the pol gene, grouped with other lentiviruses described in pumas, and had 82.4% identity with a free-ranging puma from Yellowstone Park and 79.5% with a captive puma from Brazil. Our data document the circulation of FHV-1, CPPV-1, and FIV in neotropical felids in Brazil.

Bartonella clarridgeiae and Bartonella vinsonii subsp. berkhoffii exposure in captive wild canids in Brazil.

PubMed

Fleischman, D A; Chomel, B B; Kasten, R W; André, M R; Gonçalves, L R; Machado, R Z

2015-02-01

SUMMARY Wild canids are potential hosts for numerous species of Bartonella, yet little research has been done to quantify their infection rates in South America. We sought to investigate Bartonella seroprevalence in captive wild canids from 19 zoos in São Paulo and Mato Grosso states, Brazil. Blood samples were collected from 97 wild canids belonging to four different native species and three European wolves (Canis lupus). Indirect immunofluorescent antibody testing was performed to detect the presence of B. henselae, B. vinsonii subsp. berkhoffii, B. clarridgeiae, and B. rochalimae. Overall, Bartonella antibodies were detected in 11 of the canids, including five (12·8%) of 39 crab-eating foxes (Cerdocyon thous), three (11·1%) of 27 bush dogs (Speothos venaticus), two (8·7%) of 23 maned wolves (Chrysocyon brachyurus) and one (12·5%) of eight hoary foxes (Lycalopex vetulus), with titres ranging from 1:64 to 1:512. Knowing that many species of canids make excellent reservoir hosts for Bartonella, and that there is zoonotic potential for all Bartonella spp. tested for, it will be important to conduct further research in non-captive wild canids to gain an accurate understanding of Bartonella infection in free-ranging wild canids in South America.

Mycobacterium tuberculosis Infection among Asian Elephants in Captivity.

PubMed

Simpson, Gary; Zimmerman, Ralph; Shashkina, Elena; Chen, Liang; Richard, Michael; Bradford, Carol M; Dragoo, Gwen A; Saiers, Rhonda L; Peloquin, Charles A; Daley, Charles L; Planet, Paul; Narachenia, Apurva; Mathema, Barun; Kreiswirth, Barry N

2017-03-01

Although awareness of tuberculosis among captive elephants is increasing, antituberculosis therapy for these animals is not standardized. We describe Mycobacterium tuberculosis transmission between captive elephants based on whole genome analysis and report a successful combination treatment. Infection control protocols and careful monitoring of treatment of captive elephants with tuberculosis are warranted.

50 CFR 17.44 - Special rules-fishes.

Code of Federal Regulations, 2014 CFR

2014-10-01

..., fingerlings, or other products derived from Huso huso captive-bred or grown in captivity for commercial purposes starting at least at the F1 generation in captivity (i.e., captive-bred for at least one... PLANTS (CONTINUED) ENDANGERED AND THREATENED WILDLIFE AND PLANTS Threatened Wildlife § 17.44 Special...

50 CFR 17.41 - Special rules-birds.

Code of Federal Regulations, 2013 CFR

2013-10-01

... PLANTS (CONTINUED) ENDANGERED AND THREATENED WILDLIFE AND PLANTS Threatened Wildlife § 17.41 Special... have been met and you meet the following requirements: (i) Captive-bred specimens: The source code on... accompanying the specimen must be “F” (captive born), “C” (bred in captivity), or “D” (bred in captivity for...

DAST in Flight Showing Diverging Wingtip Oscillations

NASA Technical Reports Server (NTRS)

1980-01-01

Two BQM-34 Firebee II drones were modified with supercritical airfoils, called the Aeroelastic Research Wing (ARW), for the Drones for Aerodynamic and Structural Testing (DAST) program, which ran from 1977 to 1983. In this view of DAST-1 (Serial # 72-1557), taken on June 12, 1980, severe wingtip flutter is visible. Moments later, the right wing failed catastrophically and the vehicle crashed near Cuddeback Dry Lake. Before the drone was lost, it had made two captive and two free flights. Its first free flight, on October 2, 1979, was cut short by an uplink receiver failure. The drone was caught in midair by an HH-3 helicopter. The second free flight, on March 12, 1980, was successful, ending in a midair recovery. The third free flight, made on June 12, was to expand the flutter envelope. All of these missions launched from the NASA B-52. From 1977 to 1983, the Dryden Flight Research Center, Edwards, California, (under two different names) conducted the DAST Program as a high-risk flight experiment using a ground-controlled, pilotless aircraft. Described by NASA engineers as a 'wind tunnel in the sky,' the DAST was a specially modified Teledyne-Ryan BQM-34E/F Firebee II supersonic target drone that was flown to validate theoretical predictions under actual flight conditions in a joint project with the Langley Research Center, Hampton, Virginia. The DAST Program merged advances in electronic remote control systems with advances in airplane design. Drones (remotely controlled, missile-like vehicles initially developed to serve as gunnery targets) had been deployed successfully during the Vietnamese conflict as reconnaissance aircraft. After the war, the energy crisis of the 1970s led NASA to seek new ways to cut fuel use and improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in mid-air. On the ground, a pilot controlled the DAST vehicle from a remote cockpit while researchers in another room monitored flight data transmitted via telemetry. They made decisions on the conduct of the flight while the DAST was in the air. In case of failure in any of the ground systems, the DAST vehicle could also be flown to a recovery site using a backup control system in the F-104. The DAST Program experienced numerous problems. Only eighteen flights were achieved, eight of them captive (in which the aircraft flew only while still attached to the launch aircraft). Four of the flights were aborted and two resulted in crashes--one on June 12, 1980, and the second on June 1, 1983. Meanwhile, flight experiments with higher profiles, better funded remotely piloted research vehicles took priority over DAST missions. After the 1983 crash, which was caused by a malfunction that disconnected the landing parachute from the drone, the program was disbanded. Because DAST drones were considered expendable, certain losses were anticipated. Managers and researchers involved in other high-risk flight projects gained insights from the DAST program that could be applied to their own flight research programs. The DAST aircraft had a wingspan of 14 feet, four inches and a nose-to-tail length of 28 feet, 4 inches. The fuselage had a radius of about 2.07 feet. The aircraft's maximum loaded weight was about 2,200 pounds. It derived its power from a Continental YJ69-T-406 engine.

Common Ada Programming Support Environment (APSE) Interface Set (CAIS) Implementation Validation Capability (CIVC2)

DTIC Science & Technology

1992-06-01

Paper, Version 2.0, December 1989. [Woodcock90] Gary Woodcock , Automated Generation of Hypertext Documents, CIVC Technical Report (working paper...environment setup, performance testing, assessor testing, and analysis) of the ACEC. A captive scenario example could be developed that would guide the

5. FLAME DEFLECTOR AT LEFT, FERROCEMENT APRON AT RIGHT CENTER, ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. FLAME DEFLECTOR AT LEFT, FERROCEMENT APRON AT RIGHT CENTER, CONTROL BUILDING A AT FAR RIGHT, CONNECTING TUNNEL AT UPPER CENTER, VIEW TOWARDS NORTHEAST. - Glenn L. Martin Company, Titan Missile Test Facilities, Captive Test Stand D-2, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

SIDE VIEW OF CONTROL BUILDING, CONNECTING TUNNELS VISIBLE AT FAR ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

SIDE VIEW OF CONTROL BUILDING, CONNECTING TUNNELS VISIBLE AT FAR RIGHT, CAPTIVE TEST STAND-2 VISIBLE IN THE DISTANCE AT FAR LEFT, VIEW TOWARDS SOUTHWEST - Glenn L. Martin Company, Titan Missile Test Facilities, Control Building A, Waterton Canyon Road & Colorado Highway 121, Lakewood, Jefferson County, CO

Comparative serological investigation between cat and tiger blood for transfusion

PubMed Central

THENGCHAISRI, Naris; SINTHUSINGHA, Chayakrit; ARTHITWONG, Surapong; SATTASATHUCHANA, Panpicha

2017-01-01

Evidence suggests that non-domesticated felids inherited the same AB-erythrocyte antigens as domestic cats. To study the possible compatibility of tiger blood with that of other endangered felidae, blood samples from captive tigers and domestic cats were subjected to an in vitro study. The objectives of this study were to (1) identify whether the captive tigers had blood type AB and (2) determine the compatibility between the blood of captive tigers and that of domestic cats with a similar blood type. The anti-coagulated blood with ethylenediaminetetraacetic acid of 30 tigers was examined to determine blood type, and a crossmatching test was performed between tiger and cat blood. All 30 tigers had blood type A. Tube agglutination tests using tiger plasma with cat erythrocytes resulted in 100% agglutination (n=30) with type B cat erythrocytes and 76.7% agglutination (n=23) with type A cat erythrocytes. The 80% of major and 60% of minor compatibilities between blood from 10 tigers and 10 domestic cats with blood type A were found to pass compatibility tests. Interestingly, 3/10 of the tigers’ red blood cell samples were fully compatible with all cat plasmas, and 1/10 of the tiger plasma samples were fully compatible with the type A red cells of domestic cats. Although the result of present findings revealed type-A blood group in the surveyed tigers, the reaction of tiger plasma with Type-A red cell from cats suggested a possibility of other blood type in tigers. PMID:28450662

Comparative serological investigation between cat and tiger blood for transfusion.

PubMed

Thengchaisri, Naris; Sinthusingha, Chayakrit; Arthitwong, Surapong; Sattasathuchana, Panpicha

2017-06-29

Evidence suggests that non-domesticated felids inherited the same AB-erythrocyte antigens as domestic cats. To study the possible compatibility of tiger blood with that of other endangered felidae, blood samples from captive tigers and domestic cats were subjected to an in vitro study. The objectives of this study were to (1) identify whether the captive tigers had blood type AB and (2) determine the compatibility between the blood of captive tigers and that of domestic cats with a similar blood type. The anti-coagulated blood with ethylenediaminetetraacetic acid of 30 tigers was examined to determine blood type, and a crossmatching test was performed between tiger and cat blood. All 30 tigers had blood type A. Tube agglutination tests using tiger plasma with cat erythrocytes resulted in 100% agglutination (n=30) with type B cat erythrocytes and 76.7% agglutination (n=23) with type A cat erythrocytes. The 80% of major and 60% of minor compatibilities between blood from 10 tigers and 10 domestic cats with blood type A were found to pass compatibility tests. Interestingly, 3/10 of the tigers' red blood cell samples were fully compatible with all cat plasmas, and 1/10 of the tiger plasma samples were fully compatible with the type A red cells of domestic cats. Although the result of present findings revealed type-A blood group in the surveyed tigers, the reaction of tiger plasma with Type-A red cell from cats suggested a possibility of other blood type in tigers.

Captive care and welfare considerations for beavers.

PubMed

Campbell-Palmer, Róisín; Rosell, Frank

2015-01-01

Beavers (Castor spp.) tend not to be a commonly held species and little published material exists relating to their captive care. We review published material and discuss husbandry issues taking into account the requirements of wild beavers. As social mammals with complex chemical communication systems and with such an ability to modify their environments, studies of wild counterparts suggest the captive requirements of beavers may actually be more sophisticated than generally perceived. Common field techniques may have practical application in the captive setting. Their widespread utilisation in conservation, including reintroductions, translocations and habitat management, also requires components of captive care. As welfare science advances there is increasing pressure on captive collections to improve standards and justify the keeping of animals. Conservation science is increasingly challenged to address individual welfare standards. Further research focusing on the captive care of beavers is required. © 2015 Wiley Periodicals, Inc.

Earliest Mexican Turkeys (Meleagris gallopavo) in the Maya Region: implications for pre-Hispanic animal trade and the timing of turkey domestication.

PubMed

Thornton, Erin Kennedy; Emery, Kitty F; Steadman, David W; Speller, Camilla; Matheny, Ray; Yang, Dongya

2012-01-01

Late Preclassic (300 BC-AD 100) turkey remains identified at the archaeological site of El Mirador (Petén, Guatemala) represent the earliest evidence of the Mexican turkey (Meleagris gallopavo) in the ancient Maya world. Archaeological, zooarchaeological, and ancient DNA evidence combine to confirm the identification and context. The natural pre-Hispanic range of the Mexican turkey does not extend south of central Mexico, making the species non-local to the Maya area where another species, the ocellated turkey (Meleagris ocellata), is indigenous. Prior to this discovery, the earliest evidence of M. gallopavo in the Maya area dated to approximately one thousand years later. The El Mirador specimens therefore represent previously unrecorded Preclassic exchange of animals from northern Mesoamerica to the Maya cultural region. As the earliest evidence of M. gallopavo found outside its natural geographic range, the El Mirador turkeys also represent the earliest indirect evidence for Mesoamerican turkey rearing or domestication. The presence of male, female and sub-adult turkeys, and reduced flight morphology further suggests that the El Mirador turkeys were raised in captivity. This supports an argument for the origins of turkey husbandry or at least captive rearing in the Preclassic.

Earliest Mexican Turkeys (Meleagris gallopavo) in the Maya Region: Implications for Pre-Hispanic Animal Trade and the Timing of Turkey Domestication

PubMed Central

Thornton, Erin Kennedy; Emery, Kitty F.; Steadman, David W.; Speller, Camilla; Matheny, Ray; Yang, Dongya

2012-01-01

Late Preclassic (300 BC–AD 100) turkey remains identified at the archaeological site of El Mirador (Petén, Guatemala) represent the earliest evidence of the Mexican turkey (Meleagris gallopavo) in the ancient Maya world. Archaeological, zooarchaeological, and ancient DNA evidence combine to confirm the identification and context. The natural pre-Hispanic range of the Mexican turkey does not extend south of central Mexico, making the species non-local to the Maya area where another species, the ocellated turkey (Meleagris ocellata), is indigenous. Prior to this discovery, the earliest evidence of M. gallopavo in the Maya area dated to approximately one thousand years later. The El Mirador specimens therefore represent previously unrecorded Preclassic exchange of animals from northern Mesoamerica to the Maya cultural region. As the earliest evidence of M. gallopavo found outside its natural geographic range, the El Mirador turkeys also represent the earliest indirect evidence for Mesoamerican turkey rearing or domestication. The presence of male, female and sub-adult turkeys, and reduced flight morphology further suggests that the El Mirador turkeys were raised in captivity. This supports an argument for the origins of turkey husbandry or at least captive rearing in the Preclassic. PMID:22905156

Mycobacterium tuberculosis Infection among Asian Elephants in Captivity

PubMed Central

Simpson, Gary; Zimmerman, Ralph; Shashkina, Elena; Chen, Liang; Richard, Michael; Bradford, Carol M.; Dragoo, Gwen A.; Saiers, Rhonda L.; Peloquin, Charles A.; Daley, Charles L.; Planet, Paul; Narachenia, Apurva; Mathema, Barun

2017-01-01

Although awareness of tuberculosis among captive elephants is increasing, antituberculosis therapy for these animals is not standardized. We describe Mycobacterium tuberculosis transmission between captive elephants based on whole genome analysis and report a successful combination treatment. Infection control protocols and careful monitoring of treatment of captive elephants with tuberculosis are warranted. PMID:28221115

9 CFR 50.4 - Classification of cattle, bison, captive cervids, and other livestock as infected, exposed, or...

Code of Federal Regulations, 2010 CFR

2010-01-01

... AND ERADICATION OF LIVESTOCK OR POULTRY DISEASES ANIMALS DESTROYED BECAUSE OF TUBERCULOSIS General..., or suspect. (a) Cattle, bison, and captive cervids are classified as infected with tuberculosis on... captive cervids are classified as exposed to tuberculosis when such cattle, bison, and captive cervids (1...

Activation of southern white rhinoceros (Ceratotherium simum simum) estrogen receptors by phytoestrogens and their potential role in thereproductive failure of captive-born females

EPA Science Inventory

The captive southern white rhinoceros (SWR; Ceratotherium simum simum) population serves as an important genetic reservoir critical to the conservation of this vulnerable species. Unfortunately, captive populations are declining due to the poor reproductive success of captive-bor...

9 CFR 50.4 - Classification of cattle, bison, captive cervids, and other livestock as infected, exposed, or...

Code of Federal Regulations, 2014 CFR

2014-01-01

... AND ERADICATION OF LIVESTOCK OR POULTRY DISEASES ANIMALS DESTROYED BECAUSE OF TUBERCULOSIS General..., or suspect. (a) Cattle, bison, and captive cervids are classified as infected with tuberculosis on... captive cervids are classified as exposed to tuberculosis when such cattle, bison, and captive cervids (1...

9 CFR 50.4 - Classification of cattle, bison, captive cervids, and other livestock as infected, exposed, or...

Code of Federal Regulations, 2013 CFR

2013-01-01

... AND ERADICATION OF LIVESTOCK OR POULTRY DISEASES ANIMALS DESTROYED BECAUSE OF TUBERCULOSIS General..., or suspect. (a) Cattle, bison, and captive cervids are classified as infected with tuberculosis on... captive cervids are classified as exposed to tuberculosis when such cattle, bison, and captive cervids (1...

9 CFR 50.4 - Classification of cattle, bison, captive cervids, and other livestock as infected, exposed, or...

Code of Federal Regulations, 2012 CFR

2012-01-01

... AND ERADICATION OF LIVESTOCK OR POULTRY DISEASES ANIMALS DESTROYED BECAUSE OF TUBERCULOSIS General..., or suspect. (a) Cattle, bison, and captive cervids are classified as infected with tuberculosis on... captive cervids are classified as exposed to tuberculosis when such cattle, bison, and captive cervids (1...

9 CFR 50.4 - Classification of cattle, bison, captive cervids, and other livestock as infected, exposed, or...

Code of Federal Regulations, 2011 CFR

2011-01-01

... AND ERADICATION OF LIVESTOCK OR POULTRY DISEASES ANIMALS DESTROYED BECAUSE OF TUBERCULOSIS General..., or suspect. (a) Cattle, bison, and captive cervids are classified as infected with tuberculosis on... captive cervids are classified as exposed to tuberculosis when such cattle, bison, and captive cervids (1...

The disadvantages of mating outside home: How breeding in captivity affects the reproductive success of seahorses?

NASA Astrophysics Data System (ADS)

Faleiro, Filipa; Narciso, Luís

2013-04-01

In captivity, husbandry conditions are distinct from those experienced by fish in the wild and may have a significant effect on reproductive success. This study evaluates the effect of supportive breeding (i.e., breeding animals in captivity using wild parents) on some quantitative and qualitative aspects of the reproductive success of the long-snouted seahorse, Hippocampus guttulatus. Wild and captive broods were compared in terms of juvenile number, size, condition and fatty acid profile at birth. Reproductive investment and breeding success of H. guttulatus decreased considerably in captivity. Juveniles from captive broods were fewer in number, smaller, generally thinner and with lower fatty acid contents (per juvenile) than those from wild broods, although their fatty acid composition (μg mg- 1 DW or %TFA) was not significantly affected. Although not greatly encouraging, the poor reproductive performance of captive seahorses should not, however, efface the potential of supportive breeding as a tool for seahorse conservation. Enhanced conditions and long-term breeding in captivity will allow to improve the reproductive success of the species and the quality of the fingerlings.

Dryden B-52 Launch Aircraft in Flight over Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA's venerable B-52 mothership flies over the main building at the Dryden Flight Research Center, Edwards, California. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and has also been both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Baseline hematology and clinical chemistry results from captive-raised trumpeter swans

USGS Publications Warehouse

Olsen, Glenn H.; Rininger, D.L.; Ets, M.K.; Sladen, William J. L.; Rees, Eileen C.; Earnst, Susan L.; Coulson, John C.

2002-01-01

Results from hematology and clinical chemistry tests are presented for healthy captive-raised Trumpeter Swans (Cygnus buccinator) to help establish baseline data. Blood samples were obtained from 14 cygnets between the ages of three to four and seven to eight months that were the subjects of a study to teach migration routes to swans. Males and females differed significantly in asparatate aminotransferase, alanine aminotransferase and total protein. Age categories differed significantly in hematocrit, white blood cell counts, alkaline phosphatase, aspar-rate aminotransferase, glucose, cholesterol and uric acid. There were no significant differences among age categories in values of alanine aminotransferase, calcium, triglycerides and total protein.

The use of α- or β-blockers to ameliorate the chronic stress of captivity in the house sparrow (Passer domesticus).

PubMed

Fischer, Clare Parker; Romero, L Michael

2016-01-01

When wild animals are brought into captivity for the first time, they frequently develop chronic stress symptoms. Animals can develop glucocorticoid dysregulation or changes in the sympathetic nervous system over the course of the first week in captivity. By blocking the action of epinephrine and norepinephrine using α- or β-blockers, we hoped to reduce the degree of chronic stress symptoms exhibited by newly captured house sparrows. We measured corticosterone, heart rate and heart rate variability in 24 house sparrows ( Passer domesticus ) over the first week of captivity. The birds were treated with saline, propranolol (a β-blocker) or phentolamine (an α-blocker) for the first 3 days of captivity. We also compared newly captured animals with animals that had been held in captivity for 1 month. During the first week of captivity, baseline corticosterone increased, but that increase was blocked by propranolol. Heart rate was not different between the treatment groups, but it was higher during the first week than after 1 month in captivity. Sympathetic nervous system activity (as measured by heart rate variability) decreased over the first week of captivity, but was not affected by treatment. β-Blockers, but not α-blockers, might help to improve some symptoms of chronic stress in newly captured animals.

Effects of captivity and artificial breeding on microbiota in feces of the red-crowned crane (Grus japonensis)

PubMed Central

Xie, Yuwei; Xia, Pu; Wang, Hui; Yu, Hongxia; Giesy, John P.; Zhang, Yimin; Mora, Miguel A.; Zhang, Xiaowei

2016-01-01

Reintroduction of the threatened red-crowned crane has been unsuccessful. Although gut microbiota correlates with host health, there is little information on gut microbiota of cranes under different conservation strategies. The study examined effects of captivity, artificial breeding and life stage on gut microbiota of red-crown cranes. The gut microbiotas of wild, captive adolescent, captive adult, artificially bred adolescent and artificially bred adult cranes were characterized by next-generation sequencing of 16S rRNA gene amplicons. The gut microbiotas were dominated by three phyla: Firmicutes (62.9%), Proteobacteria (29.9%) and Fusobacteria (9.6%). Bacilli dominated the ‘core’ community consisting of 198 operational taxonomic units (OTUs). Both captivity and artificial breeding influenced the structures and diversities microbiota of the gut. Especially, wild cranes had distinct compositions of gut microbiota from captive and artificially bred cranes. The greatest alpha diversity was found in captive cranes, while wild cranes had the least. According to the results of ordination analysis, influences of captivity and artificial breeding were greater than that of life stage. Overall, captivity and artificial breeding influenced the gut microbiota, potentially due to changes in diet, vaccination, antibiotics and living conditions. Metagenomics can serve as a supplementary non-invasive screening tool for disease control. PMID:27628212

Effects of captivity and artificial breeding on microbiota in feces of the red-crowned crane (Grus japonensis).

PubMed

Xie, Yuwei; Xia, Pu; Wang, Hui; Yu, Hongxia; Giesy, John P; Zhang, Yimin; Mora, Miguel A; Zhang, Xiaowei

2016-09-15

Reintroduction of the threatened red-crowned crane has been unsuccessful. Although gut microbiota correlates with host health, there is little information on gut microbiota of cranes under different conservation strategies. The study examined effects of captivity, artificial breeding and life stage on gut microbiota of red-crown cranes. The gut microbiotas of wild, captive adolescent, captive adult, artificially bred adolescent and artificially bred adult cranes were characterized by next-generation sequencing of 16S rRNA gene amplicons. The gut microbiotas were dominated by three phyla: Firmicutes (62.9%), Proteobacteria (29.9%) and Fusobacteria (9.6%). Bacilli dominated the 'core' community consisting of 198 operational taxonomic units (OTUs). Both captivity and artificial breeding influenced the structures and diversities microbiota of the gut. Especially, wild cranes had distinct compositions of gut microbiota from captive and artificially bred cranes. The greatest alpha diversity was found in captive cranes, while wild cranes had the least. According to the results of ordination analysis, influences of captivity and artificial breeding were greater than that of life stage. Overall, captivity and artificial breeding influenced the gut microbiota, potentially due to changes in diet, vaccination, antibiotics and living conditions. Metagenomics can serve as a supplementary non-invasive screening tool for disease control.

Comparisons of genetic diversity in captive versus wild populations of the federally endangered Quino checkerspot butterfly (Euphydryas editha quino Behr; Lepidoptera: Nymphalidae)

USGS Publications Warehouse

Miller, Mark P.; Pratt, Gordon F.; Mullins, Thomas D.; Haig, Susan M.

2014-01-01

Captive populations can play a significant role in threatened and endangered species management. An important consideration when developing and managing captive populations, however, is the maintenance of genetic diversity to ensure that adequate variation exists to avoid the negative consequences of inbreeding. In this investigation, we compared genetic diversity patterns within captive and wild populations of the federally endangered Quino checkerspot butterfly (Euphydryas editha quino Behr [Lepidoptera: Nymphalidae]), a taxon with a restricted distribution to chaparral and sage shrublands within Riverside and San Diego counties, California. Our analyses revealed that medium to high-frequency alleles from the wild populations were also present in the captive populations. While there was no significant difference in genetic diversity as quantified by expected heterozygosity, the captive populations showed tendencies toward significantly lower allelic richness than their wild counterparts. Given that alleles from the wild populations were occasionally not detected in captive populations, periodic incorporation of new wild specimens into the captive population would help ensure that allelic diversity is maintained to the extent possible. If performed in advance, genetic surveys of wild populations may provide the clearest insights regarding the number of individuals needed in captivity to adequately reflect wild populations.

Can sexual selection theory inform genetic management of captive populations? A review

PubMed Central

Chargé, Rémi; Teplitsky, Céline; Sorci, Gabriele; Low, Matthew

2014-01-01

Captive breeding for conservation purposes presents a serious practical challenge because several conflicting genetic processes (i.e., inbreeding depression, random genetic drift and genetic adaptation to captivity) need to be managed in concert to maximize captive population persistence and reintroduction success probability. Because current genetic management is often only partly successful in achieving these goals, it has been suggested that management insights may be found in sexual selection theory (in particular, female mate choice). We review the theoretical and empirical literature and consider how female mate choice might influence captive breeding in the context of current genetic guidelines for different sexual selection theories (i.e., direct benefits, good genes, compatible genes, sexy sons). We show that while mate choice shows promise as a tool in captive breeding under certain conditions, for most species, there is currently too little theoretical and empirical evidence to provide any clear guidelines that would guarantee positive fitness outcomes and avoid conflicts with other genetic goals. The application of female mate choice to captive breeding is in its infancy and requires a goal-oriented framework based on the needs of captive species management, so researchers can make honest assessments of the costs and benefits of such an approach, using simulations, model species and captive animal data. PMID:25553072

Captive-rearing of Gunnison sage-grouse from egg collection to adulthood to foster proactive conservation and recovery of a conservation-reliant species.

PubMed

Apa, Anthony D; Wiechman, Lief A

2015-01-01

Gunnison sage-grouse (Centrocercus minimus) are distributed across southwestern Colorado and southeastern Utah, United States. Their distribution has decreased over the past century and the species has been listed as threatened by the U.S. Fish and Wildlife Service. Reduced genetic diversity, small population size, and isolation may affect Gunnison sage-grouse population persistence. Population augmentation can be used to counteract or mitigate these issues, but traditional translocation efforts have yielded mixed, and mostly unsuccessful, results. Captive-rearing is a viable, although much debated, conservation approach to bolster wild conservation-reliant species. Although there have been captive-rearing efforts with greater sage-grouse (C. urophasianus), to date, no information exists about captive-rearing methods for Gunnison sage-grouse. Therefore, we investigated techniques for egg collection, artificial incubation, hatch, and captive-rearing of chicks, juveniles, subadults, and adults for Gunnison sage-grouse. In 2009 we established a captive flock that produced viable eggs. From 2009-2011, we collected and artificially incubated 206 Gunnison sage-grouse eggs from 23 wild and 14 captive females. Our hatchability was 90%. Wild-produced eggs were heavier than captive-produced eggs and lost mass similarly during incubation. We produced 148 chicks in captivity and fed them a variety of food sources (e.g. invertebrates to commercial chow). Bacterial infections were the primary cause of chick mortality, but we successfully reduced the overall mortality rate during the course of our study. Conservationists and managers should consider the utility in developing a captive-rearing program or creating a captive population as part of a proactive conservation effort for the conservation-reliant Gunnison sage-grouse. © 2015 Wiley Periodicals, Inc.

The Effects of Captivity on the Mammalian Gut Microbiome.

PubMed

McKenzie, Valerie J; Song, Se Jin; Delsuc, Frédéric; Prest, Tiffany L; Oliverio, Angela M; Korpita, Timothy M; Alexiev, Alexandra; Amato, Katherine R; Metcalf, Jessica L; Kowalewski, Martin; Avenant, Nico L; Link, Andres; Di Fiore, Anthony; Seguin-Orlando, Andaine; Feh, Claudia; Orlando, Ludovic; Mendelson, Joseph R; Sanders, Jon; Knight, Rob

2017-10-01

Recent studies increasingly note the effect of captivity or the built environment on the microbiome of humans and other animals. As symbiotic microbes are essential to many aspects of biology (e.g., digestive and immune functions), it is important to understand how lifestyle differences can impact the microbiome, and, consequently, the health of hosts. Animals living in captivity experience a range of changes that may influence the gut bacteria, such as diet changes, treatments, and reduced contact with other individuals, species and variable environmental substrates that act as sources of bacterial diversity. Thus far, initial results from previous studies point to a pattern of decreased bacterial diversity in captive animals. However, these studies are relatively limited in the scope of species that have been examined. Here we present a dataset that includes paired wild and captive samples from mammalian taxa across six Orders to investigate generalizable patterns of the effects captivity on mammalian gut bacteria. In comparing the wild to the captive condition, our results indicate that alpha diversity of the gut bacteria remains consistent in some mammalian hosts (bovids, giraffes, anteaters, and aardvarks), declines in the captive condition in some hosts (canids, primates, and equids), and increases in the captive condition in one host taxon (rhinoceros). Differences in gut bacterial beta diversity between the captive and wild state were observed for most of the taxa surveyed, except the even-toed ungulates (bovids and giraffes). Additionally, beta diversity variation was also strongly influenced by host taxonomic group, diet type, and gut fermentation physiology. Bacterial taxa that demonstrated larger shifts in relative abundance between the captive and wild states included members of the Firmicutes and Bacteroidetes. Overall, the patterns that we observe will inform a range of disciplines from veterinary practice to captive breeding efforts for biological conservation. Furthermore, bacterial taxa that persist in the captive state provide unique insight into symbiotic relationships with the host. © The Author 2017. Published by Oxford University Press on behalf of the Society for Integrative and Comparative Biology. All rights reserved. For permissions please email: journals.permissions@oup.com.

The Evolution of Failure Analysis at NASA's Kennedy Space Center and the Lessons Learned

NASA Technical Reports Server (NTRS)

Long, Victoria S.; Wright, M. Clara; McDanels, Steve

2015-01-01

The United States has had four manned launch programs and three station programs since the era of human space flight began in 1961. The launch programs, Mercury, Gemini, Apollo, and Shuttle, and the station programs, Skylab, Shuttle-Mir, and the International Space Station (ISS), have all been enormously successful, not only in advancing the exploration of space, but also in advancing related technologies. As each subsequent program built upon the successes of previous programs, they similarly learned from their predecessors' failures. While some failures were spectacular and captivated the attention of the world, most only held the attention of the dedicated men and women working to make the missions succeed.

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

Hatchell, Brian K.; Mauss, Fredrick J.; Amaya, Ivan A.

Military missiles are exposed to many sources of mechanical vibration that can affect system reliability, safety, and mission effectiveness. The U. S. Army Aviation and Missile Research Development and Engineering Center (AMRDEC) has been developing missile health monitoring systems to assess and improve reliability, reduce life cycle costs, and increase system readiness. One of the most significant exposures to vibration occurs when the missile is being carried by a helicopter or other aviation platform, which is a condition known as captive carry. Recording the duration of captive carry exposure during the missile’s service life can enable the implementation of predictivemore » maintenance and resource management programs. Since the vibration imparted by each class of helicopter varies in frequency and amplitude, tracking the vibration exposure from each helicopter separately can help quantify the severity and harmonic content of the exposure. Under the direction of AMRDEC staff, engineers at the Pacific Northwest National Laboratory have developed a Captive Carry Health Monitor (CCHM) for the Hellfire II missile. The CCHM is an embedded usage monitoring device installed on the outer skin of the Hellfire II missile to record the cumulative hours the host missile has been in captive carry mode. To classify the vibration by class of helicopter, the CCHM analyzes the amplitude and frequency content of the vibration with the Goertzel algorithm to detect the presence of distinctive rotor harmonics. Cumulative usage data are accessible in theater from an external display; monthly usage histograms are accessible through an internal download connector. This paper provides an overview of the CCHM electrical and package design, describes field testing and data analysis techniques used to monitor captive carry identify and the class of helicopter, and discusses the potential application of missile health and usage data for real-time reliability analysis and fleet management.« less

Improving diet and activity of insectivorous primates in captivity: Naturalizing the diet of Northern Ceylon gray slender loris, Loris lydekkerianus nordicus.

PubMed

Williams, Emma; Cabana, Francis; Nekaris, K A I

2015-01-01

Data on in-situ diet and nutritional requirements should inform the provision of food to captive insectivorous primates. Despite the growing availability of such information an over-reliance on commercially available primate foods and fruit continues in many captive establishments. Wild slender lorises are almost exclusively insectivorous, yet captive conspecifics are fed a primarily frugivorous diet that is likely to contribute to behavioral and health problems. We investigated the effect of naturalizing diet in the Northern Ceylon grey slender loris (Loris lydekkerianus nordicus) by providing live insect prey to a captive group of five individuals. We calculated activity budgets in accordance with six established categories and recorded positional behaviors. We collected data over 30 hours for each of three conditions: pre-enrichment, enrichment, post-enrichment. We hypothesized that increased opportunity for the display of natural behaviors would be stimulated by the dietary enrichment of live insects and made the following predictions; 1) Percentage time spent foraging would increase and time spent inactive would decrease; 2) behavioral repertoires would increase; 3) foraging patterns would be more constant over time with reduced feeding-time peaks. We analyzed time budget and behavioral changes using Friedman tests. We found significant changes in activity budgets with inactivity reduced and foraging levels increased to levels seen in wild slender lorises. We found a significant increase in postures used in foraging and a wider behavioral repertoire. We discuss the benefits of providing free-ranging live food in relation to enhancing the temporal-spatial distribution of food acquisition, satisfying nutritional requirements, balancing energy intake, and expenditure, expanding sensory stimulation, and promoting behavioral competence. We discuss our findings in relation to other insectivorous primates. © 2015 Wiley Periodicals, Inc.

SEROPREVALENCE AND MOLECULAR CHARACTERIZATION OF FERLAVIRUS IN CAPTIVE VIPERS OF COSTA RICA.

PubMed

Solis, Cristina; Arguedas, Randall; Baldi, Mario; Piche, Martha; Jimenez, Carlos

2017-06-01

Ferlaviruses (FV, previously referred to as ophidian paramyxoviruses, OPMV), are enveloped viruses with a negative-strand RNA genome, affecting snakes in captivity worldwide. Infection is characterized by respiratory and nervous clinical signs and carries high mortality rates, but no specific treatment or vaccine is currently available. Costa Rica has 16 species of vipers, found in captivity in collections essential for antivenom production, reintroduction, and public education. FV circulation in these populations was previously unknown, and the risk of introducing the viruses into naïve collections or free-ranging populations exists if the virus's presence is confirmed. The objective of this study was to determine seroprevalence and FV shedding in 150 samples from captive vipers in nine collections across Costa Rica. A hemagglutination inhibition (HI) assay was performed to determine the antibody titer against two Ferlavirus strains, Bush viper virus (BV) and Neotropical virus (NT), and reverse-transcriptase polymerase chain reaction (RT-PCR) and sequencing to determine virus secretion in cloacal swabs. Ferlavirus strains were replicated in Vero cells, and chicken anti-FV polyclonal antibodies were produced and used as a positive control serum for the HI. Results demonstrate that seroprevalence of anti-FV antibodies in viper serum was 26.6% (n = 40) for the BV strain and 30% (n = 45) for the NT strain in the population tested. Furthermore, molecular characterization of FV group A was possible by sequencing the virus recovered from three cloacal swabs, demonstrating circulation of FV in one collection. This study demonstrates for the first time serological evidence of FV exposure and infection in vipers in captivity in Costa Rica, and suggests cross reactivity between antibodies against both strains. Appropriate biosafety measures could prevent the spread of FV between and within collections of reptiles in the country.

Characterization of major histocompatibility complex class I, and class II DRB loci of captive and wild Indian leopards (Panthera pardus fusca).

PubMed

Parmar, Drashti R; Mitra, Siuli; Bhadouriya, Snehalata; Rao, Tirupathi; Kunteepuram, Vaishnavi; Gaur, Ajay

2017-12-01

The major histocompatibility complex (MHC), in vertebrate animals, is a multi-genic protein complex that encodes various receptors. During a disease, MHC interacts with the antigen and triggers a cascade of adaptive immune responses to overcome a disease outbreak. The MHC is very important region from immunological point of view, but it is poorly characterized among Indian leopards. During this investigation, we examined genetic diversity for MHC class I (MHC-I) and MHC class II-DRB (MHC-II) among wild and captive Indian leopards. This study estimated a pool of 9 and 17 alleles for MHC-I and MHC-II, respectively. The wild group of individuals showed higher nucleotide diversity and amino acid polymorphism compared to the captive group. A phylogenetic comparison with other felids revealed a clustering in MHC-I and interspersed presence in MHC-II sequences. A test for selection also revealed a deviation from neutrality at MHC-II DRB loci and higher non-synonymous substitution rate (dN) among the individuals from wild group. Further, the wild individuals showed higher dN for both MHC I and II genes compared to the group that was bred under captive conditions. These findings suggest the role of micro-evolutionary forces, such as pathogen-mediated selection, to cause MHC variations among the two groups of Indian leopards, because the two groups have been bred in two different environments for a substantial period of time. Since, MHC diversity is often linked with the quality of immunological health; the results obtained from this study fill the gap of knowledge on disease predisposition among wild and captive Indian leopards.

Diversity and distribution of avian malaria and related haemosporidian parasites in captive birds from a Brazilian megalopolis.

PubMed

Chagas, Carolina Romeiro Fernandes; Valkiūnas, Gediminas; de Oliveira Guimarães, Lilian; Monteiro, Eliana Ferreira; Guida, Fernanda Junqueira Vaz; Simões, Roseli França; Rodrigues, Priscila Thihara; de Albuquerque Luna, Expedito José; Kirchgatter, Karin

2017-02-17

The role of zoos in conservation programmes has increased significantly in last decades, and the health of captive animals is essential to guarantee success of such programmes. However, zoo birds suffer from parasitic infections, which often are caused by malaria parasites and related haemosporidians. Studies determining the occurrence and diversity of these parasites, aiming better understanding infection influence on fitness of captive birds, are limited. In 2011-2015, the prevalence and diversity of Plasmodium spp. and Haemoproteus spp. was examined in blood samples of 677 captive birds from the São Paulo Zoo, the largest zoo in Latin America. Molecular and microscopic diagnostic methods were used in parallel to detect and identify these infections. The overall prevalence of haemosporidians was 12.6%. Parasites were mostly detected by the molecular diagnosis, indicating that many birds harbour subclinical or abortive infections. In this project, birds of 17 orders (almost half of all the orders currently accepted in taxonomy of birds), 29 families, and 122 species, were tested, detecting positive individuals in 27% of bird species. Birds from the Anatidae were the most prevalently infected (64.7% of all infected animals). In all, infections with parasites of the genus Plasmodium (overall prevalence 97.6%) predominated when compared to those of the genus Haemoproteus (2.4%). In total, 14 cytochrome b (cytb) lineages of Plasmodium spp. and 2 cytb lineages of Haemoproteus spp. were recorded. Eight lineages were new. One of the reported lineages was broad generalist while others were reported in single or a few species of birds. Molecular characterization of Haemoproteus ortalidum was developed. This study shows that many species of birds are at risk in captivity. It is difficult to stop haemosporidian parasite transmission in zoos, but is possible to reduce the infection rate by treating the infected animals or/and while keeping them in facilities free from mosquitoes. Protocols of quarantine should be implemented whenever an animal is transferred between bird maintaining institutions. This is the first survey of haemosporidians in captive birds from different orders maintained in zoos. It is worth emphasizing the necessity of applying practices to control these parasites in management and husbandry of animals in captivity.

50 CFR 15.31 - Criteria for including species in the approved list for captive-bred species.

Code of Federal Regulations, 2012 CFR

2012-10-01

... approved list for captive-bred species. 15.31 Section 15.31 Wildlife and Fisheries UNITED STATES FISH AND..., EXPORTATION, AND IMPORTATION OF WILDLIFE AND PLANTS WILD BIRD CONSERVATION ACT Approved List of Species Listed... captive-bred species. The Director will periodically review the list of captive-bred exotic bird species...

50 CFR 15.31 - Criteria for including species in the approved list for captive-bred species.

Code of Federal Regulations, 2014 CFR

2014-10-01

... approved list for captive-bred species. 15.31 Section 15.31 Wildlife and Fisheries UNITED STATES FISH AND..., EXPORTATION, AND IMPORTATION OF WILDLIFE AND PLANTS WILD BIRD CONSERVATION ACT Approved List of Species Listed... captive-bred species. The Director will periodically review the list of captive-bred exotic bird species...

50 CFR 15.31 - Criteria for including species in the approved list for captive-bred species.

Code of Federal Regulations, 2011 CFR

2011-10-01

... approved list for captive-bred species. 15.31 Section 15.31 Wildlife and Fisheries UNITED STATES FISH AND..., EXPORTATION, AND IMPORTATION OF WILDLIFE AND PLANTS WILD BIRD CONSERVATION ACT Approved List of Species Listed... captive-bred species. The Director will periodically review the list of captive-bred exotic bird species...

50 CFR 15.31 - Criteria for including species in the approved list for captive-bred species.

Code of Federal Regulations, 2013 CFR

2013-10-01

... approved list for captive-bred species. 15.31 Section 15.31 Wildlife and Fisheries UNITED STATES FISH AND..., EXPORTATION, AND IMPORTATION OF WILDLIFE AND PLANTS WILD BIRD CONSERVATION ACT Approved List of Species Listed... captive-bred species. The Director will periodically review the list of captive-bred exotic bird species...

50 CFR 15.31 - Criteria for including species in the approved list for captive-bred species.

Code of Federal Regulations, 2010 CFR

2010-10-01

... approved list for captive-bred species. 15.31 Section 15.31 Wildlife and Fisheries UNITED STATES FISH AND..., EXPORTATION, AND IMPORTATION OF WILDLIFE AND PLANTS WILD BIRD CONSERVATION ACT Approved List of Species Listed... captive-bred species. The Director will periodically review the list of captive-bred exotic bird species...

Captive-rearing piping plovers: Developing techniques to augment wild populations

USGS Publications Warehouse

Powell, A.N.; Cuthbert, F.J.; Wemmer, L.C.; Doolittle, A.W.; Feirer, S.T.

1997-01-01

Techniques for captive-rearing and releasing piping plovers (Charadrius melodus) were developed using a surrogate species, killdeer (Charadrius vociferus). We compared captive-and parent-reared killdeer, and parent-reared piping plovers and determined that growth and behavior were similar. After surrogate trials determined that captive-rearing was feasible, we used the same methods to raise piping plover chicks from salvaged eggs. For captive-reared chick of both species, survival to fledging was higher than and behaviors similar to parent-reared chicks in the wild. Rearing techniques were fine-tuned, and ten piping plover fledglings were released to the wild. Based on our results, we developed recommendations for captive-rearing piping plovers using salvaged eggs to enhance productivity of small populations. ?? 1997 Wiley-Liss, Inc.

Captive-rearing piping plovers: developing techniques to augment wild populations

USGS Publications Warehouse

Powell, A.N.; Cuthbert, F.J.; Wemmer, L.C.; Doolittle, A.

1997-01-01

Techniques for captive-rearing and releasing piping plovers (Charadrius melodus) were developed using a surrogate species, killdeer (Charadrius vociferus). We compared captive- and parent-reared killdeer, and parent-reared piping plovers and determined that growth and behavior were similar. After surrogate trials determined that captive-rearing was feasible, we used the same methods to raise piping plover chicks from salvaged eggs. For captive-reared chick of both species, survival to fledging was higher than and behaviors similar to parent-reared chicks in the wild. Rearing techniques were fine-tuned, and ten piping plover fledglings were released to the wild. Based on our results, we developed recommendations for captive-rearing piping plovers using salvaged eggs to enhance productivity of small populations.

What does testosterone do for red deer males?

PubMed Central

Malo, A.F.; Roldan, E.R.S.; Garde, J.J.; Soler, A.J.; Vicente, J.; Gortazar, C.; Gomendio, M.

2008-01-01

Testosterone has been proposed to have a dual effect, enhancing sexual traits while depressing parasite resistance in males. Here, we test this hypothesis in red deer, examining males from captive populations during the whole annual cycle and males from natural populations during the breeding season. We first explored the effects of body size, age and sampling date on testosterone to avoid confounding effects. Our results show that in captive populations seasonal changes in testosterone levels were mirrored by changes in testes size, and that during the rut there was a strong correlation between both. In natural populations, males with higher testosterone levels had larger testes, improved sperm quality, smaller burr diameter, stronger antlers, higher haematocrit levels, and increased nematode parasite load. By contrast, no significant relationship was found between testosterone and spleen size or tick parasite load. We conclude that testosterone (i) improves males' reproductive investment and physical stamina, (ii) improves antler strength but reduces burr diameter, and (iii) imposes a cost in terms of depressed parasite resistance. PMID:19129132

Pollutant sensitivity of the endangered Tar River Spinymussel as assessed by single chemical and effluent toxicity tests

USGS Publications Warehouse

Augspurger, Thomas P.; Wang, Ning; Kunz, James L.; Ingersoll, Christopher G.

2014-01-01

The federally endangered Tar River spinymussel (Elliptio steinstansana) is endemic to the Tar River and Neuse River systems in North Carolina. The extent to which water quality limits Tar River spinymussels’ recovery is important to establish, and one aspect of that is understanding the species’ pollutant sensitivity. The primary objectives of this study were to 1) develop captive propagation and culture methods for Tar River spinymussels; 2) determine the pollutant sensitivity of captively propagated Tar River spinymussels; 3) examine the utility of the non-endangered yellow lance (Elliptio lanceolata), yellow lampmussel (Lampsilis cariosa) and notched rainbow (Villosa constricta) as surrogates for the Tar River spinymussels’ chemical sensitivity; 4) develop a 7-d method for conducting effluent toxicity tests starting with newly transformed mussels; 5) assess the toxicity of municipal wastewater effluents discharged into the Tar River spinymussels’ current and historic habitat; and, 6) evaluate the protection afforded by existing effluent toxicity test requirements.

Antioxidant status of faeces of captive black rhinoceros (Diceros bicornis) in relation to dietary tannin supplementation.

PubMed

Clauss, M; Pellegrini, N; Castell, J C; Kienzle, E; Dierenfeld, E S; Hummel, J; Flach, E J; Streich, W J; Hatt, J-M

2006-08-01

In context with the frequent observations of excessive iron (Fe) storage in captive black rhinoceroses (Diceros bicornis), it has been suggested that both an excessive dietary Fe content and a lack of dietary Fe-chelating substances, such as tannins, is the underlying cause. Therefore, studies on the effects of tannin supplementation to captive diet are warranted. Six captive rhinoceroses were fed their normal zoo diet (N), and a similar diet supplemented with either tannic acid (T, hydrolysable tannin) or quebracho (Q, condensed tannins), and the total antioxidant capacity (TAC) was measured as mmol Trolox equivalents per kg fresh faeces. The TAC values on diets N (1.24 +/- 0.39 mmol/kg fresh faeces) and T (1.34 +/- 0.33 mmol/kg fresh faeces) were similar, but significantly higher on diet Q (2.32 +/- 0.61 mmol/kg fresh faeces). In contrast to expectations, faecal TAC increased with increasing faecal Fe, possibly as a result of the fact that the faecal Fe content was positively correlated to the proportion of concentrate feeds in the diet, which also contain antioxidants, such as vitamin E, in addition to Fe. Increased antioxidant status caused by the use of tannin substances could have a beneficial effect on animal health, but if tannins should be incorporated in designed diets, other tannin sources, such as grape pomace should be tested.

Digestibility of a new diet for captive short-beaked echidnas (Tachyglossus aculeatus).

PubMed

Stannard, Hayley J; Bekkers, Jamie M; Old, Julie M; McAllan, Bronwyn M; Shaw, Michelle E

2017-01-01

Short-beaked echidnas (Tachyglossus aculeatus) are myrmecophages, or ant and termite insectivore specialists, and replicating their exact diet in captivity is problematic. Diets for captive animals often incorporate raw meat, eggs and cat food mixed together with water, and vitamin and mineral supplements. These diets have promoted a number of health problems in captive echidnas, such as gastritis, cystitis, gut impaction, obesity, and diarrhea. A manufactured diet was designed and three echidnas from two zoos were transitioned onto this diet to assess the acceptability and digestibility of this diet for echidnas. The new "test" diet was readily accepted by the echidnas with a 1 week transition period. Daily digestible energy intake was 280 kJ kg -0.75 d -1 , similar to another myrmecophagous species. Digestibility values were above 74% for all macronutrients. It was determined that this diet was an acceptable replacement for the previous diets and it was decided that the remaining echidnas at both institutions would be transitioned to the new diet. The diet will also be used for wild echidnas being rehabilitated in the zoo hospitals prior to release and commercially available within Australia. Further data are being collected to assess the use of this diet for seasonal weight management, transitioning hand-reared puggles and effects on gastrointestinal tract health. Zoo Biol. 36:56-61, 2017. © 2017 Wiley Periodicals, Inc. © 2017 Wiley Periodicals, Inc.

The use of α- or β-blockers to ameliorate the chronic stress of captivity in the house sparrow (Passer domesticus)

PubMed Central

Fischer, Clare Parker; Romero, L. Michael

2016-01-01

When wild animals are brought into captivity for the first time, they frequently develop chronic stress symptoms. Animals can develop glucocorticoid dysregulation or changes in the sympathetic nervous system over the course of the first week in captivity. By blocking the action of epinephrine and norepinephrine using α- or β-blockers, we hoped to reduce the degree of chronic stress symptoms exhibited by newly captured house sparrows. We measured corticosterone, heart rate and heart rate variability in 24 house sparrows (Passer domesticus) over the first week of captivity. The birds were treated with saline, propranolol (a β-blocker) or phentolamine (an α-blocker) for the first 3 days of captivity. We also compared newly captured animals with animals that had been held in captivity for 1 month. During the first week of captivity, baseline corticosterone increased, but that increase was blocked by propranolol. Heart rate was not different between the treatment groups, but it was higher during the first week than after 1 month in captivity. Sympathetic nervous system activity (as measured by heart rate variability) decreased over the first week of captivity, but was not affected by treatment. β-Blockers, but not α-blockers, might help to improve some symptoms of chronic stress in newly captured animals. PMID:27752321

Pegasus Mated to B-52 Mothership - Front View

NASA Technical Reports Server (NTRS)

1991-01-01

NASA's B-52 launch aircraft takes off with the second Pegasus vehicle under its wing from the Dryden Flight Research Facility (now the Dryden Flight Research Center), Edwards, California. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

Speed kills: ineffective avian escape responses to oncoming vehicles

PubMed Central

DeVault, Travis L.; Blackwell, Bradley F.; Seamans, Thomas W.; Lima, Steven L.; Fernández-Juricic, Esteban

2015-01-01

Animal–vehicle collisions cause high levels of vertebrate mortality worldwide, and what goes wrong when animals fail to escape and ultimately collide with vehicles is not well understood. We investigated alert and escape behaviours of captive brown-headed cowbirds (Molothrus ater) in response to virtual vehicle approaches of different sizes and at speeds ranging from 60 to 360 km h−1. Alert and flight initiation distances remained similar across vehicle speeds, and accordingly, alert and flight initiation times decreased at higher vehicle speeds. Thus, avoidance behaviours in cowbirds appeared to be based on distance rather than time available for escape, particularly at 60–150 km h−1; however, at higher speeds (more than or equal to 180 km h−1) no trend in response behaviour was discernible. As vehicle speed increased, cowbirds did not have enough time to assess the approaching vehicle, and cowbirds generally did not initiate flight with enough time to avoid collision when vehicle speed exceeded 120 km h−1. Although potentially effective for evading predators, the decision-making process used by cowbirds in our study appears maladaptive in the context of avoiding fast-moving vehicles. Our methodological approach and findings provide a framework to assess how novel management strategies could affect escape rules, and the sensory and cognitive abilities animals use to avoid vehicle collisions. PMID:25567648

77 FR 58084 - Endangered and Threatened Wildlife and Plants; 90-Day Findings on Petitions To Delist U.S...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-19

...-0077; 4500030115] Endangered and Threatened Wildlife and Plants; 90-Day Findings on Petitions To Delist... to remove the U.S. captive-bred and U.S. captive populations of three antelope species, the scimitar... delisting the U.S. captive animals or U.S. captive-bred members of these species may be warranted. Therefore...

Genetic diversity and sex ratio of naked mole rat, Heterocephalus glaber, zoo populations.

PubMed

Chau, Linh M; Groh, Amy M; Anderson, Emily C; Alcala, Micaela O; Mendelson, Joseph R; Slade, Stephanie B; Kerns, Kenton; Sarro, Steve; Lusardi, Clinton; Goodisman, Michael A D

2018-05-01

The naked mole rat, Heterocephalus glaber, is a highly unusual mammal that displays a complex social system similar to that found in eusocial insects. Colonies of H. glaber are commonly maintained in zoo collections because they represent fascinating educational exhibits for the public. However, little is known about the genetic structure or sex ratio of captive populations of H. glaber. In this study, we developed a set of microsatellite markers to examine genetic variation in three captive zoo populations of H. glaber. We also studied sex ratio of these captive populations. Our goal was to determine levels of genetic variation within, and genetic differences between, captive populations of H. glaber. Overall, we found modest levels of genetic variation in zoo populations. We also uncovered little evidence for inbreeding within the captive populations. However, zoo populations did differ genetically, which may reflect the isolation of captive naked mole rat colonies. Finally, we found no evidence of biased sex ratios within colonies. Overall, our study documents levels of genetic variation and sex ratios in a captive eusocial mammalian population. Our results may provide insight into how to manage captive populations of H. glaber. © 2018 Wiley Periodicals, Inc.

Cryptochrome expression in the eye of migratory birds depends on their migratory status.

PubMed

Fusani, Leonida; Bertolucci, Cristiano; Frigato, Elena; Foà, Augusto

2014-03-15

Most passerine birds are nocturnal migrants. When kept in captivity during the migratory periods, these species show a migratory restlessness, or Zugunruhe. Recent studies on Sylvia warblers have shown that Zugunruhe is an excellent proxy of migratory disposition. Passerine birds can use the Earth's geomagnetic field as a compass to keep their course during their migratory flight. Among the candidate magnetoreceptive mechanisms are the cryptochromes, flavoproteins located in the retina that are supposed to perceive the magnetic field through a light-mediated process. Previous work has suggested that expression of Cryptochrome 1 (Cry1) is increased in migratory birds compared with non-migratory species. Here we tested the hypothesis that Cry1 expression depends on migratory status. Blackcaps Sylvia atricapilla were caught before fall migration and held in registration cages. When the birds were showing robust Zugunruhe, we applied a food deprivation protocol that simulates a long migratory flight. When the birds were refed after 2 days, their Zugunruhe decreased substantially, as is expected from birds that would interrupt migration for a refuelling stopover. We found that Cry1 expression was higher at night than during daytime in birds showing Zugunruhe, whereas in birds that underwent the fasting-and-refeeding protocol and reduced their levels of Zugunruhe, night Cry1 expression decreased to daytime levels. Our work shows that Cry1 expression is dependent on the presence of Zugunruhe and not on species-specific or seasonal factors, or on the birds being active versus inactive. These results support the hypothesis that cryptochromes underlie magnetoreceptive mechanisms in birds.

4. "TEST CONDUCTORS PANEL AT TEST STAND 1A, DIRECTORATE OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

4. "TEST CONDUCTORS PANEL AT TEST STAND 1-A, DIRECTORATE OF MISSILE CAPTIVE TEST, EDWARDS AFB, 15 JAN 58, 3098.58." A photograph of the control room, with seven men watching monitors and instrument panels. Photo no. "3098 58; G-AFFTC 15 JAN 58; Test Conductors Panel T.S. 1-A". - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Control Center, Test Area 1-115, near Altair & Saturn Boulevards, Boron, Kern County, CA

Immunizing Canada geese against avian cholera

USGS Publications Warehouse

Price, J.I.

1985-01-01

A small flock of captive giant Canada geese were vaccinated with the experimental bac- terin in Nebraska to test its efficacy under field conditions. Only 2 of 157 vaccinates died from avian cholera during an annual spring die-off.

Indirect oral immunization of captive vampires, Desmodus rotundus.

PubMed

Almeida, Marilene F; Martorelli, Luzia F A; Aires, Caroline C; Sallum, P C; Massad, Eduardo

2005-07-01

A vaccinia-rabies glycoprotein recombinant virus (V-RG) vaccine was tested in hematophagous bats (Desmodus rotundus) kept in captivity. The vaccine was applied in a neutral vehicle (Vaseline) spread on the back of one or two vector bats, which were then reintroduced into their groups. Our hypothesis was that, as in the case of vampire bat control by vampiricide paste, the administration of V-RG vaccine through paste to one bat could indirectly protect other bats from the same group. Eight groups were tested. The rabies virus strain used to challenge the bats was isolated from a naturally infected hematophagous bat (Desmodus rotundus). The survival proportion after the virus challenge ranged between 42.8 and 71.4%. The results are encouraging because a significant number of bats that did not receive the vaccine survived the challenge. The vaccine was shown to be safe and immunogenic to hematophagous bats. No adverse effects to vaccinia virus were observed.

Detection of Toxolasma gondii in captive wild felids.

PubMed

Buddhirongawatr, Ruangrat; Tungsudjai, Siriporn; Chaichoune, Kridsada; Sangloung, Charoonluk; Tantawiwattananon, Nitipan; Phonaknguen, Rassameepen; Sukthana, Yaowalark

2006-01-01

Toxoplasma gondii can infect all species of warm-blooded animals, including humans, and causes serious diseases in immunocompromized hosts. Live tachyzoites derived from serial passage in HeLa culture were used in the Sabin-Feldman dye test for detection of Toxoplasma gondii antibody in serum samples of 21 captive wild felids including one fishing cat (Prion nailurus viverrina), one leopard (Panthera pardus), two flat-headed cats (Prion nailurus planiceps), 6 tigers (Panthera tigris), two leopard cats (Felis bengalensis), two clouded leopards (Felis nebulosa), 3 pumas (Puma concolor), and 4 jungle cats (Felis chaus). Antibodies to Toxoplasma gondii were founded in 9 of 21 felids (42.8%). This study revealed that cell culture-derived tachyzoites can be used successfully as a source of live organisms in a gold standard Sabin-Feldman dye test, which is simpler, cheaper and less ethically sensitive than in vivo inoculation.

Evidence for chronic stress in captive but not free-ranging cheetahs (Acinonyx jubatus) based on adrenal morphology and function.

PubMed

Terio, Karen A; Marker, Laurie; Munson, Linda

2004-04-01

The cheetah (Acinonyx jubatus) is highly endangered because of loss of habitat in the wild and failure to thrive in captivity. Cheetahs in zoos reproduce poorly and have high prevalences of unusual diseases that cause morbidity and mortality. These diseases are rarely observed in free-ranging cheetahs but have been documented in cheetahs that have been captured and held in captive settings either temporarily or permanently. Because captivity may be stressful for this species and stress is suspected as contributing to poor health and reproduction, this study aimed to measure chronic stress by comparing baseline concentrations of fecal corticoid metabolites and adrenal gland morphology between captive and free-ranging cheetahs. Additionally, concentrations of estradiol and testosterone metabolites were quantified to determine whether concentrations of gonadal steroids correlated with corticoid concentration and to assure that corticosteroids in the free-ranging samples were not altered by environmental conditions. Concetntrations of fecal corticoids, estradiol, and testosterone were quantified by radioimmunoassay in 20 free-ranging and 20 captive cheetahs from samples collected between 1994 and 1999. Concentrations of baseline fecal corticoids were significantly higher (p = 0.005) in captive cheetahs (196.08 +/- 36.20 ng/g dry feces) than free-ranging cheetahs (71.40 +/- 14.35 ng/g dry feces). Testosterone concentrations were lower in captive male cheetahs (9.09 +/- 2.84 ng/g dry feces) than in free-ranging cheetahs (34.52 +/- 12.11 ng/g dry feces), which suggests suppression by elevated corticoids in the captive males. Evidence for similar sulppression of estradiol concentrations in females was not present. Adrenal corticomedullary ratios were determined on midsagittal sections of adrenal glands from 13 free-ranging and 13 captive cheetahs obtained between 1991 and 2002. The degree of vacuolation of cortical cells in the zona fasciculata was graded for each animal. Corticomedullary ratios were larger (p = 0.05) in captive cheetahs; however, there was no difference (p = 0.31) in the degree of corticocyte vacnolation between the two populations. These data proxile both mnorphologic and functional evidence suggestive of chronic stress in captive cheetahs. Further research into the role of hypercortisolemia in the pathogenesis of the reproductive abnormalities and unusual diseases of captive cheetahs is needed.

5. "UNDERGROUND CONTROL ROOM AT TEST STAND 1A, DIRECTORATE OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

5. "UNDERGROUND CONTROL ROOM AT TEST STAND 1-A, DIRECTORATE OF MISSILE CAPTIVE TEST, EDWARDS AFB, 15 JAN 58, 3097.58." Two men working in the control room. Photo no. "3097 58; G-AFFTC 15 JAN 58, T.S. 1-A Control". - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Control Center, Test Area 1-115, near Altair & Saturn Boulevards, Boron, Kern County, CA

7. "AERIAL VIEW OF THE TEST AREA, DIRECTORATE OF MISSILE ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

7. "AERIAL VIEW OF THE TEST AREA, DIRECTORATE OF MISSILE CAPTIVE TEST, EDWARDS AFB. 8 AUG 57." In upper left corner, photo no. "8462 57" cropped out: "A-AFFTC 8 AUG 57, RETL TEST AREA" This photo is a high oblique view, showing the wing of the photo plane and Test Area 1-115. - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Leuhman Ridge near Highways 58 & 395, Boron, Kern County, CA

Overview of Experimental Investigations for Ares I Launch Vehicle Development

NASA Technical Reports Server (NTRS)

Tomek, William G.; Erickson, Gary E.; Pinier, Jeremy T.; Hanke, Jeremy L.

2011-01-01

Another concern for the vehicle during its design trajectory was the separation of the first stage solid rocket booster from the upper stage component after it had depleted its solid fuel propellant. There has been some concern about the interstage of the first stage from clearing the nozzle of the J2-X engine. A detailed separation aerodynamic wind tunnel investigation was conducted in the AEDC VKF Tunnel A to help to investigate the interaction aerodynamic effects5. A comparison of the separation plane details between the Ares I architecture and the Ares I-X demonstration flight architecture is shown in figure 12. The Ares I design requires a more complex separation sequence and requires better control in order to avoid contact with the nozzle of the upper stage engine. The interstage, which houses the J2-X engine for the Ares I vehicle, must be able to separate cleanly to avoid contact of the J2-X engine. There is only about approximately 18 inches of buffer inside the interstage on each size of the nozzle so this is a challenging controlled separation event. This complex experimental investigation required two separate Ares I models (upper stage and first stage with interstage attached) with independent strain gauge balances installed in each model. It also required the Captive Trajectory System (CTS) that was needed to precisely locate the components in space relative to each other to fill out the planned test matrix. The model setup in the AEDC VKF Tunnel A is shown in figure 13. The CTS remotely positioned the first stage at the required x, y, and z positions and was able to provide interactions within 0.2" of the upper stage. A sample of the axial force on the first stage booster is shown in figure 14. These results, as a function of separation distance between the two stages, are compared to pre-test CFD results. Since this is a very challenging, highly unsteady flow field for CFD to correctly model, the experimental results have been utilized by GN&C discipline to more accurately represent the interaction aerodynamics. In addition to the integrated forces and moments obtained from the test, flow visualization data was obtained from this test in the form of Schlieren photographs, as shown in figure 15, which show the shock structure and interaction effects after the two stages separate during flight. This separation test was crucial in the successful flight test of the Ares I-X vehicle and provided the GN&C discipline with the unpowered proximity aerodynamic effect for a separation of the Ares I vehicle.

HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1980-01-01

The Highly Maneuverable Aircraft Technology (HiMAT) research vehicle is shown here mated to a wing pylon on NASA's B-52 mothership aircraft. The HiMAT was a technology demonstrator to test structures and configurations for advanced fighter concepts. Over the course of more than 40 years, the B-52 proved a valuable workhorse for NASA's Dryden Flight Research Center (under various names), launching a wide variety of vehicles and conducting numerous other research flights. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

The Release of a Captive-Raised Female African Elephant (Loxodonta africana) in the Okavango Delta, Botswana

PubMed Central

Evans, Kate; Moore, Randall J.; Harris, Stephen

2013-01-01

Simple Summary Managing captive elephants poses a significant challenge because of their complex social behaviour. While wild female elephants live in close-knit family groups of related individuals, captive herds often consist of unrelated animals. Some of the elephants in captive groups may be excluded by their companions and experience increased aggression, so that their welfare is compromised. There is no easy solution to this problem and novel approaches are required since slaughter of captive elephants is not publicly acceptable. We show that captive-raised female elephants can be released into the wild, survive and reproduce, and suggest that this management option should be explored further for female elephants currently held under various captive conditions. Abstract Wild female elephants live in close-knit matrilineal groups and housing captive elephants in artificial social groupings can cause significant welfare issues for individuals not accepted by other group members. We document the release of a captive-raised female elephant used in the safari industry because of welfare and management problems. She was fitted with a satellite collar, and spatial and behavioural data were collected over a 17-month period to quantify her interactions with the wild population. She was then monitored infrequently for a further five-and-a-half years. We observed few signs of aggression towards her from the wild elephants with which she socialized. She used an area of comparable size to wild female elephants, and this continued to increase as she explored new areas. Although she did not fully integrate into a wild herd, she had three calves of her own, and formed a social unit with another female and her calf that were later released from the same captive herd. We recommend that release to the wild be considered as a management option for other captive female elephants. PMID:26487408

Serum chemistry comparisons between captive and free-ranging giraffes (Giraffa camelopardalis).

PubMed

Schmidt, Debra A; Barbiers, Robyn B; Ellersieck, Mark R; Ball, Ray L; Koutsos, Elizabeth A; Griffin, Mark E; Grobler, Douw; Citino, Scott B; Bush, Mitchell

2011-03-01

Serum chemistry analyses were compared between captive and free-ranging giraffes (Giraffa camelopardalis) in an attempt to better understand some of the medical issues seen with captive giraffes. Illnesses, including peracute mortality, energy malnutrition, pancreatic disease, urolithiasis, hoof disease, and severe intestinal parasitism, may be related to zoo nutrition and management issues. Serum samples were collected from 20 captive giraffes at 10 United States institutions. Thirteen of the captive animal samples were collected from animals trained for blood collection; seven were banked samples obtained from a previous serum collection. These samples were compared with serum samples collected from 24 free-ranging giraffes in South Africa. Differences between captive and free-ranging giraffes, males and females, and adults and subadults were analyzed by using a 2 x 2 x 2 factorial and Fisher's least significant difference for mean separation; when necessary variables were ranked and analyzed via analysis of variance. Potassium and bilirubin concentrations and alanine aminotransferase (ALT) activities were different between captive and free-ranging giraffes, but all fell within normal bovid reference ranges. The average glucose concentration was significantly elevated in free-ranging giraffes (161 mg/dl) compared with captive giraffes (113 mg/dl). All giraffes in this study had glucose concentrations higher than bovine (42-75 mg/ dl) and caprine (48-76 mg/dl) reference ranges. Differences were also seen in lipase, chloride, and magnesium though these findings are likely not clinically significant. There were no differences detected between sexes. Adults had higher concentrations of potassium, total protein, globulins, and chloride and higher gamma glutamyltransferase activities, whereas subadults had higher concentrations of phosphorus. Within the captive group, nonimmobilized animals had higher concentrations of total protein and globulins. Captive giraffe diets need further investigation to determine if the differences seen in this study, especially glucose and bilirubin concentrations and ALT activities, may result in some health problems often seen in captive giraffes.

The Three-Dimensional Morphological Effects of Captivity

PubMed Central

Hartstone-Rose, Adam; Selvey, Hannah; Villari, Joseph R.; Atwell, Madeline; Schmidt, Tammy

2014-01-01

Many captive animals are fed diets that are drastically different in mechanical properties than their wild diet. Most captive pantherines are fed a nutritionally supplemented diet consisting almost entirely of ground meat. While many zoos supplement this diet with bones, the fact remains that large captive felids are fed diets that require substantially less masticatory effort than those of their wild counterparts. The osteological effects of this dietary difference have not been fully evaluated. To this end, we compared linear measurements and 3D geometric morphometric landmarks of captive and wild lions and tigers. Using Principal Component (PC) analysis of the linear measurements, not only were the sexes and species statistically distinct, but so too was the population clearly divisible in terms of captivity status. The 3D analysis supported these findings: although the most influential variable in the sample (PC1, 21.5% of the variation) separates the two species, the second most influential contributor (PC2) to the overall skull shape is driven not by the sex differences in these highly dimorphic species, but rather by their captivity status. In fact, captivity status drives nearly twice as much of the 3D variation as sexual dimorphism (14.8% vs. 8.0% for PC2 vs. PC3). Thus the shape is influenced nearly twice as much by whether the animal was captive or wild than by whether it was male or female. If a causal relationship can be demonstrated between dietary mechanical properties and morphology, people who oversee the diets of captive carnivores should consider modifying these diets to account for not only nutritional but also the mechanical properties of a carcass-based diet as well. In addition to the husbandry implications, our analyses show the ways in which captive specimens are different than their wild counterparts – findings that have implications for morphologists when considering anatomical samples. PMID:25409498

Microbiota and anthropic interference on antimicrobial resistance profile of bacteria isolated from Brazilian Maned-wolf (Chrysocyon brachyurus).

PubMed

Vieira-da-Motta, Olney; Eckhardt-de-Pontes, Luiz Antonio; Petrucci, Melissa Paes; dos Santos, Israel Pereira; da Cunha, Isabel Candia Nunes; Morato, Ronaldo Gonçalves

2013-12-01

Both the study of Brazilian wild mammal fauna and the conditions that foster the preservation of endangered species, such as Brazilian Maned-wolf (Chrysocyon brachyurus), in wild life are of extreme importance. In order to study the resistance profile of microbiota bacterial colonizing Brazilian Maned-wolf, this work investigated samples from eight male captive and free roaming animals originating from different Brazilian geographical regions. Samples for microbiological purposes were collected with swabs and kept in appropriate transport medium. Using routine microbiological techniques, the isolated bacteria were tested toward antimicrobial drugs by the agar disk diffusion method. Results showed that all samples from wild animals were sensitive toward all drugs tested. Conversely, the resistance profile of bacteria isolated from captive animals varied among strains and animal body site location. Escherichia coli samples from prepuce, anus and ear showed multi-resistance toward at least four drugs, especially against erythromycin and tetracycline, followed by Proteus mirabilis and P. vulgaris strains isolated from anus and ear. Among Gram-positive bacteria, strains of coagulase-negative staphylococci showed multi-resistance mainly toward erythromycin and amoxicillin. The work discusses these findings and suggests that profile of multi-resistance bacteria from captive subjects may be attributed to direct contact with human or through lifestyle factors such as feeding, predation or contact of animals with urban animals such as birds, rodents, and insects from surrounding environments.

Microbiota and anthropic interference on antimicrobial resistance profile of bacteria isolated from Brazilian maned-wolf (Chrysocyon brachyurus)

PubMed Central

Vieira-da-Motta, Olney; Eckhardt-de-Pontes, Luiz Antonio; Petrucci, Melissa Paes; dos Santos, Israel Pereira; da Cunha, Isabel Candia Nunes; Morato, Ronaldo Gonçalves

2013-01-01

Both the study of Brazilian wild mammal fauna and the conditions that foster the preservation of endangered species, such as Brazilian Maned-wolf (Chrysocyon brachyurus), in wild life are of extreme importance. In order to study the resistance profile of microbiota bacterial colonizing Brazilian Maned-wolf, this work investigated samples from eight male captive and free roaming animals originating from different Brazilian geographical regions. Samples for microbiological purposes were collected with swabs and kept in appropriate transport medium. Using routine microbiological techniques, the isolated bacteria were tested toward antimicrobial drugs by the agar disk diffusion method. Results showed that all samples from wild animals were sensitive toward all drugs tested. Conversely, the resistance profile of bacteria isolated from captive animals varied among strains and animal body site location. Escherichia coli samples from prepuce, anus and ear showed multi-resistance toward at least four drugs, especially against erythromycin and tetracycline, followed by Proteus mirabilis and P. vulgaris strains isolated from anus and ear. Among Gram-positive bacteria, strains of coagulase-negative staphylococci showed multi-resistance mainly toward erythromycin and amoxicillin. The work discusses these findings and suggests that profile of multi-resistance bacteria from captive subjects may be attributed to direct contact with human or through lifestyle factors such as feeding, predation or contact of animals with urban animals such as birds, rodents, and insects from surrounding environments. PMID:24688529

Social grooming network in captive chimpanzees: does the wild or captive origin of group members affect sociality?

PubMed

Levé, Marine; Sueur, Cédric; Petit, Odile; Matsuzawa, Tetsuro; Hirata, Satoshi

2016-01-01

Many chimpanzees throughout the world are housed in captivity, and there is an increasing effort to recreate social groups by mixing individuals with captive origins with those with wild origins. Captive origins may entail restricted rearing conditions during early infant life, including, for example, no maternal rearing and a limited social life. Early rearing conditions have been linked with differences in tool-use behavior between captive- and wild-born chimpanzees. If physical cognition can be impaired by non-natural rearing, what might be the consequences for social capacities? This study describes the results of network analysis based on grooming interactions in chimpanzees with wild and captive origins living in the Kumamoto Sanctuary in Kumamoto, Japan. Grooming is a complex social activity occupying up to 25% of chimpanzees' waking hours and plays a role in the emergence and maintenance of social relationships. We assessed whether the social centralities and roles of chimpanzees might be affected by their origin (captive vs wild). We found that captive- and wild-origin chimpanzees did not differ in their grooming behavior, but that theoretical removal of individuals from the network had differing impacts depending on the origin of the individual. Contrary to findings that non-natural early rearing has long-term effects on physical cognition, living in social groups seems to compensate for the negative effects of non-natural early rearing. Social network analysis (SNA) and, in particular, theoretical removal analysis, were able to highlight differences between individuals that would have been impossible to show using classical methods. The social environment of captive animals is important to their well-being, and we are only beginning to understand how SNA might help to enhance animal welfare.

Abort Flight Test Project Overview

NASA Technical Reports Server (NTRS)

Sitz, Joel

2007-01-01

A general overview of the Orion abort flight test is presented. The contents include: 1) Abort Flight Test Project Overview; 2) DFRC Exploration Mission Directorate; 3) Abort Flight Test; 4) Flight Test Configurations; 5) Flight Test Vehicle Engineering Office; 6) DFRC FTA Scope; 7) Flight Test Operations; 8) DFRC Ops Support; 9) Launch Facilities; and 10) Scope of Launch Abort Flight Test

Extrinsic factors significantly affect patterns of disease in free-ranging and captive cheetah (Acinonyx jubatus) populations.

PubMed

Munson, Linda; Terio, Karen A; Worley, Michael; Jago, Mark; Bagot-Smith, Arthur; Marker, Laurie

2005-07-01

The cheetah (Acinonyx jubatus) has been considered a paradigm for disease vulnerability due to loss of genetic diversity. This species monomorphism has been suspected to be the basis for their general poor health and dwindling populations in captivity. North American and South African captive populations have high prevalences of hepatic veno-occlusive disease, glomerulosclerosis, gastritis, and systemic amyloidosis, diseases that are rare in other species. Unusually severe inflammatory reactions to common infectious agents have also been documented in captive cheetahs. The current study compared disease prevalences in free-ranging Namibian cheetahs with those in two captive populations of similar ages. The occurrence of diseases in the free-ranging population was determined from 49 necropsies and 27 gastric biopsies obtained between 1986 and 2003 and compared with prevalences in 147 North American and 80 South African captive cheetahs. Except for two cheetahs, the free-ranging population was in robust health with only mild lesions present, in contrast with significantly higher prevalences in the captive populations. Despite widespread heavy Helicobacter colonization in wild cheetahs, only 3% of the free-ranging population had moderate to severe gastritis, in contrast with 64% of captive cheetahs. No severe inflammatory reactions to viral infections were detected in the free-ranging animals. Because free-ranging Namibian cheetahs are as genetically impoverished as captive cheetahs, these findings caution against attributing loss of fitness solely to genetic factors and attest to the fundamental importance of extrinsic factors in wildlife health.

Hyperlipidemia and reproductive failure in captive-reared alligators: vitamin E, vitamin A, plasma lipids, fatty acids, and steroid hormones.

PubMed

Lance, V A; Morici, L A; Elsey, R M; Lund, E D; Place, A R

2001-02-01

Blood samples were collected from 26 captive-reared alligators (25 females; one male) and 12 (seven females and five males) wild "nuisance" alligators collected by wildlife personnel in south Louisiana in May 1995. The captive alligators, hatched from artificially incubated eggs in 1972-1973, had received vitamin E supplements during the 3 weeks before the blood sample was collected. Each sample was analyzed for vitamin E (alpha-tocopherol), vitamin A (retinol), total lipid, triacylglycerol, phospholipid, cholesterol, cholesteryl ester, free fatty acids, steroid hormones and a standard clinical blood panel. The fatty acid composition of the plasma lipid fraction was also analyzed. Results indicated that 18 of the captive females and three of the seven wild females were undergoing vitellogenesis, i.e. had elevated plasma estradiol and elevated plasma calcium. Vitellogenic females had higher vitamin E than non-vitellogenic females (77.4 microg/ml vs. 28.6 microg/ml in captive females; 24.0 microg/ml vs. 21 microg/ml in wild females). Plasma retinol was similar in all groups, ranging from 0.5 to 1.4 microg/ml and close to values reported in birds. All lipid fractions, with the exception of cholesteryl ester, were higher in captive alligators than in wild alligators. There were also significant differences in the fatty acid composition of wild and captive alligators. Plasma eicosapentaenoic and docasahexaenoic acid were higher in wild than in captive alligators, whereas linoleic was higher in captive than in wild.

Wheel running in the wild.

PubMed

Meijer, Johanna H; Robbers, Yuri

2014-07-07

The importance of exercise for health and neurogenesis is becoming increasingly clear. Wheel running is often used in the laboratory for triggering enhanced activity levels, despite the common objection that this behaviour is an artefact of captivity and merely signifies neurosis or stereotypy. If wheel running is indeed caused by captive housing, wild mice are not expected to use a running wheel in nature. This however, to our knowledge, has never been tested. Here, we show that when running wheels are placed in nature, they are frequently used by wild mice, also when no extrinsic reward is provided. Bout lengths of running wheel behaviour in the wild match those for captive mice. This finding falsifies one criterion for stereotypic behaviour, and suggests that running wheel activity is an elective behaviour. In a time when lifestyle in general and lack of exercise in particular are a major cause of disease in the modern world, research into physical activity is of utmost importance. Our findings may help alleviate the main concern regarding the use of running wheels in research on exercise.

The Final (Oral Ebola) Vaccine Trial on Captive Chimpanzees?

PubMed Central

Walsh, Peter D.; Kurup, Drishya; Hasselschwert, Dana L.; Wirblich, Christoph; Goetzmann, Jason E.; Schnell, Matthias J.

2017-01-01

Could new oral vaccine technologies protect endangered wildlife against a rising tide of infectious disease? We used captive chimpanzees to test oral delivery of a rabies virus (RABV) vectored vaccine against Ebola virus (EBOV), a major threat to wild chimpanzees and gorillas. EBOV GP and RABV GP-specific antibody titers increased exponentially during the trial, with rates of increase for six orally vaccinated chimpanzees very similar to four intramuscularly vaccinated controls. Chimpanzee sera also showed robust neutralizing activity against RABV and pseudo-typed EBOV. Vaccination did not induce serious health complications. Blood chemistry, hematologic, and body mass correlates of psychological stress suggested that, although sedation induced acute stress, experimental housing conditions did not induce traumatic levels of chronic stress. Acute behavioral and physiological responses to sedation were strongly correlated with immune responses to vaccination. These results suggest that oral vaccination holds great promise as a tool for the conservation of apes and other endangered tropical wildlife. They also imply that vaccine and drug trials on other captive species need to better account for the effects of stress on immune response. PMID:28277549

The effects of visitor density and intensity on the behavior of two captive jaguars (Panthera onca).

PubMed

Sellinger, Rebecca L; Ha, James C

2005-01-01

Several researchers have reported significant effects of visitor density and intensity on captive animal behavior. This study determined whether this was the case for 2 captive jaguars housed at the Woodland Park Zoo, Seattle, WA. Subjects were monitored for changes in behavior as a function of visitor density and intensity. The jaguars were observed for 8 hr per week for 29 weeks--March 31 until October 11, 1998--for a total of 230 hr. Continuous frequency sampling was used, and visitor density and intensity were recorded every minute. Parametric statistics were used to test for correlations between behavior and density, intensity, or a combination of the two. Both density and intensity were significant for time spent non-visible for both cats, and intensity showed a significant effect on the female's pacing behavior. In addition, the male cat exhibited a trend for increased aggression based on both visitor density and intensity and a trend of intensity affecting his social behavior. In conclusion, both density and intensity had a significant effect on behavior, with intensity showing a larger effect.

Captivity, citizenship, and the ethics of otherwise in the society-of-captives thesis: a commentary on Arrigo.

PubMed

Brown, Michelle

2013-06-01

In this engagement with Professor Bruce Arrigo's psychological jurisprudence model, I explore his critique of captivity and risk management. I am particularly interested in his claims that incarceration culminates in society's own captivity, that the most destructive aspect of captivity is its foreclosing of human difference and potentiality, and that a praxis that is both clinical and mindful might point a way out. By way of a case anecdote, I interrogate several of the key terms in Arrigo's formulation-citizenship, reform, revolution, and praxis-in an effort to further conjugate from the ground up such an innovative and important set of possibilities.

Nocturnally migrating songbirds drift when they can and compensate when they must.

PubMed

Horton, Kyle G; Van Doren, Benjamin M; Stepanian, Phillip M; Hochachka, Wesley M; Farnsworth, Andrew; Kelly, Jeffrey F

2016-02-16

The shortest possible migratory route for birds is not always the best route to travel. Substantial research effort has established that birds in captivity are capable of orienting toward the direction of an intended goal, but efforts to examine how free-living birds use navigational information under conditions that potentially make direct flight toward that goal inefficient have been limited in spatiotemporal scales and in the number of individuals observed because of logistical and technological limitations. Using novel and recently developed techniques for analysis of Doppler polarimetric weather surveillance radar data, we examined two impediments for nocturnally migrating songbirds in eastern North America following shortest-distance routes: crosswinds and oceans. We found that migrants in flight often drifted sideways on crosswinds, but most strongly compensated for drift when near the Atlantic coast. Coastal migrants' tendency to compensate for wind drift also increased through the night, while no strong temporal differences were observed at inland sites. Such behaviors suggest that birds migrate in an adaptive way to conserve energy by assessing while airborne the degree to which they must compensate for wind drift.

Nocturnally migrating songbirds drift when they can and compensate when they must

PubMed Central

Horton, Kyle G.; Van Doren, Benjamin M.; Stepanian, Phillip M.; Hochachka, Wesley M.; Farnsworth, Andrew; Kelly, Jeffrey F.

2016-01-01

The shortest possible migratory route for birds is not always the best route to travel. Substantial research effort has established that birds in captivity are capable of orienting toward the direction of an intended goal, but efforts to examine how free-living birds use navigational information under conditions that potentially make direct flight toward that goal inefficient have been limited in spatiotemporal scales and in the number of individuals observed because of logistical and technological limitations. Using novel and recently developed techniques for analysis of Doppler polarimetric weather surveillance radar data, we examined two impediments for nocturnally migrating songbirds in eastern North America following shortest-distance routes: crosswinds and oceans. We found that migrants in flight often drifted sideways on crosswinds, but most strongly compensated for drift when near the Atlantic coast. Coastal migrants’ tendency to compensate for wind drift also increased through the night, while no strong temporal differences were observed at inland sites. Such behaviors suggest that birds migrate in an adaptive way to conserve energy by assessing while airborne the degree to which they must compensate for wind drift. PMID:26879152

Americans Missing in Southeast Asia: Perceptions, Politics, and Realities

DTIC Science & Technology

1990-05-08

large segment of the American electorate and the U.S. Government. The rescue of Americans in captivity or the recovery ,, , 1473 EDITON OF I NOV 65 IS...subsequent identification of Americans who died in captivity , crashes, or battlefield incidents was a by-product of the ad hoc formalization of the...electorate and the U.S. Government. The rescue of Americans in captivity or the recovery and subsequent identification of Americans who died in captivity

Blood chemistry and hematocrit of captive and wild canvasbacks

USGS Publications Warehouse

Perry, M.C.; Obrecht, H.H.; Williams, B.K.; Kuenzel, W.J.

1986-01-01

Blood chemistry and packed cell volume (PCV) did not vary among groups of captive canvasbacks (Aythya valisineria) maintained ad libitum on 5 diets varying in metabolizable energy (ME) and protein. Ducks fed low quality diets increased their consumption so that all ducks were obtaining similar amounts of energy and protein. Some variables, including cholesterol, were found to differ between the sexes and ages of captive ducks. Seasonal differences were detected in the blood chemistry of captive canvasbacks. Four of the 5 enzyme values increased from October to January and then declined to April. PCV increased from 45 in October to 51 in April. Overall, blood chemistry values and PCV's were highly variable and did not appear to be good discriminators for age, sex, and diet of captive canvasbacks. Differences detected between captive and wild canvasbacks were attributed to increased stress of wild ducks during handling.

Being Attractive Brings Advantages: The Case of Parrot Species in Captivity

PubMed Central

Frynta, Daniel; Lišková, Silvie; Bültmann, Sebastian; Burda, Hynek

2010-01-01

Background Parrots are one of the most frequently kept and bred bird orders in captivity. This increases poaching and thus the potential importance of captive populations for rescue programmes managed by zoos and related institutions. Both captive breeding and poaching are selective and may be influenced by the attractiveness of particular species to humans. In this paper, we tested the hypothesis that the size of zoo populations is not only determined by conservation needs, but also by the perceived beauty of individual parrot species assessed by human observers. Methodology/Principal Findings For the purpose of data collection, we defined four sets of species (40 parrots, 367 parrots, 34 amazons, 17 macaws). Then, we asked 776 human respondents to evaluate parrot pictures of the selected species according to perceived beauty and we analyzed its association with color and morphological characters. Irrespective of the species set, we found a good agreement among the respondents. The preferred species tended to be large, colorful, and long-tailed. Conclusions/Significance We repeatedly confirmed significant, positive association between the perceived beauty and the size of worldwide zoo population. Moreover, the range size and body size appeared to be significant predictors of zoo population size. In contrast, the effects of other explanatory variables, including the IUCN (International Union for Conservation of Nature) listing, appeared insignificant. Our results may suggest that zoos preferentially keep beautiful parrots and pay less attention to conservation needs. PMID:20830206

Seroprevalence of retrovirus in North American captive macropodidae.

PubMed

Georoff, Timothy A; Joyner, Priscilla H; Hoover, John P; Payton, Mark E; Pogranichniy, Roman M

2008-09-01

Laboratory records of serology results from captive macropodidae sampled between 1997 and 2005 were reviewed to assess the seroprevalence of retrovirus exposure. Serum samples from 269 individuals (136 males, 133 females) representing 10 species of macropods housed in 31 North American captive collections were analyzed for retrovirus antibody using an indirect immunofluorescent assay. The prevalence of positive antibody titers comparing male versus female, between species, between age groups, and among animals with identified parentage was examined by nonparametric statistical analyses. Median age of animals at time of sample collection was 36 mo (range 2-201 mo). Total percentage seropositive was 20.4%. Serum antibody was detected in 31 of 47 (66.0%) tammar wallaby (Macropus eugenii), nine of 24 (37.5%) yellow-footed rock wallaby (Petrogale xanthopus), four of 11 (36.4%) swamp wallaby (Wallabia bicolor), 10 of 80 (12.5%) red-necked wallaby (Macropus rufogriseus), and one of 54 (1.9%) parma wallaby (Macropus parma). No individuals of western gray kangaroo (n=3) (Macropus fuliginosus), eastern gray kangaroo (n=19) (Macropus giganteus), common wallaroo (n=6) (Macropus robustus), red kangaroo (n=11) (Macropus rufus), or Matschie's tree kangaroo (n=14) (Dendrolagus matschiei) were positive for retrovirus antibody. These results demonstrate that five species of captive macropods have a history of exposure to retrovirus, with the highest percentage seropositive and highest statistical correlation in M. eugenii (pair-wise Fisher's exact test, alpha = 0.05). Additionally, one wild-caught M. eugenii was confirmed seropositive during quarantine period, indicating that retrovirus exposure may exist in wild populations.

Limitations of captive breeding in endangered species recovery

USGS Publications Warehouse

Snyder, N.F.R.; Derrickson, S.R.; Beissenger, S.R.; Wiley, J.W.; Smith, T.B.; Toone, W.D.; Miller, B.

1996-01-01

The use of captive breeding in species recovery has grown enormously in recent years, but without a concurrent growth in appreciation of its limitations. Problems with (1) establishing self-sufficient captive populations, (2) poor success in reintroductions, (3.) high costs, (4) domestication, (5) preemption of other recovery techniques, (6) disease outbreaks, and (7) maintaining administrative continuity have all been significant. The technique has often been invoked prematurely and should not normally be employed before a careful field evaluation of costs and benefits of all conservation alternatives has been accomplished and a determination made that captive breeding is essential for species survival. Merely demonstrating that a species population is declining or bas fallen below what may be a minimum viable size does not constitute enough analysis to justify captive breeding as a recovery measure. Captive breeding should be reviewed as a last resort in species recovery and not a prophylactic or long-term solution because of the inexorable genetic and phenotypic changes that occur in captive environments. Captive breeding can play a crucial role in recovery of some species for witch effective alternatives are unavailable in the short term. However, it should not displace habitat and ecosystem protection nor should it be invoked in the absence of comprehensive efforts to maintain or restore populations in wild habitats. Zoological institutions with captive breeding programs should operate under carefully defined conditions of disease prevention and genetic/behavioral management. More important, these institutions should help preserve biodiversity through their capacities for public education, professional training, research, and support of in situ conservation efforts.

Rapid genetic and morphologic divergence between captive and wild populations of the endangered Leon Springs pupfish, Cyprinodon bovinus.

PubMed

Black, Andrew N; Seears, Heidi A; Hollenbeck, Christopher M; Samollow, Paul B

2017-04-01

The Leon Springs pupfish (Cyprinodon bovinus) is an endangered species currently restricted to a single desert spring and a separate captive habitat in southwestern North America. Following establishment of the captive population from wild stock in 1976, the wild population has undergone natural population size fluctuations, intentional culling to purge genetic contamination from an invasive congener (Cyprinodon variegatus) and augmentation/replacement of wild fish from the captive stock. A severe population decline following the most recent introduction of captive fish prompted us to examine whether the captive and wild populations have differentiated during the short time they have been isolated from one another. If so, the development of divergent genetic and/or morphologic traits between populations could contribute to a diminished ability of fish from one location to thrive in the other. Examination of genomewide single nucleotide polymorphisms and morphologic variation revealed no evidence of residual C. variegatus characteristics in contemporary C. bovinus samples. However, significant genetic and morphologic differentiation was detected between the wild and captive populations, some of which might reflect local adaptation. Our results indicate that genetic and physical characteristics can diverge rapidly between isolated subdivisions of managed populations, potentially compromising the value of captive stock for future supplementation efforts. In the case of C. bovinus, our findings underscore the need to periodically inoculate the captive population with wild genetic material to help mitigate genetic, and potentially morphologic, divergence between them and also highlight the utility of parallel morphologic and genomic evaluation to inform conservation management planning. © 2017 John Wiley & Sons Ltd.

Dynamic pressure measurement of cartridge operated vole captive bolt devices.

PubMed

Frank, M; Philipp, K P; Franke, E; Frank, N; Bockholdt, B; Grossjohann, R; Ekkernkamp, A

2009-01-10

Vole captive bolt devices are powder actuated spring guns that are used as a pest control mean. After having triggered the explosion of the blank cartridge by touching a metal ring around the muzzle, the vole is killed by the massive propulsion of the gas jet. Improper use and recklessness while handling these devices may cause severe injuries with the hand of the operator at particular risk. Currently, there are no experimental investigations on the ballistic background of these devices. An experimental test set-up was designed for measurement of the firing pressure and the dynamic force of the gas jet of a vole captive bolt device. Therefore, a vole captive bolt device was prepared with a pressure take-off channel and a piezoelectric transducer for measurement of the firing pressure. For measurement of the dynamic impact force of the gas jet an annular quartz force sensor was installed on a test bench. Each three simultaneous measurements of the cartridges' firing pressure and the dynamic force of the blast wave were taken at various distances between muzzle and load washer. The maximum gas pressure in the explosion chamber was up to 1100 bar. The shot development over time showed a typical gas pressure curve. Flow velocity of the gas jet was up to 2000 m/s. The maximum impact force of the gas jet at the target showed a strong inverse ratio to the muzzle's distance and was up to 11,500 N for the contact shot distance. Energy density of the gas jet for the close contact shot was far beyond the energy density required for skin penetration. The unique design features (short tube between cartridge mouth and muzzle and narrow diameter of the muzzle) of these gadgets are responsible for the high firing pressure, velocity and force of the gas jet. These findings explain the trauma mechanics of the extensive tissue damage observed in accidental shots of these devices.

B-52 Launch Aircraft in Flight

NASA Technical Reports Server (NTRS)

2001-01-01

NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet.

9. "SANTA FE RAILWAY SPUR TO OPERATIONAL AREA, DIRECTORATE OF ...

Library of Congress Historic Buildings Survey, Historic Engineering Record, Historic Landscapes Survey

9. "SANTA FE RAILWAY SPUR TO OPERATIONAL AREA, DIRECTORATE OF MISSILE CAPTIVE TEST, EDWARDS AFB"; Photo no. "11,381 57; G-AFFTC 18 SEPT 57". Test Area 1-115. Photo shows engine no. 712 pulling one car. The superstructure of Test Stand 1-4 is prominent in the background. - Edwards Air Force Base, Air Force Rocket Propulsion Laboratory, Leuhman Ridge near Highways 58 & 395, Boron, Kern County, CA

Parasitic nematode communities of the red kangaroo, Macropus rufus: richness and structuring in captive systems.

PubMed

Lott, M J; Hose, G C; Power, M L

2015-08-01

Captive management practices have the potential to drastically alter pre-existing host-parasite relationships. This can have profound implications for the health and productivity of threatened species in captivity, even in the absence of clinical symptoms of disease. Maximising the success of captive breeding programmes requires a detailed knowledge of anthropogenic influences on the structure of parasite assemblages in captive systems. In this study, we employed two high-throughput molecular techniques to characterise the parasitic nematode (suborder Strongylida) communities of the red kangaroo, Macropus rufus, across seven captive sites. The first was terminal restriction fragment length polymorphism (T-RFLP) analysis of a region of rDNA encompassing the internal transcribed spacers 1 (ITS1), the 5.8S rRNA gene and the internal transcribed spacer 2 (ITS2). The second was Illumina MiSeq next-generation sequencing of the ITS2 region. The prevalence, intensity of infection, taxonomic composition and comparative structure of strongylid nematode assemblages was assessed at each location. Prevalence (P = <0.001) and mean infection intensity (df = 6, F = 17.494, P = <0.001) differed significantly between the seven captive sites. Significant levels of parasite community structure were observed (ANOSIM, P = 0.01), with most of the variation being distributed within, rather than between, captive sites. The range of nematode taxa that occurred in captive red kangaroos appeared to differ from that of wild conspecifics, with representatives of the genus Cloacina, a dominant nematode parasite of the macropodid forestomach, being detected at only two of the seven study sites. This study also provides the first evidence for the presence of the genus Trichostrongylus in a macropodid marsupial. Our results demonstrate that contemporary species management practices may exert a profound influence on the structure of parasite communities in captive systems.

Fat soluble vitamins in blood and tissues of free-ranging and captive rhinoceros.

PubMed

Clauss, Marcus; Jessup, David A; Norkus, Edward B; Chen, Tai C; Holick, Michael F; Streich, W Juergen; Dierenfeld, Ellen S

2002-04-01

Several disease syndromes in captive rhinoceroses have been linked to low vitamin status. Blood samples from captive and free-ranging black (Diceros bicornis) and white rhinoceros (Ceratotherium simum) and tissue samples of captive individuals from four rhinoceros species were analysed for vitamins A and E. Circulating vitamin A levels measured as retinol for free-ranging versus captive black and white rhinoceros were 0.04 (+/- 0.03 SD) vs. 0.08 (+/- 0.08) and 0.07 (+/- 0.04) vs. 0.06 (+/- 0.02) microgram/ml, respectively. Circulating vitamin E levels measured as alpha-tocopherol were 0.58 (+/- 0.30) vs. 0.84 (+/- 0.96) and 0.62 (+/- 0.48) vs. 0.77 (+/- 0.32) microgram/ml, respectively. In contrast to earlier findings, there was no significant difference in vitamin E concentration between captive and free-ranging black rhinoceros. When the samples of captive black rhinoceros were grouped into those taken before 1990 and after 1990, however, those collected before 1990 had significantly lower (P < 0.001) vitamin E levels (0.46 +/- 0.83 microgram/ml) and those collected in 1990 or later significantly higher (P < 0.001) vitamin E levels (1.03 +/- 1.04 micrograms/ml) than the captive population as a whole. This is probably due to increased dietary supplementation. There were significant differences in circulating vitamin concentrations in black rhinoceroses from different regions in the wild. Serum 25-hydroxy (OH) vitamin D3 averaged 55.7 ng/ml in free-ranging rhinoceroses; no carotenoids were detected in any blood samples. Captive black and white rhinoceroses appear to be adequately supplemented in vitamin A and E. Captive Indian rhinoceroses (Rhinoceros unicornis) had significantly lower vitamin A concentrations in blood (P < 0.001) and higher vitamin A concentrations in liver tissue samples (P < 0.001) than other rhinoceros species. Equine requirements are not recommended as a model for rhinoceros vitamin requirements.

Neglecting the call of the wild: Captive frogs like the sound of their own voice.

PubMed

Passos, Luiza Figueiredo; Garcia, Gerardo; Young, Robert John

2017-01-01

Acoustic communication is highly influential in the expression of social behavior by anuran amphibians, transmitting information about the individual's physical condition and motivation. We studied the phonotactic (approach movements) responses of wild and captive male golden mantella frogs to conspecific wild and captive playback calls to determine the impact of captivity on social behaviour mediated by vocalisations. Calls were recorded from one wild and two captive populations. Phonotaxis experiments were then conducted by attracting M. aurantiaca males across a PVC grid on the forest floor or enclosure floor to a speaker. For each playback, the following parameters were recorded to define the accuracy of phonotaxis: (1) number of jumps; (2) jump angles; (3) jump distances; (4) path straightness. During this experiment we observed that wild frogs had a similar behavioural (phonotaxis) response to calls independent of their source while frogs from Chester Zoo had a significantly stronger response to calls of other conspecifics held separately at Chester Zoo. The lack of appropriate phonotaxis response by captive bred frogs to the calls of wild conspecifics could have serious negative conservation implications, if the captive bred individuals were released back to the wild.

Gastrointestinal and blood parasite determination in the guanaco (Lama guanicoe) under semi-captivity conditions.

PubMed

Correa, Loreto; Zapata, Beatriz; Soto-Gamboa, Mauricio

2012-01-01

The breeding of wild animals for commercial purposes is becoming more frequent nowadays. This situation has led to an increase in contact rates between wild and domestic animals, with subsequent reciprocal transmission of parasites. In this study, we characterized the gastrointestinal and blood parasites of a group of 15 semi-captive guanacos (Lama guanicoe). We characterized gastrointestinal parasites by analyzing fecal samples through the sedimentation-flotation technique and hemoparasites by using blood smears stained with Giemsa. We found several gastrointestinal parasites including Nematoda and protozoans. The most frequently found parasites were Nematodirus sp. and Eimeria sp. In contrast with previous studies, neither Cestoda nor Fasciola were found. The only hemoparasite detected was Mycoplasma haemolamae, a parasite already described in llamas and alpacas. We conclude that the most frequent gastrointestinal parasites of semi-captive guanacos were nematodes and protozoans. Also, the hemoparasite M. haemolamae seems to be prevalent among captive populations of South American camelids. Finally, captive guanacos share several parasites with the traditional livestock. Therefore, keeping captive or semi-captive guanacos without an adequate sanitary protocol might have adverse consequences to adjacent traditional cattle farming and/or for wild animals.

Captive breeding and the reintroduction of Mexican and red wolves.

PubMed

Hedrick, P W; Fredrickson, R J

2008-01-01

Mexican and red wolves were both faced with extinction in the wild until captive populations were established more than two decades ago. These captive populations have been successfully managed genetically to minimize mean kinship and retain genetic variation. Descendants of these animals were subsequently used to start reintroduced populations, which now number about 40-50 Mexican wolves in Arizona and New Mexico and about 100 red wolves in North Carolina. The original captive Mexican wolf population was descended from three founders. Merging this lineage with two other captive lineages, each with two founders, has been successfully carried out in the captive population and is in progress in the reintroduced population. This effort has resulted in increased fitness of cross-lineage wolves, or genetic rescue, in both the captive and reintroduced populations. A number of coyote-red wolf hybrid litters were observed in the late 1990s in the reintroduced red wolf population. Intensive identification and management efforts appear to have resulted in the elimination of this threat. However, population reintroductions of both Mexican and red wolves appear to have reached numbers well below the generally recommended number for recovery and there is no current effort to re-establish other populations.

Neglecting the call of the wild: Captive frogs like the sound of their own voice

PubMed Central

Passos, Luiza Figueiredo; Garcia, Gerardo

2017-01-01

Acoustic communication is highly influential in the expression of social behavior by anuran amphibians, transmitting information about the individual’s physical condition and motivation. We studied the phonotactic (approach movements) responses of wild and captive male golden mantella frogs to conspecific wild and captive playback calls to determine the impact of captivity on social behaviour mediated by vocalisations. Calls were recorded from one wild and two captive populations. Phonotaxis experiments were then conducted by attracting M. aurantiaca males across a PVC grid on the forest floor or enclosure floor to a speaker. For each playback, the following parameters were recorded to define the accuracy of phonotaxis: (1) number of jumps; (2) jump angles; (3) jump distances; (4) path straightness. During this experiment we observed that wild frogs had a similar behavioural (phonotaxis) response to calls independent of their source while frogs from Chester Zoo had a significantly stronger response to calls of other conspecifics held separately at Chester Zoo. The lack of appropriate phonotaxis response by captive bred frogs to the calls of wild conspecifics could have serious negative conservation implications, if the captive bred individuals were released back to the wild. PMID:28732034

Society of Flight Test Engineers, Annual Symposium, 21st, Garden Grove, CA, Aug. 6-10, 1990, Proceedings

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

Not Available

1990-01-01

The present conference on flight testing encompasses avionics, flight-testing programs, technologies for flight-test predictions and measurements, testing tools, analysis methods, targeting techniques, and flightline testing. Specific issues addressed include flight testing of a digital terrain-following system, a digital Doppler rate-of-descent indicator, a high-technology testbed, a low-altitude air-refueling flight-test program, techniques for in-flight frequency-response testing for helicopters, limit-cycle oscillation and flight-flutter testing, and the research flight test of a scaled unmanned air vehicle. Also addressed are AV-8B V/STOL performance analysis, incorporating pilot-response time in failure-case testing, the development of pitot static flightline testing, targeting techniques for ground-based hover testing, a low-profilemore » microsensor for aerodynamic pressure measurement, and the use of a variable-capacitance accelerometer for flight-test measurements.« less

Propagation of barn owls in captivity

USGS Publications Warehouse

Maestrelli, J.R.

1973-01-01

Some aspects of the biology and life history of native birds often are more readily obtained in captivity than in the field. This is particularly true in evaluating the effects of pesticides or other pollutants on birds, because establishing cause-and-effect relationships requires experimental studies. Few wild species have been bred in captivity with sufficient success to permit the large-scale studies that are needed. This paper reports successful efforts to breed Barn Owls (Tyto alba prolinicola) in captivity and presents biological data concerning reproduction.

Isolation and identification of bacterial populations of zoonotic importance from captive non-venomous snakes in Malaysia.

PubMed

Abba, Yusuf; Ilyasu, Yusuf Maina; Noordin, Mustapha Mohamed

2017-07-01

Captivity of non-venomous snakes such as python and boa are common in zoos, aquariums and as pets in households. Poor captivity conditions expose these reptiles to numerous pathogens which may result in disease conditions. The purpose of this study was to investigate the common bacteria isolated from necropsied captive snakes in Malaysia over a five year period. A total of 27 snake carcasses presented for necropsy at the Universiti Putra Malaysia (UPM) were used in this survey. Samples were aseptically obtained at necropsy from different organs/tissues (lung, liver, heart, kindey, oesophagus, lymph node, stomach, spinal cord, spleen, intestine) and cultured onto 5% blood and McConkey agar, respectively. Gram staining, morphological evaluation and biochemical test such as oxidase, catalase and coagulase were used to tentatively identify the presumptive bacterial isolates. Pythons had the highest number of cases (81.3%) followed by anaconda (14.8%) and boa (3.7%). Mixed infection accounted for 81.5% in all snakes and was highest in pythons (63%). However, single infection was only observed in pythons (18.5%). A total of 82.7%, 95.4% and 100% of the bacterial isolates from python, anaconda and boa, respectively were gram negative. Aeromonas spp was the most frequently isolated bacteria in pythons and anaconda with incidences of 25 (18%) and 8 (36.6%) with no difference (p > 0.05) in incidence, respectively, while Salmonella spp was the most frequently isolated in boa and significantly higher (p < 0.05) than in python and anaconda. Bacteria species were most frequently isolated from the kidney of pythons 35 (25.2%), intestines of anacondas 11 (50%) and stomach of boa 3 (30%). This study showed that captive pythons harbored more bacterial species than anaconda or boa. Most of the bacterial species isolated from these snakes have public health importance and have been incriminated in human infections worldwide. Copyright © 2017 Elsevier Ltd. All rights reserved.

Gender, Season and Management Affect Fecal Glucocorticoid Metabolite Concentrations in Captive Goral (Naemorhedus griseus) in Thailand

PubMed Central

Khonmee, Jaruwan; Brown, Janine L.; Rojanasthien, Suvichai; Aunsusin, Anurut; Thumasanukul, Dissakul; Kongphoemphun, Adisorn; Siriaroonrat, Boripat; Tipkantha, Wanlaya; Punyapornwithaya, Veerasak; Thitaram, Chatchote

2014-01-01

Chinese goral (Naemorhedus griseus) are a threatened species in Thailand and the focus of captive breeding for possible reintroduction. However, little is known of their biology or what factors in the captive environment affect welfare. Our objective was to determine the impact of gender, season, and management on goral adrenal activity. We hypothesized that differences in fecal glucocorticoid concentrations would be related to animal density. Fecal samples were collected 3 days/week for 1 year from 63 individuals (n = 32 males, 31 females) at two facilities that house the majority of goral in Thailand: Omkoi Wildlife Sanctuary (Omkoi), an off-exhibit breeding center that houses goral in individual pens (16 pens; n = 8 males, 8 females) and in small family groups (8 pens; n = 8 males, 8 females); and the Chiang Mai Night Safari (NS), a zoo that maintains 31 goral (n = 17 males, 14 females) in one large pen. Glucocorticoid metabolite concentrations were higher in male than female goral at Omkoi throughout the year, and there was a seasonal effect on adrenal activity (p<0.05). Goral at Omkoi and NS were used to test the effect of animal density on fecal glucocorticoid excretion of goral housed in similar-sized enclosures. Overall, the highest levels were found at NS (n = 31 adults/pen; 27 m2 per animal) compared to Omkoi (n = 2 adults/pen; 400 m2 per animal) (p<0.05). Overall findings support our hypothesis that animal density and aspects of the captive environment impact adrenal steroid activity in captive goral. In addition, gender and season also had significant effects on glucocorticoid metabolite production. Potential stressors pertaining to the welfare of this species were identified, which will guide future efforts to improve management and create self-sustaining and healthy populations of this threatened species. PMID:24637886

Rabies in a captive colony of big brown bats (Eptesicus fuscus)

USGS Publications Warehouse

Shankar, V.; Bowen, R.A.; Davis, A.D.; Rupprecht, C.E.; O'Shea, T.J.

2004-01-01

Our research has focused on the ecology of commensal populations of big brown bats (Eptesicus fuscus) in Fort Collins, Colorado (USA), in relation to rabies virus (RV) transmission. We captured 35 big brown bats (Eptesicus fuscus) in late summer 2001 and held them captive for 4.8 mo. The bats were initially placed in an indoor cage for 1 mo then segregated into groups of two to six per cage. Two of the bats succumbed to rabies virus (RV) within the first month of capture. Despite group housing, all of the remaining bats were healthy over the course of the investigation; none developed rabies, although one of the rabid bats was observed to bite her cage mates. Reverse transcription–polymerase chain reaction (RT-PCR) and Taqman® real-time PCR analysis of the RNA derived from the brain tissue, salivary glands, and oral swab samples confirmed RV infection in the dead bats. Rabies virus was also isolated from the brain tissue upon passage in mouse neuroblastoma cells. Nucleotide sequence analysis of the RV nucleoprotein (N) gene showed 100% identity with the N gene sequence of a 1985 E. fuscus isolate from El Paso County, Colorado. Bat sera obtained six times throughout the study were assayed for RV neutralizing antibodies using the rapid fluorescent focus inhibition test. The RV neutralizing activity in the serum was associated with the IgG component, which was purified by binding to protein G Sepharose. Five bats were RV seropositive prior to their capture and maintained titers throughout captivity. Two adult bats seroconverted during captivity. Two volant juvenile bats had detectable RV antibody titers at the first serum collection but were negative thereafter. Four seronegative bats responded to a RV vaccine administration with high titers of RV antibodies. A serologic survey of big brown bats in the roost from which one of the captive rabid bats had originated showed a significant rise in seroprevalence during 2002.

Gender, season and management affect fecal glucocorticoid metabolite concentrations in captive goral (Naemorhedus griseus) in Thailand.

PubMed

Khonmee, Jaruwan; Brown, Janine L; Rojanasthien, Suvichai; Aunsusin, Anurut; Thumasanukul, Dissakul; Kongphoemphun, Adisorn; Siriaroonrat, Boripat; Tipkantha, Wanlaya; Punyapornwithaya, Veerasak; Thitaram, Chatchote

2014-01-01

Chinese goral (Naemorhedus griseus) are a threatened species in Thailand and the focus of captive breeding for possible reintroduction. However, little is known of their biology or what factors in the captive environment affect welfare. Our objective was to determine the impact of gender, season, and management on goral adrenal activity. We hypothesized that differences in fecal glucocorticoid concentrations would be related to animal density. Fecal samples were collected 3 days/week for 1 year from 63 individuals (n = 32 males, 31 females) at two facilities that house the majority of goral in Thailand: Omkoi Wildlife Sanctuary (Omkoi), an off-exhibit breeding center that houses goral in individual pens (16 pens; n = 8 males, 8 females) and in small family groups (8 pens; n = 8 males, 8 females); and the Chiang Mai Night Safari (NS), a zoo that maintains 31 goral (n = 17 males, 14 females) in one large pen. Glucocorticoid metabolite concentrations were higher in male than female goral at Omkoi throughout the year, and there was a seasonal effect on adrenal activity (p<0.05). Goral at Omkoi and NS were used to test the effect of animal density on fecal glucocorticoid excretion of goral housed in similar-sized enclosures. Overall, the highest levels were found at NS (n = 31 adults/pen; 27 m2 per animal) compared to Omkoi (n = 2 adults/pen; 400 m2 per animal) (p<0.05). Overall findings support our hypothesis that animal density and aspects of the captive environment impact adrenal steroid activity in captive goral. In addition, gender and season also had significant effects on glucocorticoid metabolite production. Potential stressors pertaining to the welfare of this species were identified, which will guide future efforts to improve management and create self-sustaining and healthy populations of this threatened species.

Effects of experience and cage enrichment on predatory skills of black-footed ferrets (Mustela nigripes)

USGS Publications Warehouse

Vargas, A.; Anderson, S.H.

1999-01-01

We studied ontogeny of predatory skills of growing black-footed ferrets (Mustela nigripes) raised under different captive conditions. To test effects of maturation, experience, and cage enrichment on predatory behavior, we exposed 70 juvenile black-footed ferrets to different numbers of live hamsters (Mesocricetus auratus) throughout development. Both maturation and experience increased the likelihood of a black-footed ferret making a successful kill. Black-footed ferrets exposed to greater environmental complexity (enriched cage, including encouragement of food-searching behaviors) also were more likely to kill than ferrets raised in a deprived environment. Behavioral studies of captive-raised black-footed ferrets can help refine current breeding techniques and ultimately enhance efforts to recover this endangered carnivore.

Development and evaluation of devices designed to minimize deer-vehicle collisions : phase II.

DOT National Transportation Integrated Search

2010-12-01

We evaluated behavioral responses of captive white-tailed deer to visual and physical barriers designed to minimize deer-vehicle collisions, determined effects of exclusion fencing on movements of free-ranging deer, and further tested the visual capa...

Captivity results in disparate loss of gut microbial diversity in closely related hosts

PubMed Central

Kohl, Kevin D.; Skopec, Michele M.; Dearing, M. Denise

2014-01-01

The gastrointestinal tracts of animals contain diverse communities of microbes that provide a number of services to their hosts. There is recent concern that these communities may be lost as animals enter captive breeding programmes, due to changes in diet and/or exposure to environmental sources. However, empirical evidence documenting the effects of captivity and captive birth on gut communities is lacking. We conducted three studies to advance our knowledge in this area. First, we compared changes in microbial diversity of the gut communities of two species of woodrats (Neotoma albigula, a dietary generalist, and Neotoma stephensi, which specializes on juniper) before and after 6–9 months in captivity. Second, we investigated whether reintroduction of the natural diet of N. stephensi could restore microbial diversity. Third, we compared the microbial communities between offspring born in captivity and their mothers. We found that the dietary specialist, N. stephensi, lost a greater proportion of its native gut microbiota and overall diversity in response to captivity compared with N. albigula. Addition of the natural diet increased the proportion of the original microbiota but did not restore overall diversity in N. stephensi. Offspring of N. albigula more closely resembled their mothers compared with offspring–mother pairs of N. stephensi. This research suggests that the microbiota of dietary specialists may be more susceptible to captivity. Furthermore, this work highlights the need for further studies investigating the mechanisms underlying how loss of microbial diversity may vary between hosts and what an acceptable level of diversity loss may be to a host. This knowledge will aid conservation biologists in designing captive breeding programmes effective at maintaining microbial diversity. Sequence Accession Numbers: NCBI's Sequence Read Archive (SRA) – SRP033616 PMID:27293630

Acceptance by black-tailed deer of foliage treated with herbicides.

Treesearch

Dan L. Campbell; James Evans; Gerald D. Lindsey; William E. Dusenberry

1981-01-01

To test their acceptance of foliage treated with herbicides, captive black-tailed deer were exposed to Douglas-fir seedlings and salal treated with standard formulations of 2,4,5-T, 2,4-D, atrazine, dalapon, fosamine, and glyphosate herbicides. Carriers were diesel oil and water. Tests were made from November 1977 through February 1978. Deer readily browsed 2,4,5-T...

Seroprevalence of Toxoplasma gondii infection in captive mammals in three zoos in Mexico City, Mexico

USDA-ARS?s Scientific Manuscript database

Antibodies to Toxoplasma gondii were determined in 167 mammals in 3 zoos in Mexico City, Mexico using the modified agglutination test (MAT). Overall, antibodies to T. gondii were found in 89 (53.3%) of the 167 animals tested. Antibodies were found in 35 of 43 wild Felidae: 2 of 2 bobcats (Lynx rufus...

Nutritional and behavioral effects of gorge and fast feeding in captive lions.

PubMed

Altman, Joanne D; Gross, Kathy L; Lowry, Stephen R

2005-01-01

Nonhuman animals in captivity manifest behaviors and physiological conditions that are not common in the wild. Lions in captivity face problems of obesity, inactivity, and stereotypy. To mediate common problems of captive lions, this study implemented a gorge and fast feeding schedule that better models naturalistic patterns: African lions (Panthera leo) gradually adapted from a conventional feeding program to a random gorge and fast feeding schedule. Digestibility increased significantly and food intake and metabolizable energy intake correspondingly decreased. Lions also showed an increase in appetitive active behaviors, no increase in agonistic behavior, and paced half as frequently on fast days as on feeding days. Thus, switching captive lions to a gorge and fast feeding schedule resulted in improved nutritional status and increased activity.

X-1E launch from B-50 mothership

NASA Technical Reports Server (NTRS)

1950-01-01

Beginning in 1946, two XS-1 experimental research aircraft (later redesignated X-1s) conducted pioneering tests at Muroc Army Air Field (now Edwards Air Force Base) in California to obtain flight data on conditions in the transonic speed range. These early tests culminated on October 14, 1947, in the first piloted flight faster than Mach 1.0, the speed of sound. During November, 1947, the Air Force authorized studies that led to a contract (W-33-038-ac-20062) with Bell Aircraft to build four (later three) improved X-1 aircraft (the X-1C being cancelled). Designated X-1A (#48-1384), X-1B (#48-1385), and X-1D (#48-1386), the airplanes were ready by late 1950. The aircraft were about five feet longer and 2,500 lbs. heavier than the original X-craft planes. They used the 8-percent wing like the earlier X-craft. The D-model had a low-pressure turbo-pump and the B model was fitted with a prototype hydrogen peroxide reaction control system for later aircraft to use in exoatmospheric research flights. Access was through a lift-off canopy. The planes were finished in their bare metal color and white. The X-1D was ready first, but on what was intended to be its second flight (August 22, 1951) it was jettisoned and crashed at Muroc after an aerial explosion while still mated to its mother (B-50A [#46-006A]) ship. The long-delayed X-1 #3 airplane with the turbine pump was finally completed for the NACA in 1951. It made its first glide flight on July 20, 1951, with NACA pilot Joseph Cannon. Its second and final captive flight was on November 9, 1951. It was destroyed on the ground by an explosion and fire along with its B-50A mother ship while attempting to jettison fuel. The X-1A arrived at Muroc in January, 1953 and had its first powered flight on February 21, 1953. On December 8, 1953 with Yeager as pilot, the aircraft investigated high-speed stability and control issues. The X-1A was turned over to the NACA, but was lost to aerial explosion on August 8, 1955, shortly before it was to be launched on its second flight. It had to be jettisoned to the Muroc desert. Shop experiments soon determined that the deadly explosive culprit for the X-1D, the X-1 #3, and the X-1A was the ulmer leather gasket material used in contact with the liquid oxygen. The loss of the X-1 #3 and the X-1D led the NACA to rebuild the X-1 #2 into a new aircraft. By December 1955, the redesignated X-1E was ready. It featured a new, very thin 4-percent wing along with the existing 8-percent tail, with an efficient low-pressure turbo-pump for the engine. It also contained an ejection seat for the pilot, unlike the original X-1. On October 8, 1957, the aircraft with NACA pilot Joseph A. Walker achieved a speed of Mach 2.24 (1,478 mph). During its second flight career, the new X-1E allowed NACA to gather significant data on high Mach flight and stability questions and to demonstrate improved engine and production technology for incorporation into new USAF aircraft. The X-1E was also used to obtain in-flight data on the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, wereonly 3 - 3/8-in. thick at the thickest point and had 343 gauges installed in them for measurement of structural loads and aerodynamic heating. Like the original X-1 it was air launched. This movie clip running about 10 seconds shows a drop from the B-50 mothership, accelerating away under rocket power and at speed making a high altitude contrail.

77 FR 41198 - Endangered Species; Marine Mammals; Receipt of Applications for Permit

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-12

... male and a female mountain tapir (Tapirus pinchaque), which were captive bred at the applicant's... of the species through captive breeding and conservation education. Applicant: Denver Zoological... the survival of the species through captive breeding and conservation education. Applicant: Denver...

Captivity Reduces Hippocampal Volume but not Survival of New Cells in a Food-Storing Bird

PubMed Central

Rabinowitz, Jeremy S.; Ali Imtiaz, Mubdiul; DeVoogd, Timothy J.

2010-01-01

In many naturalistic studies of the hippocampus wild animals are held in captivity. To see if captivity itself affects hippocampal structure, adult black-capped chickadees (Poecile atricapilla) were caught in the fall, injected with bromodeoxyuridine to mark neurogenesis and alternately released back to the wild or held in captivity for 4–6 weeks. Wild birds were recaptured and perfused simultaneously with their captive counterparts. The hippocampus of the captive birds was 23% smaller than the wild birds, with no hemispheric differences in volume within groups. There was no statistically significant difference in the size of the telencephalon between groups, or in the number and density of surviving new cells. Proximate causes of the hippocampal volume change could include stress, lack of exercise, diminished social interaction or limited caching opportunity; a hippocampal-dependent activity. The results suggest the avian hippocampus - a structure essential for rapid, complex relational and spatial learning - is both plastic and sensitive, much as is the case in mammals, including humans. PMID:19813245

Thermal biology, torpor and behaviour in sugar gliders: a laboratory-field comparison.

PubMed

Geiser, Fritz; Holloway, Joanne C; Körtner, Gerhard

2007-07-01

Most studies on animal physiology and behaviour are conducted in captivity without verification that data are representative of free-ranging animals. We provide the first quantitative comparison of daily torpor, thermal biology and activity patterns, conducted on two groups of sugar gliders (Petaurus breviceps, Marsupialia) exposed to similar thermal conditions, one in captivity and the other in the field. Our study shows that activity in captive gliders in an outdoor aviary is restricted to the night and largely unaffected by weather, whereas free-ranging gliders omit foraging on cold/wet nights and may also forage in the afternoon. Torpor occurrence in gliders was significantly lower in captivity (8.4% after food deprivation; 1.1% for all observations) than in the field (25.9%), mean torpor bout duration was shorter in captivity (6.9 h) than in the field (13.1 h), and mean body temperatures during torpor were higher in captivity (25.3 degrees C) than in the field (19.6 degrees C). Moreover, normothermic body temperature as a function of air temperature differed between captive and free-ranging gliders, with a >3 degrees C difference at low air temperatures. Our comparison shows that activity patterns, thermal physiology, use of torpor and patterns of torpor may differ substantially between the laboratory and field, and provides further evidence that functional and behavioural data on captive individuals may not necessarily be representative of those living in the wild.

77 FR 9628 - Taking and Importing Marine Mammals: Taking Marine Mammals Incidental to Navy's Mission...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-17

..., and post-test monitoring for both sonar events. No stranded or injured marine mammals or sea turtles.... The monitoring included two re-test flights; two flights during the test; and one post-test flight... two pre-test flights; one flight during the test; and one post-test flight. Focal follow behavioral...

Overview of Experimental Capabilities - Supersonics

NASA Technical Reports Server (NTRS)

Banks, Daniel W.

2007-01-01

This viewgraph presentation gives an overview of experimental capabilities applicable to the area of supersonic research. The contents include: 1) EC Objectives; 2) SUP.11: Elements; 3) NRA; 4) Advanced Flight Simulator Flexible Aircraft Simulation Studies; 5) Advanced Flight Simulator Flying Qualities Guideline Development for Flexible Supersonic Transport Aircraft; 6) Advanced Flight Simulator Rigid/Flex Flight Control; 7) Advanced Flight Simulator Rapid Sim Model Exchange; 8) Flight Test Capabilities Advanced In-Flight Infrared (IR) Thermography; 9) Flight Test Capabilities In-Flight Schlieren; 10) Flight Test Capabilities CLIP Flow Calibration; 11) Flight Test Capabilities PFTF Flowfield Survey; 12) Ground Test Capabilities Laser-Induced Thermal Acoustics (LITA); 13) Ground Test Capabilities Doppler Global Velocimetry (DGV); 14) Ground Test Capabilities Doppler Global Velocimetry (DGV); and 15) Ground Test Capabilities EDL Optical Measurement Capability (PIV) for Rigid/Flexible Decelerator Models.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

A close-up of an experimental drag chute deploying in a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

An aerial view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight, Close-up View

NASA Technical Reports Server (NTRS)

1980-01-01

A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA's B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

NASA's B-52 research aircraft deploys an experimental drag chute just after landing the runway at the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

An experimental drag chute deploys amidst a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

B-52 Testing Developmental Space Shuttle Drag Chute

NASA Technical Reports Server (NTRS)

1990-01-01

A rear view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In addition, the B-52 served as the air launch platform for the first six Pegasus space boosters. During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station. Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds. Project manager for the aircraft is Roy Bryant.

The Significant Incidents and Close Calls in Human Space Flight Chart: Lessons Learned Gone Viral

NASA Technical Reports Server (NTRS)

Wood, Bill; Pate, Dennis; Thelen, David

2010-01-01

This presentation will explore the surprising history and events that transformed a mundane spreadsheet of historical spaceflight incidents into a popular and widely distributed visual compendium of lessons learned. The Significant Incidents and Close Calls in Human Space Flight Chart (a.k.a. The Significant Incidents Chart) is a popular and visually captivating reference product that has arisen from the work of the Johnson Space Center (JSC) Safety and Mission Assurance (S&MA) Flight Safety Office (FSO). It began as an internal tool intended to increase our team s awareness of historical and modern space flight incidents. Today, the chart is widely recognized across the agency as a reference tool. It appears in several training and education programs. It is used in familiarization training in the JSC Building 9 Mockup Facility and is seen by hundreds of center visitors each week. The chart visually summarizes injuries, fatalities, and close calls sustained during the continuing development of human space flight. The poster-sized chart displays over 100 total events that have direct connections to human space flight endeavors. The chart is updated periodically. The update process itself has become a collaborative effort. Many people, spanning multiple NASA organizations, have provided suggestions for additional entries. The FSO maintains a growing list of subscribers who have requested to receive updates. The presenters will discuss the origins and motivations behind the significant incidents chart. A review of the inclusion criteria used to select events will be offered. We will address how the chart is used today by S&MA and offer a vision of how it might be used by other organizations now and in the future. Particular emphasis will be placed on features of the chart that have met with broad acceptance and have helped spread awareness of the most important lessons in human spaceflight.

The Comparison Of In-Flight Pitot Static Calibration Method By Using Radio Altimeter As Reference with GPS and Tower Fly By Methods On CN235-100 MPA

NASA Astrophysics Data System (ADS)

Derajat; Hariowibowo, Hindawan

2018-04-01

The new proposed In-Flight Pitot Static Calibration Method has been carried out during Development and Qualification of CN235-100 MPA (Military Patrol Aircraft). This method is expected to reduce flight hours, less human resources required, no additional special equipment, simple analysis calculation and finally by using this method it is expected to automatically minimized operational cost. At The Indonesian Aerospace (IAe) Flight Test Center Division, the development and updating of new flight test technique and data analysis method as specially for flight physics test subject are still continued to be developed as long as it safety for flight and give additional value for the industrial side. More than 30 years, Flight Test Data Engineers at The Flight Test center Division work together with the Air Crew (Test Pilots, Co-Pilots, and Flight Test Engineers) to execute the flight test activity with standard procedure for both the existance or development test techniques and test data analysis. In this paper the approximation of mathematical model, data reduction and flight test technique of The In-Flight Pitot Static Calibration by using Radio Altimeter as reference will be described and the test results had been compared with another methods ie. By using Global Position System (GPS) and the traditional method (Tower Fly By Method) which were used previously during this Flight Test Program (Ref. [10]). The flight test data case are using CN235-100 MPA flight test data during development and Qualification Flight Test Program at Cazaux Airport, France, in June-November 2009 (Ref. [2]).

Effects of radio transmitters on nesting captive mallards

USGS Publications Warehouse

Houston, Robert A.; Greenwood, Raymond J.

1993-01-01

Radio packages may subtly affect bird behavior and condition, and thus could bias results from studies using this technique. To assess effects on reproduction of mallards (Anas platyrhynchos), we tested 3 types of back-mounted radio packages on captive females. Eight paired females were randomly assigned to each of 4 treatments: 4-g transmitter attached with sutures and glue, 10-g or 18-g transmitter attached with a harness, and no transmitter (control). All mallards were fed ad libitum. No differences were detected among treatments in number of clutches, clutch size, nesting interval, egg mass, or body mass; powers (range = 0.15-0.48) of tests were low. Feather wear and skin irritation around radio packages were minimal. Birds retained sutured transmitters for an average of 43.5 days (range = 3-106 days) and harness transmitters for the duration of the study (106 days). Sutures were not reliable and presently are not recommended as an attachment method. Caution is advised in applying these results to radio-equipped mallards in the wild.

Development of real-time PCR assays for the detection of Moraxella macacae associated with bloody nose syndrome in rhesus (Macaca mulatta) and cynomolgus (Macaca fascicularis) macaques

PubMed Central

Whitehouse, Chris A.; Chase, Kitty; Embers, Monica E.; Kulesh, David A.; Ladner, Jason T.; Palacios, Gustavo F.; Minogue, Timothy D.

2016-01-01

Background Moraxella macacae is a recently described bacterial pathogen that causes epistaxis or so-called bloody nose syndrome in captive macaques. The aim of this study was to develop specific molecular diagnostic assays for M. macacae and to determine their performance characteristics. Methods We developed six real-time PCR assays on the Roche LightCycler. The accuracy, precision, selectivity, and limit of detection (LOD) were determined for each assay, in addition to further validation by testing nasal swabs from macaques presenting with epistaxis at the Tulane National Primate Research Center. Results All assays exhibited 100% specificity and were highly sensitive with an LOD of 10 fg for chromosomal assays and 1 fg for the plasmid assay. Testing of nasal swabs from 10 symptomatic macaques confirmed the presence of M. macacae in these animals. Conclusions We developed several accurate, sensitive, and species-specific real-time PCR assays for the detection of M. macacae in captive macaques. PMID:26365904

Flight assessment of a large supersonic drone aircraft for research use

NASA Technical Reports Server (NTRS)

Eckstrom, C. V.; Peele, E. L.

1974-01-01

An assessment is made of the capabilities of the BQM-34E supersonic drone aircraft as a test bed research vehicle. This assessment is made based on a flight conducted for the purpose of obtaining flight test measurements of wing loads at various maneuver flight conditions. Flight plan preparation, flight simulation, and conduct of the flight test are discussed along with a presentation of the test data obtained and an evaluation of how closely the flight test followed the test plan.

Secondary skull fractures in head wounds inflicted by captive bolt guns: autopsy findings and experimental simulation.

PubMed

Perdekamp, Markus Grosse; Kneubuehl, Beat P; Ishikawa, Takaki; Nadjem, Hadi; Kromeier, Jan; Pollak, Stefan; Thierauf, Annette

2010-11-01

Apart from one article published by Rabl and Sigrist in 1992 (Rechtsmedizin 2:156-158), there are no further reports on secondary skull fractures in shots from captive bolt guns. Up to now, the pertinent literature places particular emphasis on the absence of indirect lesions away from the impact point, when dealing with the wounding capacity of slaughterer's guns. The recent observation of two suicidal head injuries accompanied by skull fractures far away from the bolt's path gave occasion to experimental studies using simulants (glycerin soap, balls from gelatin) and skull–brain models. As far as ballistic soap was concerned, the dimensions of the bolt's channel were assessed by multi-slice computed tomography before cutting the blocks open. The test shots to gelatin balls and to skull-brain models were documented by means of a high-speed motion camera. As expected, the typical temporary cavity effect of bullets fired from conventional guns could not be observed when captive bolt stunners were discharged. Nevertheless, the visualized transfer of kinetic energy justifies the assumption that the secondary fractures seen in thin parts of the skull were caused by a hydraulic burst effect.

Effect of tannic acid on iron absorption in straw-colored fruit bats (Eidolon helvum).

PubMed

Lavin, Shana R; Chen, Zhensheng; Abrams, Steven A

2010-01-01

Excessive absorption and subsequent storage of dietary iron has been found in a variety of captively held birds and mammals, including fruit bats. It is thought that feeding a diet that is low in iron can prevent the onset of this disease; however, manufacturing a diet with commonly available foodstuffs that contains a sufficiently low iron concentration is difficult. An alternative is to feed captive animals that may be susceptible to this disease potential iron chelators such as tannins that may bind to iron and block its absorption. Using stable isotope methods established in humans, we measured iron bioavailability in straw-colored fruit bats (Eidolon helvum) and tested whether tannic acid significantly reduced the extent of iron absorption. Regardless of dose, tannic acid significantly reduced iron absorption (by 40%) and in the absence of tannic acid, iron absorption was extensive in this species (up to 30%), more so than in humans. Species susceptible to iron storage disease may efficiently absorb iron in the gut regardless of iron status, and supplementing these species with tannic acid in captivity may provide an alternative or additional means of preventing the development of this disease. (c) 2009 Wiley-Liss, Inc.

Similarities between Salmonella Enteritidis isolated from humans and captive wild animals in South Africa.

PubMed

Smith, Anthony M; Ismail, Husna; Henton, Maryke M; Keddy, Karen H

2014-12-15

Salmonella is well recognized as an aetiological agent of gastrointestinal and diarrhoeal disease. Salmonella enterica serotype Enteritidis (Salmonella Enteritidis) is one of the commonest serotypes associated with foodborne illness. In South Africa, we compared Salmonella Enteritidis strains isolated from humans with gastroenteritis and strains isolated from captive wild animals, between June 2011 and July 2012. Bacteria were phenotypically characterized using standard microbiological techniques. Genotypic relatedness of isolates was investigated by pulsed-field gel electrophoresis (PFGE) analysis. a diversity of 27 PFGE patterns amongst 196 human non-invasive isolates was shown; two PFGE patterns predominated and accounted for 74% of all human isolates. Human isolates showed a 12% prevalence rate for nalidixic acid resistance. Animal isolates from 5 different sources were investigated. With the exception of an isolate from a ground hornbill, all animal isolates (jaguar, crocodile, lion and poultry) showed PFGE pattern matches to a human isolate. Animal isolates showed susceptibility to all antimicrobial agents tested, with the exception of nalidixic acid resistance in isolates from the lion and poultry source. Our data showed similarities between Salmonella Enteritidis strains isolated from humans and captive wild animals, suggesting a probable common source for strains from humans and animals.

Formation of linear dominance relationship in captive jungle crows (Corvus macrorhynchos): implications for individual recognition.

PubMed

Izawa, Ei-Ichi; Watanabe, Shigeru

2008-05-01

Jungle crows (Corvus macrorhynchos) flexibly change their social forms depending on their age, time of the day, and the season. In the daytime, paired adults behave territorially and unpaired subadults form small flocks of ten birds, whereas at night hundreds of birds roost together. In the breeding season, pairings remain in their nest all day. This fission-fusion raises questions about the underlying social structure and the cognitive capability of jungle crows. In this study, dyadic encounters were used to investigate dominance relationships (linear or non-linear) and the underlying mechanisms in captive jungle crows. Fourteen crows were tested in 455 encounters (i.e., 5 encounters per dyad), and a stable linear dominance relationship emerged. Sex and aggressiveness were determinants as individual characteristics for dominance formation. Males dominated females, and more aggressive individuals dominated less aggressive ones. Aggressive interactions in dyads occurred primarily during the first encounter and drastically declined during subsequent encounters without any signs of a confidence effect. These results suggest that, in captive jungle crow, a linear form of dominance is intrinsically determined by sex and aggressiveness and maintained extrinsically by memories of past outcomes associated with specific individuals, implying individual recognition.

The Use of Genomics in Conservation Management of the Endangered Visayan Warty Pig (Sus cebifrons).

PubMed

Nuijten, Rascha J M; Bosse, Mirte; Crooijmans, Richard P M A; Madsen, Ole; Schaftenaar, Willem; Ryder, Oliver A; Groenen, Martien A M; Megens, Hendrik-Jan

2016-01-01

The list of threatened and endangered species is growing rapidly, due to various anthropogenic causes. Many endangered species are present in captivity and actively managed in breeding programs in which often little is known about the founder individuals. Recent developments in genetic research techniques have made it possible to sequence and study whole genomes. In this study we used the critically endangered Visayan warty pig (Sus cebifrons) as a case study to test the use of genomic information as a tool in conservation management. Two captive populations of S. cebifrons exist, which originated from two different Philippine islands. We found some evidence for a recent split between the two island populations; however all individuals that were sequenced show a similar demographic history. Evidence for both past and recent inbreeding indicated that the founders were at least to some extent related. Together with this, the low level of nucleotide diversity compared to other Sus species potentially poses a threat to the viability of the captive populations. In conclusion, genomic techniques answered some important questions about this critically endangered mammal and can be a valuable toolset to inform future conservation management in other species as well.

Yeast microbiota of natural cavities of manatees (Trichechus inunguis and Trichechus manatus) in Brazil and its relevance for animal health and management in captivity.

PubMed

Sidrim, José Júlio Costa; Carvalho, Vitor Luz; Castelo-Branco, Débora de Souza Collares Maia; Brilhante, Raimunda Sâmia Nogueira; Bandeira, Tereza de Jesus Pinheiro Gomes; Cordeiro, Rossana de Aguiar; Guedes, Gláucia Morgana de Melo; Barbosa, Giovanna Riello; Lazzarini, Stella Maris; Oliveira, Daniella Carvalho Ribeiro; de Meirelles, Ana Carolina Oliveira; Attademo, Fernanda Löffler Niemeyer; Freire, Augusto Carlos da Bôaviagem; Moreira, José Luciano Bezerra; Monteiro, André Jalles; Rocha, Marcos Fábio Gadelha

2015-10-01

The aim of this study was to characterize the yeast microbiota of natural cavities of manatees kept in captivity in Brazil. Sterile swabs from the oral cavity, nostrils, genital opening, and rectum of 50 Trichechus inunguis and 26 Trichechus manatus were collected. The samples were plated on Sabouraud agar with chloramphenicol and incubated at 25 °C for 5 days. The yeasts isolated were phenotypically identified by biochemical and micromorphological tests. Overall, 141 strains were isolated, of which 112 were from T. inunguis (Candida albicans, Candida parapsilosis sensu stricto, Candida orthopsilosis, Candida metapsilosis, Candida guilliermondii, Candida pelliculosa, Candida tropicalis, Candida glabrata, Candida famata, Candida krusei, Candida norvegensis, Candida ciferri, Trichosporon sp., Rhodotorula sp., Cryptococcus laurentii) and 29 were from T. manatus (C. albicans, C. tropicalis, C. famata, C. guilliermondii, C. krusei, Rhodotorula sp., Rhodotorula mucilaginosa, Rhodotorula minuta, Trichosporon sp.). This was the first systematic study to investigate the importance of yeasts as components of the microbiota of sirenians, demonstrating the presence of potentially pathogenic species, which highlights the importance of maintaining adequate artificial conditions for the health of captive manatees.

Wide distribution and ancient evolutionary history of simian foamy viruses in New World primates.

PubMed

Ghersi, Bruno M; Jia, Hongwei; Aiewsakun, Pakorn; Katzourakis, Aris; Mendoza, Patricia; Bausch, Daniel G; Kasper, Matthew R; Montgomery, Joel M; Switzer, William M

2015-10-29

Although simian foamy viruses (SFV) are the only exogenous retroviruses to infect New World monkeys (NWMs), little is known about their evolutionary history and epidemiology. Previous reports show distinct SFVs among NWMs but were limited to small numbers of captive or wild monkeys from five (Cebus, Saimiri, Ateles, Alouatta, and Callithrix) of the 15 NWM genera. Other studies also used only PCR testing or serological assays with limited validation and may have missed infection in some species. We developed and validated new serological and PCR assays to determine the prevalence of SFV in blood specimens from a large number of captive NWMs in the US (n = 274) and in captive and wild-caught NWMs (n = 236) in Peruvian zoos, rescue centers, and illegal trade markets. Phylogenetic and co-speciation reconciliation analyses of new SFV polymerase (pol) and host mitochondrial cytochrome B sequences, were performed to infer SFV and host co-evolutionary histories. 124/274 (45.2 %) of NWMs captive in the US and 59/157 (37.5 %) of captive and wild-caught NWMs in Peru were SFV WB-positive representing 11 different genera (Alouatta, Aotus, Ateles, Cacajao, Callithrix, Cebus, Lagothrix, Leontopithecus, Pithecia, Saguinus and Saimiri). Seroprevalences were lower at rescue centers (10/53, 18.9 %) compared to zoos (46/97, 47.4 %) and illegal trade markets (3/7, 8/19, 42.9 %) in Peru. Analyses showed that the trees of NWM hosts and SFVs have remarkably similar topologies at the level of species and sub-populations suggestive of co-speciation. Phylogenetic reconciliation confirmed 12 co-speciation events (p < 0.002) which was further supported by obtaining highly similar divergence dates for SFV and host genera and correlated SFV-host branch times. However, four ancient cross-genus transmission events were also inferred for Pitheciinae to Atelidae, Cacajao to ancestral Callithrix or Cebus monkeys, between Callithrix and Cebus monkeys, and Lagothrix to Alouatta. We demonstrate a broad distribution and stable co-speciation history of SFV in NWMs at the species level. Additional studies are necessary to further explore the epidemiology and natural history of SFV infection of NWMs and to determine the zoonotic potential for persons exposed to infected monkeys in captivity and in the wild.

Methicillin-Resistant Staphylococcus aureus Prevalence among Captive Chimpanzees, Texas, USA, 20121

PubMed Central

Barnhart, Kirstin F.; Abee, Christian R.; Lambeth, Susan P.; Weese, J. Scott

2015-01-01

Methicillin-resistant Staphylococcus aureus (MRSA) infection in humans and animals is concerning. In 2012, our evaluation of a captive chimpanzee colony in Texas revealed MRSA prevalence of 69%. Animal care staff should be aware of possible zoonotic MRSA transmission resulting from high prevalence among captive chimpanzees. PMID:26583847