14 CFR 27.67 - Climb: one engine inoperative.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Climb: one engine inoperative. 27.67... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Performance § 27.67 Climb: one engine inoperative... minimum rate of descent), must be determined with— (a) Maximum weight; (b) The critical engine inoperative...

14 CFR 27.65 - Climb: all engines operating.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Climb: all engines operating. 27.65 Section... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Performance § 27.65 Climb: all engines operating. (a...) With maximum continuous power on each engine; (ii) With the landing gear retracted; and (iii) For the...

14 CFR 27.65 - Climb: all engines operating.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Climb: all engines operating. 27.65 Section... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Performance § 27.65 Climb: all engines operating. (a...) With maximum continuous power on each engine; (ii) With the landing gear retracted; and (iii) For the...

14 CFR 27.67 - Climb: one engine inoperative.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Climb: one engine inoperative. 27.67... AIRWORTHINESS STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Performance § 27.67 Climb: one engine inoperative... minimum rate of descent), must be determined with— (a) Maximum weight; (b) The critical engine inoperative...

Flight Test Techniques

DTIC Science & Technology

2009-07-01

the airspeed for best angle of climb, Vx. c. Determine mission suitability. d. Assess compliance with pertinent Military Specifications and/or...The purpose of this test is to determine the following climb performance characteristics: a. Conditions for best climb angle . b. Conditions... braking velocity. i. Effects of runway condition. j. Approach and landing speeds. k. Landing ground roll distance. l. Limit braking velocity

Tight coordination of aerial flight maneuvers and sonar call production in insectivorous bats

PubMed Central

Falk, Benjamin; Kasnadi, Joseph; Moss, Cynthia F.

2015-01-01

ABSTRACT Echolocating bats face the challenge of coordinating flight kinematics with the production of echolocation signals used to guide navigation. Previous studies of bat flight have focused on kinematics of fruit and nectar-feeding bats, often in wind tunnels with limited maneuvering, and without analysis of echolocation behavior. In this study, we engaged insectivorous big brown bats in a task requiring simultaneous turning and climbing flight, and used synchronized high-speed motion-tracking cameras and audio recordings to quantify the animals' coordination of wing kinematics and echolocation. Bats varied flight speed, turn rate, climb rate and wingbeat rate as they navigated around obstacles, and they adapted their sonar signals in patterning, duration and frequency in relation to the timing of flight maneuvers. We found that bats timed the emission of sonar calls with the upstroke phase of the wingbeat cycle in straight flight, and that this relationship changed when bats turned to navigate obstacles. We also characterized the unsteadiness of climbing and turning flight, as well as the relationship between speed and kinematic parameters. Adaptations in the bats' echolocation call frequency suggest changes in beam width and sonar field of view in relation to obstacles and flight behavior. By characterizing flight and sonar behaviors in an insectivorous bat species, we find evidence of exquisitely tight coordination of sensory and motor systems for obstacle navigation and insect capture. PMID:26582935

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

PubMed

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

2016-01-01

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

Design project: Viper

NASA Technical Reports Server (NTRS)

Haithcock, Stephen; Koncak, Kyle; Neufang, Rich; Paufler, David; Snow, Russ; Wlad, Frank

1992-01-01

The design specification of the primary flight trainer are: must conform to F.A.R. 23, including the crashworthiness standards; is limited to two to four occupants; engine must be FAA certified; must comply with FAA standards for VFR and allow for upgrade to IFR flights; must be at least utility category with good spin recovery characteristics; must have a structural lifetime of at least 10,000 flight hours; capable of either of two training missions: climb to 5,000 ft., cruise 500 Nm. plus reserve, land, or climb to 1,000 ft. and descend ten cycles for landing practice, climb to 3,000 ft., maneuver at two g's for 15 minutes, cruise 100 Nm. and land; must have a cruise speed of at least 120 knots; must take-off or land on a runway no longer than 3,000 ft; and has a cost goal of $50,000, not including avionics, for production of 1,000 airplanes over a five year period.

Tight coordination of aerial flight maneuvers and sonar call production in insectivorous bats.

PubMed

Falk, Benjamin; Kasnadi, Joseph; Moss, Cynthia F

2015-11-01

Echolocating bats face the challenge of coordinating flight kinematics with the production of echolocation signals used to guide navigation. Previous studies of bat flight have focused on kinematics of fruit and nectar-feeding bats, often in wind tunnels with limited maneuvering, and without analysis of echolocation behavior. In this study, we engaged insectivorous big brown bats in a task requiring simultaneous turning and climbing flight, and used synchronized high-speed motion-tracking cameras and audio recordings to quantify the animals' coordination of wing kinematics and echolocation. Bats varied flight speed, turn rate, climb rate and wingbeat rate as they navigated around obstacles, and they adapted their sonar signals in patterning, duration and frequency in relation to the timing of flight maneuvers. We found that bats timed the emission of sonar calls with the upstroke phase of the wingbeat cycle in straight flight, and that this relationship changed when bats turned to navigate obstacles. We also characterized the unsteadiness of climbing and turning flight, as well as the relationship between speed and kinematic parameters. Adaptations in the bats' echolocation call frequency suggest changes in beam width and sonar field of view in relation to obstacles and flight behavior. By characterizing flight and sonar behaviors in an insectivorous bat species, we find evidence of exquisitely tight coordination of sensory and motor systems for obstacle navigation and insect capture. © 2015. Published by The Company of Biologists Ltd.

14 CFR 25.115 - Takeoff flight path.

Code of Federal Regulations, 2010 CFR

2010-01-01

... each point by a gradient of climb equal to— (1) 0.8 percent for two-engine airplanes; (2) 0.9 percent... reduction in climb gradient may be applied as an equivalent reduction in acceleration along that part of the...

Megachiropteran bats profoundly unique from microchiropterans in climbing and walking locomotion: Evolutionary implications

PubMed Central

Carter, Richard T.

2017-01-01

Understandably, most locomotor analyses of bats have focused on flight mechanics and behaviors. However, we investigated nonflight locomotion in an effort to glean deeper insights into the evolutionary history of bats. We used high-speed video (300 Hz) to film and compare walking and climbing mechanics and kinematics between several species of the suborders Megachiroptera (Pteropodidae) versus Microchiroptera (Vespertilionidae and Phyllostomatidae). We found fundamentally distinctive behaviors, functional abilities, and performance outcomes between groups, but nearly homogeneous outcomes within groups. Megachiropterans exhibited climbing techniques and skills not found in microchiropterans and which aligned with other fully arboreal mammals. Megachiropterans climbed readily when placed in a head-up posture on a vertical surface, showed significantly greater ability than microchiropterans to abduct and extend the reach of their limbs, and climbed at a greater pace by using a more aggressive ipsilateral gait, at times being supported by only a single contact point. In addition, megachiropterans showed little ability to employ basic walking mechanics when placed on the ground, also a pattern observed in some highly adapted arboreal mammals. Conversely, microchiropterans resisted climbing vertical surfaces in a head-up posture, showed significantly less extension of their limbs, and employed a less-aggressive, slower contralateral gait with three points of contact. When walking, microchiropterans used the same gait they did when climbing which is representative of basic tetrapod terrestrial mechanics. Curiously, megachiropterans cycled their limbs significantly faster when climbing than when attempting to walk, whereas microchiropterans cycled their limbs at significantly faster rates when walking than when climbing. We contend that nonflight locomotion mechanics give a deep evolutionary view into the ancestral es locomotor platform on which flight was built in each of these groups. PMID:28957404

Nocturnal migratory songbirds adjust their travelling direction aloft: evidence from a radiotelemetry and radar study

PubMed Central

Sjöberg, Sissel; Nilsson, Cecilia

2015-01-01

In order to fully understand the orientation behaviour of migrating birds, it is important to understand when birds set their travel direction. Departure directions of migratory passerines leaving stopover sites are often assumed to reflect the birds' intended travel directions, but this assumption has not been critically tested. We used data from an automated radiotelemetry system and a tracking radar at Falsterbo peninsula, Sweden, to compare the initial orientation of departing songbirds (recorded by radiotelemetry) with the orientation of songbird migrants in climbing and level flight (recorded by radar). We found that the track directions of birds at high altitudes and in level flight were more concentrated than the directions of departing birds and birds in climbing flight, which indicates that the birds adjust their travelling direction once aloft. This was further supported by a wide scatter of vanishing bearings in a subsample of radio-tracked birds that later passed an offshore radio receiver station 50 km southeast of Falsterbo. Track directions seemed to be more affected by winds in climbing compared with level flights, which may be explained by birds not starting to partially compensate for wind drift until they have reached cruising altitudes. PMID:26085501

Predicting power-optimal kinematics of avian wings

PubMed Central

Parslew, Ben

2015-01-01

A theoretical model of avian flight is developed which simulates wing motion through a class of methods known as predictive simulation. This approach uses numerical optimization to predict power-optimal kinematics of avian wings in hover, cruise, climb and descent. The wing dynamics capture both aerodynamic and inertial loads. The model is used to simulate the flight of the pigeon, Columba livia, and the results are compared with previous experimental measurements. In cruise, the model unearths a vast range of kinematic modes that are capable of generating the required forces for flight. The most efficient mode uses a near-vertical stroke–plane and a flexed-wing upstroke, similar to kinematics recorded experimentally. In hover, the model predicts that the power-optimal mode uses an extended-wing upstroke, similar to hummingbirds. In flexing their wings, pigeons are predicted to consume 20% more power than if they kept their wings full extended, implying that the typical kinematics used by pigeons in hover are suboptimal. Predictions of climbing flight suggest that the most energy-efficient way to reach a given altitude is to climb as steeply as possible, subjected to the availability of power. PMID:25392398

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... the critical altitude); and (3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude). (d) After temperatures have stabilized in flight, the climb...

14 CFR 29.1045 - Climb cooling test procedures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... continuous power (or at full throttle when above the critical altitude); (2) For helicopters for which the... the critical altitude); and (3) For other rotorcraft, be at maximum continuous power (or at full throttle when above the critical altitude). (d) After temperatures have stabilized in flight, the climb...

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

NASA Technical Reports Server (NTRS)

2001-01-01

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

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

NASA Image and Video Library

2001-05-08

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

HIDEC adaptive engine control system flight evaluation results

NASA Technical Reports Server (NTRS)

Yonke, W. A.; Landy, R. J.; Stewart, J. F.

1987-01-01

An integrated flight propulsion control mode, the Adaptive Engine Control System (ADECS), has been developed and flight tested on an F-15 aircraft as part of the NASA Highly Integrated Digital Electronic Control program. The ADECS system realizes additional engine thrust by increasing the engine pressure ratio (EPR) at intermediate and afterburning power, with the amount of EPR uptrim modulated using a predictor scheme for angle-of-attack and sideslip angle. Substantial improvement in aircraft and engine performance was demonstrated, with a 16 percent rate of climb increase, a 14 percent reduction in time to climb, and a 15 percent reduction in time to accelerate. Significant EPR uptrim capability was found with angles-of-attack up to 20 degrees.

Analytical study of the cruise performance of a class of remotely piloted, microwave-powered, high-altitude airplane platforms

NASA Technical Reports Server (NTRS)

Morris, C. E. K., Jr.

1981-01-01

Each cycle of the flight profile consists of climb while the vehicle is tracked and powered by a microwave beam, followed by gliding flight back to a minimum altitude. Parameter variations were used to define the effects of changes in the characteristics of the airplane aerodynamics, the power transmission systems, the propulsion system, and winds. Results show that wind effects limit the reduction of wing loading and increase the lift coefficient, two effective ways to obtain longer range and endurance for each flight cycle. Calculated climb performance showed strong sensitivity to some power and propulsion parameters. A simplified method of computing gliding endurance was developed.

Preliminary flight results of an adaptive engine control system of an F-15 airplane

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Walsh, Kevin R.

1987-01-01

Results of the flight demonstration of the adaptive engine control system (ADECS), an integrated flight and propulsion control system, are reported. The ADECS system provides additional engine thrust by increasing engine pressure ratio (EPR) at intermediate and afterburning power, with the amount of EPR uptrim modulated in accordance with the maneuver requirements, flight conditions, and engine information. As a result of EPR uptrimming, engine thrust has increased by as much as 10.5 percent, rate of climb has increased by 10 percent, and the time to climb from 10,000 to 40,000 ft has been reduced by 12.5 percent. Increases in acceleration of 9.3 and 13 percent have been obtained at intermediate and maximum power, respectively. No engine anomalies have been detected for EPR increases up to 12 percent.

Parametric study of microwave-powered high-altitude airplane platforms designed for linear flight

NASA Technical Reports Server (NTRS)

Morris, C. E. K., Jr.

1981-01-01

The performance of a class of remotely piloted, microwave powered, high altitude airplane platforms is studied. The first part of each cycle of the flight profile consists of climb while the vehicle is tracked and powered by a microwave beam; this is followed by gliding flight back to a minimum altitude above a microwave station and initiation of another cycle. Parametric variations were used to define the effects of changes in the characteristics of the airplane aerodynamics, the energy transmission systems, the propulsion system, and winds. Results show that wind effects limit the reduction of wing loading and the increase of lift coefficient, two effective ways to obtain longer range and endurance for each flight cycle. Calculated climb performance showed strong sensitivity to some power and propulsion parameters. A simplified method of computing gliding endurance was developed.

Singular-Arc Time-Optimal Trajectory of Aircraft in Two-Dimensional Wind Field

NASA Technical Reports Server (NTRS)

Nguyen, Nhan

2006-01-01

This paper presents a study of a minimum time-to-climb trajectory analysis for aircraft flying in a two-dimensional altitude dependent wind field. The time optimal control problem possesses a singular control structure when the lift coefficient is taken as a control variable. A singular arc analysis is performed to obtain an optimal control solution on the singular arc. Using a time-scale separation with the flight path angle treated as a fast state, the dimensionality of the optimal control solution is reduced by eliminating the lift coefficient control. A further singular arc analysis is used to decompose the original optimal control solution into the flight path angle solution and a trajectory solution as a function of the airspeed and altitude. The optimal control solutions for the initial and final climb segments are computed using a shooting method with known starting values on the singular arc The numerical results of the shooting method show that the optimal flight path angle on the initial and final climb segments are constant. The analytical approach provides a rapid means for analyzing a time optimal trajectory for aircraft performance.

Comparative Flight Performance with an NACA Roots Supercharger and a Turbocentrifugal Supercharger

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Young, Alfred W

1931-01-01

This report presents the comparative flight results of a roots supercharger and a turbocentrifugal supercharger. The tests were conducted using a modified DH-4M2 airplane. The rate of climb and the high speed in level flight of the airplane were obtained for each supercharger from sea level to the ceiling. The unsupercharged performance with each supercharger mounted in place was also determined. The results of these tests show that the ceiling and rate of climb obtained were nearly the same for each supercharger, but that the high speed obtained with the turbocentrifugal was better than that obtained with the roots. The high-speed performance at 21,000 feet was 122 and 142 miles per hour for the roots and turbocentrifugal, respectively.

14 CFR 25.1583 - Operating limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... and aileron controls, as well as maneuvers that involve angles of attack near the stall, should be... and balance control and loading document that is incorporated by reference in the Airplane Flight...

Nocturnal migratory songbirds adjust their travelling direction aloft: evidence from a radiotelemetry and radar study.

PubMed

Sjöberg, Sissel; Nilsson, Cecilia

2015-06-01

In order to fully understand the orientation behaviour of migrating birds, it is important to understand when birds set their travel direction. Departure directions of migratory passerines leaving stopover sites are often assumed to reflect the birds' intended travel directions, but this assumption has not been critically tested. We used data from an automated radiotelemetry system and a tracking radar at Falsterbo peninsula, Sweden, to compare the initial orientation of departing songbirds (recorded by radiotelemetry) with the orientation of songbird migrants in climbing and level flight (recorded by radar). We found that the track directions of birds at high altitudes and in level flight were more concentrated than the directions of departing birds and birds in climbing flight, which indicates that the birds adjust their travelling direction once aloft. This was further supported by a wide scatter of vanishing bearings in a subsample of radio-tracked birds that later passed an offshore radio receiver station 50 km southeast of Falsterbo. Track directions seemed to be more affected by winds in climbing compared with level flights, which may be explained by birds not starting to partially compensate for wind drift until they have reached cruising altitudes. © 2015 The Author(s) Published by the Royal Society. All rights reserved.

Procedure for Determining Speed and Climbing Performance of Airships

NASA Technical Reports Server (NTRS)

Thompson, F L

1936-01-01

The procedure for obtaining air-speed and rate-of-climb measurements in performance tests of airships is described. Two methods of obtaining speed measurements, one by means of instruments in the airship and the other by flight over a measured ground course, are explained. Instruments, their calibrations, necessary correction factors, observations, and calculations are detailed for each method, and also for the rate-of-climb tests. A method of correction for the effect on density of moist air and a description of other methods of speed course testing are appended.

77 FR 12158 - Airworthiness Directives; Bombardier, Inc. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-29

... limited to not more than 0.78 Mach. (6) The climb ceiling obtained from the Flight Planning and Cruise... damage to airplane structure, which could adversely affect the airplane's continued safe flight and... requirements.'' Under that section, Congress charges the FAA with promoting safe flight of civil aircraft in...

Performance improvements of an F-15 airplane with an integrated engine-flight control system

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Walsh, Kevin R.

1988-01-01

An integrated flight and propulsion control system has been developed and flight demonstrated on the NASA Ames-Dryden F-15 research aircraft. The highly integrated digital control (HIDEC) system provides additional engine thrust by increasing engine pressure ratio (EPR) at intermediate and afterburning power. The amount of EPR uptrim is modulated based on airplane maneuver requirements, flight conditions, and engine information. Engine thrust was increased as much as 10.5 percent at subsonic flight conditions by uptrimming EPR. The additional thrust significantly improved aircraft performance. Rate of climb was increased 14 percent at 40,000 ft and the time to climb from 10,000 to 40,000 ft was reduced 13 percent. A 14 and 24 percent increase in acceleration was obtained at intermediate and maximum power, respectively. The HIDEC logic performed fault free. No engine anomalies were encountered for EPR increases up to 12 percent and for angles of attack and sideslip of 32 and 11 deg, respectively.

Performance improvements of an F-15 airplane with an integrated engine-flight control system

NASA Technical Reports Server (NTRS)

Myers, Lawrence P.; Walsh, Kevin R.

1988-01-01

An integrated flight and propulsion control system has been developed and flight demonstrated on the NASA Ames-Dryden F-15 research aircraft. The highly integrated digital control (HIDEC) system provides additional engine thrust by increasing engine pressure ratio (EPR) at intermediate and afterburning power. The amount of EPR uptrim is modulated based on airplane maneuver requirements, flight conditions, and engine information. Engine thrust was increased as much as 10.5 percent at subsonic flight conditions by uptrimming EPR. The additional thrust significantly improved aircraft performance. Rate of climb was increased 14 percent at 40,000 ft and the time to climb from 10,000 to 40,000 ft was reduced 13 percent. A 14 and 24 percent increase in acceleration was obtained at intermediate and maximum power, respectively. The HIDEC logic performed fault free. No engine anomalies were encountered for EPR increases up to 12 percent and for angles of attack and sideslip of 32 and 11 degrees, respectively.

Adaptive Trajectory Prediction Algorithm for Climbing Flights

NASA Technical Reports Server (NTRS)

Schultz, Charles Alexander; Thipphavong, David P.; Erzberger, Heinz

2012-01-01

Aircraft climb trajectories are difficult to predict, and large errors in these predictions reduce the potential operational benefits of some advanced features for NextGen. The algorithm described in this paper improves climb trajectory prediction accuracy by adjusting trajectory predictions based on observed track data. It utilizes rate-of-climb and airspeed measurements derived from position data to dynamically adjust the aircraft weight modeled for trajectory predictions. In simulations with weight uncertainty, the algorithm is able to adapt to within 3 percent of the actual gross weight within two minutes of the initial adaptation. The root-mean-square of altitude errors for five-minute predictions was reduced by 73 percent. Conflict detection performance also improved, with a 15 percent reduction in missed alerts and a 10 percent reduction in false alerts. In a simulation with climb speed capture intent and weight uncertainty, the algorithm improved climb trajectory prediction accuracy by up to 30 percent and conflict detection performance, reducing missed and false alerts by up to 10 percent.

Aero-Propulsive Model Design from a Commercial Aircraft in Climb and Cruise Regime using Performance Data =

NASA Astrophysics Data System (ADS)

Tudor, Magdalena

IATA has estimated, in 2012, at about 2% of global carbon dioxide emissions, the environmental impact of the air transport, as a consequence caused by the rapidly growing of global movement demand of people and goods, and which was effectively taken into account in the development of the aviation industry. The historic achievements of scientific and technical progress in the field of commercial aviation were contributed to this estimate, and even today the research continues to make progress to help to reduce the emissions of greenhouse gases. Advances in commercial aircraft, and its engine design technology had the aim to improve flight performance. These improvements have enhanced the global flight planning of these types of aircrafts. Almost all of these advances rely on generated performance data as reference sources, the most of which are classified as "confidential" by the aircraft manufacturers. There are very few aero-propulsive models conceived for the climb regime in the literature, but none of them was designed without access to an engine database, and/or to performance data in climb and in cruise regimes with direct applicability for flight optimization. In this thesis, aero-propulsive models methodologies are proposed for climb and cruise regimes, using system identification and validation methods, through which airplane performance can be computed and stored in the most compact and easily accessible format for this kind of performance data. The acquiring of performance data in this format makes it possible to optimize flight profiles, used by on-board Flight Management Systems. The aero-propulsive models developed here were investigated on two aircrafts belonging to commercial class, and both of them had offered very good accuracy. One of their advantages is that they can be adapted to any other aircraft of the same class, even if there is no access to their corresponding engine flight data. In addition, these models could save airlines a considerable amount of money, given the fact that the number of flight tests could be drastically reduced. Lastly, academia, thus the laboratory of applied research in active control, avionics and aeroservoelasticity (LARCASE) team is gaining direct access to these aircraft performance data to obtain experience in novel optimization algorithms of flight profiles.

14 CFR Appendix M to Part 25 - Fuel Tank System Flammability Reduction Means

Code of Federal Regulations, 2013 CFR

2013-01-01

..., ground testing, and flight testing, or any combination of these, that: (1) Validate the parameters used... either ground or takeoff/climb phases of flight during warm days. The analysis must consider the following conditions. (1) The analysis must use the subset of those flights that begin with a sea level...

14 CFR Appendix M to Part 25 - Fuel Tank System Flammability Reduction Means

Code of Federal Regulations, 2014 CFR

2014-01-01

..., ground testing, and flight testing, or any combination of these, that: (1) Validate the parameters used... either ground or takeoff/climb phases of flight during warm days. The analysis must consider the following conditions. (1) The analysis must use the subset of those flights that begin with a sea level...

14 CFR Appendix M to Part 25 - Fuel Tank System Flammability Reduction Means

Code of Federal Regulations, 2012 CFR

2012-01-01

..., ground testing, and flight testing, or any combination of these, that: (1) Validate the parameters used... either ground or takeoff/climb phases of flight during warm days. The analysis must consider the following conditions. (1) The analysis must use the subset of those flights that begin with a sea level...

High-Speed Wind-Tunnel Tests of a Model of the Lockheed YP-80A Airplane Including Correlation with Flight Tests and Tests of Dive-Recovery Flaps

NASA Technical Reports Server (NTRS)

Cleary, Joseph W.; Gray, Lyle J.

1947-01-01

This report contains the results of tests of a 1/3-scale model of the Lockheed YP-90A "Shooting Star" airplane and a comparison of drag, maximum lift coefficient, and elevator angle required for level flight as measured in the wind tunnel and in flight. Included in the report are the general aerodynamic characteristics of the model and of two types of dive-recovery flaps, one at several positions along the chord on the lower surface of the wing and the other on the lower surface of the fuselage. The results show good agreement between the flight and wind-tunnel measurements at all Mach numbers. The results indicate that the YP-80A is controllable in pitch by the elevators to a Mach number of at least 0.85. The fuselage dive-recovery flaps are effective for producing a climbing moment and increasing the drag at Mach numbers up to at least 0.8. The wing dive-recovery flaps are most effective for producing a climbing moment at 0.75 Mach number. At 0.85 Mach number, their effectiveness is approximately 50 percent of the maximum. The optimum position for the wing dive-recovery flaps to produce a climbing moment is at approximately 35 percent of the chord.

OPTIMAL AIRCRAFT TRAJECTORIES FOR SPECIFIED RANGE

NASA Technical Reports Server (NTRS)

Lee, H.

1994-01-01

For an aircraft operating over a fixed range, the operating costs are basically a sum of fuel cost and time cost. While minimum fuel and minimum time trajectories are relatively easy to calculate, the determination of a minimum cost trajectory can be a complex undertaking. This computer program was developed to optimize trajectories with respect to a cost function based on a weighted sum of fuel cost and time cost. As a research tool, the program could be used to study various characteristics of optimum trajectories and their comparison to standard trajectories. It might also be used to generate a model for the development of an airborne trajectory optimization system. The program could be incorporated into an airline flight planning system, with optimum flight plans determined at takeoff time for the prevailing flight conditions. The use of trajectory optimization could significantly reduce the cost for a given aircraft mission. The algorithm incorporated in the program assumes that a trajectory consists of climb, cruise, and descent segments. The optimization of each segment is not done independently, as in classical procedures, but is performed in a manner which accounts for interaction between the segments. This is accomplished by the application of optimal control theory. The climb and descent profiles are generated by integrating a set of kinematic and dynamic equations, where the total energy of the aircraft is the independent variable. At each energy level of the climb and descent profiles, the air speed and power setting necessary for an optimal trajectory are determined. The variational Hamiltonian of the problem consists of the rate of change of cost with respect to total energy and a term dependent on the adjoint variable, which is identical to the optimum cruise cost at a specified altitude. This variable uniquely specifies the optimal cruise energy, cruise altitude, cruise Mach number, and, indirectly, the climb and descent profiles. If the optimum cruise cost is specified, an optimum trajectory can easily be generated; however, the range obtained for a particular optimum cruise cost is not known a priori. For short range flights, the program iteratively varies the optimum cruise cost until the computed range converges to the specified range. For long-range flights, iteration is unnecessary since the specified range can be divided into a cruise segment distance and full climb and descent distances. The user must supply the program with engine fuel flow rate coefficients and an aircraft aerodynamic model. The program currently includes coefficients for the Pratt-Whitney JT8D-7 engine and an aerodynamic model for the Boeing 727. Input to the program consists of the flight range to be covered and the prevailing flight conditions including pressure, temperature, and wind profiles. Information output by the program includes: optimum cruise tables at selected weights, optimal cruise quantities as a function of cruise weight and cruise distance, climb and descent profiles, and a summary of the complete synthesized optimal trajectory. This program is written in FORTRAN IV for batch execution and has been implemented on a CDC 6000 series computer with a central memory requirement of approximately 100K (octal) of 60 bit words. This aircraft trajectory optimization program was developed in 1979.

TRISTAR 1: Evaluation methods for testing head-up display (HUD) flight symbology

NASA Technical Reports Server (NTRS)

Newman, R. L.; Haworth, L. A.; Kessler, G. K.; Eksuzian, D. J.; Ercoline, W. R.; Evans, R. H.; Hughes, T. C.; Weinstein, L. F.

1995-01-01

The first in a series of piloted head-up display (HUD) flight symbology studies (TRISTAR) measuring pilot task performance was conducted at the NASA Ames Research Center by the Tri-Service Flight Symbology Working Group (FSWG). Sponsored by the U.S. Army Aeroflightdynamics Directorate, this study served as a focal point for the FSWG to examine HUD test methodology and flight symbology presentations. HUD climb-dive marker dynamics and climb-dive ladder presentations were examined as pilots performed air-to-air (A/A), air-to-ground (A/G), instrument landing system (ILS), and unusual attitude (UA) recover tasks. Symbolic presentations resembled pitch ladder variations used by the U.S. Air Force (USAF), U.S. Navy (USN), and Royal Air Force (RAF). The study was initiated by the FSWG to address HUD flight symbology deficiencies, standardization, issue identification, and test methodologies. It provided the mechanism by which the USAF, USN, RAF, and USA could integrate organizational ideas and reduce differences for comparisons. Specifically it examined flight symbology issues collectively identified by each organization and the use of objective and subjective text methodology and flight tasking proposed by the FSWG.

Valgus-varus motion of the knee in normal level walking and stair climbing.

PubMed

Yu, B; Stuart, M J; Kienbacher, T; Growney, E S; An, K-N

1997-07-01

OBJECTIVE: The knee valgus-varus moment and the knee angles were compared between normal level walking and stair climbing. DESIGN: Ten healthy subjects were tested for ascent, descent, and level walking. BACKGROUND: An understanding of the normal valgus-varus motion of the knee during stair climbing is needed to apply biomechanical analysis of stair climbing as a evaluation tool for knee osteoarthritis patients. METHODS: A motion analysis system, three force plates, and a flight of stairs were used to collect kinematic and kinetic data. The knee angles and moments were calculated from the collected kinematic and kinetic data. RESULTS: The knee varus angle for the maximum knee valgus moments in stair climbing was significantly greater than that in level walking. The knee valgus moment was significantly correlated to ground reaction forces and knee valgus-varus angle during stair climbing and level walking. CONCLUSIONS: There is a coupling between the knee valgus-varus motion and flexion-extension motion. Ground reaction forces are the major contributors to the within-subject variation in the knee valgus-varus moment during stair climbing and level walking. The knee valgus-varus angle is a major contributor to the between-subject variation in the knee valgus moment during stair climbing and level walking.

76 FR 61633 - Airworthiness Directives; Bombardier, Inc. Model CL-600-2C10 (Regional Jet Series 700, 701, & 702...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-05

.... (6) The climb ceiling obtained from the Flight Planning and Cruise Control Manual (FPCCM) must be... from the Flight Planning and Cruise Control Manual (FPCCM) must be reduced by 1,000 ft/door.'' Note 4... the landing phase of flight. The door damaged the trailing edge flap and punctured the rear fuselage...

14 CFR 25.1583 - Operating limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...

14 CFR 25.1583 - Operating limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...

14 CFR 25.1583 - Operating limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...

14 CFR 25.1583 - Operating limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... any regime of flight (climb, cruise, or descent) unless a higher speed is authorized for flight test... applicable to the particular design, explaining that: (i) Full application of pitch, roll, or yaw controls should be confined to speeds below the maneuvering speed; and (ii) Rapid and large alternating control...

Flight evaluation of an advanced technology light twin-engine airplane (ATLIT)

NASA Technical Reports Server (NTRS)

Holmes, B. J.

1977-01-01

Project organization and execution, airplane description and performance predictions, and the results of the flight evaluation of an advanced technology light twin engine airplane (ATLIT) are presented. The ATLIT is a Piper PA-34-200 Seneca I modified by the installation of new wings incorporating the GA(W)-1 (Whitcomb) airfoil, reduced wing area, roll control spoilers, and full span Fowler flaps. The conclusions for the ATLIT evaluation are based on complete stall and roll flight test results and partial performance test results. The Stalling and rolling characteristics met design expectations. Climb performance was penalized by extensive flow separation in the region of the wing body juncture. Cruise performance was found to be penalized by a large value of zero lift drag. Calculations showed that, with proper attention to construction details, the improvements in span efficiency and zero lift drag would permit the realization of the predicted increases in cruising and maximum rate of climb performance.

Single pilot scanning behavior in simulated instrument flight

NASA Technical Reports Server (NTRS)

Pennington, J. E.

1979-01-01

A simulation of tasks associated with single pilot general aviation flight under instrument flight rules was conducted as a baseline for future research studies on advanced flight controls and avionics. The tasks, ranging from simple climbs and turns to an instrument landing systems approach, were flown on a fixed base simulator. During the simulation the control inputs, state variables, and the pilots visual scan pattern including point of regard were measured and recorded.

NSEG: A segmented mission analysis program for low and high speed aircraft. Volume 3: Demonstration problems

NASA Technical Reports Server (NTRS)

Hague, D. S.; Rozendaal, H. L.

1977-01-01

Program NSEG is a rapid mission analysis code based on the use of approximate flight path equations of motion. Equation form varies with the segment type, for example, accelerations, climbs, cruises, descents, and decelerations. Realistic and detailed vehicle characteristics are specified in tabular form. In addition to its mission performance calculation capabilities, the code also contains extensive flight envelope performance mapping capabilities. For example, rate-of-climb, turn rates, and energy maneuverability parameter values may be mapped in the Mach-altitude plane. Approximate take off and landing analyses are also performed. At high speeds, centrifugal lift effects are accounted for. Extensive turbojet and ramjet engine scaling procedures are incorporated in the code.

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Image and Video Library

2001-07-10

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

NASA's B-52 takes the X-38 aloft for the seventh free flight of the program, July 10, 2001

NASA Technical Reports Server (NTRS)

2001-01-01

The X-38, mounted beneath the right wing of NASA's B-52, climbed from the runway at Edwards Air Force Base for the seventh free flight test of the X-38, July 10, 2001. The X-38 was released at 37,500 feet and completed a thirteen minute glide flight to a landing on Rogers Dry Lake.

Space Shuttle Project

NASA Image and Video Library

1992-09-12

A smooth countdown culminated in a picture-perfect launch as the Space Shuttle Endeavour (STS-47) climbed skyward atop a ladder of billowing smoke. Primary payload for the plarned seven-day flight was Spacelab-J science laboratory. The second flight of Endeavour marks a number of historic firsts: the first space flight of an African-American woman, the first Japanese citizen to fly on a Space Shuttle, and the first married couple to fly in space.

The SKY SHARK: an RPV Designed to Investigate the Pressure Distribution on a Lifting Surface

NASA Technical Reports Server (NTRS)

Ziemba, Rob; Schudt, Joe; Comly, Karen; Vanthournut, Mike; Trybus, Jerome C.; Branch, Greg; Hassan, Maggie; Noll, Steve; Julian, Steve; Carey, Dave

1989-01-01

The objective was to design a remotely piloted vehicle which is capable of gathering in-flight pressure distribution data on a lifting test specimen, and then test the design by constructing a subscale demonstrator, to prove the flight worthiness of the concept. The technology demonstrator was scheduled for takeoff at approximately, 7:20 AM on Thursday April 27th. There was a light wind from the southeast. The plane was hand-launched and made an initial dip, most likely due to the poor trim conditions at launch. It then began to climb and bank into a left turn. The aircraft climbed to an altitude of approximately 150 ft and circled. The plane flew for several minutes and at times appeared to bump around, which was due to thermal activity disrupting the flight of the aircraft. The aircraft was brought slowly down in a power-off condition and glided in for a belly landing and landed without incident. Results of the flight test proved the general capability of the design to maintain flight stability throughout the take off, cruise, turning, and landing flight regimes. We were not able to demonstrate stability with the test specimen in place as the control surfaces designed to counteract the instabilities induced in the static system, winglets and ailerons, were not included.

Flight Planning

NASA Technical Reports Server (NTRS)

1991-01-01

Seagull Technology, Inc., Sunnyvale, CA, produced a computer program under a Langley Research Center Small Business Innovation Research (SBIR) grant called STAFPLAN (Seagull Technology Advanced Flight Plan) that plans optimal trajectory routes for small to medium sized airlines to minimize direct operating costs while complying with various airline operating constraints. STAFPLAN incorporates four input databases, weather, route data, aircraft performance, and flight-specific information (times, payload, crew, fuel cost) to provide the correct amount of fuel optimal cruise altitude, climb and descent points, optimal cruise speed, and flight path.

A flight investigation of blade-section aerodynamics for a helicopter main rotor having 10-64C airfoil sections

NASA Technical Reports Server (NTRS)

Morris, C. E. K., Jr.

1981-01-01

Pressure data at 90 percent blade radius were obtained for a helicopter main rotor with 10-64C blade sections during flight. Concurrent measurements ere made of vehicle flight state, performance and some rotor loads. The test envelope included hover, level flight from about 65 to 162 knots, climb and descent, and collective fixed maneuvers. Good agreement is shown between some sets of airfoil pressure distributions obtained in flight and those from two-dimensional wind-tunnel tests or theoretical calculations.

Heart valve surgery - discharge

MedlinePlus

... weeks, or when you can easily climb 2 flights of stairs or walk a half-mile (800 ... vomiting or diarrhea You become pregnant or are planning to become pregnant Alternative Names Aortic valve replacement - ...

Takeoff certification considerations for large subsonic and supersonic transport airplanes using the Ames flight simulator for advanced aircraft

NASA Technical Reports Server (NTRS)

Snyder, C. T.; Drinkwater, F. J., III; Fry, E. B.; Forrest, R. D.

1973-01-01

Data for use in development of takeoff airworthiness standards for new aircraft designs such as the supersonic transport (SST) and the large wide-body subsonic jet transport are provided. An advanced motion simulator was used to compare the performance and handling characteristics of three representative large jet transports during specific flight certification tasks. Existing regulatory constraints and methods for determining rotation speed were reviewed, and the effects on takeoff performance of variations in rotation speed, pitch attitude, and pitch attitude rate during the rotation maneuver were analyzed. A limited quantity of refused takeoff information was obtained. The aerodynamics, wing loading, and thrust-to-weight ratio of the subject SST resulted in takeoff speeds limited by climb (rather than lift-off) considerations. Take-off speeds based on U.S. subsonic transport requirements were found unacceptable because of the criticality of rotation-abuse effects on one-engine-inoperative climb performance. Adequate safety margin was provided by takeoff speeds based on proposed Anglo-French supersonic transport (TSS) criteria, with the limiting criterion being that takeoff safety speed be at least 1.15 times the one-engine-inoperative zero-rate-of-climb speed. Various observations related to SST certification are presented.

14 CFR 121.703 - Service difficulty reports.

Code of Federal Regulations, 2013 CFR

2013-01-01

... system or ability of the system to control overspeed during flight; (11) A fuel or fuel-dumping system..., takeoff, climb, cruise, desent landing, and inspection). (4) The emergency procedure effected (e.g...

14 CFR 121.703 - Service difficulty reports.

Code of Federal Regulations, 2012 CFR

2012-01-01

... system or ability of the system to control overspeed during flight; (11) A fuel or fuel-dumping system..., takeoff, climb, cruise, desent landing, and inspection). (4) The emergency procedure effected (e.g...

14 CFR 121.703 - Service difficulty reports.

Code of Federal Regulations, 2011 CFR

2011-01-01

... system or ability of the system to control overspeed during flight; (11) A fuel or fuel-dumping system..., takeoff, climb, cruise, desent landing, and inspection). (4) The emergency procedure effected (e.g...

14 CFR 121.703 - Service difficulty reports.

Code of Federal Regulations, 2014 CFR

2014-01-01

... system or ability of the system to control overspeed during flight; (11) A fuel or fuel-dumping system..., takeoff, climb, cruise, desent landing, and inspection). (4) The emergency procedure effected (e.g...

Optimizing Aircraft Trajectories with Multiple Cruise Altitudes in the Presence of Winds

NASA Technical Reports Server (NTRS)

Ng, Hok K.; Sridhar, Banavar; Grabbe, Shon

2014-01-01

This study develops a trajectory optimization algorithm for approximately minimizing aircraft travel time and fuel burn by combining a method for computing minimum-time routes in winds on multiple horizontal planes, and an aircraft fuel burn model for generating fuel-optimal vertical profiles. It is applied to assess the potential benefits of flying user-preferred routes for commercial cargo flights operating between Anchorage, Alaska and major airports in Asia and the contiguous United States. Flying wind optimal trajectories with a fuel-optimal vertical profile reduces average fuel burn of international flights cruising at a single altitude by 1-3 percent. The potential fuel savings of performing en-route step climbs are not significant for many shorter domestic cargo flights that have only one step climb. Wind-optimal trajectories reduce fuel burn and travel time relative to the flight plan route by up to 3 percent for the domestic cargo flights. However, for trans-oceanic traffic, the fuel burn savings could be as much as 10 percent. The actual savings in operations will vary from the simulation results due to differences in the aircraft models and user defined cost indices. In general, the savings are proportional to trip length, and depend on the en-route wind conditions and aircraft types.

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Image and Video Library

1995-09-11

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The flight was part of the NASA ERAST (Environmental Research Aircraft and Sensor Technology) program. The Pathfinder was designed and built by AeroVironment Inc., Monrovia, California. Solar arrays cover nearly all of the upper wing surface and produce electricity to power the aircraft's six motors.

Changes in Naval Aviation Basic Instrument Flight Training: An Analysis.

DTIC Science & Technology

1985-12-01

position to the desired attitude in relation to the horizon [Refs. 4,5: pp.2,16-3]. C. BASIC INSTRUMENT FLIGHT TRAINING The objective of basic...were related to the treatment lecture: 1. Basic Air Work (BAW) 2. Partial Panel 3. Unusual Attitudes (full panel) 4. Initial Climb to Altitude (ICA) 5...of student aviators was compared. The modifi- cations consisted of a lecture concentrating on the fundamentals of attitude instrument flight. One group

Space Shuttle Project

NASA Image and Video Library

1992-09-12

A smooth countdown culminated in a picture-perfect launch as the Space Shuttle Orbiter Endeavour (STS-47) climbed skyward atop a ladder of billowing smoke on September 12, 1992. The primary payload for the plarned seven-day flight was the Spacelab-J science laboratory. The second flight of Endeavour marks a number of historic firsts: the first space flight of an African-American woman, the first Japanese citizen to fly on a Space Shuttle, and the first married couple to fly in space.

Flight-determined engine exhaust characteristics of an F404 engine in an F-18 airplane

NASA Technical Reports Server (NTRS)

Ennix, Kimberly A.; Burcham, Frank W., Jr.; Webb, Lannie D.

1993-01-01

The exhaust characteristics of the F-18 aircraft with an F404 engine are examined with reference to the results of an acoustic flight testing program. The discussion covers an overview of the flight test planning, instrumentation, test procedures, data analysis, engine modeling codes, and results. In addition, the paper presents the exhaust velocity and Mach number data for the climb-to-cruise, Aircraft Noise Prediction Program validation, and ground tests.

14 CFR 121.420 - Flight navigators: Initial and transition ground training.

Code of Federal Regulations, 2013 CFR

2013-01-01

... limitations and methods of compensation. (6) Cruise control charts and data, including fuel consumption rates... type airplane: (1) Limitations on climb, cruise, and descent speeds. (2) Each item of navigational...

14 CFR 121.420 - Flight navigators: Initial and transition ground training.

Code of Federal Regulations, 2012 CFR

2012-01-01

... limitations and methods of compensation. (6) Cruise control charts and data, including fuel consumption rates... type airplane: (1) Limitations on climb, cruise, and descent speeds. (2) Each item of navigational...

Icing Frequencies Experienced During Climb and Descent by Fighter-Interceptor Aircraft

NASA Technical Reports Server (NTRS)

Perkins, Porter J.

1958-01-01

Data and analyses are presented on the relative frequencies of occurrence and severity of icing cloud layers encountered by jet aircraft in the climb and descent phases of flights to high altitudes. Fighter-interceptor aircraft operated by the Air Defense Command (USAF) at bases in the Duluth and Seattle areas collected the data with icing meters installed for a l-year period. The project was part of an extensive program conducted by the NACA to collect Icing cloud data for evaluating the icing problem relevant to routine operations. The average frequency of occurrence of icing was found to be about 5 percent of the number of climbs and descents during 1 year of operations The icing encounters were predominantly in the low and middle cloud layers, decreasing above 15,000 feet to practically none above 25,000 feet. The greatest thickness of ice that would accumulate on any aircraft component (as indicated by the accretion on a small object) was measured with the icing meters. The ice thicknesses on a small sensing probe averaged less than 1/32 inch and did not exceed 1/2 inch. Such accumulations are relatively small when compared with those that can form during horizontal flight in icing clouds. The light accretions resulted from relatively steep angles of flight through generally thin cloud layers. Because of the limited statistical reliability of the results, an analysis was made using previous statistics on icing clouds below an altitude of 20,000 feet to determine the general icing severity probabilities. The calculations were made using adiabatic lifting as a basis to establish the liquid-water content. Probabilities of over-all ice accretions on a small object as a function of airspeed and rate of climb were computed from the derived water contents. These results were then combined with the probability of occurrence of icing in order to give the icing severity that can be expected for routine aircraft operations.

Charts Showing Relations Among Primary Aerodynamic Variables for Helicopter-performance Estimation

NASA Technical Reports Server (NTRS)

Talkin, Herbert W

1947-01-01

In order to facilitate solutions of the general problem of helicopter selection, the aerodynamic performance of rotors is presented in the form of charts showing relations between primary design and performance variables. By the use of conventional helicopter theory, certain variables are plotted and other variables are considered fixed. Charts constructed in such a manner show typical results, trends, and limits of helicopter performance. Performance conditions considered include hovering, horizontal flight, climb, and ceiling. Special problems discussed include vertical climb and the use of rotor-speed-reduction gears for hovering.

Generation of optimum vertical profiles for an advanced flight management system

NASA Technical Reports Server (NTRS)

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

1981-01-01

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

STS-92 - Discovery Fly-away - return to Florida

NASA Image and Video Library

2000-11-02

One of NASA’s two modified Boeing 747 Shuttle Carrier Aircraft with the Space Shuttle orbiter Discovery on its back climbs out after takeoff from Edwards Air Force Base, California. The Discovery was ferried from NASA’s Dryden Flight Research Center at Edwards to NASA’s Kennedy Space Center in Florida on November 2, 2000, after extensive post-landing servicing and ferry flight preparations.

Aircraft symmetric flight optimization. [gradient techniques for supersonic aircraft control

NASA Technical Reports Server (NTRS)

Falco, M.; Kelley, H. J.

1973-01-01

Review of the development of gradient techniques and their application to aircraft optimal performance computations in the vertical plane of flight. Results obtained using the method of gradients are presented for attitude- and throttle-control programs which extremize the fuel, range, and time performance indices subject to various trajectory and control constraints, including boundedness of engine throttle control. A penalty function treatment of state inequality constraints which generally appear in aircraft performance problems is outlined. Numerical results for maximum-range, minimum-fuel, and minimum-time climb paths for a hypothetical supersonic turbojet interceptor are presented and discussed. In addition, minimum-fuel climb paths subject to various levels of ground overpressure intensity constraint are indicated for a representative supersonic transport. A variant of the Gel'fand-Tsetlin 'method of ravines' is reviewed, and two possibilities for further development of continuous gradient processes are cited - namely, a projection version of conjugate gradients and a curvilinear search.

KSC-07pd0916

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- After returning from a test flight, pilot Rick Svetkoff climbs out of the cockpit of the Starfighter F-104. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

STS-79 Pilot Terrence Wilcutt in White Room

NASA Technical Reports Server (NTRS)

1996-01-01

STS-79 Pilot Terrence W. Wilcutt chats with white room closeout crew lead Rick Welty before climbing into the flight deck of the Space Shuttle Atlantis at Launch Pad 39A; at right is closeout crew member Jim Davis.

Preliminary Flight Tests of the N.A.C.A. Roots Type Aircraft Engine Supercharger

NASA Technical Reports Server (NTRS)

Gardiner, Arthur W; Reid, Elliott G

1928-01-01

An investigation of the suitability of the N.A.C.A. Roots type aircraft engine supercharger to flight-operating conditions, as determined the effects of the use of the supercharger upon engine operation and airplane performance, is described in this report. Attention was concentrated on the operation of the engine-supercharger unit and on the improvement of climbing ability; some information concerning high speeds at altitude was obtained. The supercharger was found to be satisfactory under flight-operating conditions. Although two failures occurred during the tests, the causes of both were minor and have been eliminated. Careful examination of the engines revealed no detrimental effects which could be attributed to supercharging. Marked improvements in climbing ability and high speeds at altitude were effected. It was also found that the load which could be carried to a given moderate or high altitude in a fixed time was considerably augmented. A slight sacrifice of low-altitude performance was necessitated, however, by the use of a fixed-pitch propeller. From a consideration of the very satisfactory flight performance of the Roots supercharger and of its inherent advantages, it is concluded that this type is particularly attractive for use in certain classes of commercial airplanes and in a number of military types.

14 CFR 91.611 - Authorization for ferry flight with one engine inoperative.

Code of Federal Regulations, 2010 CFR

2010-01-01

... chapter but with— (i) The actual steady gradient of the final takeoff climb requirement not less than 1.2... less than the two-engine inoperative trim speed for the actual steady gradient of the final takeoff...

STS-79 Commander William Readdy in White Room

NASA Technical Reports Server (NTRS)

1996-01-01

STS-79 Commander William F. Readdy gets ready to climb into the flight deck of the Space Shuttle Atlantis at Launch Pad 39A. Assisting him are white room closeout crew members Travis Thompson (from left), Jean Alexander and Jim Davis.

Experimental Studies in Helicopter Vertical Climb Performance

NASA Technical Reports Server (NTRS)

McKillip, Robert M., Jr.

1996-01-01

Data and analysis from an experimental program to measure vertical climb performance on an eight-foot model rotor are presented. The rotor testing was performed using a unique moving-model facility capable of accurately simulating the flow conditions during axial flight, and was conducted from July 9, 1992 to July 16, 1992 at the Dynamic Model Track, or 'Long Track,' just prior to its demolition in August of 1992. Data collected during this brief test program included force and moment time histories from a sting-mounted strain gauge balance, support carriage velocity, and rotor rpm pulses. In addition, limited video footage (of marginal use) was recorded from smoke flow studies for both simulated vertical climb and descent trajectories. Analytical comparisons with these data include a series of progressively more detailed calculations ranging from simple momentum theory, a prescribed wake method, and a free-wake prediction.

The Doghouse Plot: History, Construction Techniques, and Application

NASA Astrophysics Data System (ADS)

Wilson, John Robert

The Doghouse Plot visually represents an aircraft's performance during combined turn-climb maneuvers. The Doghouse Plot completely describes the turn-climb capability of an aircraft; a single plot demonstrates the relationship between climb performance, turn rate, turn radius, stall margin, and bank angle. Using NASA legacy codes, Empirical Drag Estimation Technique (EDET) and Numerical Propulsion System Simulation (NPSS), it is possible to reverse engineer sufficient basis data for commercial and military aircraft to construct Doghouse Plots. Engineers and operators can then use these to assess their aircraft's full performance envelope. The insight gained from these plots can broaden the understanding of an aircraft's performance and, in turn, broaden the operational scope of some aircraft that would otherwise be limited by the simplifications found in their Airplane Flight Manuals (AFM). More importantly, these plots can build on the current standards of obstacle avoidance and expose risks in operation.

F-15 HiDEC taxi on ramp at sunrise

NASA Image and Video Library

1991-09-23

NASA's highly modified F-15A (Serial #71-0287) used for digital electronic flight and engine control systems research, at sunrise on the ramp at the Dryden Flight Research Facility, Edwards, California. The F-15 was called the HIDEC (Highly Integrated Digital Electronic Control) flight facility. Research programs flown on the testbed vehicle have demonstrated improved rates of climb, fuel savings, and engine thrust by optimizing systems performance. The aircraft also tested and evaluated a computerized self-repairing flight control system for the Air Force that detects damaged or failed flight control surfaces. The system then reconfigures undamaged control surfaces so the mission can continue or the aircraft is landed safely.

KSC-07pd0905

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- On the KSC Shuttle Landing Facility, a Starfighter F-104 aircraft is being prepared for test flights. Ready to climb into the cockpit is the pilot, Rick Svetkoff. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

Video analysis of the flight of a model aircraft

NASA Astrophysics Data System (ADS)

Tarantino, Giovanni; Fazio, Claudio

2011-11-01

A video-analysis software tool has been employed in order to measure the steady-state values of the kinematics variables describing the longitudinal behaviour of a radio-controlled model aircraft during take-off, climbing and gliding. These experimental results have been compared with the theoretical steady-state configurations predicted by the phugoid model for longitudinal flight. A comparison with the parameters and performance of the full-size aircraft has also been outlined.

Comparison of stability and control parameters for a light, single-engine, high-winged aircraft using different flight test and parameter estimation techniques

NASA Technical Reports Server (NTRS)

Suit, W. T.; Cannaday, R. L.

1979-01-01

The longitudinal and lateral stability and control parameters for a high wing, general aviation, airplane are examined. Estimations using flight data obtained at various flight conditions within the normal range of the aircraft are presented. The estimations techniques, an output error technique (maximum likelihood) and an equation error technique (linear regression), are presented. The longitudinal static parameters are estimated from climbing, descending, and quasi steady state flight data. The lateral excitations involve a combination of rudder and ailerons. The sensitivity of the aircraft modes of motion to variations in the parameter estimates are discussed.

Practical Possibilities of High-Altitude Flight with Exhaust-Gas Turbines in Connection with Spark Ignition Engines Comparative Thermodynamic and Flight Mechanical Investigations

NASA Technical Reports Server (NTRS)

Weise, A.

1947-01-01

As a means of preparing for high-altitude flight with spark-ignition engines in conjunction with exhaust-gas turbosuperchargers, various methods of modifying the exhaust-gas temperatures, which are initially higher than a turbine can withstand are mathematically compared. The thermodynamic results first obtained are then examined with respect to the effect on flight speed, climbing speed, ceiling, economy, and cruising range. The results are so presented in a generalized form that they may be applied to every appropriate type of aircraft design and a comparison with the supercharged engine without exhaust-gas turbine can be made.

An avionics sensitivity study. Volume 1: Operational considerations

NASA Technical Reports Server (NTRS)

Scott, R. W.; Mcconkey, E. D.

1976-01-01

Equipment and operational concepts affecting aircraft in the terminal area are reported. Curved approach applications and modified climb and descent procedures for minimum fuel consumption are considered. The curved approach study involves the application of MLS guidance to enable execution of the current visual approach to Washington National Airport under instrument flight conditions. The operational significance and the flight path control requirements involved in the application of curved approach paths to this situation are considered. Alternative flight path control regimes are considered to achieve minimum fuel consumption subject to constraints related to air traffic control requirements, flight crew and passenger reactions, and airframe and powerplant limitations.

Engine Company Evaluation of Feasibility of Aircraft Retrofit Water-Injected Turbomachines

NASA Technical Reports Server (NTRS)

Becker, Arthur

2006-01-01

This study supports the NASA Glenn Research Center and the U.S. Air Force Research Laboratory in their efforts to evaluate the effect of water injection on aircraft engine performance and emissions. In this study, water is only injected during the takeoff and initial climb phase of a flight. There is no water injection during engine start or ground operations, nor during climb, cruise, descent, or landing. This study determined the maintenance benefit of water injection during takeoff and initial climb and evaluated the feasibility of retrofitting a current production engine, the PW4062 (Pratt & Whitney, East Hartford, CT), with a water injection system. Predicted NO(x) emissions based on a 1:1 water-tofuel ratio are likely to be reduced between 30 to 60 percent in Environmental Protection Agency parameter (EPAP). The maintenance cost benefit for an idealized combustor water injection system installed on a PW4062 engine in a Boeing 747-400ER aircraft (The Boeing Company, Chicago, IL) is computed to be $22 per engine flight hour (EFH). Adding water injection as a retrofit kit would cost up to $375,000 per engine because of the required modifications to the fuel system and addition of the water supply system. There would also be significant nonrecurring costs associated with the development and certification of the system that may drive the system price beyond affordability.

Robot-assisted practice of gait and stair climbing in nonambulatory stroke patients.

PubMed

Hesse, Stefan; Tomelleri, Christopher; Bardeleben, Anita; Werner, Cordula; Waldner, Andreas

2012-01-01

A novel gait robot enabled nonambulatory patients the repetitive practice of gait and stair climbing. Thirty nonambulatory patients with subacute stroke were allocated to two groups. During 60 min sessions every workday for 4 weeks, the experimental group received 30 min of robot training and 30 min of physiotherapy and the control group received 60 min of physiotherapy. The primary variable was gait and stair climbing ability (Functional Ambulation Categories [FAC] score 0-5); secondary variables were gait velocity, Rivermead Mobility Index (RMI), and leg strength and tone blindly assessed at onset, intervention end, and follow-up. Both groups were comparable at onset and functionally improved over time. The improvements were significantly larger in the experimental group with respect to the FAC, RMI, velocity, and leg strength during the intervention. The FAC gains (mean +/- standard deviation) were 2.4 +/- 1.2 (experimental group) and 1.2 +/- 1.5 (control group), p = 0.01. At the end of the intervention, seven experimental group patients and one control group patient had reached an FAC score of 5, indicating an ability to climb up and down one flight of stairs. At follow-up, this superior gait ability persisted. In conclusion, the therapy on the novel gait robot resulted in a superior gait and stair climbing ability in nonambulatory patients with subacute stroke; a higher training intensity was the most likely explanation. A large randomized controlled trial should follow.

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

14 CFR 91.527 - Operating in icing conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

..., windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, or flight attitude instrument system or wing, except that takeoffs may be made with frost... each rotor blade, propeller, windshield, wing, stabilizing or control surface, and each airspeed...

Effect of wing loading, aspect ratio, and span loading of flight performances

NASA Technical Reports Server (NTRS)

Gothert, B

1940-01-01

An investigation is made of the possible improvements in maximum, cruising, and climbing speeds attainable through increase in the wing loading. The decrease in wing area was considered for the two cases of constant aspect ratio and constant span loading. For a definite flight condition, an investigation is made to determine what loss in flight performance must be sustained if, for given reasons, certain wing loadings are not to be exceeded. With the aid of these general investigations, the trend with respect to wing loading is indicated and the requirements to be imposed on the landing aids are discussed

Helicopter Flight Procedures for Community Noise Reduction

NASA Technical Reports Server (NTRS)

Greenwood, Eric

2017-01-01

A computationally efficient, semiempirical noise model suitable for maneuvering flight noise prediction is used to evaluate the community noise impact of practical variations on several helicopter flight procedures typical of normal operations. Turns, "quick-stops," approaches, climbs, and combinations of these maneuvers are assessed. Relatively small variations in flight procedures are shown to cause significant changes to Sound Exposure Levels over a wide area. Guidelines are developed for helicopter pilots intended to provide effective strategies for reducing the negative effects of helicopter noise on the community. Finally, direct optimization of flight trajectories is conducted to identify low noise optimal flight procedures and quantify the magnitude of community noise reductions that can be obtained through tailored helicopter flight procedures. Physically realizable optimal turns and approaches are identified that achieve global noise reductions of as much as 10 dBA Sound Exposure Level.

Oblique wing transonic transport configuration development

NASA Technical Reports Server (NTRS)

1977-01-01

Studies of transport aircraft designed for boom-free supersonic flight show the variable sweep oblique wing to be the most efficient configuration for flight at low supersonic speeds. Use of this concept leads to a configuration that is lighter, quieter, and more fuel efficient than symmetric aircraft designed for the same mission. Aerodynamic structural, weight, aeroelastic and flight control studies show the oblique wing concept to be technically feasible. Investigations are reported for wing planform and thickness, pivot design and weight estimation, engine cycle (bypass ratio), and climb, descent and reserve fuel. Results are incorporated into a final configuration. Performance, weight, and balance characteristics are evaluated. Flight control requirements are reviewed, and areas in which further research is needed are identified.

Optimal Pitch Thrust-Vector Angle and Benefits for all Flight Regimes

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B.; Bolonkin, Alexander

2000-01-01

The NASA Dryden Flight Research Center is exploring the optimum thrust-vector angle on aircraft. Simple aerodynamic performance models for various phases of aircraft flight are developed and optimization equations and algorithms are presented in this report. Results of optimal angles of thrust vectors and associated benefits for various flight regimes of aircraft (takeoff, climb, cruise, descent, final approach, and landing) are given. Results for a typical wide-body transport aircraft are also given. The benefits accruable for this class of aircraft are small, but the technique can be applied to other conventionally configured aircraft. The lower L/D aerodynamic characteristics of fighters generally would produce larger benefits than those produced for transport aircraft.

KSC-07pd0906

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- On the KSC Shuttle Landing Facility, pilot Rick Svetkoff (left) and co-pilot Dave Waldrop are ready to climb into the cockpit of the Starfighter F-104. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

KSC-07pd0907

NASA Image and Video Library

2007-04-17

KENNEDY SPACE CENTER, FLA. -- On the KSC Shuttle Landing Facility, pilot Rick Svetkoff (left) climbs toward the cockpit of the Starfighter F-104 while co-pilot Dave Waldrop settles in his seat. The aircraft is taking part in a series of pathfinder test missions from the space shuttle runway. Two flights will generate test data to validate sonic boom assumptions about the potential impacts of suborbital and orbital commercial spaceflight from the facility. NASA is assessing the environmental impact of such flights. Starfighters Inc. of Clearwater, Fla., will perform the flights to help in assessing suborbital space launch trajectories from the runway and paving the way for future commercial space tourism and research flights from the facility. Photo credit: NASA/Kim Shiflett

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

14 CFR 125.221 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane that has frost, ice, or snow adhering to any propeller, windshield, stabilizing or control surface; to a powerplant installation; or to an airspeed, altimeter, rate of climb, flight attitude instrument... is a check to make sure the wings and control surfaces are free of frost, ice, or snow. (2) The...

The three-dimensional flight of red-footed boobies: adaptations to foraging in a tropical environment?

PubMed Central

Weimerskirch, H.; Le Corre, M.; Ropert-Coudert, Y.; Kato, A.; Marsac, F.

2005-01-01

In seabirds a broad variety of morphologies, flight styles and feeding methods exist as an adaptation to optimal foraging in contrasted marine environments for a wide variety of prey types. Because of the low productivity of tropical waters it is expected that specific flight and foraging techniques have been selected there, but very few data are available. By using five different types of high-precision miniaturized logger (global positioning systems, accelerometers, time depth recorders, activity recorders, altimeters) we studied the way a seabird is foraging over tropical waters. Red-footed boobies are foraging in the day, never foraging at night, probably as a result of predation risks. They make extensive use of wind conditions, flying preferentially with crosswinds at median speed of 38 km h−1, reaching highest speeds with tail winds. They spent 66% of the foraging trip in flight, using a flap–glide flight, and gliding 68% of the flight. Travelling at low costs was regularly interrupted by extremely active foraging periods where birds are very frequently touching water for landing, plunge diving or surface diving (30 landings h−1). Dives were shallow (maximum 2.4 m) but frequent (4.5 dives h−1), most being plunge dives. While chasing for very mobile prey like flying fishes, boobies have adopted a very active and specific hunting behaviour, but the use of wind allows them to reduce travelling cost by their extensive use of gliding. During the foraging and travelling phases birds climb regularly to altitudes of 20–50 m to spot prey or congeners. During the final phase of the flight, they climb to high altitudes, up to 500 m, probably to avoid attacks by frigatebirds along the coasts. This study demonstrates the use by boobies of a series of very specific flight and activity patterns that have probably been selected as adaptations to the conditions of tropical waters. PMID:15875570

The three-dimensional flight of red-footed boobies: adaptations to foraging in a tropical environment?

PubMed

Weimerskirch, H; Le Corre, M; Ropert-Coudert, Y; Kato, A; Marsac, F

2005-01-07

In seabirds a broad variety of morphologies, flight styles and feeding methods exist as an adaptation to optimal foraging in contrasted marine environments for a wide variety of prey types. Because of the low productivity of tropical waters it is expected that specific flight and foraging techniques have been selected there, but very few data are available. By using five different types of high-precision miniaturized logger (global positioning systems, accelerometers, time depth recorders, activity recorders, altimeters) we studied the way a seabird is foraging over tropical waters. Red-footed boobies are foraging in the day, never foraging at night, probably as a result of predation risks. They make extensive use of wind conditions, flying preferentially with crosswinds at median speed of 38 km h(-1), reaching highest speeds with tail winds. They spent 66% of the foraging trip in flight, using a flap-glide flight, and gliding 68% of the flight. Travelling at low costs was regularly interrupted by extremely active foraging periods where birds are very frequently touching water for landing, plunge diving or surface diving (30 landings h(-1)). Dives were shallow (maximum 2.4 m) but frequent (4.5 dives h(-1)), most being plunge dives. While chasing for very mobile prey like flying fishes, boobies have adopted a very active and specific hunting behaviour, but the use of wind allows them to reduce travelling cost by their extensive use of gliding. During the foraging and travelling phases birds climb regularly to altitudes of 20-50 m to spot prey or congeners. During the final phase of the flight, they climb to high altitudes, up to 500 m, probably to avoid attacks by frigatebirds along the coasts. This study demonstrates the use by boobies of a series of very specific flight and activity patterns that have probably been selected as adaptations to the conditions of tropical waters.

Eclipse project QF-106 and C-141A climbs out under tow on first tethered flight December 20, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

TOW LAUNCH DEMONSTRATION - The Kelly Space & Technology (KST)/USAF/NASA Eclipse project's modified QF-106 climbs out under tow by a USAF C-141A on the project's first tethered flight on December 20, 1997. The successful 18-minute-long flight reached an altitude of 10,000 feet. NASA's Dryden Flight Research Center, Edwards, California, hosted the project, providing engineering and facility support as well as the project pilot. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2014 CFR

2014-01-01

...) Compliance with § 25.1041 must be shown for the takeoff, climb, en route, and landing stages of flight that... not one during which component and the engine fluid temperatures would stabilize (in which case... transition from the takeoff to the en route configuration is completed and a speed is reached at which...

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2012 CFR

2012-01-01

...) Compliance with § 25.1041 must be shown for the takeoff, climb, en route, and landing stages of flight that... not one during which component and the engine fluid temperatures would stabilize (in which case... transition from the takeoff to the en route configuration is completed and a speed is reached at which...

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2013 CFR

2013-01-01

...) Compliance with § 25.1041 must be shown for the takeoff, climb, en route, and landing stages of flight that... not one during which component and the engine fluid temperatures would stabilize (in which case... transition from the takeoff to the en route configuration is completed and a speed is reached at which...

Flight-management strategies for escape from microburst encounters. M.S. Thesis - George Washington Univ.

NASA Technical Reports Server (NTRS)

Hinton, David A.

1988-01-01

An effort is underway by NASA, FAA, and industry to reduce the threat of convective microburst wind shear phenomena to aircraft. The goal is to develop and test a candidate set of strategies for recovery from inadvertent microburst encounters during takeoff. Candidate strategies were developed and evaluated using a fast-time simulation consisting of a simple point-mass performance model of a transport-category airplane and an analytical microburst model. The results indicate that the recovery strategy characteristics that best utilize available airplane energy include an initial reduction in pitch attitude to reduce the climb rate, followed by an increase in pitch up to the stick shaker angle of attack. The stick shaker angle of attack should be reached just as the airplane is exiting the microburst. The shallowest angle of climb necessary for obstacle clearance should be used. If the altitude is higher than necessary, an intentional descent to reduce the airspeed deceleration should be used. Of the strategies tested, two flight-path-angle based strategies had the highest recovery altitudes and the least sensitivity to variations in the encounter scenarios.

An Airborne Conflict Resolution Approach Using a Genetic Algorithm

NASA Technical Reports Server (NTRS)

Mondoloni, Stephane; Conway, Sheila

2001-01-01

An airborne conflict resolution approach is presented that is capable of providing flight plans forecast to be conflict-free with both area and traffic hazards. This approach is capable of meeting constraints on the flight plan such as required times of arrival (RTA) at a fix. The conflict resolution algorithm is based upon a genetic algorithm, and can thus seek conflict-free flight plans meeting broader flight planning objectives such as minimum time, fuel or total cost. The method has been applied to conflicts occurring 6 to 25 minutes in the future in climb, cruise and descent phases of flight. The conflict resolution approach separates the detection, trajectory generation and flight rules function from the resolution algorithm. The method is capable of supporting pilot-constructed resolutions, cooperative and non-cooperative maneuvers, and also providing conflict resolution on trajectories forecast by an onboard FMC.

XB-70A during take-off

NASA Image and Video Library

1965-08-17

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

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov donned his launch and entry suit and climbed aboard the Soyuz TMA-5 spacecraft Friday, October 5, 2004 at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

NSEG, a segmented mission analysis program for low and high speed aircraft. Volume 1: Theoretical development

NASA Technical Reports Server (NTRS)

Hague, D. S.; Rozendaal, H. L.

1977-01-01

A rapid mission analysis code based on the use of approximate flight path equations of motion is presented. Equation form varies with the segment type, for example, accelerations, climbs, cruises, descents, and decelerations. Realistic and detailed characteristics were specified in tabular form. The code also contains extensive flight envelope performance mapping capabilities. Approximate take off and landing analyses were performed. At high speeds, centrifugal lift effects were accounted for. Extensive turbojet and ramjet engine scaling procedures were incorporated in the code.

Minimum Climb to Cruise Noise Trajectories Modeled for the High Speed Civil Transport

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.

1998-01-01

The proposed U.S. High Speed Civil Transport (HSCT) will revolutionize commercial air travel by providing economical supersonic passenger service to destinations worldwide. Unlike the high-bypass turbofan engines that propel today's subsonic airliners, HSCT engines will have much higher jet exhaust speeds. Jet noise, caused by the turbulent mixing of high-speed exhaust with the surrounding air, poses a significant challenge for HSCT engine designers. To resolve this challenge, engineers have designed advanced mixer rejector nozzles that reduce HSCT jet noise to airport noise certification levels by entraining and mixing large quantities of ambient air with the engines' jet streams. Although this works well during the first several minutes of flight, far away from the airport, as the HSCT gains speed and climbs, poor ejector inlet recovery and ejector ram drag contribute to poor thrust, making it advantageous to turn off the ejector. Doing so prematurely, however, can cause unacceptable noise levels to propagate to the ground, even when the aircraft is many miles from the airport. This situation lends itself ideally to optimization, where the aircraft trajectory, throttle setting, and ejector setting can be varied (subject to practical aircraft constraints) to minimize the noise propagated to the ground. A method was developed at the NASA Lewis Research Center that employs a variation of the classic energy state approximation: a trajectory analysis technique historically used to minimize climb time or fuel burned in many aircraft problems. To minimize the noise on the ground at any given throttle setting, high aircraft altitudes are desirable; but the HSCT may either climb quickly to high altitudes using a high, noisy throttle setting or climb more slowly at a lower, quieter throttle setting. An optimizer has been programmed into NASA's existing aircraft and noise analysis codes to balance these options by dynamically choosing the best altitude-velocity path and throttle setting history. The noise level standard, or metric, used in the optimizer should be one that accurately reflects the subjective annoyance levels of ground-based observers under the flight path. A variety of noise metrics are available, many of which are practical for airport-vicinity noise certification. Unlike airport noise, however, the HSCT's climb noise will be characterized by relatively low noise levels, long durations, and low-frequency spectra. The noise metrics used in these calculations are based on the recommendations of researchers at the NASA Langley Research Center, who have correlated the flyover noise annoyance levels of actual laboratory subjects with a variety of measurements. Analysis of data from this optimizer has shown that significant reductions in noise may be obtained with trajectory optimization. And since throttling operations are performed in the subsonic portion of the climb path (where thrust is plentiful), only small penalties in HSCT range or fuel performance occur.

F-15 HiDEC landing

NASA Technical Reports Server (NTRS)

1993-01-01

NASA's HIDEC (Highly Integrated Digital Electronic Control) F-15 aircraft nears the runway after a flight out of NASA's Dryden Flight Research Center, Edwards, California. The last project it was used for at Dryden was development of a computer-assisted engine control system that lets a plane land safely with only engine power if its normal control surfaces such as elevators, rudders or ailerons are disabled. The flight control system helps the pilot control the engines to turn the aircraft, climb, descend and eventually land safely by varying the speed of the engines one at a time or together. The HIDEC F-15A, built as the number eight prototype (Serial #71-0287), has now been retired.

Airport Flight Departure Delay Model on Improved BN Structure Learning

NASA Astrophysics Data System (ADS)

Cao, Weidong; Fang, Xiangnong

An high score prior genetic simulated annealing Bayesian network structure learning algorithm (HSPGSA) by combining genetic algorithm(GA) with simulated annealing algorithm(SAA) is developed. The new algorithm provides not only with strong global search capability of GA, but also with strong local hill climb search capability of SAA. The structure with the highest score is prior selected. In the mean time, structures with lower score are also could be choice. It can avoid efficiently prematurity problem by higher score individual wrong direct growing population. Algorithm is applied to flight departure delays analysis in a large hub airport. Based on the flight data a BN model is created. Experiments show that parameters learning can reflect departure delay.

Identification of stair climbing ability levels in community-dwelling older adults based on the geometric mean of stair ascent and descent speed: The GeMSS classifier.

PubMed

Mayagoitia, Ruth E; Harding, John; Kitchen, Sheila

2017-01-01

The aim was to develop a quantitative approach to identify three stair-climbing ability levels of older adults: no, somewhat and considerable difficulty. Timed-up-and-go test, six-minute-walk test, and Berg balance scale were used for statistical comparison to a new stair climbing ability classifier based on the geometric mean of stair speeds (GeMSS) in ascent and descent on a flight of eight stairs with a 28° pitch in the housing unit where the participants, 28 (16 women) urban older adults (62-94 years), lived. Ordinal logistic regression revealed the thresholds between the three ability levels for each functional test were more stringent than thresholds found in the literature to classify walking ability levels. Though a small study, the intermediate classifier shows promise of early identification of difficulties with stairs, in order to make timely preventative interventions. Further studies are necessary to obtain scaling factors for stairs with other pitches. Copyright © 2016 Elsevier Ltd. All rights reserved.

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2010 CFR

2010-01-01

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

A review of supersonic cruise flight path control experience with the YF-12 aircraft

NASA Technical Reports Server (NTRS)

Berry, D. T.; Gilyard, G. B.

1976-01-01

Flight research with the YF-12 aircraft indicates that solutions to many handling qualities problems of supersonic cruise are at hand. Airframe/propulsion system interactions in the Dutch roll mode can be alleviated by the use of passive filters or additional feedback loops in the propulsion and flight control systems. Mach and altitude excursions due to atmospheric temperature fluctuations can be minimized by the use of a cruise autothrottle. Autopilot instabilities in the altitude hold mode have been traced to angle of attack-sensitive static ports on the compensated nose boom. For the YF-12, the feedback of high-passed pitch rate to the autopilot resolves this problem. Manual flight path control is significantly improved by the use of an inertial rate of climb display in the cockpit.

Preliminary flight-test results of an advanced technology light twin-engine airplane /ATLIT/

NASA Technical Reports Server (NTRS)

Holmes, B. J.; Kohlman, D. L.; Crane, H. L.

1976-01-01

The present status and flight-test results are presented for the ATLIT airplane. The ATLIT is a Piper PA-34 Seneca I modified by the installation of new wings incorporating the GA(W)-1 (Whitcomb) airfoil, reduced wing area, roll-control spoilers, and full-span Fowler flaps. Flight-test results on stall and spoiler roll characteristics show good agreement with wind-tunnel data. Maximum power-off lift coefficients are greater than 3.0 with flaps deflected 37 deg. With flaps down, spoiler deflections can produce roll helix angles in excess of 0.11 rad. Flight testing is planned to document climb and cruise performance, and supercritical propeller performance and noise characteristics. The airplane is scheduled for testing in the NASA-Langley Research Center Full-Scale Tunnel.

Instructor and student pilots' subjective evaluation of a general aviation simulator with a terrain visual system

NASA Technical Reports Server (NTRS)

Kiteley, G. W.; Harris, R. L., Sr.

1978-01-01

Ten student pilots were given a 1 hour training session in the NASA Langley Research Center's General Aviation Simulator by a certified flight instructor and a follow-up flight evaluation was performed by the student's own flight instructor, who has also flown the simulator. The students and instructors generally felt that the simulator session had a positive effect on the students. They recommended that a simulator with a visual scene and a motion base would be useful in performing such maneuvers as: landing approaches, level flight, climbs, dives, turns, instrument work, and radio navigation, recommending that the simulator would be an efficient means of introducing the student to new maneuvers before doing them in flight. The students and instructors estimated that about 8 hours of simulator time could be profitably devoted to the private pilot training.

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, right, Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Russian Space Forces cosmonaut Yuri Shargin, center, and Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard the Soyuz TMA-5 spacecraft Friday, October 5, 2004 at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Climbing to stars

NASA Astrophysics Data System (ADS)

Maksimov, A. I.

2011-06-01

Development of cosmonautics and preparation to the first manned space flights are briefly observed. Details of the development of the first Soviet intercontinental ballistic missile R-7, which served as a basis for creating Sputnik, Vostok, Voskhod, Molniya, and Soyuz launchers, are given. The contributions of the outstanding designers of space engineering, W. von Braun, S.P. Korolev, V.P. Glushko, and academician M.V. Keldysh, to the development of astronautics and first manned space missions are demonstrated. A list of test launches and manned flights of Vostok and Mercury spacecrafts and the basic characteristics of Vostok, Redstone, Atlas-D, Voskhod, and Soyuz launchers are presented.

Trajectory optimization and guidance law development for national aerospace plane applications

NASA Technical Reports Server (NTRS)

Calise, A. J.; Flandro, G. A.; Corban, J. E.

1988-01-01

The work completed to date is comprised of the following: a simple vehicle model representative of the aerospace plane concept in the hypersonic flight regime, fuel-optimal climb profiles for the unconstrained and dynamic pressure constrained cases generated using a reduced order dynamic model, an analytic switching condition for transition to rocket powered flight as orbital velocity is approached, simple feedback guidance laws for both the unconstrained and dynamic pressure constrained cases derived via singular perturbation theory and a nonlinear transformation technique, and numerical simulation results for ascent to orbit in the dynamic pressure constrained case.

The STS-92 crew is ready to leave KSC after CEIT

NASA Technical Reports Server (NTRS)

2000-01-01

STS-92 Commander Brian Duffy climbs into a T-38 jet aircraft at KSC's Shuttle Landing Facility for a flight back to Houston. He and other crew members were at KSC for Crew Equipment Interface Test (CEIT) activities, looking over their mission payload and related equipment. STS-92 is scheduled to launch Oct. 5 on Shuttle Discovery from Launch Pad 39A on the fifth flight to the International Space Station. Discovery will carry the Integrated Truss Structure (ITS) Z1, the PMA-3, Ku-band Communications System, and Control Moment Gyros (CMGs).

NSEG: A segmented mission analysis program for low and high speed aircraft. Volume 2: Program users manual

NASA Technical Reports Server (NTRS)

Hague, D. S.; Rozendaal, H. L.

1977-01-01

A rapid mission analysis code based on the use of approximate flight path equations of motion is described. Equation form varies with the segment type, for example, accelerations, climbs, cruises, descents, and decelerations. Realistic and detailed vehicle characteristics are specified in tabular form. In addition to its mission performance calculation capabilities, the code also contains extensive flight envelop performance mapping capabilities. Approximate take off and landing analyses can be performed. At high speeds, centrifugal lift effects are taken into account. Extensive turbojet and ramjet engine scaling procedures are incorporated in the code.

Assimilating Thor: How Airmen Integrate Weather Prediction

DTIC Science & Technology

2010-06-01

atmosphere and the earth from the air and from space widened the aperture of data so as to overexpose humans to the panoply of information coming...endurance record flights circled the earth without stopping; aircraft climbed through the atmosphere into space. Weather surveillance radar...advances found congruence in the meteorological advance of ensemble weather modeling. Complex, adaptive systems like the atmosphere lend themselves to

Pulmonary function tests in the preoperative evaluation of lung cancer surgery candidates. A review of guidelines.

PubMed

Trzaska-Sobczak, Marzena; Skoczyński, Szymon; Pierzchała, Władysław

2014-09-01

Before planned surgical treatment of lung cancer, the patient's respiratory system function should be evaluated. According to the current guidelines, the assessment should start with measurements of FEV1 (forced expiratory volume in 1 second) and DLco (carbon monoxide lung diffusion capacity). Pneumonectomy is possible when FEV1 and DLco are > 80% of the predicted value (p.v.). If either of these parameters is < 80%, an exercise test with VO2 max (oxygen consumption during maximal exercise) measurement should be performed. When VO2 max is < 35 % p.v. or < 10 ml/kg/min, resection is associated with high risk. If VO2 max is in the range of 35-75% p.v. or 10-20 ml/kg/min, the postoperative values of FEV1 and DLco (ppoFEV1, ppoDLco) should be determined. The exercise test with VO2 max measurement may be replaced with other tests such as the shuttle walk test and the stair climbing test. The distance covered during the shuttle walk test should be > 400 m. Patients considered for lobectomy should be able to climb 3 flights of stairs (12 m) and for pneumonectomy 5 flights of stairs (22 m).

Earth Observations taken by the Expedition Seven crew

NASA Image and Video Library

2003-06-22

ISS007-E-07842 (22 June 2003) --- This image, photographed by an Expedition 7 crewmember onboard the International Space Station (ISS), features Kitty Hawk, N.C., on North Carolina’s Outer Banks. The view shows part of Pamlico Sound and the Atlantic side of the banks as well. This year the world celebrates a century of human flight with the 100th anniversary of the Wright Brothers' first flight at Kitty Hawk. The Wrights used the Outer Banks’ prevailing winds and the altitude gained by climbing a 90-foot hill (Kill Devil Hill) to successfully demonstrate powered flight. The large circle on the image is a road that wraps around Kill Devil Hill, now part of the Wright Brothers National Memorial.

Flight-determined engine exhaust characteristics of an F404 engine in an F-18 airplane

NASA Technical Reports Server (NTRS)

Ennix, Kimberly A.; Burcham, Frank W., Jr.; Webb, Lannie D.

1993-01-01

Personnel at the NASA Langley Research Center (NASA-Langley) and the NASA Dryden Flight Research Facility (NASA-Dryden) recently completed a joint acoustic flight test program. Several types of aircraft with high nozzle pressure ratio engines were flown to satisfy a twofold objective. First, assessments were made of subsonic climb-to-cruise noise from flights conducted at varying altitudes in a Mach 0.30 to 0.90 range. Second, using data from flights conducted at constant altitude in a Mach 0.30 to 0.95 range, engineers obtained a high quality noise database. This database was desired to validate the Aircraft Noise Prediction Program and other system noise prediction codes. NASA-Dryden personnel analyzed the engine data from several aircraft that were flown in the test program to determine the exhaust characteristics. The analysis of the exhaust characteristics from the F-18 aircraft are reported. An overview of the flight test planning, instrumentation, test procedures, data analysis, engine modeling codes, and results are presented.

Scheduling and Separating Departures Crossing Arrival Flows in Shared Airspace

NASA Technical Reports Server (NTRS)

Chevalley, Eric; Parke, Bonny K.; Lee, Paul; Omar, Faisal; Lee, Hwasoo; Beinert, Nancy; Kraut, Joshua M.; Palmer, Everett

2013-01-01

Flight efficiency and reduction of flight delays are among the primary goals of NextGen. In this paper, we propose a concept of shared airspace where departures fly across arrival flows, provided gaps are available in these flows. We have explored solutions to separate departures temporally from arrival traffic and pre-arranged procedures to support controllers' decisions. We conducted a Human-in-the-Loop simulation and assessed the efficiency and safety of 96 departures from the San Jose airport (SJC) climbing across the arrival airspace of the Oakland and San Francisco arrival flows. In our simulation, the SJC tower had a tool to schedule departures to fly across predicted gaps in the arrival flow. When departures were mistimed and separation could not be ensured, a safe but less efficient route was provided to the departures to fly under the arrival flows. A coordination using a point-out procedure allowed the arrival controller to control the SJC departures right after takeoff. We manipulated the accuracy of departure time (accurate vs. inaccurate) as well as which sector took control of the departures after takeoff (departure vs. arrival sector) in a 2x2 full factorial plan. Results show that coordination time decreased and climb efficiency increased when the arrival sector controlled the aircraft right after takeoff. Also, climb efficiency increased when the departure times were more accurate. Coordination was shown to be a critical component of tactical operations in shared airspace. Although workload, coordination, and safety were judged by controllers as acceptable in the simulation, it appears that in the field, controllers would need improved tools and coordination procedures to support this procedure.

Bio-inspired energy-harvesting mechanisms and patterns of dynamic soaring.

PubMed

Liu, Duo-Neng; Hou, Zhong-Xi; Guo, Zheng; Yang, Xi-Xiang; Gao, Xian-Zhong

2017-01-30

Albatrosses can make use of the dynamic soaring technique extracting energy from the wind field to achieve large-scale movement without a flap, which stimulates interest in effortless flight with small unmanned aerial vehicles (UAVs). However, mechanisms of energy harvesting in terms of the energy transfer from the wind to the flyer (albatross or UAV) are still indeterminate and controversial when using different reference frames in previous studies. In this paper, the classical four-phase Rayleigh cycle, includes sequentially upwind climb, downwind turn, downwind dive and upwind turn, is introduced in analyses of energy gain with the albatross's equation of motions and the simulated trajectory in dynamic soaring. Analytical and numerical results indicate that the energy gain in the air-relative frame mostly originates from large wind gradients at lower part of the climb and dive, while the energy gain in the inertial frame comes from the lift vector inclined to the wind speed direction during the climb, dive and downwind turn at higher altitude. These two energy-gain mechanisms are not equivalent in terms of energy sources and reference frames but have to be simultaneously satisfied in terms of the energy-neutral dynamic soaring cycle. For each reference frame, energy-loss phases are necessary to connect energy-gain ones. Based on these four essential phases in dynamic soaring and the albatrosses' flight trajectory, different dynamic soaring patterns are schematically depicted and corresponding optimal trajectories are computed. The optimal dynamic soaring trajectories are classified into two closed patterns including 'O' shape and '8' shape, and four travelling patterns including 'Ω' shape, 'α' shape, 'C' shape and 'S' shape. The correlation among these patterns are analysed and discussed. The completeness of the classification for different patterns is confirmed by listing and summarising dynamic soaring trajectories shown in studies over the past decades.

A Near-Term Concept for Trajectory Based Operations with Air/Ground Data Link Communication

NASA Technical Reports Server (NTRS)

McNally, David; Mueller, Eric; Thipphavong, David; Paielli, Russell; Cheng, Jinn-Hwei; Lee, Chuhan; Sahlman, Scott; Walton, Joe

2010-01-01

An operating concept and required system components for trajectory-based operations with air/ground data link for today's en route and transition airspace is proposed. Controllers are fully responsible for separation as they are today, and no new aircraft equipage is required. Trajectory automation computes integrated solutions to problems like metering, weather avoidance, traffic conflicts and the desire to find and fly more time/fuel efficient flight trajectories. A common ground-based system supports all levels of aircraft equipage and performance including those equipped and not equipped for data link. User interface functions for the radar controller's display make trajectory-based clearance advisories easy to visualize, modify if necessary, and implement. Laboratory simulations (without human operators) were conducted to test integrated operation of selected system components with uncertainty modeling. Results are based on 102 hours of Fort Worth Center traffic recordings involving over 37,000 individual flights. The presence of uncertainty had a marginal effect (5%) on minimum-delay conflict resolution performance, and windfavorable routes had no effect on detection and resolution metrics. Flight plan amendments and clearances were substantially reduced compared to today s operations. Top-of-descent prediction errors are the largest cause of failure indicating that better descent predictions are needed to reliably achieve fuel-efficient descent profiles in medium to heavy traffic. Improved conflict detections for climbing flights could enable substantially more continuous climbs to cruise altitude. Unlike today s Conflict Alert, tactical automation must alert when an altitude amendment is entered, but before the aircraft starts the maneuver. In every other failure case tactical automation prevented losses of separation. A real-time prototype trajectory trajectory-automation system is running now and could be made ready for operational testing at an en route Center in 1-2 years.

Air Transport by Gliders : Some Technical Observations

NASA Technical Reports Server (NTRS)

Stepniewski, Wieslaw

1941-01-01

This short analysis may be useful in determining the real tactical possibilities of "glider trains" and in adopting the course to be followed in possible studies of these questions. In this analysis most prominent are: (a) the power required for the train in level flight; (b) its speed; (c) climb; and (d) the type of airplane best suited for towing as well as design requirements for transport gliders.

Influences of international airliner overflights on Japanese airspace efficiency

DTIC Science & Technology

2015-11-25

School of Engineering, Kyushu University 744 Moto-Oka Nishi-ku, Fukuoka, 819-0395 Japan Abstract In light of the increasing number of...by the Japan Civil Aviation Bureau (JCAB) from radar tracks. Examination of the data shows that overflights sometimes occupy their optimal altitude...during cruise, preventing airliners on international flight paths from Japan from climbing to required altitudes and decreasing their cruise

Avoiding Local Optima with Interactive Evolutionary Robotics

DTIC Science & Technology

2012-07-09

the top of a flight of stairs selects for climbing ; suspending the robot and the target object above the ground and creating rungs between the two will...REPORT Avoiding Local Optimawith Interactive Evolutionary Robotics 14. ABSTRACT 16. SECURITY CLASSIFICATION OF: The main bottleneck in evolutionary... robotics has traditionally been the time required to evolve robot controllers. However with the continued acceleration in computational resources, the

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

NASA Astrophysics Data System (ADS)

Gordon, Craig A.

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

Mapping automotive like controls to a general aviation aircraft

NASA Astrophysics Data System (ADS)

Carvalho, Christopher G.

The purpose of this thesis was to develop fly-by-wire control laws enabling a general aviation aircraft to be flown with automotive controls, i.e. a steering wheel and gas/brake pedals. There was a six speed shifter used to change the flight mode of the aircraft. This essentially allows the pilot to have control over different aspects of the flight profile such as climb/descend or cruise. A highway in the sky was used to aid in the navigation since it is not intuitive to people without flight experience how to navigate from the sky or when to climb and descend. Many believe that general aviation could become as widespread as the automobile. Every person could have a personal aircraft at their disposal and it would be as easy to operate as driving an automobile. The goal of this thesis is to fuse the ease of drivability of a car with flight of a small general aviation aircraft. A standard automotive control hardware setup coupled with variably autonomous control laws will allow new pilots to fly a plane as easily as driving a car. The idea is that new pilots will require very little training to become proficient with these controls. Pilots with little time to stay current can maintain their skills simply by driving a car which is typically a daily activity. A human factors study was conducted to determine the feasibility of the applied control techniques. Pilot performance metrics were developed to compare candidates with no aviation background and experienced pilots. After analyzing the relative performance between pilots and non-pilots, it has been determined that the control system is robust and easy to learn. Candidates with no aviation experience whatsoever can learn to fly an aircraft as safely and efficiently as someone with hundreds of hours of flight experience using these controls.

Forward flight of birds revisited. Part 1: aerodynamics and performance.

PubMed

Iosilevskii, G

2014-10-01

This paper is the first part of the two-part exposition, addressing performance and dynamic stability of birds. The aerodynamic model underlying the entire study is presented in this part. It exploits the simplicity of the lifting line approximation to furnish the forces and moments acting on a single wing in closed analytical forms. The accuracy of the model is corroborated by comparison with numerical simulations based on the vortex lattice method. Performance is studied both in tethered (as on a sting in a wind tunnel) and in free flights. Wing twist is identified as the main parameter affecting the flight performance-at high speeds, it improves efficiency, the rate of climb and the maximal level speed; at low speeds, it allows flying slower. It is demonstrated that, under most circumstances, the difference in performance between tethered and free flights is small.

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, right, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces cosmonaut Yuri Shargin, left, donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, left, and Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov, Expedition 10 Commander and NASA Science Officer Leroy Chiao, Russian Space Forces cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Flight test investigation of certification issues pertaining to general-aviation-type aircraft with natural laminar flow

NASA Technical Reports Server (NTRS)

Doty, Wayne A.

1990-01-01

Development of Natural Laminar Flow (NLF) technology for application to general aviation-type aircraft has raised some question as to the adequacy of FAR Part 23 for certification of aircraft with significant NLF. A series of flight tests were conducted with a modified Cessna T210R to allow quantitative comparison of the aircraft's ability to meet certification requirements with significant NLF and with boundary layer transition fixed near the leading edge. There were no significant differences between the two conditions except an increasing in drag, which resulted in longer takeoff distances and reduced climb performance.

Performance Evaluation and Parameter Identification on DROID III

NASA Technical Reports Server (NTRS)

Plumb, Julianna J.

2011-01-01

The DROID III project consisted of two main parts. The former, performance evaluation, focused on the performance characteristics of the aircraft such as lift to drag ratio, thrust required for level flight, and rate of climb. The latter, parameter identification, focused on finding the aerodynamic coefficients for the aircraft using a system that creates a mathematical model to match the flight data of doublet maneuvers and the aircraft s response. Both portions of the project called for flight testing and that data is now available on account of this project. The conclusion of the project is that the performance evaluation data is well-within desired standards but could be improved with a thrust model, and that parameter identification is still in need of more data processing but seems to produce reasonable results thus far.

Optimal symmetric flight studies

NASA Technical Reports Server (NTRS)

Weston, A. R.; Menon, P. K. A.; Bilimoria, K. D.; Cliff, E. M.; Kelley, H. J.

1985-01-01

Several topics in optimal symmetric flight of airbreathing vehicles are examined. In one study, an approximation scheme designed for onboard real-time energy management of climb-dash is developed and calculations for a high-performance aircraft presented. In another, a vehicle model intermediate in complexity between energy and point-mass models is explored and some quirks in optimal flight characteristics peculiar to the model uncovered. In yet another study, energy-modelling procedures are re-examined with a view to stretching the range of validity of zeroth-order approximation by special choice of state variables. In a final study, time-fuel tradeoffs in cruise-dash are examined for the consequences of nonconvexities appearing in the classical steady cruise-dash model. Two appendices provide retrospective looks at two early publications on energy modelling and related optimal control theory.

Advanced symbology for general aviation approach to landing displays

NASA Technical Reports Server (NTRS)

Bryant, W. H.

1983-01-01

A set of flight tests designed to evaluate the relative utility of candidate displays with advanced symbology for general aviation terminal area instrument flight rules operations are discussed. The symbology was previously evaluated as part of the NASA Langley Research Center's Terminal Configured Vehicle Program for use in commercial airlines. The advanced symbology included vehicle track angle, flight path angle and a perspective representation of the runway. These symbols were selectively drawn on a cathode ray tube (CRT) display along with the roll attitude, pitch attitude, localizer deviation and glideslope deviation. In addition to the CRT display, the instrument panel contained standard turn and bank, altimeter, rate of climb, airspeed, heading, and engine instruments. The symbology was evaluated using tracking performance and pilot subjective ratings for an instrument landing system capture and tracking task.

An on-board near-optimal climb-dash energy management

NASA Technical Reports Server (NTRS)

Weston, A. R.; Cliff, E. M.; Kelley, H. J.

1982-01-01

On-board real time flight control is studied in order to develop algorithms which are simple enough to be used in practice, for a variety of missions involving three dimensional flight. The intercept mission in symmetric flight is emphasized. Extensive computation is required on the ground prior to the mission but the ensuing on-board exploitation is extremely simple. The scheme takes advantage of the boundary layer structure common in singular perturbations, arising with the multiple time scales appropriate to aircraft dynamics. Energy modelling of aircraft is used as the starting point for the analysis. In the symmetric case, a nominal path is generated which fairs into the dash or cruise state. Feedback coefficients are found as functions of the remaining energy to go (dash energy less current energy) along the nominal path.

Helicopter flight dynamics simulation with a time-accurate free-vortex wake model

NASA Astrophysics Data System (ADS)

Ribera, Maria

This dissertation describes the implementation and validation of a coupled rotor-fuselage simulation model with a time-accurate free-vortex wake model capable of capturing the response to maneuvers of arbitrary amplitude. The resulting model has been used to analyze different flight conditions, including both steady and transient maneuvers. The flight dynamics model is based on a system of coupled nonlinear rotor-fuselage differential equations in first-order, state-space form. The rotor model includes flexible blades, with coupled flap-lag-torsion dynamics and swept tips; the rigid body dynamics are modeled with the non-linear Euler equations. The free wake models the rotor flow field by tracking the vortices released at the blade tips. Their behavior is described by the equations of vorticity transport, which is approximated using finite differences, and solved using a time-accurate numerical scheme. The flight dynamics model can be solved as a system of non-linear algebraic trim equations to determine the steady state solution, or integrated in time in response to pilot-applied controls. This study also implements new approaches to reduce the prohibitive computational costs associated with such complex models without losing accuracy. The mathematical model was validated for trim conditions in level flight, turns, climbs and descents. The results obtained correlate well with flight test data, both in level flight as well as turning and climbing and descending flight. The swept tip model was also found to improve the trim predictions, particularly at high speed. The behavior of the rigid body and the rotor blade dynamics were also studied and related to the aerodynamic load distributions obtained with the free wake induced velocities. The model was also validated in a lateral maneuver from hover. The results show improvements in the on-axis prediction, and indicate a possible relation between the off-axis prediction and the lack of rotor-body interaction aerodynamics. The swept blade model improves both the on-axis and off-axis response. An axial descent though the vortex ring state was simulated. As theǒrtex ring" goes through the rotor, the unsteady loads produce large attitude changes, unsteady flapping, fluctuating thrust and an increase in power required. A roll reversal maneuver was found useful in understanding the cross-couplings effects found in rotorcraft, specifically the effect of the aerodynamic loading on the rotor orientation and the off-axis response.

Benefit Opportunities for Integrated Surface and Airspace Departure Scheduling: A Study of Operations at Charlotte-Douglas International Airport

NASA Technical Reports Server (NTRS)

Coppenbarger, Rich; Jung, Yoon; Kozon, Tom; Farrahi, Amir; Malik, Wakar; Lee, Hanbong; Chevalley, Eric; Kistler, Matt

2016-01-01

NASA is collaborating with the FAA and aviation industry to develop and demonstrate new capabilities that integrate arrival, departure, and surface air-traffic operations. The concept relies on trajectory-based departure scheduling and collaborative decision making to reduce delays and uncertainties in taxi and climb operations. The paper describes the concept and benefit mechanisms aimed at improving flight efficiency and predictability while maintaining or improving operational throughput. The potential impact of the technology is studied and discussed through a quantitative analysis of relevant shortfalls at the site identified for initial deployment and demonstration in 2017: Charlotte-Douglas International Airport. Results from trajectory analysis indicate substantial opportunity to reduce taxi delays for both departures and arrivals by metering departures at the gate in a manner that maximizes throughput while adhering to takeoff restrictions due mostly to airspace constraints. Substantial taxi-out delay reduction is shown for flights subject to departure restrictions stemming from traffic flow management initiatives. Opportunities to improve the predictability of taxi, takeoff, and climb operations are examined and their potential impact on airline scheduling decisions and air-traffic forecasting is discussed. In addition, the potential to improve throughput with departure scheduling that maximizes use of available runway and airspace capacity is analyzed.

Helicopter main-rotor noise: Determination of source contributions using scaled model data

NASA Technical Reports Server (NTRS)

Brooks, Thomas F.; Jolly, J. Ralph, Jr.; Marcolini, Michael A.

1988-01-01

Acoustic data from a test of a 40 percent model MBB BO-105 helicopter main rotor are scaled to equivalent full-scale flyover cases. The test was conducted in the anechoic open test section of the German-Dutch Windtunnel (DNW). The measured data are in the form of acoustic pressure time histories and spectra from two out-of-flow microphones underneath and foward of the model. These are scaled to correspond to measurements made at locations 150 m below the flight path of a full-scale rotor. For the scaled data, a detailed analysis is given for the identification in the data of the noise contributions from different rotor noise sources. Key results include a component breakdown of the noise contributions, in terms of noise criteria calculations of a weighted sound pressure level (dBA) and perceived noise level (PNL), as functions of rotor advance ratio and descent angle. It is shown for the scaled rotor that, during descent, impulsive blade-vortex interaction (BVI) noise is the dominant contributor to the noise. In level flight and mild climb, broadband blade-turbulent wake interaction (BWI) noise is dominant due to the absence of BVI activity. At high climb angles, BWI is reduced and self-noise from blade boundary-layer turbulence becomes the most prominent.

CFD analysis of turboprop engine oil cooler duct for best rate of climb condition

NASA Astrophysics Data System (ADS)

Kalia, Saurabh; CA, Vinay; Hegde, Suresh M.

2016-09-01

Turboprop engines are widely used in commuter category airplanes. Aircraft Design bureaus routinely conduct the flight tests to confirm the performance of the system. The lubrication system of the engine is designed to provide a constant supply of clean lubrication oil to the engine bearings, the reduction gears, the torque-meter, the propeller and the accessory gearbox. The oil lubricates, cools and also conducts foreign material to the oil filter where it is removed from further circulation. Thus a means of cooling the engine oil must be provided and a suitable oil cooler (OC) and ducting system was selected and designed for this purpose. In this context, it is relevant to study and analyse behaviour of the engine oil cooler system before commencing actual flight tests. In this paper, the performance of the oil cooler duct with twin flush NACA inlet housed inside the nacelle has been studied for aircraft best rate of climb (ROC) condition using RANS based SST K-omega model by commercial software ANSYS Fluent 13.0. From the CFD analysis results, it is found that the mass flow rate captured and pressure drop across the oil cooler for the best ROC condition is meeting the oil cooler manufacturer requirements thus, the engine oil temperature is maintained within prescribed limits.

Launch Condition Deviations of Reusable Launch Vehicle Simulations in Exo-Atmospheric Zoom Climbs

NASA Technical Reports Server (NTRS)

Urschel, Peter H.; Cox, Timothy H.

2003-01-01

The Defense Advanced Research Projects Agency has proposed a two-stage system to deliver a small payload to orbit. The proposal calls for an airplane to perform an exo-atmospheric zoom climb maneuver, from which a second-stage rocket is launched carrying the payload into orbit. The NASA Dryden Flight Research Center has conducted an in-house generic simulation study to determine how accurately a human-piloted airplane can deliver a second-stage rocket to a desired exo-atmospheric launch condition. A high-performance, fighter-type, fixed-base, real-time, pilot-in-the-loop airplane simulation has been modified to perform exo-atmospheric zoom climb maneuvers. Four research pilots tracked a reference trajectory in the presence of winds, initial offsets, and degraded engine thrust to a second-stage launch condition. These launch conditions have been compared to the reference launch condition to characterize the expected deviation. At each launch condition, a speed change was applied to the second-stage rocket to insert the payload onto a transfer orbit to the desired operational orbit. The most sensitive of the test cases was the degraded thrust case, yielding second-stage launch energies that were too low to achieve the radius of the desired operational orbit. The handling qualities of the airplane, as a first-stage vehicle, have also been investigated.

Effects of environmental changes in a stair climbing intervention: generalization to stair descent.

PubMed

Webb, Oliver J; Eves, Frank F

2007-01-01

Visual improvements have been shown to encourage stair use in worksites independently of written prompts. This study examined whether visual modifications alone can influence behavior in a shopping mall. Climbing one flight of stairs, however, will not confer health benefits. Therefore, this study also assessed whether exposure to the intervention encouraged subsequent stair use. Interrupted time-series design. Escalators flanked by a staircase on either side. Ascending and descending pedestrians (N = 81,948). Following baseline monitoring, a colorful design was introduced on the stair risers of one staircase (the target staircase). A health promotion message was superimposed later on top. The intervention was visible only to ascending pedestrians. Thus, any rise in descending stair use would indicate increased intention to use stairs, which endured after initial exposure to the intervention. Observers inconspicuously coded pedestrians' means of ascent/descent and demographic characteristics. The design alone had no meaningful impact. Addition of the message, however, increased stair climbing at the target and nontarget staircases by 190% and 52%, respectively. The message also produced a modest increase in stair descent at the target (25%) and nontarget (9%) staircases. In public venues, a message component is critical to the success of interventions. In addition, it appears that exposure to an intervention can encourage pedestrians to use stairs on a subsequent occasion.

5-Year Update Environmental Assessment for CV-22 Beddown

DTIC Science & Technology

2007-02-01

supersonic flight. Activities do not include intentional fuel dumping below 6,000 feet. No new facilities or utilities will be necessary to support IOT&E...the ground, climb a ladder from the ground in to the aircraft, or ride the rescue hoist from the ground in to the aircraft. Once forces are secured...Crew Chief and specialists in the fields of Integrated Avionics, Propulsion, Hydraulics , and Electro- Environmental maintenance. The majority of the

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov, foreground, Expedition 10 Commander, Russian Space Forces cosmonaut Yuri Shargin and NASA Science Officer Leroy Chiao, background, donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Security controls access to the Soyuz capsule and test stand area, Friday, Oct. 5, 2004, at the Baikonur Cosmodrome. Expedition 10 Commander and NASA Science Officer Leroy Chiao, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces Cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao, giving thumbs up, Russian Space Forces cosmonaut Yuri Shargin and Flight Engineer and Soyuz Commander Salizhan Sharipov donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Flight Engineer and Soyuz Commander Salizhan Sharipov, right, Expedition 10 Commander and NASA Science Officer Leroy Chiao, Russian Space Forces cosmonaut Yuri Shargin, left, donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Cruise performance and range prediction reconsidered

NASA Astrophysics Data System (ADS)

Torenbeek, Egbert

1997-05-01

A unified analytical treatment of the cruise performance of subsonic transport aircraft is derived, valid for gas turbine powerplant installations: turboprop, turbojet and turbofan powered aircraft. Different from the classical treatment the present article deals with compressibility effects on the aerodynamic characteristics. Analytical criteria are derived for optimum cruise lift coefficient and Mach number, with and without constraints on the altitude and engine rating. A simple alternative to the Bréguet range equation is presented which applies to several practical cruising flight techniques: flight at constant altitude and Mach number and stepped cruise/climb. A practical non-iterative procedure for computing mission and reserve fuel loads in the preliminary design stage is proposed.

Simplified sonic-boom prediction. [using aerodynamic configuration charts and calculators or slide rules

NASA Technical Reports Server (NTRS)

Carlson, H. W.

1978-01-01

Sonic boom overpressures and signature duration may be predicted for the entire affected ground area for a wide variety of supersonic airplane configurations and spacecraft operating at altitudes up to 76 km in level flight or in moderate climbing or descending flight paths. The outlined procedure relies to a great extent on the use of charts to provide generation and propagation factors for use in relatively simple expressions for signature calculation. Computational requirements can be met by hand-held scientific calculators, or even by slide rules. A variety of correlations of predicted and measured sonic-boom data for airplanes and spacecraft serve to demonstrate the applicability of the simplified method.

Body Unloading Associated with Space Flight and Bed-rest Impacts Functional Performance

NASA Technical Reports Server (NTRS)

Bloomberg, J. J.; Ballard, K. L.; Batson, C. D.; Buxton, R. E.; Feiveson, A. H.; Kofman, I. S.; Lee, S. M. C.; Miller, C. A.; Mulavara, A. P.; Peters, B. T.;

Guidance and Control of an Autonomous Soaring UAV

NASA Technical Reports Server (NTRS)

Allen, Michael J.; Lin, Victor

2007-01-01

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

Guidance and Control of an Autonomous Soaring UAV

NASA Technical Reports Server (NTRS)

Allen, Michael J.

2007-01-01

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

Force-Test Investigation of the Stability and Control Characteristics of a 1/4-Scale Model of a Tilt-Wing Vertical-Take-Off-and-Landing Aircraft

NASA Technical Reports Server (NTRS)

Newsom, William A., Jr.; Tosti, Louis P.

1959-01-01

A wind-tunnel investigation has been made to determine the aerodynamic characteristics of a 1/4-scale model of a tilt-wing vertical-take-off-and-landing aircraft. The model had two 3-blade single-rotation propellers with hinged (flapping) blades mounted on the wing, which could be tilted from an incidence of 4 deg for forward flight to 86 deg for hovering flight. The investigation included measurements of both the longitudinal and lateral stability and control characteristics in both the normal forward flight and the transition ranges. Tests in the forward-flight condition were made for several values of thrust coefficient, and tests in the transition condition were made at several values of wing incidence with the power varied to cover a range of flight conditions from forward-acceleration (or climb) conditions to deceleration (or descent) conditions The control effectiveness of the all-movable horizontal tail, the ailerons and the differential propeller pitch control was also determined. The data are presented without analysis.

Coaxial Compound Helicopter for Confined Urban Operations

DTIC Science & Technology

2016-01-22

climb or descent power for the aircraft) is obtained from the wind axis drag force and rotor velocity: ! Pp = "XV . The induced power is...speed. The induced and profile power cannot be measured separately in a wind tunnel or flight test, only the sum is available from ! P i + P o = P...XV (if the rotor wind -axis drag force ! X is measured or estimated). Therefore analysis is used to separate induced and profile power. In this

Hierarchy and Speed of Loss in Physical Functioning: A Comparison Across Older U.S. and English Men and Women.

PubMed

Bendayan, Rebecca; Cooper, Rachel; Wloch, Elizabeth G; Hofer, Scott M; Piccinin, Andrea M; Muniz-Terrera, Graciela

2017-08-01

We aimed to identify the hierarchy of rates of decline in 16 physical functioning measures in U.S. and English samples, using a systematic and integrative coordinated data analysis approach. The U.S. sample consisted of 13,612 Health and Retirement Study participants, and the English sample consisted of 5,301 English Longitudinal Study of Ageing participants. Functional loss was ascertained using self-reported difficulties performing 6 activities of daily living and 10 mobility tasks. The variables were standardized, rates of decline were computed, and mean rates of decline were ranked. Mann-Whitney U tests were performed to compare rates of decline between studies. In both studies, the rates of decline followed a similar pattern; difficulty with eating was the activity that showed the slowest decline and climbing several flights of stairs and stooping, kneeling, or crouching the fastest declines. There were statistical differences in the speed of decline in all 16 measures between countries. American women had steeper declines in 10 of the measures than English women. Similar differences were found between American and English men. Reporting difficulties climbing several flights of stairs without resting, and stooping, kneeling, or crouching are the first indicators of functional loss reported in both populations. © The Author 2016. Published by Oxford University Press on behalf of The Gerontological Society of America.

Liftoff of Space Shuttle Atlantis on mission STS-98

NASA Technical Reports Server (NTRS)

2001-01-01

KENNEDY SPACE CENTER, Fla. -- Space Shuttle Atlantis surpasses the full moon for beauty as it roars into the early evening sky trailing a tail of smoke. The upper portion catches the sun'''s rays as it climbs above the horizon and a flock of birds soars above the moon. Liftoff occurred at 6:13:02 p.m. EST. Along with a crew of five, Atlantis is carrying the U.S. Laboratory Destiny, a key module in the growth of the Space Station. Destiny will be attached to the Unity node on the Space Station using the Shuttle'''s robotic arm. Three spacewalks are required to complete the planned construction work during the 11-day mission. This mission marks the seventh Shuttle flight to the Space Station, the 23rd flight of Atlantis and the 102nd flight overall in NASA'''s Space Shuttle program. The planned landing is at KSC Feb. 18 about 1:39 p.m. EST.

Proposed definition of the term en route in en route aircraft noise

NASA Technical Reports Server (NTRS)

Garbell, Maurice A.

1990-01-01

The problem of en route aircraft noise was examined in a formal, dedicated, setting. Whereas the general meaning of the term en route might be intuitively understood, it is suggested that a precise formal definition of the term en route would be opportune from the outset, especially since the scientific and technical investigation of the problem of noise immissions on the ground from aircraft in flight away from the airspace of an airport may conceivably lead to administrative, regulatory, and legal consequences that would mandatorily require a precise definition of the term en route. Five flight segments, with their differing airframe configurations, engine thrusts, and airspeed management, should form the basis for the differential consideration of the noise immissions perceived on the ground underneath or near the defined segments of the flightpath in en route flight, from the end of the initial climb from an airport after takeoff until the final approach to an airport.

MD-11 PCA - First Landing at Edwards

NASA Technical Reports Server (NTRS)

1995-01-01

This McDonnell Douglas MD-11 transport aircraft approaches its first landing under engine power only on Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

MD-11 PCA - First Landing at Edwards

NASA Technical Reports Server (NTRS)

1995-01-01

This McDonnell Douglas MD-11 approaches the first landing ever of a transport aircraft under engine power only on Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when it normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

General aviation accidents related to exceedance of airplane weight/center of gravity limits.

PubMed

Boyd, Douglas D

2016-06-01

Obesity, affects a third of the US population and its corollary occupant weight adversely impacts safe flight operations. Increased aircraft weight results in longer takeoff/landing distances, degraded climb gradients and airframe failure may occur in turbulence. In this study, the rate, temporal changes, and lethality of accidents in piston-powered, general aviation aircraft related to exceeding the maximum aircraft weight/center of gravity (CG) limits were determined. Nation-wide person body mass were from the National Health and Nutrition Examination Survey. The NTSB database was used to identify accidents related to operation of aircraft outside of their weight/CG envelope. Statistical analyses employed T-tests, proportion tests and a Poisson distribution. While the average body mass climbed steadily (p<0.001) between 1999 and 2014 the rate of accidents related to exceedance of the weight/CG limits did not change (p=0.072). However, 57% were fatal, higher (p<0.001) than the 21% for mishaps attributed to other causes/factors. The majority (77%) of accidents were due to an overloaded aircraft operating within its CG limits. As to the phase of flight, accidents during takeoff and those occurring enroute carried the lowest (50%) and highest (85%) proportion of fatal accidents respectively. While the rate of general aviation accidents related to operating an aircraft outside of its weight/CG envelope has not increased over the past 15 years, these types of accidents carry a high risk of fatality. Airmen should be educated as to such risks and to dispel the notion held by some that flights may be safely conducted with an overloaded aircraft within its CG limits. Copyright © 2016 Elsevier Ltd. All rights reserved.

Complexity Analysis of Traffic in Corridors-in-the-Sky

NASA Technical Reports Server (NTRS)

Xue, Min; Zelinski, Shannon Jean

2010-01-01

The corridors-in-the-sky concept imitates the highway system in ground transportation. The benefit expected from a corridor relies on its capability of handling high density traffic with negligible controller workload, the acceptance of extra fuel or distance, and the complexity reduction in underlying sectors. This work evaluates a selected corridor from these perspectives through simulations. To examine traffic inside the corridor, a corridor traffic simulation tool that can resolve conflicts is developed using C language. Prescribed conflict resolution maneuvers mimic corridor users behaviors and conflict resolution counts measure complexity. Different lane options and operational policies are proposed to examine their impacts on complexity. Fuel consumption is calculated and compared for corridor traffic. On the other hand, to investigate the complexity of non-corridor traffic in underlying sectors, the existing Airspace Concept Evaluation System tool is utilized along with the Automated Airspace Concept tool. The number of conflict resolutions is examined and treated as the complexity measurement. The results show heavy traffic can be managed with low complexity for a historical traffic schedule simulated with appropriate operational policies and lane options. For instance, with 608 flights and peak aircraft count of 100, only 84 actions need to be taken in a 24-hour period to resolve the conflicts for an 8-lane corridor. Compared with the fuel consumptions with great circle trajectories, the simulation of corridor traffic shows that the total extra fuel for corridor flights is 26,373 gallons, or 2.76%, which is 0.38% less than flying filed flight plans. Without taking climb and descent portions of corridor traffic, the complexity of underlying sectors is reduced by 17.71%. However the climb and descent portions will eliminate the reduction and the overall complexity of sectors is actually increased by 9.14%.

Review of Flight Tests of NACA C and D Cowlings on the XP-42 Airplane

NASA Technical Reports Server (NTRS)

Johnston, J Ford

1943-01-01

Results of flight tests of the performance and cooling characteristics of three NACA D cowlings and of a conventional NACA D cowling on the XP-42 airplane are summarized and compared. The D cowling is, in general, characterized by the use of an annular inlet and diffuser section for the engine-cooling air. The D cowlings tested were a long-nose high-inlet-velocity cowling, a short-nose high-inlet-velocity cowling, and a short-nose low inlet-velocity cowling. The use of wide-chord propeller cuffs or an axial-flow fan with the D cowlings increased the cooling pressure recoveries in the climb condition at the expense of some of the improvement in speed.

Further Flight Tests on the Effectiveness of Handley Page Automatic Control Slots

NASA Technical Reports Server (NTRS)

Pleines, Wilhelm

1932-01-01

Investigation of damping in roll within range of maximum lift with the Albatross L 75, with and without Handley Page automatic control slots, revealed the following: Without control slots, any attempt to go beyond a certain angle of attack near c(sub a max) in glide and climb, is followed by sudden sideslip. The conduct of the airplane throughout the motions in roll, moreover, confirmed that all attempts to higher angles of attack are accompanied by sudden loss of damping in roll.

ARC-1961-A-28249

NASA Image and Video Library

1961-09-12

Lockheed NC-130B (AF58-712) Aircraft. A Study of STOL Operational Techniques; landing approach. Nose-low pitch attitude of the aircraft was required in wave-off (or go-around) at 85 knots with flaps 70 degrees. An increase in stall-speed margin could be required to produce a more positive climb angle. (Nov 1962) Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 104; 60yrs at Ames, Atmosphere of Freedom NASA SP-2000-4314

KSC-08pd1270

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The crew for the STS-124 mission departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Mission Specialist Akihiko Hoshide climbs into the T-38 training jet for he flight back to Houston. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

Rotor fragment protection program: Statistics on aircraft gas turbine ngine rotor failures that occurred in U.S. commercial aviation during 1978

NASA Technical Reports Server (NTRS)

Delucia, R. A.; Salvino, J. T.

1981-01-01

This report presents statistical information relating to the number of gas turbine engine rotor failures which occurred in commercial aviation service use. The predominant failure involved blade fragments, 82.4 percent of which were contained. Although fewer rotor rim, disk, and seal failures occurred, 33.3%, 100% and 50% respectively were uncontained. Sixty-five percent of the 166 rotor failures occurred during the takeoff and climb stages of flight.

KSC-06pd0238

NASA Image and Video Library

2006-02-08

KENNEDY SPACE CENTER, FLA. - Just at dawn, Steve Fossett (left) climbs into the Virgin Atlantic GlobalFlyer parked on NASA Kennedy Space Center’s Shuttle Landing Facility. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. This is the second attempt in two days after a fuel leak was detected Feb. 7. The expected time of takeoff is 7 a.m. Photo credit: NASA/Kim Shiflett

KSC-06pd0236

NASA Image and Video Library

2006-02-08

KENNEDY SPACE CENTER, FLA. - Just at dawn, Steve Fossett (left) gets ready to climb into the Virgin Atlantic GlobalFlyer parked on NASA Kennedy Space Center’s Shuttle Landing Facility. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. This is the second attempt in two days after a fuel leak was detected Feb. 7. The expected time of takeoff is 7 a.m. Photo credit: NASA/Kim Shiflett

KSC-06pd0237

NASA Image and Video Library

2006-02-08

KENNEDY SPACE CENTER, FLA. - Just at dawn, Steve Fossett (left) climbs into the Virgin Atlantic GlobalFlyer parked on NASA Kennedy Space Center’s Shuttle Landing Facility. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. This is the second attempt in two days after a fuel leak was detected Feb. 7. The expected time of takeoff is 7 a.m. Photo credit: NASA/Kim Shiflett

ASCAN Ochoa floats in pool during Elgin AFB water survival training

NASA Technical Reports Server (NTRS)

1990-01-01

1990 Group 13 Astronaut Candidate (ASCAN) Ellen Ochoa, wearing helmet and flight suit, climbs into a single person life raft while floating in a pool at Elgin Air Force Base (AFB) in Pensacola, Florida, during water survival exercises. Ochoa's underarm flotation device holds her above the water as she pulls herself into the life raft. The training familiarized the candidates with survival techniques necessary in the event of a water landing. ASCANs participated in the exercises from 08-14-90 through 08-17-90.

A flight-test evaluation of a go-around control system for a twin engine powered-lift STOL airplane

NASA Technical Reports Server (NTRS)

Watson, D. M.; Hardy, G. H.

1983-01-01

An automatic go-around control system was evaluated on the Augmentor Wing Jet Short Takeoff and Landing (STOL) Research Airplane (AWJSRA) as part of a study of an automatic landing system for a powered-lift STOL airplane. The results of the evaluation indicate that the go-around control system can successfully transition the airplane to a climb configuration from any initiation point during the glide-slope track or the flare maneuver prior to touchdown.

The use of oil for in-flight flow visualization

NASA Technical Reports Server (NTRS)

Curry, R. E.; Meyer, R. R., Jr.; Oconnor, M.

1984-01-01

Oil was used to visualize inflight aerodynamic characteristics such as boundary layer transition, shock wave location, regions of separated flow, and surface flow direction. The technique, which is similar to wind tunnel oil-flow testing, involves an oil mixture to test aircraft before takeoff. After takeoff, the airplane climbs immediately to the test altitude and photographs are taken. The developmental experience is summarized, several examples of inflight oil-flow photographs are presented and discussed, and an approach for potential users of the technique is presented.

Crisis Management: United States Reflagging of Kuwaiti Tankers (1987 - 1988) Politics 217

DTIC Science & Technology

1991-03-01

climbing rapidly , more than doubling from 1985 to 196C. Iran obtained possession and operationally tested l.:eumann, Robert G., Shireen T. Hunter, and...1974), p. 557. 󈨎 ( formulation of national securiLy policy.IV Many in Congress saw opposition to reflagging as a way to prevent another foreign policy...in a flight over the gulf." The Persian Gulf crisis deescalated rapidly at this point. Iran was frustrated in its attempt to find a way to

Development of Minimum Physical Fitness Standards for the Canadian Armed Forces. Phase 3

DTIC Science & Technology

1988-03-01

while mounting stairs more than tripled their energy expenditures . Similarly, Astrand and Rodahl (1977) determined that continuous stair climbing...evacuation tasks were restructured to be one-person tasks (i.e., wheels on the land stretcher; a push-skid for the sea evacuation stairs stretcher). Other...kg stoker stretcher 12.5 m to the base of a flight of stairs . The subject then pushed a skid carrying one subject’s share of the mass up and down a

OH-13H Gross Weight Increase/XM-1 Armament Kit Performance Test

DTIC Science & Technology

1963-06-01

in hovering performance beyond thai obtained in the Air Force Performance lest of the 0H-I3H, de - scribed in MFFTC-TR...The airspeed schedule used during the climbs was the same as that developed during the OH-!3H performance test de - sci iüed in AFrrC-TR-57-12...siight de - crease in control response was indicated by a small amount of feedback through the unboosted collective stick. Level Flight

Straight-line climbing flight aerodynamics of a fruit bat

NASA Astrophysics Data System (ADS)

Viswanath, K.; Nagendra, K.; Cotter, J.; Frauenthal, M.; Tafti, D. K.

2014-02-01

From flight data obtained on a fruit bat, Cynopterus brachyotis, a kinematic model for straight-line flapping motion is extracted and analyzed in a computational fluid dynamics (CFD) framework to gain insight into the complexity of bat flight. The intricate functional mechanics and architecture of the bat wings set it apart from other vertebrate flight. The extracted kinematic model is simulated for a range of Reynolds numbers, to observe the effect these phenomena have on the unsteady transient mechanisms of the flow produced by the flapping wings. The Strouhal number calculated from the data is high indicating that the oscillatory motion dominates the flow physics. From the obtained data, the bat exhibits fine control of its mechanics by actively varying wing camber, wing area, torsional rotation of the wing, forward and backward translational sweep of the wing, and wing conformation to dictate the fluid dynamics. As is common in flapping flight, the primary force generation is through the attached unsteady vortices on the wing surface. The bat through varying the wing camber and the wing area modulates this force output. The power requirement for the kinematics is analyzed and correlated with the aerodynamic performance.

X-1A on lakebed

NASA Technical Reports Server (NTRS)

1955-01-01

The Bell Aircraft Corporation X-1A (48-1384) is photographed in 1955 sitting on the Rogers Dry Lakebed at Edwards, California. This view of the right side of the aircraft shows a middle section that contrasts quite distinctively with the over-all white paint scheme of the X-1A during its NACA High-Speed Flight Research Station tenure. The extreme cold of the liquid oxygen used as a propellant (along with alcohol) and its deleterious affect on paint dictated that the fuselage area next to the tank be left unpainted. The X-1A arrived at Edwards Air Force Base, California, on January 7, 1953. Bell test pilot Jean 'Skip' Ziegler made six test flights between 14 February and 25 April 1953. Air Force test pilots Maj. Charles 'Chuck' Yeager and Maj. Arthur 'Kit' Murray made 18 flights between 21 November 1953 and 26 August 1954. NACA test pilot Joe Walker made one successful flight on 20 July 1955. During a second flight attempt on 8 August 1955, an explosion damaged the aircraft shortly before launch. Walker climbed back up into the JTB-29A mothership, and the X-1A was jettisoned over the Edwards AFB bombing range.

Sleep and sleepiness during an ultra long-range flight operation between the Middle East and United States.

PubMed

Holmes, Alexandra; Al-Bayat, Soha; Hilditch, Cassie; Bourgeois-Bougrine, Samira

2012-03-01

This study provides a practical example of fatigue risk management in aviation. The sleep and sleepiness of 44 pilots (11 trips × 4 pilot crew) working an ultra long-range (ULR; flight time >16 h) round-trip operation between Doha and Houston was assessed. Sleep was assessed using activity monitors and self-reported sleep diaries. Mean Karolinska Sleepiness Scores (KSS) for climb and descent did not exceed 5 ("neither alert nor sleepy"). Mean daily sleep duration was maintained above 6.3h throughout the operation. During in-flight rest periods, 98% of pilots obtained sleep and sleepiness was subsequently reduced. On layover (49.5h) crew were advised to sleep on Doha or Universal Co-ordinated Time (UTC), but 64% slept during the local (social) night time. Pilots originating from regions with a siesta culture were more likely to nap and made particularly effective use of their daytime in-flight rest periods. The results indicate that the operation is well designed from a fatigue management perspective. Copyright © 2011 Elsevier Ltd. All rights reserved.

Directional Stability of Towed Airplanes

NASA Technical Reports Server (NTRS)

Soehne, W.

1956-01-01

So far, very careful investigations have been made regarding the flight properties, in particular the static and dynamic stability, of engine-propelled aircraft and of untowed gliders. In contrast, almost no investigations exist regarding the stability of airplanes towed by a towline. Thus, the following report will aim at investigating the directional stability of the towed airplane and, particularly, at determining what parameters of the flight attitude and what configuration properties affect the stability. The most important parameters of the flight attitude are the dynamic pressure, the aerodynamic coefficients of the flight attitude, and the climbing angle. Among the configuration properties, the following exert the greatest influence on the stability: the tow-cable length, the tow-cable attachment point, the ratio of the wing loadings of the towing and the towed airplanes, the moments of inertia, and the wing dihedral of the towed airplane. In addition, the size and shape of the towed airplane vertical tail, the vertical tail length, and the fuselage configuration are decisive factors in determining the yawing moment and side force due to sideslip, respectively.

Flight evaluation of a simple total energy-rate system with potential wind-shear application

NASA Technical Reports Server (NTRS)

Ostroff, A. J.; Hueschen, R. M.; Hellbaum, R. F.; Creedon, J. F.

1981-01-01

Wind shears can create havoc during aircraft terminal area operations and have been cited as the primary cause of several major aircraft accidents. A simple sensor, potentially having application to the wind-shear problem, was developed to rapidly measure aircraft total energy relative to the air mass. Combining this sensor with either a variometer or a rate-of-climb indicator provides a total energy-rate system which was successfully applied in soaring flight. The measured rate of change of aircraft energy can potentially be used on display/control systems of powered aircraft to reduce glide-slope deviations caused by wind shear. The experimental flight configuration and evaluations of the energy-rate system are described. Two mathematical models are developed: the first describes operation of the energy probe in a linear design region and the second model is for the nonlinear region. The calculated total rate is compared with measured signals for many different flight tests. Time history plots show the tow curves to be almost the same for the linear operating region and very close for the nonlinear region.

Flight Investigation of NACA D(subS) Cowlings on the XP-42 Airplane. 4 - High-Inlet-Velocity Cowling Tested in Climb with and without Propeller Cuffs and in High-Speed Level Flight Without Propeller Cuffs

DTIC Science & Technology

1943-01-01

11 .11 .14 .14 .14 .IS .14 .11 .11 .11 .11 .11 .10 .11 O-HPM «• SH o-jr , 1 S»W|U ,AS AS A4 AS A4 AS . kO AO SI... kO .51 .3k .Ik .41 .41 .40 .451.41 .45 45 .40 .S3 .54 .54 SI . .54 .51 .54 .34 .45 4k 44 .41 . 43 .4b...41 34 53 30 .15 .11 .41 .10 .It .11 1.01 1.01 vot .11 .11 .11 .11 .10 .11 .13 .11 31 . kO .kl .10 .31 .33 .34 .33 Ut

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

The prime and backup crew buses are escorted through the Baikonur Cosmodrome as the crew returns to the Cosmonaut Hotel. Expedition 10 Commander and NASA Science Officer Leroy Chiao, Flight Engineer and Soyuz Commander Salizhan Sharipov and Russian Space Forces Cosmonaut Yuri Shargin donned their launch and entry suits and climbed aboard their Soyuz TMA-5 spacecraft October 5, 2004 at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station, while Shargin will return to Earth October 24 with the Station’s current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: “NASA/Bill Ingalls”

The free-flight response of Drosophila to motion of the visual environment.

PubMed

Mronz, Markus; Lehmann, Fritz-Olaf

2008-07-01

In the present study we investigated the behavioural strategies with which freely flying fruit flies (Drosophila) control their flight trajectories during active optomotor stimulation in a free-flight arena. We measured forward, turning and climbing velocities of single flies using high-speed video analysis and estimated the output of a 'Hassenstein-Reichardt' elementary motion detector (EMD) array and the fly's gaze to evaluate flight behaviour in response to a rotating visual panorama. In a stationary visual environment, flight is characterized by flight saccades during which the animals turn on average 120 degrees within 130 ms. In a rotating environment, the fly's behaviour typically changes towards distinct, concentric circular flight paths where the radius of the paths increases with increasing arena velocity. The EMD simulation suggests that this behaviour is driven by a rotation-sensitive EMD detector system that minimizes retinal slip on each compound eye, whereas an expansion-sensitive EMD system with a laterally centred visual focus potentially helps to achieve centring response on the circular flight path. We developed a numerical model based on force balance between horizontal, vertical and lateral forces that allows predictions of flight path curvature at a given locomotor capacity of the fly. The model suggests that turning flight in Drosophila is constrained by the production of centripetal forces needed to avoid side-slip movements. At maximum horizontal velocity this force may account for up to 70% of the fly's body weight during yaw turning. Altogether, our analyses are widely consistent with previous studies on Drosophila free flight and those on the optomotor response under tethered flight conditions.

MD-11 PCA - View of aircraft on ramp

NASA Technical Reports Server (NTRS)

1995-01-01

This McDonnell Douglas MD-11 is taxiing to a position on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple. For pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

MD-11 PCA - First Landing at Edwards

NASA Technical Reports Server (NTRS)

1995-01-01

A transport aircraft lands for the first time under engine power only, as this McDonnell Douglas MD-11 touches down at 11:38 a.m., Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

MD-11 PCA - Closeup view of aircraft on ramp

NASA Technical Reports Server (NTRS)

1995-01-01

This McDonnell Douglas MD-11 has taxied to a position on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple. For pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

MD-11 PCA - First Landing at Edwards

NASA Technical Reports Server (NTRS)

1995-01-01

A transport aircraft lands for the first time under engine power only, as this McDonnell Douglas MD-11 touches down at 11:38 a.m., Aug. 29, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The milestone flight, flown by NASA research pilot and former astronaut Gordon Fullerton, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. The Propulsion-Controlled Aircraft (PCA) system uses standard autopilot controls already present in the cockpit, together with the new programming in the aircraft's flight control computers. The PCA concept is simple--for pitch control, the program increases thrust to climb and reduces thrust to descend. To turn right, the autopilot increases the left engine thrust while decreasing the right engine thrust. The initial Propulsion-Controlled Aircraft studies by NASA were carried out at Dryden with a modified twin-engine F-15 research aircraft.

Activity of southeastern bats along sandstone cliffs used for rock climbing

USGS Publications Warehouse

Loeb, Susan C.; Jodice, Patrick G. R.

2018-01-01

Bats in the eastern U.S. are facing numerous threats and many species are in decline. Although several species of bats commonly roost in cliffs, little is known about use of cliffs for foraging and roosting. Because rock climbing is a rapidly growing sport and may cause disturbance to bats, our objectives were to examine use of cliff habitats by bats and to assess the effects of climbing on their activity. We used radio-telemetry to track small-footed bats (Myotis leibii) to day roosts, and Anabat SD2 detectors to compare bat activity between climbed and unclimbed areas of regularly climbed cliff faces, and between climbed and unclimbed cliffs. Four adult male small-footed bats were tracked to nine day roosts, all of which were in various types of crevices including five cliff face roosts (three on climbed and two on unclimbed faces). Bat activity was high along climbed cliffs and did not differ between climbed and unclimbed areas of climbed cliffs. In contrast, overall bat activity was significantly higher along climbed cliffs than unclimbed cliffs; species richness did not differ between climbed and unclimbed cliffs or areas. Lower activity along unclimbed cliffs may have been related to lower cliff heights and more clutter along these cliff faces. Due to limited access to unclimbed cliffs of comparable size to climbed cliffs, we could not thoroughly test the effects of climbing on bat foraging and roosting activity. However, the high overall use of climbed and unclimbed cliff faces for foraging and commuting that we observed suggests that cliffs may be important habitat for a number of bat species. Additional research on bats' use of cliff faces will improve our understanding of the factors that affect their use of this habitat including the impacts of climbing.

KSC-07pd1165

NASA Image and Video Library

2007-05-14

KENNEDY SPACE CENTER, FLA. -- This young alligator climbs on the railroad tracks where the train carrying solid rocket booster motor segments is approaching Kennedy Space Center. While enroute, solid rocket motor segments were involved in a derailment in Alabama. The rail cars carrying these segments remained upright and were undamaged. An inspection determined these segment cars could continue on to Florida. The segments themselves will undergo further evaluation at Kennedy before they are cleared for flight. Other segments involved in the derailment will be returned to a plant in Utah for further evaluation. Photo credit: NASA/Kim Shiflett

Saturn Apollo Program

NASA Image and Video Library

1971-08-01

This photograph of the Lunar Roving Vehicle (LRV) was taken during the Apollo 15 mission. Powered by battery, the lightweight electric car greatly increased the range of mobility and productivity on the scientific traverses for astronauts. It weighed 462 pounds (77 pounds on the Moon) and could carry two suited astronauts, their gear and cameras, and several hundred pounds of bagged samples. The LRV's mobility was quite high. It could climb and descend slopes of about 25 degrees. The LRV was designed and developed by the Marshall Space Flight Center and built by the Boeing Company.

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Expedition 10 Commander and NASA Science Officer Leroy Chiao donned his launch and entry suit and climbed aboard the Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Expedition 10 Preflight

NASA Image and Video Library

2004-10-04

Russian Space Forces cosmonaut Yuri Shargin donned his launch and entry suit and climbed aboard the Soyuz TMA-5 spacecraft Friday, October 5, 2004, at the Baikonur Cosmodrome in Kazakhstan for a dress rehearsal of launch day activities leading to their liftoff October 14 to the International Space Station. Chiao and Sharipov, the first crew of all-Asian extraction, will spend six months on the Station. Shargin will return to Earth October 24 with the Stations' current residents, Expedition 9 Commander Gennady Padalka and NASA Flight Engineer and Science Officer Mike Fincke. Photo Credit: (NASA/Bill Ingalls)

Improving the efficiency of smaller transport aircraft

NASA Technical Reports Server (NTRS)

Jones, R. T.

1984-01-01

Considered apart from its propulsive system the high altitude airplane itself adapted to higher flight altitudes than those in current use. Scaling on the assumption of constant aircraft density indicates that this conclusion applies most importantly to smaller transport aircraft. Climb to 60,000 ft could save time and energy for trips as short as 500 miles. A discussion of the effect of winglets on aircraft efficiency is presented. A 10% reduction of induced drag below that of a comparable elliptic wing can be achieved either by horizontal or vertical wing tip extensions.

Aerodynamic characteristics of a 1/4 scale powered helicopter model with a V-type empennage. [conducted in the Langley V/STOL wind tunnel

NASA Technical Reports Server (NTRS)

Freeman, C. E.; Phelps, A. E., III; Mineck, R. E.

1978-01-01

An investigation was made in the Langley V/STOL tunnel to determine rotor induced effects on a 1/4-scale helicopter model with a conventional empennage and also a V-type empennage with dihedral angles of 45 deg, 50 deg, 55 deg, and 60 deg. Static longitudinal and lateral directional stability data are presented for rotor advance ratios of 0.057, 0.102, and 0.192 in level flight and climb attitudes. The data are presented without analysis or discussion.

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

DTIC Science & Technology

1992-03-01

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

Physiological responses to indoor rock-climbing and their relationship to maximal cycle ergometry.

PubMed

Sheel, A William; Seddon, Nicholas; Knight, Andrew; McKenzie, Donald C; R Warburton, Darren E

2003-07-01

To quantify the cardiorespiratory responses to indoor climbing during two increasingly difficult climbs and relate them to whole-body dynamic exercise. It was hypothesized that as climbing difficulty increased, oxygen consumption ([V02] and heart rate would increase, and that climbing would require utilization of a significant fraction of maximal cycling values. Elite competitive sport rock climbers (6 male, 3 female) completed two data collection sessions. The first session was completed at an indoor climbing facility, and the second session was an incremental cycle test to exhaustion. During indoor climbing subjects were randomly assigned to climb two routes designated as "harder" or "easier" based on their previous best climb. Subjects wore a portable metabolic system, which allowed measurement of oxygen consumption [V02], minute ventilation ([V02]E), respiratory exchange ratio (RER), and heart rate. During the second session, maximal values for [V02], [V02]E, RER, and heart rate were determined during an incremental cycle test to exhaustion. Heart rate and [VO2], expressed as percent of cycling maximum, were significantly higher during harder climbing compared with easier climbing. During harder climbing, %HR(max) was significantly higher than %[V02] (2max) (89.6% vs 51.2%), and during easier climbing, %HR(max) was significantly higher than %[V02] (2max) (66.9% vs 45.3%). With increasing levels of climbing difficulty, there is a rise in both heart rate and [V02]. However, there is a disproportional rise in heart rate compared with [V02], which we attribute to the fact that climbing requires the use of intermittent isometric contractions of the arm musculature and the reliance of both anaerobic and aerobic metabolism.

Correlation of Cooling Data from an Air-Cooled Cylinder and Several Multicylinder Engines

NASA Technical Reports Server (NTRS)

Pinkel, Benjamin; Ellerbrock, Herman H , Jr

1940-01-01

The theory of engine-cylinder cooling developed in a previous report was further substantiated by data obtained on a cylinder from a Wright r-1820-g engine. Equations are presented for the average head and barrel temperatures of this cylinder as functions of the engine and the cooling conditions. These equations are utilized to calculate the variation in cylinder temperature with altitude for level flight and climb. A method is presented for correlating average head and barrel temperatures and temperatures at individual points on the head and the barrel obtained on the test stand and in flight. The method is applied to the correlation and the comparison of data obtained on a number of service engines. Data are presented showing the variation of cylinder temperature with time when the power and the cooling pressure drop are suddenly changed.

Airline Transport Pilot Preferences for Predictive Information

NASA Technical Reports Server (NTRS)

Trujillo, Anna C.

1996-01-01

This experiment assessed certain issues about the usefulness of predictive information: (1) the relative time criticality of failures, (2) the subjective utility of predictive information for different parameters or sensors, and (3) the preferred form and prediction time for displaying predictive information. To address these issues, three separate tasks were administered to 22 airline pilots. As shown by the data, these pilots preferred predictive information on parameters they considered vital to the safety of the flight. These parameters were related to the checklists performed first for alert messages. These pilots also preferred to know whether a parameter was changing abnormally and the time to a certain value being reached. Furthermore, they considered this information most useful during the cruise, the climb, and the descent phases of flight. Lastly, these pilots preferred the information to predict as far ahead as possible.

High lift selected concepts

NASA Technical Reports Server (NTRS)

Henderson, M. L.

1979-01-01

The benefits to high lift system maximum life and, alternatively, to high lift system complexity, of applying analytic design and analysis techniques to the design of high lift sections for flight conditions were determined and two high lift sections were designed to flight conditions. The influence of the high lift section on the sizing and economics of a specific energy efficient transport (EET) was clarified using a computerized sizing technique and an existing advanced airplane design data base. The impact of the best design resulting from the design applications studies on EET sizing and economics were evaluated. Flap technology trade studies, climb and descent studies, and augmented stability studies are included along with a description of the baseline high lift system geometry, a calculation of lift and pitching moment when separation is present, and an inverse boundary layer technique for pressure distribution synthesis and optimization.

Technical Tree Climbing.

ERIC Educational Resources Information Center

Jenkins, Peter

Tree climbing offers a safe, inexpensive adventure sport that can be performed almost anywhere. Using standard procedures practiced in tree surgery or rock climbing, almost any tree can be climbed. Tree climbing provides challenge and adventure as well as a vigorous upper-body workout. Tree Climbers International classifies trees using a system…

My Big Wall

NASA Technical Reports Server (NTRS)

Espinosa, Paul S.

2002-01-01

It was June and I was in Yosemite National Park in California, 2,000-feet off the ground. I was climbing El Capitan, a majestic 3,000-foot high, mile-wide granite monolith--one of the most sought after and spectacular rock climbs in the world. After three days of climbing on its sheer face, and having completed the most difficult part of the route, my partner and I were heading down. A thunderstorm lasting all night and into the morning had soaked our tiny perch and all our worldly possessions. We began rappelling down the vertical wall by sliding to the ends of two 50meter ropes tied together and looped through a set of fixed rings bolted into the rock. At the end of the ropes was another rappel station consisting of a set of rings, placed by previous climbers for retreating parties, which we used to anchor ourselves to the rock face. We then pulled the ropes down from the rings above, threaded the ones in front of our noses and started down another rope length. Everything we brought up for our five-day climb to the summit we had to bring back down with us: ropes, climbing gear of every sort, sleeping bags, extra clothes, food, water, and other essentials. All this we either stuffed into a haul bag (an oversized reinforced duffel bag) or slung over our shoulders. The retreat was slow and methodical, akin to a train backing down a mountain, giving me ample time to think. My situation made me think about my work, mostly, about all the projects I have managed, or been involved in managing. As a NASA project manager, I have worked on a number of successful projects. I have also been involved in a number of projects I never saw the end of. I thought about all the projects I transferred off of for other opportunities, projects that were in full stride and ran out of funding, and ones put on the shelf because they would not meet a flight date. Oh yes, I have had many success, to be sure, or I would have burned out years ago. Lessons from both the successful and not-so-successful projects have taught me valuable lessons, but it has always been the failures where I've learned the most.

Climbing ability of teneral and sclerotized adult bed bugs and assessment of adhesive properties of the exoskeletal fluid using atomic force microscopy.

PubMed

Hinson, Kevin R; Reukov, Vladimir; Benson, Eric P; Zungoli, Patricia A; Bridges, William C; Ellis, Brittany R; Song, Jinbo

2017-01-01

We observed that teneral adults (<1 h post-molt) of Cimex lectularius L. appeared more adept at climbing a smooth surface compared to sclerotized adults. Differences in climbing ability on a smooth surface based on sclerotization status were quantified by measuring the height to which bed bugs climbed when confined within a glass vial. The average maximum height climbed by teneral (T) bed bugs (n = 30, height climbed = 4.69 cm) differed significantly (P< 0.01) from recently sclerotized (RS) bed bugs (n = 30, height climbed = 1.73 cm at ~48 h post molt), sclerotized group 1 (S1) bed bugs (n = 30, S1 = 2.42 cm at >72 h), and sclerotized group 2 (S2) bed bugs (n = 30, height climbed = 2.64 cm at >72 h post molt). When heights from all climbing events were summed, teneral bed bugs (650.8 cm climbed) differed significantly (P< 0.01) from recently sclerotized (82 cm climbed) and sclerotized (group 1 = 104.6 cm climbed, group 2 = 107.8 cm climbed) bed bugs. These findings suggested that the external surface of teneral bed bug exoskeletons possess an adhesive property. Using atomic force microscopy (AFM), we found that adhesion force of an exoskeletal (presumably molting) fluid decreased almost five-fold from 88 to 17 nN within an hour of molting. Our findings may have implications for laboratory safety and the effectiveness of bed bug traps, barriers, and biomimetic-based adhesives.

X-15A-2 with test pilot Pete Knight

NASA Technical Reports Server (NTRS)

1965-01-01

Air Force pilot William J. 'Pete' Knight is seen here in front of the X-15A-2 aircraft (56-6671). Pete Knight made 16 flights in the X-15, and set the world unofficial speed record for fixed wing aircraft, 4,520 mph (mach 6.7), in the X-15A-2. He also made one flight above 50 miles, qualifying him for astronaut wings. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

The North American X-15 settles to the lakebed after a research flight from what is now the NASA Dryden Flight Research Center, Edwards, California. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Finding paradise: cues directing the migration of the waterfall climbing Hawaiian gobioid Sicyopterus stimpsoni.

PubMed

Leonard, G; Maie, T; Moody, K N; Schrank, G D; Blob, R W; Schoenfuss, H L

2012-07-01

A series of waterfall-climbing trials were conducted to identify cues that direct the climbing of juvenile Sicyopterus stimpsoni. In the first experiment, whether climbing juveniles preferentially ascend water sources with conspecifics or whether the presence of just stream water is sufficient to attract fish to ascend a climbing path were assessed. In the second experiment, whether climbing juveniles create a trail of mucus that facilitates the ability of conspecifics to follow their lead was determined. The results indicate that juvenile S. stimpsoni are less likely to climb in waters devoid of organic cues but are strongly attracted to stream water with or without the odour of conspecifics. Once climbing, performance did not differ for juveniles climbing in differing water choices, suggesting an all-or-nothing commitment once climbing commences. Climbing S. stimpsoni did produce a mucous trail while climbing that was associated with a mucous gland that dramatically increases in size just prior to juveniles gaining the ability to climb. The trail was not followed closely by subsequent juveniles traversing the same channel, however, suggesting only weak trail-following in waterfall climbing S. stimpsoni. Previous genetic studies suggest that juvenile S. stimpsoni do not home to natal streams in the face of strong near-shore oceanic currents. Instead, these fish appear primarily to rely on cues that suggest the presence of organic growth in streams, a factor that may indicate suitable habitat in an ever-changing stream environment but which may also be vulnerable to interference through human activity. © 2012 The Authors. Journal of Fish Biology © 2012 The Fisheries Society of the British Isles.

Global diversification of a tropical plant growth form: environmental correlates and historical contingencies in climbing palms

PubMed Central

Couvreur, Thomas L. P.; Kissling, W. Daniel; Condamine, Fabien L.; Svenning, Jens-Christian; Rowe, Nick P.; Baker, William J.

2015-01-01

Tropical rain forests (TRF) are the most diverse terrestrial biome on Earth, but the diversification dynamics of their constituent growth forms remain largely unexplored. Climbing plants contribute significantly to species diversity and ecosystem processes in TRF. We investigate the broad-scale patterns and drivers of species richness as well as the diversification history of climbing and non-climbing palms (Arecaceae). We quantify to what extent macroecological diversity patterns are related to contemporary climate, forest canopy height, and paleoclimatic changes. We test whether diversification rates are higher for climbing than non-climbing palms and estimate the origin of the climbing habit. Climbers account for 22% of global palm species diversity, mostly concentrated in Southeast Asia. Global variation in climbing palm species richness can be partly explained by past and present-day climate and rain forest canopy height, but regional differences in residual species richness after accounting for current and past differences in environment suggest a strong role of historical contingencies in climbing palm diversification. Climbing palms show a higher net diversification rate than non-climbers. Diversification analyses of palms detected a diversification rate increase along the branches leading to the most species-rich clade of climbers. Ancestral character reconstructions revealed that the climbing habit originated between early Eocene and Miocene. These results imply that changes from non-climbing to climbing habits may have played an important role in palm diversification, resulting in the origin of one fifth of all palm species. We suggest that, in addition to current climate and paleoclimatic changes after the late Neogene, present-day diversity of climbing palms can be explained by morpho-anatomical innovations, the biogeographic history of Southeast Asia, and/or ecological opportunities due to the diversification of high-stature dipterocarps in Asian TRFs. PMID:25620977

Global diversification of a tropical plant growth form: environmental correlates and historical contingencies in climbing palms.

PubMed

Couvreur, Thomas L P; Kissling, W Daniel; Condamine, Fabien L; Svenning, Jens-Christian; Rowe, Nick P; Baker, William J

2014-01-01

Tropical rain forests (TRF) are the most diverse terrestrial biome on Earth, but the diversification dynamics of their constituent growth forms remain largely unexplored. Climbing plants contribute significantly to species diversity and ecosystem processes in TRF. We investigate the broad-scale patterns and drivers of species richness as well as the diversification history of climbing and non-climbing palms (Arecaceae). We quantify to what extent macroecological diversity patterns are related to contemporary climate, forest canopy height, and paleoclimatic changes. We test whether diversification rates are higher for climbing than non-climbing palms and estimate the origin of the climbing habit. Climbers account for 22% of global palm species diversity, mostly concentrated in Southeast Asia. Global variation in climbing palm species richness can be partly explained by past and present-day climate and rain forest canopy height, but regional differences in residual species richness after accounting for current and past differences in environment suggest a strong role of historical contingencies in climbing palm diversification. Climbing palms show a higher net diversification rate than non-climbers. Diversification analyses of palms detected a diversification rate increase along the branches leading to the most species-rich clade of climbers. Ancestral character reconstructions revealed that the climbing habit originated between early Eocene and Miocene. These results imply that changes from non-climbing to climbing habits may have played an important role in palm diversification, resulting in the origin of one fifth of all palm species. We suggest that, in addition to current climate and paleoclimatic changes after the late Neogene, present-day diversity of climbing palms can be explained by morpho-anatomical innovations, the biogeographic history of Southeast Asia, and/or ecological opportunities due to the diversification of high-stature dipterocarps in Asian TRFs.

Effectiveness and cost of two stair-climbing interventions-less is more.

PubMed

Olander, Ellinor K; Eves, Frank F

2011-01-01

The current study compared two interventions for promotion of stair climbing in the workplace, an information-based intervention at a health information day and an environmental intervention (point-of-choice prompts), for their effectiveness in changing stair climbing and cost per employee. Interrupted time-series design. Four buildings on a university campus. Employees at a university in the United Kingdom. Two stair-climbing interventions were compared: (1) a stand providing information on stair climbing at a health information day and (2) point-of-choice prompts (posters). Observers recorded employees' gender and method of ascent (n = 4279). The cost of the two interventions was calculated. Logistic regression. There was no significant difference between baseline (47.9% stair climbing) and the Workplace Wellbeing Day (48.8% stair climbing), whereas the prompts increased stair climbing (52.6% stair climbing). The health information day and point-of-choice prompts cost $773.96 and $31.38, respectively. The stand at the health information day was more expensive than the point-of-choice prompts and was inferior in promoting stair climbing. It is likely that the stand was unable to encourage stair climbing because only 3.2% of targeted employees visited the stand. In contrast, the point-of-choice prompts were potentially visible to all employees using the buildings and hence better for disseminating the stair climbing message to the target audience.

Commande de vol non lineaire d'un drone a voilure fixe par la methode du backstepping

NASA Astrophysics Data System (ADS)

Finoki, Edouard

This thesis describes the design of a non-linear controller for a UAV using the backstepping method. It is a fixed-wing UAV, the NexSTAR ARF from HobbicoRTM. The aim is to find the expressions of the aileron, the elevator, and the rudder deflection in order to command the flight path angle, the heading angle and the sideslip angle. Controlling the flight path angle allows a steady, climb or descent flight, controlling the heading cap allows to choose the heading and annul the sideslip angle allows an efficient flight. A good technical control has to ensure the stability of the system and provide optimal performances. Backstepping interlaces the choice of a Lyapunov function with the design of feedback control. This control technique works with the true non-linear model without any approximation. The procedure is to transform intermediate state variables into virtual inputs which will control other state variables. Advantages of this technique are its recursivity, its minimum control effort and its cascaded structure that allows dividing a high order system into several simpler lower order systems. To design this non-linear controller, a non-linear model of the UAV was used. Equations of motion are very accurate, aerodynamic coefficients result from interpolations between several essential variables in flight. The controller has been implemented in Matlab/Simulink and FlightGear.

The Rock Climbing Teaching Guide.

ERIC Educational Resources Information Center

Kudlas, John

The product of 10 years of rock climbing instruction, this guide provides material from which an instructor can teach basic climbing concepts and safety skills as well as conduct a safe, enjoyable rock climbing class in a high school setting. It is designed for an instructor with limited experience in climbing; however, the need for teacher…

Climb Hard, Train Harder: Supplemental Training Techniques for Improved Rock Climbing Performance

ERIC Educational Resources Information Center

Larew, Bradley; Haibach-Beach, Pamela

2017-01-01

Climbing is an increasingly popular recreational activity that has attracted interest from a wide variety of populations, likely because of the increasing availability and challenge of climbing. Many children and adolescents are introduced to rock climbing in adventure programming units in their schools. Through physical education, children are…

Single-step collision-free trajectory planning of biped climbing robots in spatial trusses.

PubMed

Zhu, Haifei; Guan, Yisheng; Chen, Shengjun; Su, Manjia; Zhang, Hong

For a biped climbing robot with dual grippers to climb poles, trusses or trees, feasible collision-free climbing motion is inevitable and essential. In this paper, we utilize the sampling-based algorithm, Bi-RRT, to plan single-step collision-free motion for biped climbing robots in spatial trusses. To deal with the orientation limit of a 5-DoF biped climbing robot, a new state representation along with corresponding operations including sampling, metric calculation and interpolation is presented. A simple but effective model of a biped climbing robot in trusses is proposed, through which the motion planning of one climbing cycle is transformed to that of a manipulator. In addition, the pre- and post-processes are introduced to expedite the convergence of the Bi-RRT algorithm and to ensure the safe motion of the climbing robot near poles as well. The piecewise linear paths are smoothed by utilizing cubic B-spline curve fitting. The effectiveness and efficiency of the presented Bi-RRT algorithm for climbing motion planning are verified by simulations.

Optimal short-range trajectories for helicopters

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

Slater, G.L.; Erzberger, H.

1982-12-01

An optimal flight path algorithm using a simplified altitude state model and a priori climb cruise descent flight profile was developed and applied to determine minimum fuel and minimum cost trajectories for a helicopter flying a fixed range trajectory. In addition, a method was developed for obtaining a performance model in simplified form which is based on standard flight manual data and which is applicable to the computation of optimal trajectories. The entire performance optimization algorithm is simple enough that on line trajectory optimization is feasible with a relatively small computer. The helicopter model used is the Silorsky S-61N. Themore » results show that for this vehicle the optimal flight path and optimal cruise altitude can represent a 10% fuel saving on a minimum fuel trajectory. The optimal trajectories show considerable variability because of helicopter weight, ambient winds, and the relative cost trade off between time and fuel. In general, reasonable variations from the optimal velocities and cruise altitudes do not significantly degrade the optimal cost. For fuel optimal trajectories, the optimum cruise altitude varies from the maximum (12,000 ft) to the minimum (0 ft) depending on helicopter weight.« less

KSC-96pc1287

NASA Image and Video Library

1996-11-19

KENNEDY SPACE CENTER, FLA. -- A diversified mission of astronomy, commercial space research and International Space Station preparation gets under way as the Space Shuttle Columbia climbs skyward from Launch Pad 39B at 2:55:47 p.m. EST, Nov. 19, 1996. Leading the veteran crew of Mission STS-80 is Commander Kenneth D. Cockrell; Kent V. Rominger is the pilot and the three mission specialists are Tamara E. Jernigan, Story Musgrave and Thomas D. Jones. At age 61, Musgrave becomes the oldest person ever to fly in space; he also ties astronaut John Young’s record for most number of spaceflights by a human being, and in embarking on his sixth Shuttle flight Musgrave has logged the most flights ever aboard NASA’s reusable space vehicle. The two primary payloads for STS-80 are the Wake Shield Facility-3 (WSF-3) and the Orbiting and Retrievable Far and Extreme Ultraviolet Spectrometer-Shuttle Pallet Satellite II (ORFEUS-SPAS II). Two spacewalks also will be performed during the nearly 16-day mission. Mission STS-80 closes out the Shuttle flight schedule for 1996; it marks the 21st flight for Columbia and the 80th in Shuttle program history.

KSC-96pc1286

NASA Image and Video Library

1996-11-19

KENNEDY SPACE CENTER, FLA. -- A diversified mission of astronomy, commercial space research and International Space Station preparation gets under way as the Space Shuttle Columbia climbs skyward from Launch Pad 39B at 2:55:47 p.m. EST, Nov. 19, 1996. Leading the veteran crew of Mission STS-80 is Commander Kenneth D. Cockrell; Kent V. Rominger is the pilot and the three mission specialists are Tamara E. Jernigan, Story Musgrave and Thomas D. Jones. At age 61, Musgrave becomes the oldest person ever to fly in space; he also ties astronaut John Young’s record for most number of spaceflights by a human being, and in embarking on his sixth Shuttle flight Musgrave has logged the most flights ever aboard NASA’s reusable space vehicle. The two primary payloads for STS-80 are the Wake Shield Facility-3 (WSF-3) and the Orbiting and Retrievable Far and Extreme Ultraviolet Spectrometer-Shuttle Pallet Satellite II (ORFEUS-SPAS II). Two spacewalks also will be performed during the nearly 16-day mission. Mission STS-80 closes out the Shuttle flight schedule for 1996; it marks the 21st flight for Columbia and the 80th in Shuttle program history.

Design of Long-Endurance Unmanned Airplanes Incorporating Solar and Fuel Cell Propulsion

NASA Technical Reports Server (NTRS)

Youngblood, James W.; Talay, Theodore A.; Pegg, Robert J.

1984-01-01

Preliminary performance analysis and conceptual design are described for a class of unmanned airplanes possessing multi-day endurance capability. A mixed-mode electric power system incorporates solar cells for daytime energy production and a non-regenerative H2-02 fuel cell to supply energy for night flight. The power system provides energy for all onboard systems, including propulsion., payload, and avionics. Excess solar energy is available during significant portions of the day, and may be used for climbing, maneuvering, or payload functions. By jettisoning fuel cell reactant product (water) during flight, vehicle endurance may be increased under certain conditions. Empirical structure sizing algorithms are combined with low-Reynolds number aerodynamics algorithms to estimate airplane size and geometry to meet prescribed mission requirements. Initial calculations for summertime, high-altitude flight (above 40,000 ft (12 km)) at moderate latitude (31 deg N) indicate that mission endurance of several days may be possible for configurations having wing loadings on the order of 0.9 to 1.3 lb/ft(exp 2). These aircraft tend to be somewhat smaller than solar-powered aircraft previously conceived for multi-month endurance utilizing regenerative fuel cell systems for night flight.

Climbing ability of teneral and sclerotized adult bed bugs and assessment of adhesive properties of the exoskeletal fluid using atomic force microscopy

PubMed Central

Zungoli, Patricia A.; Bridges, William C.; Ellis, Brittany R.; Song, Jinbo

2017-01-01

We observed that teneral adults (<1 h post-molt) of Cimex lectularius L. appeared more adept at climbing a smooth surface compared to sclerotized adults. Differences in climbing ability on a smooth surface based on sclerotization status were quantified by measuring the height to which bed bugs climbed when confined within a glass vial. The average maximum height climbed by teneral (T) bed bugs (n = 30, height climbed = 4.69 cm) differed significantly (P< 0.01) from recently sclerotized (RS) bed bugs (n = 30, height climbed = 1.73 cm at ~48 h post molt), sclerotized group 1 (S1) bed bugs (n = 30, S1 = 2.42 cm at >72 h), and sclerotized group 2 (S2) bed bugs (n = 30, height climbed = 2.64 cm at >72 h post molt). When heights from all climbing events were summed, teneral bed bugs (650.8 cm climbed) differed significantly (P< 0.01) from recently sclerotized (82 cm climbed) and sclerotized (group 1 = 104.6 cm climbed, group 2 = 107.8 cm climbed) bed bugs. These findings suggested that the external surface of teneral bed bug exoskeletons possess an adhesive property. Using atomic force microscopy (AFM), we found that adhesion force of an exoskeletal (presumably molting) fluid decreased almost five-fold from 88 to 17 nN within an hour of molting. Our findings may have implications for laboratory safety and the effectiveness of bed bug traps, barriers, and biomimetic-based adhesives. PMID:29244819

X-15 launch from B-52 mothership

NASA Technical Reports Server (NTRS)

1959-01-01

This photo illustrates how the X-15 rocket-powered aircraft was taken aloft under the wing of a B-52. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. This was one of the early powered flights using a pair of XLR-11 engines (until the XLR-99 became available). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 test pilots - Thompson, Dana, and McKay

NASA Technical Reports Server (NTRS)

1966-01-01

NASA pilots Milton O. Thompson, William H. 'Bill' Dana, and John B. 'Jack' McKay are seen here in front of the #2 X-15 (56-6671) rocket-powered research aircraft. Among them, the three NASA research pilots made 59 flights in the X-15 (14 for Thompson, 16 for Dana, and 29 for McKay). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2010 CFR

2010-01-01

... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at.... The steady gradient and rate of climb/descent must be determined at each weight, altitude, and ambient...

The effectiveness of chocolate milk as a post-climbing recovery aid.

PubMed

Potter, J; Fuller, B

2015-12-01

Recovery is essential to effective performance in climbing competitions which often involve repeated bouts, and sport climbing where climbers may work a route over a number of days prior to a complete ascent. This study employed a cross-over design to compare water with chocolate milk as recovery aids following an exhaustive bout of high intensity endurance climbing. Ten male climbers (age: 22±1 years; height: 178.5±7.9 cm; mass: 74.7±11.3 kg) climbed a Tredwall (Brewer Ledge M6) until volitional exhaustion. The participants consumed either water or chocolate milk 20 minutes after the climb and then again with their evening meal. The exercise protocol was repeated 24 hours after the original climb. The second condition was completed 7 days later. Workload indicators of heart rate, rate of perceived exertion (RPE), blood lactate and muscle soreness scores were recorded alongside climbing performance measures of duration and distance of the climb. A improved performance was found after the consumption of chocolate milk, with both a greater distance climbed (F(1,9)=11.704, P=0.008) and duration (F(1,9) =10.922, P=0.009), there were no differences in end of climb heart rate or RPE. Muscle soreness scores were lower three days after exercise following chocolate milk (t(8)=3.773, P=0.005). Chocolate milk as a recovery drink resulted in further sustained climbing, a decrease in muscle soreness, compared to water. It may be pertinent for climbers to consider its use as a recovery aid during repeated climbing bouts. Chocolate milk is a relatively unexplored recovery aid and warrants further attention.

Evaluation of injury and fatality risk in rock and ice climbing.

PubMed

Schöffl, Volker; Morrison, Audry; Schwarz, Ulrich; Schöffl, Isabelle; Küpper, Thomas

2010-08-01

Rock and ice climbing are widely considered to be 'high-risk' sporting activities that are associated with a high incidence of severe injury and even death, compared with more mainstream sports. However, objective scientific data to support this perception are questionable. Accordingly, >400 sport-specific injury studies were analysed and compared by quantifying the injury incidence and objectively grading the injury severity (using the National Advisory Committee for Aeronautics score) per 1000 hours of sporting participation. Fatalities were also analysed. The analysis revealed that fatalities occurred in all sports, but it was not always clear whether the sport itself or pre-existing health conditions contributed or caused the deaths. Bouldering (ropeless climbing to low heights), sport climbing (mostly bolt protected lead climbing with little objective danger) and indoor climbing (climbing indoors on artificial rock structures), showed a small injury rate, minor injury severity and few fatalities. As more objective/external dangers exist for alpine and ice climbing, the injury rate, injury severity and fatality were all higher. Overall, climbing sports had a lower injury incidence and severity score than many popular sports, including basketball, sailing or soccer; indoor climbing ranked the lowest in terms of injuries of all sports assessed. Nevertheless, a fatality risk remains, especially in alpine and ice climbing. In the absence of a standard definition for a 'high-risk' sport, categorizing climbing as a high-risk sport was found to be either subjective or dependent on the definition used. In conclusion, this analysis showed that retrospective data on sport-specific injuries and fatalities are not reported in a standardized manner. To improve preventative injury measures for climbing sports, it is recommended that a standardized, robust and comprehensive sport-specific scoring model should be developed to report and fully evaluate the injury risk, severity of injuries and fatality risk in climbing sports.

CCP Astronaut Eric Boe, GOES-S Prepared for Launch

NASA Image and Video Library

2018-02-28

NASA astronaut Eric Boe, one of four astronauts working with the agency’s Commercial Crew Program, had the opportunity to check out the Crew Access Tower at Space Launch Complex 41 (SLC-41) Wednesday with a United Launch Alliance Atlas V on the pad. Boe, along with launch operations engineers from NASA, Boeing, and ULA, climbed the launch pad tower to evaluate lighting and spotlights after dark. The survey helped ensure crew members will have acceptable visibility as they prepare to launch aboard Boeing’s Starliner spacecraft on the Crew Flight Test to the International Space Station targeted for later this year.

KSC-08pd1267

NASA Image and Video Library

2008-05-09

CAPE CANAVERAL, Fla. -- The crew for the STS-124 mission departs NASA's Kennedy Space Center after a successful launch dress rehearsal called the terminal countdown demonstration test. Commander Mark Kelly (right) waits his turn to climb into the cockpit of the T-38 training jet for the flight back to Houston. Mission Specialist Greg Chamitoff is already seated. The crew is expected to return in late May for the May 31 launch of space shuttle Discovery. On the STS-124 mission, the crew will deliver and install the Japanese Experiment Module – Pressurized Module and Japanese Remote Manipulator System. Photo credit: NASA/Kim Shiflett

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.

Simplified aerodynamic analysis of the cyclogiro rotating wing system

NASA Technical Reports Server (NTRS)

Wheatley, John B

1930-01-01

A simplified aerodynamic theory of the cyclogiro rotating wing is presented herein. In addition, examples have been calculated showing the effect on the rotor characteristics of varying the design parameters of the rotor. A performance prediction, on the basis of the theory here developed, is appended, showing the performance to be expected of a machine employing this system of sustentation. The aerodynamic principles of the cyclogiro are sound; hovering flight, vertical climb, and a reasonable forward speed may be obtained with a normal expenditure of power. Auto rotation in a gliding descent is available in the event of a power-plant failure.

Evaluation of a strapless heart rate monitor during simulated flight tasks.

PubMed

Wang, Zhen; Fu, Shan

2016-01-01

Pilots are under high task demands during flight. Monitoring pilot's physiological status is very important in the evaluation of pilot's workload and flight safety. Recently, physiological status monitor (PSM) has been embedded into a watch that can be used without a conventional chest strap. This makes it possible to unobtrusively monitor, log and transmit pilot's physiological measurements such as heart rate (HR) during flight tasks. The purpose of this study is to validate HR recorded by a strapless heart rate watch against criterion ECG-derived HR. Ten commercial pilots (mean ± SD : age: 39.1 ± 7.8 years; total flight hours 7173.2 ± 5270.9 hr) performed three routinely trained flight tasks in a full flight simulator: wind shear go-around (WG), takeoff and climb (TC), and hydraulic failure (HF). For all tasks combined (overall) and for each task, differences between the heart rate watch measurements and the criterion data were small (mean difference [95% CI]: overall: -0.71 beats/min [-0.85, -0.57]; WG: -0.90 beats/min [-1.15, -0.65]; TC: -0.69 beats/min [-0.98, -0.40]; HF: -0.61 beats/min [-0.80, -0.42]). There were high correlations between the heart rate watch measurements and the ECG-derived HR for all tasks (r ≥ 0.97, SEE < 3). Bland-Altman plots also show high agreements between the watch measurements and the criterion HR. These results suggest that the strapless heart rate watch provides valid measurements of HR during simulated flight tasks and could be a useful tool for pilot workload evaluation.

How lizards fly: A novel type of wing in animals.

PubMed

Dehling, J Maximilian

2017-01-01

Flying lizards of the genus Draco are renowned for their gliding ability, using an aerofoil formed by winglike patagial membranes and supported by elongated thoracic ribs. It remains unknown, however, how these lizards manoeuvre during flight. Here, I present the results of a study on the aerial behaviour of Dussumier's Flying Lizard (Draco dussumieri) and show that Draco attaches the forelimbs to the leading edge of the patagium while airborne, forming a hitherto unknown type of composite wing. The attachment of the forelimbs to the patagium suggests that that aerofoil is controlled through movements of the forelimbs. One major advantage for the lizards is that the forelimbs retain their complete range of movement and functionality for climbing and running when not used as a part of the wing. These findings not only shed a new light on the flight of Draco but also have implications for the interpretation of gliding performance in fossil species.

Towards a better understanding of helicopter external noise

NASA Astrophysics Data System (ADS)

Damongeot, A.; Dambra, F.; Masure, B.

The problem of helicopter external noise generation is studied taking into consideration simultaneously the multiple noise sources: rotor rotational-, rotor broadband -, and engine noise. The main data are obtained during flight tests of the rather quiet AS 332 Super Puma. The flight procedures settled by ICAO for noise regulations are used: horizontal flyover at 90 percent of the maximum speed, approach at minimum power velocity, take-off at best rate of climb. Noise source levels are assessed through narrow band analysis of ground microphone recordings, ground measurements of engine noise and theoretical means. With the perceived noise level unit used throughout the study, relative magnitude of noise sources is shown to be different from that obtained with linear noise unit. A parametric study of the influence of some helicopter parameters on external noise has shown that thickness-tapered, chord-tapered, and swept-back blade tips are good means to reduce the overall noise level in flyover and approach.

How lizards fly: A novel type of wing in animals

PubMed Central

2017-01-01

Flying lizards of the genus Draco are renowned for their gliding ability, using an aerofoil formed by winglike patagial membranes and supported by elongated thoracic ribs. It remains unknown, however, how these lizards manoeuvre during flight. Here, I present the results of a study on the aerial behaviour of Dussumier's Flying Lizard (Draco dussumieri) and show that Draco attaches the forelimbs to the leading edge of the patagium while airborne, forming a hitherto unknown type of composite wing. The attachment of the forelimbs to the patagium suggests that that aerofoil is controlled through movements of the forelimbs. One major advantage for the lizards is that the forelimbs retain their complete range of movement and functionality for climbing and running when not used as a part of the wing. These findings not only shed a new light on the flight of Draco but also have implications for the interpretation of gliding performance in fossil species. PMID:29236777

Minimum-fuel turning climbout and descent guidance of transport jets

NASA Technical Reports Server (NTRS)

Neuman, F.; Kreindler, E.

1983-01-01

The complete flightpath optimization problem for minimum fuel consumption from takeoff to landing including the initial and final turns from and to the runway heading is solved. However, only the initial and final segments which contain the turns are treated, since the straight-line climbout, cruise, and descent problems have already been solved. The paths are derived by generating fields of extremals, using the necessary conditions of optimal control together with singular arcs and state constraints. Results show that the speed profiles for straight flight and turning flight are essentially identical except for the final horizontal accelerating or decelerating turns. The optimal turns require no abrupt maneuvers, and an approximation of the optimal turns could be easily integrated with present straight-line climb-cruise-descent fuel-optimization algorithms. Climbout at the optimal IAS rather than the 250-knot terminal-area speed limit would save 36 lb of fuel for the 727-100 aircraft.

STS-101: Flight Day Highlights / CAR

NASA Technical Reports Server (NTRS)

2000-01-01

The primary mission objective for STS-101 was to deliver supplies to the International Space Station, perform a space walk, and reboost the station from 230 statute miles to 250 statute miles. The commander of this mission was, James D. Halsell. The crew was Scott J. Horowitz, the pilot, and mission specialists Mary Ellen Weber, Jeffrey N. Williams, James S. Voss, Susan J. Helms, and Yuri Vladimirovich Usachev. This videotape shows the launch of STS-101, beginning with the pre-flight breakfast and the crew's introduction. The videotape next shows a pre-dawn view of the orbiter waiting the crew's arrival. The crew is shown getting into their space suits and then climbing onboard the shuttle. In this videotape we are shown a few of the crew getting into their places onboard the shuttle. We are also shown the newly designed "glass cockpit", which gives the pilot and the commander better views and are told that this is the first flight of the shuttle with the new design. After the hatch is closed, we see the shuttle launch into the night, followed by the Solid Rocket Boosters (SRB) separation.

A hypersonic research vehicle to develop scramjet engines

NASA Technical Reports Server (NTRS)

Gregorek, G. M.; Reuss, R. L.

1990-01-01

Four student design teams produced conceptual designs for a research vehicle to develop the supersonic combustion ramjet (scramjet) engines necessary for efficient hypersonic flight. This research aircraft would provide flight test data for prototype scramjets that is not available in groundbased test facilities. The design specifications call for a research aircraft to be launched from a carrier aircraft at 40,000 feet and a Mach number of 0.8. The aircraft must accelerate to Mach 6 while climbing to a 100,000 foot altitude and then ignite the experimental scramjet engines for acceleration to Mach 10. The research vehicle must then be recovered for another flight. The students responded with four different designs, two piloted waverider configurations, and two unmanned vehicles, one with a blended body-wing configuration, the other with a delta wing shape. All aircraft made use of an engine database provided by the General Electric Aircraft Engine Group; both turbofan ramjet and scramjet engine performance using liquid hydrogen fuel was available. Explained here are the students' conceptual designs and the aerodynamic and propulsion concepts that made their designs feasible.

Cessna-172R Airplane in Cruise and Landing Configurations: A Numerical Study of the Wing Loads and Wake

NASA Astrophysics Data System (ADS)

Jha, Pankaj

2013-11-01

The present work deals with the analysis of flight test data on a Cessna 172R airplane near University Park airport in Pennsylvania. Several tests pertaining to rate-of-climb, cruise, stall and landing were performed. Those of aerodynamic nature will be discussed. The wing loads for the cruise as well as landing configurations with various flap angles were computed using a vortex method considering horse-shoe and bound vortices. The stall speed and maximum lift coefficient of the airplane for these flap settings at a particular altitude were determined. The comparison against the processed flight data was generally very good. A detailed study will be presented. A CFD approach inspired by the author's work (Jha et al., 2013) to model wind turbine blades and wakes and classical aerodynamics problems was taken to model the airplane wings. The simulation results were also compared against the flight data. In addition, these simulations facilitated visualization and analysis of flow features of interest, like wing tip trailing vortices and their turbulence characterization. Graduate Research Assistant, Aerospace Engineering.

A Flight Examination of Operating Problems of V/STOL Aircraft in STOL-Type Landing and Approach

NASA Technical Reports Server (NTRS)

Innis, Robert C.; Quigley, Hervey C.

1961-01-01

A flight investigation has been conducted using a large twin-engine cargo aircraft to isolate the problems associated with operating propeller-driven aircraft in the STOL speed range where appreciable engine power is used to augment aerodynamic lift. The problems considered would also be representative of those of a large overloaded VTOL aircraft operating in an STOL manner with comparable thrust-to-weight ratios. The study showed that operation at low approach speeds was compromised by the necessity of maintaining high thrust to generate high lift and yet achieving the low lift-drag ratios needed for steep descents. The useable range of airspeed and flight path angle was limited by the pilot's demand for a positive climb margin at the approach speed, a suitable stall margin, and a control and/or performance margin for one engine inoperative. The optimum approach angle over an obstacle was found to be a compromise between obtaining the shortest air distance and the lowest touchdown velocity. In order to realize the greatest low-speed potential from STOL designs, the stability and control characteristics must be satisfactory.

Three-dimensional formulation of dislocation climb

NASA Astrophysics Data System (ADS)

Gu, Yejun; Xiang, Yang; Quek, Siu Sin; Srolovitz, David J.

2015-10-01

We derive a Green's function formulation for the climb of curved dislocations and multiple dislocations in three-dimensions. In this new dislocation climb formulation, the dislocation climb velocity is determined from the Peach-Koehler force on dislocations through vacancy diffusion in a non-local manner. The long-range contribution to the dislocation climb velocity is associated with vacancy diffusion rather than from the climb component of the well-known, long-range elastic effects captured in the Peach-Koehler force. Both long-range effects are important in determining the climb velocity of dislocations. Analytical and numerical examples show that the widely used local climb formula, based on straight infinite dislocations, is not generally applicable, except for a small set of special cases. We also present a numerical discretization method of this Green's function formulation appropriate for implementation in discrete dislocation dynamics (DDD) simulations. In DDD implementations, the long-range Peach-Koehler force is calculated as is commonly done, then a linear system is solved for the climb velocity using these forces. This is also done within the same order of computational cost as existing discrete dislocation dynamics methods.

Preparticipation Evaluation for Climbing Sports.

PubMed

Campbell, Aaron D; Davis, Christopher; Paterson, Ryan; Cushing, Tracy A; Ng, Pearlly; Peterson, Charles S; Sedgwick, Peter E; McIntosh, Scott E

2015-09-01

Climbing is a popular wilderness sport among a wide variety of professional athletes and amateur enthusiasts, and many styles are performed across many environments. Potential risks confront climbers, including personal health or exacerbation of a chronic condition, in addition to climbing-specific risks or injuries. Although it is not common to perform a preparticipation evaluation (PPE) for climbing, a climber or a guide agency may request such an evaluation before participation. Formats from traditional sports PPEs can be drawn upon, but often do not directly apply. The purpose of this article was to incorporate findings from expert opinion from professional societies in wilderness medicine and in sports medicine, with findings from the literature of both climbing epidemiology and traditional sports PPEs, into a general PPE that would be sufficient for the broad sport of climbing. The emphasis is on low altitude climbing, and an overview of different climbing styles is included. Knowledge of climbing morbidity and mortality, and a standardized approach to the PPE that involves adequate history taking and counseling have the potential for achieving risk reduction and will facilitate further study on the evaluation of the efficacy of PPEs.

X-15 #2 just after launch

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15 #2 (56-6671) launches away from the B-52 mothership with its rocket engine ignited. The white patches near the middle of the ship are frost from the liquid oxygen used in the propulsion system, although very cold liquid nitrogen was also used to cool the payload bay, cockpit, windshields, and nose. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

A wheelchair with lever propulsion control for climbing up and down stairs.

PubMed

Sasaki, Kai; Eguchi, Yosuke; Suzuki, Kenji

2016-08-01

This study proposes a novel stair-climbing wheelchair based on lever propulsion control using the human upper body. Wheelchairs are widely used as supporting locomotion devices for people with acquired lower limb disabilities. However, steps and stairs are critical obstacles to locomotion, which restrict their activities when using wheelchairs. Previous research focused on power-assisted, stair-climbing wheelchairs, which were large and heavy due to its large actuators and mechanisms. In the previous research, we proposed a wheelchair with lever propulsion mechanism and presented its feasibility of climbing up the stairs. The developed stair-climbing wheelchair consists of manual wheels with casters for planar locomotion and a rotary-leg mechanism based on lever propulsion that is capable of climbing up stairs. The wheelchair also has a passive mechanism powered by gas springs for posture transition to shift the user's center of gravity between the desired positions for planar locomotion and stair-climbing. In this paper, we present an advanced study on both climbing up and going down using lever propulsion control by the user's upper body motion. For climbing down the stairs, we reassembled one-way clutches used for the rotary-leg mechanism to help a user climb down the stairs through lever operation. We also equipped the wheelchair with sufficient torque dampers. The frontal wheels were fixed while climbing down the stairs to ensure safety. Relevant experiments were then performed to investigate its performance and verify that the wheelchair users can operate the proposed lever propulsion mechanism.

The concept of energy height in animal locomotion: separating mechanics from physiology.

PubMed

Pennycuick, C J

2003-09-21

The distance flown in gliding is proportional to the starting height, not to the starting potential energy, and it is independent of the body mass. By analogy, in powered flight, the quantity of stored fuel can be converted into a virtual "fuel energy height", defined as the height to which the fuel energy could lift the bird against gravity, if it were converted into work. This is a logarithmic function of the fuel fraction, not of the absolute amount of fuel, or of the body mass. It takes account of the strength of gravity, and of the efficiency with which fuel energy is converted into work. The "performance number" is the gradient on which a migrating bird comes "down" from its initial fuel energy height. It is mechanical (not physiological) in character, and corresponds to the lift:drag ratio in a fixed-wing aircraft. The concept of range as an initial energy height multiplied by a performance number can also be applied to swimming and running animals. Performance number, and also the related variable "cost of transport", are both independent of gravity in flying and running, but not in swimming. Migration by thermal soaring is analogous to powered flight with stopovers, except that the bird replenishes its potential energy by climbing in thermals, rather than replenishing fuel energy during stopovers. Rates of climb in thermals are typically higher than fuel energy rates of climb, but the available height band is two orders of magnitude smaller, and the intervals at which energy replenishment is needed are correspondingly shorter. Albatrosses replenish their kinetic energy by exploiting discontinuities in the wind flow over waves, requiring replenishment at intervals of tens of seconds, a further two orders of magnitude shorter than in thermal soaring. Fat energy height can be used as a measure of "condition", which is independent of the size or type of the animal. The fat energy height at which a migrant must arrive on the breeding grounds, in order to breed successfully, reflects the ecological characteristics of the habitat, not the size or character of the bird. Energy height expresses what an animal or machine can do with its stored energy, not the amount of energy.

Optimisation des trajectoires d'un systeme de gestion de vol d'avions pour la reduction des couts de vol

NASA Astrophysics Data System (ADS)

Sidibe, Souleymane

The implementation and monitoring of operational flight plans is a major occupation for a crew of commercial flights. The purpose of this operation is to set the vertical and lateral trajectories followed by airplane during phases of flight: climb, cruise, descent, etc. These trajectories are subjected to conflicting economical constraints: minimization of flight time and minimization of fuel consumed and environmental constraints. In its task of mission planning, the crew is assisted by the Flight Management System (FMS) which is used to construct the path to follow and to predict the behaviour of the aircraft along the flight plan. The FMS considered in our research, particularly includes an optimization model of flight only by calculating the optimal speed profile that minimizes the overall cost of flight synthesized by a criterion of cost index following a steady cruising altitude. However, the model based solely on optimization of the speed profile is not sufficient. It is necessary to expand the current optimization for simultaneous optimization of the speed and altitude in order to determine an optimum cruise altitude that minimizes the overall cost when the path is flown with the optimal speed profile. Then, a new program was developed. The latter is based on the method of dynamic programming invented by Bellman to solve problems of optimal paths. In addition, the improvement passes through research new patterns of trajectories integrating ascendant cruises and using the lateral plane with the effect of the weather: wind and temperature. Finally, for better optimization, the program takes into account constraint of flight domain of aircrafts which utilize the FMS.

Amount of balance necessary for the independence of transfer and stair-climbing in stroke inpatients.

PubMed

Fujita, Takaaki; Sato, Atsushi; Ohashi, Yuji; Nishiyama, Kazutaka; Ohashi, Takuro; Yamane, Kazuhiro; Yamamoto, Yuichi; Tsuchiya, Kenji; Otsuki, Koji; Tozato, Fusae

2018-05-01

The purpose of this study was to clarify the amount of balance necessary for the independence of transfer and stair-climbing in stroke patients. This study included 111 stroke inpatients. Simple and multiple regression analyses were conducted to establish the association between the FIM ® instrument scores for transfer or stair-climbing and Berg Balance Scale. Furthermore, receiver operating characteristic curves were used to elucidate the amount of balance necessary for the independence of transfer and stair-climbing. Simple and multiple regression analyses showed that the FIM ® instrument scores for transfer and stair-climbing were strongly associated with Berg Balance Scale. On comparison of the independent and supervision-dependent groups, Berg Balance Scale cut-off values for transfer and stair-climbing were 41/40 and 54/53 points, respectively. On comparison of the independent-supervision and dependent groups, the cut-off values for transfer and stair-climbing were 30/29 and 41/40 points, respectively. The calculated cut-off values indicated the amount of balance necessary for the independence of transfer and stair-climbing, with and without supervision, in stroke patients. Berg Balance Scale has a good discriminatory ability and cut-off values are clinically useful to determine the appropriate independence levels of transfer and stair-climbing in hospital wards. Implications for rehabilitation The Berg Balance Scale's (BBS) strong association with transfer and stair-climbing independence and performance indicates that establishing cut-off values is vitally important for the established use of the BBS clinically. The cut-off values calculated herein accurately demonstrate the level of balance necessary for transfer and stair-climbing independence, with and without supervision, in stroke patients. These criteria should be employed clinically for determining the level of independence for transfer and stair-climbing as well as for setting balance training goals aimed at improving transfer and stair-climbing.

Bergsteigen in den Alpen (Mountain Climbing in the Alps).

ERIC Educational Resources Information Center

Hawrysz, Ilse; Budzinski, Elisabeth

German second language instructional materials contain a short text in German on mountain climbing in the Alps, a vocabulary list with translation, a simple German climbing song, a recipe for goulash soup in English, and a short text in English on mountain climbing. (MSE)

Gating of neural error signals during motor learning

PubMed Central

Kimpo, Rhea R; Rinaldi, Jacob M; Kim, Christina K; Payne, Hannah L; Raymond, Jennifer L

2014-01-01

Cerebellar climbing fiber activity encodes performance errors during many motor learning tasks, but the role of these error signals in learning has been controversial. We compared two motor learning paradigms that elicited equally robust putative error signals in the same climbing fibers: learned increases and decreases in the gain of the vestibulo-ocular reflex (VOR). During VOR-increase training, climbing fiber activity on one trial predicted changes in cerebellar output on the next trial, and optogenetic activation of climbing fibers to mimic their encoding of performance errors was sufficient to implant a motor memory. In contrast, during VOR-decrease training, there was no trial-by-trial correlation between climbing fiber activity and changes in cerebellar output, and climbing fiber activation did not induce VOR-decrease learning. Our data suggest that the ability of climbing fibers to induce plasticity can be dynamically gated in vivo, even under conditions where climbing fibers are robustly activated by performance errors. DOI: http://dx.doi.org/10.7554/eLife.02076.001 PMID:24755290

Development of Advanced Methods of Structural and Trajectory Analysis for Transport Aircraft

NASA Technical Reports Server (NTRS)

Ardema, Mark D.; Windhorst, Robert; Phillips, James

1998-01-01

This paper develops a near-optimal guidance law for generating minimum fuel, time, or cost fixed-range trajectories for supersonic transport aircraft. The approach uses a choice of new state variables along with singular perturbation techniques to time-scale decouple the dynamic equations into multiple equations of single order (second order for the fast dynamics). Application of the maximum principle to each of the decoupled equations, as opposed to application to the original coupled equations, avoids the two point boundary value problem and transforms the problem from one of a functional optimization to one of multiple function optimizations. It is shown that such an approach produces well known aircraft performance results such as minimizing the Brequet factor for minimum fuel consumption and the energy climb path. Furthermore, the new state variables produce a consistent calculation of flight path angle along the trajectory, eliminating one of the deficiencies in the traditional energy state approximation. In addition, jumps in the energy climb path are smoothed out by integration of the original dynamic equations at constant load factor. Numerical results performed for a supersonic transport design show that a pushover dive followed by a pullout at nominal load factors are sufficient maneuvers to smooth the jump.

Gripping Mechanisms for Microgravity and Extreme Terrain and Vertical Climbing Micro Ground Vehicle

NASA Technical Reports Server (NTRS)

McKenzie, Clifford; Parness, Aaron

2011-01-01

Asteroids and comets may provide insight into the origins of our solar system and the precursors to life on our planet. Near Earth objects offer an accessible target of opportunity, but are small and lack the gravity necessary for conventional wheeled travel. Therefore, it is necessary to develop alternative methods for maneuvering in these environments. This project researched and developed a method for gripping rock surfaces. Work has been completed on the design and prototyping of several possible hooked gripping mechanisms. Future work includes quantitative testing, downselection to a final design, and attachment to the robotic platform, Lemur IIb. A second project focuses on the development of a 100g, crash-proof robot capable of climbing vertical surfaces using a novel silicone adhesive. Capable of carrying video/audio payloads the robot may serve as a surveillance tool for the Department of Defense or as a method of pre-flight spacecraft inspections. A specialized track was developed to provide the specific loading conditions necessary for proper engagement of the adhesive. Both of these projects rely heavily on the shape deposition manufacturing process, being researched at JPL, and 3D printing.

Optimization of Supersonic Transport Trajectories

NASA Technical Reports Server (NTRS)

Ardema, Mark D.; Windhorst, Robert; Phillips, James

1998-01-01

This paper develops a near-optimal guidance law for generating minimum fuel, time, or cost fixed-range trajectories for supersonic transport aircraft. The approach uses a choice of new state variables along with singular perturbation techniques to time-scale decouple the dynamic equations into multiple equations of single order (second order for the fast dynamics). Application of the maximum principle to each of the decoupled equations, as opposed to application to the original coupled equations, avoids the two point boundary value problem and transforms the problem from one of a functional optimization to one of multiple function optimizations. It is shown that such an approach produces well known aircraft performance results such as minimizing the Brequet factor for minimum fuel consumption and the energy climb path. Furthermore, the new state variables produce a consistent calculation of flight path angle along the trajectory, eliminating one of the deficiencies in the traditional energy state approximation. In addition, jumps in the energy climb path are smoothed out by integration of the original dynamic equations at constant load factor. Numerical results performed for a supersonic transport design show that a pushover dive followed by a pullout at nominal load factors are sufficient maneuvers to smooth the jump.

Preparticipation Evaluation for Climbing Sports.

PubMed

Campbell, Aaron D; Davis, Christopher; Paterson, Ryan; Cushing, Tracy A; Ng, Pearlly; Peterson, Charles S; Sedgwick, Peter E; McIntosh, Scott E

2015-12-01

Climbing is a popular wilderness sport among a wide variety of professional athletes and amateur enthusiasts, and many styles are performed across many environments. Potential risks confront climbers, including personal health or exacerbation of a chronic condition, in addition to climbing-specific risks or injuries. Although it is not common to perform a preparticipation evaluation (PPE) for climbing, a climber or a guide agency may request such an evaluation before participation. Formats from traditional sports PPEs can be drawn upon, but often do not directly apply. The purpose of this article was to incorporate findings from expert opinion from professional societies in wilderness medicine and in sports medicine, with findings from the literature of both climbing epidemiology and traditional sports PPEs, into a general PPE that would be sufficient for the broad sport of climbing. The emphasis is on low altitude climbing, and an overview of different climbing styles is included. Knowledge of climbing morbidity and mortality, and a standardized approach to the PPE that involves adequate history taking and counseling have the potential for achieving risk reduction and will facilitate further study on the evaluation of the efficacy of PPEs. Copyright © 2015. Published by Elsevier Inc.

75 FR 23151 - Noxious Weeds; Old World Climbing Fern and Maidenhair Creeper

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-03

.... APHIS-2008-0097] Noxious Weeds; Old World Climbing Fern and Maidenhair Creeper AGENCY: Animal and Plant... adding Old World climbing fern (Lygodium microphyllum (Cavanilles) R. Brown) and maidenhair creeper... amended the regulations by adding Old World climbing fern (Lygodium microphyllum (Cavanilles) R. Brown...

Pregnant Women in Sport Climbing - Is there a Higher Risk for Preterm Birth?

PubMed

Drastig, Jan; Hillebrandt, David; Rath, Werner; Küpper, Thomas

2017-02-01

Sport climbing is a popular recreational sport with an increasing proportion of female athletes. International recommendations emphasize the physical and mental benefits of regular sport activity during any uncomplicated pregnancy. In this context, sport climbing is associated with a high risk potential.The aim of this study was to examine if there is a higher risk for preterm birth in active climbing athletes.Original manuscript.A retrospective self-report online survey in the German language collected data between September 2012 and November 2013. In addition to anthropometric and demographic data, data on climbing experience, preferred climbing discipline, skill level and changes of climbing habits during pregnancy, known risk factors for preterm birth and information on delivery and the newborn were requested. The rate of preterm birth of the survey was tested with Fisher's exact test with information from the German Federal Statistical Office.Sample size was 32. 72% had a university degree, 81% were primiparous, all were singleton pregnancies. A 33 rd questionnaire was excluded because of described preeclampsia. Age ranged between 21 and 39 years, climbing experience before pregnancy between 2 and 24 years, and skill level before pregnancy between 4 and 7 on the UIAA scale (International Climbing and Mountaineering Federation). Half of the women climbed until the 36 th week and 90% adjusted their climbing habits mostly by reducing climbing difficulty and doing more top roping. 2 preterm births in the 36 th week of gestation were found (2 from 15, p=0.36). According to the data from the German Federal Statistical Office, 8.9% births in the year 2013 in Germany were preterm.This is the first study investigating the risk of preterm birth in recreational sport climbing athletes. No significantly higher proportion of preterm birth could be found. Limitations are small sample size and high social status of participants. What is known about the subject: Sport climbing is not a high-risk sport, but it is regarded as a dynamic whole-body exercise and has been shown to be a valuable therapy for various physical and mental diseases. Higher performance levels are associated with overuse damage to the upper extremity, especially the fingers. What this study adds to existing knowledge: This is first study investigating climbing-related risk of preterm birth. When continuing sport climbing as a recreational activity during an uncomplicated pregnancy, experienced athletes do not have a higher risk of adverse events. © Georg Thieme Verlag KG Stuttgart · New York.

In-flight adaptive performance optimization (APO) control using redundant control effectors of an aircraft

NASA Technical Reports Server (NTRS)

Gilyard, Glenn B. (Inventor)

1999-01-01

Practical application of real-time (or near real-time) Adaptive Performance Optimization (APO) is provided for a transport aircraft in steady climb, cruise, turn descent or other flight conditions based on measurements and calculations of incremental drag from a forced response maneuver of one or more redundant control effectors defined as those in excess of the minimum set of control effectors required to maintain the steady flight condition in progress. The method comprises the steps of applying excitation in a raised-cosine form over an interval of from 100 to 500 sec. at the rate of 1 to 10 sets/sec of excitation, and data for analysis is gathered in sets of measurements made during the excitation to calculate lift and drag coefficients C.sub.L and C.sub.D from two equations, one for each coefficient. A third equation is an expansion of C.sub.D as a function of parasitic drag, induced drag, Mach and altitude drag effects, and control effector drag, and assumes a quadratic variation of drag with positions .delta..sub.i of redundant control effectors i=1 to n. The third equation is then solved for .delta..sub.iopt the optimal position of redundant control effector i, which is then used to set the control effector i for optimum performance during the remainder of said steady flight or until monitored flight conditions change by some predetermined amount as determined automatically or a predetermined minimum flight time has elapsed.

Reliability, Validity, and Minimal Detectable Change of Four-Step Stair Climb Power Test in Community-Dwelling Older Adults.

PubMed

Ni, Meng; Brown, Lorna G; Lawler, Danielle; Bean, Jonathan F

2017-07-01

Stair climb power is an important clinical measure of lower-extremity power. The stair climb power test (SCPT) was validated by requiring individuals to climb a full flight of stairs. A 4-step SCPT (4SCPT) would be more clinically feasible and easier to perform, yet its reliability and validity are unknown. To evaluate reliability, validity, and minimal detectable change of 4SCPT among community-dwelling older adults. This study is a cross-sectional analysis of baseline data from a clinical trial. Fifty older adults ≥65 years of age, at risk for mobility decline, consented to participate in this ancillary study. Test-retest reliability was derived from 2 measurements within each participant measured by a single assessor. Pearson correlation analyses among leg power measures (4SCPT, SCPT, single leg press power at 40% and 70% of the 1-repetition maximum [SLP40, SLP70]) were performed. Separate multivariate linear regressions were conducted evaluating the associations between each leg power measure and 2 mobility outcomes, the Short Physical Performance Battery (SPPB) and habitual gait speed (HGS). Minimal detectable change was based on a 90% confidence interval (MDC 90 ). The 4SCPT had excellent test-retest reliability (ICC(2,1) = 0.951), and strong correlation with SCPT, SLP40, and SLP70 ( r = 0.85-0.96). The 4SCPT explained a greater amount of variance in the SPPB (R 2 = 0.31) than other leg power measurements (R 2 = 0.23-0.25). The 4SCPT (R 2 = 0.41) and SCPT (R 2 = 0.42) described equivalent amounts of variance in HGS, and greater than that with SLP40 (R 2 = 0.28) and SLP70 (R 2 = 0.30). The MDC 90 for 4SCPT was 44.0 watts. This was a cross-sectional analysis within a small, nonrepresentative sample. Interrater reliability was not evaluated. The 4SCPT shows scientific promise as a valid and reliable leg power measurement among community-dwelling older adults. © 2017 American Physical Therapy Association

X-15 flight crew - Engle, Rushworth, McKay, Knight, Thompson, and Dana

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 flight crew, left to right; Air Force Captain Joseph H. Engle, Air Force Major Robert A. Rushworth, NASA pilot John B. 'Jack' McKay, Air Force Major William J. 'Pete' Knight, NASA pilot Milton O. Thompson, and NASA pilot Bill Dana. These six pilots made 125 of the 199 total flights in the X-15. Rushworth made 34 flights (the most of any X-15 pilot); McKay flew 29 times; Engle, Knight, and Dana each flew 16 times; Thompson's total was 14. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Performance and scaling of a novel locomotor structure: adhesive capacity of climbing gobiid fishes.

PubMed

Maie, Takashi; Schoenfuss, Heiko L; Blob, Richard W

2012-11-15

Many species of gobiid fishes adhere to surfaces using a sucker formed from fusion of the pelvic fins. Juveniles of many amphidromous species use this pelvic sucker to scale waterfalls during migrations to upstream habitats after an oceanic larval phase. However, adults may still use suckers to re-scale waterfalls if displaced. If attachment force is proportional to sucker area and if growth of the sucker is isometric, then increases in the forces that climbing fish must resist might outpace adhesive capacity, causing climbing performance to decline through ontogeny. To test for such trends, we measured pressure differentials and adhesive suction forces generated by the pelvic sucker across wide size ranges in six goby species, including climbing and non-climbing taxa. Suction was achieved via two distinct growth strategies: (1) small suckers with isometric (or negatively allometric) scaling among climbing gobies and (2) large suckers with positively allometric growth in non-climbing gobies. Species using the first strategy show a high baseline of adhesive capacity that may aid climbing performance throughout ontogeny, with pressure differentials and suction forces much greater than expected if adhesion were a passive function of sucker area. In contrast, large suckers possessed by non-climbing species may help compensate for reduced pressure differentials, thereby producing suction sufficient to support body weight. Climbing Sicyopterus species also use oral suckers during climbing waterfalls, and these exhibited scaling patterns similar to those for pelvic suckers. However, oral suction force was considerably lower than that for pelvic suckers, reducing the ability for these fish to attach to substrates by the oral sucker alone.

Re-Establishing a Clean Climbing Ethic.

ERIC Educational Resources Information Center

Attarian, Aram

This paper addresses environmental impact issues associated with rock climbing and stresses the importance of reestablishing a clean climbing ethic through climber education and ethical considerations. The adventure sport of rock climbing has grown considerably over the last decade: it is estimated that there are currently over 200,000 rock…

Pressurized flight immediately after splenic infarction in two patients with the sickle cell trait.

PubMed

Norii, Tatsuya; Freeman, Theresa Hess; Alseidi, Adnan; Butler, William P; Gelford, Brendon L

2011-01-01

Splenic infarction in individuals harboring the sickle cell trait can occur in the setting of exposure to low oxygen tension at high altitudes. While this is a concern in unpressurized aircraft flight, it has not been well documented in pressurized flight. What has not been addressed is whether this relative safety of pressurized flight extends to the postinfarction period and whether or not pressurized flight in the immediate post-infarction period, especially air evacuation, would change the patient's outcome. We present two cases of splenic infarction suffered during climbing Mt. Fuji (12,388 ft, 3776 m) in patients harboring the sickle cell trait. Both patients were initially assessed and misdiagnosed by a local hospital. They then voluntarily took a 2-h, 30-min pressurized commercial flight [cruising altitude 40,000 ft (12,192 m), minimal cabin pressure: 0.73 atmospheric pressure] within 48 h of their initial presentation. Shortly after their arrival in their final destination they underwent a full workup, including a contrast enhanced CT scan, and were found to have the above-mentioned diagnosis. In both cases, supportive care was sufficient; both patients recovered without sequelae and did not deviate from what would be considered the standard, expected natural history of splenic infarction in patients with the sickle cell trait. It would seem from this anecdotal experience that pressurized commercial flights undertaken in the immediate post-splenic infarction period by individuals with the sickle cell trait may not change either the disease course or the patient's outcome and might be safe.

The role of multiple dopamine receptors in apomorphine and N-n-propylnorapomorphine-induced climbing and hypothermia.

PubMed

Moore, N A; Axton, M S

1990-03-20

Apomorphine and N-n-propylnorapomorphine (NPA) were compared for their ability to induce stereotyped cage climbing and hypothermia in mice. Climbing behavior was produced by similar doses of apomorphine and NPA (0.625-2.5 mg/kg s.c.), whereas NPA was 43 times more potent than apomorphine in inducing a hypothermic response. SKF38393 caused a shift to the left in the dose-response curve for NPA-induced climbing, the ED50 changing from 0.98 to 0.014 mg/kg. SKF38393 had no effect on apomorphine-induced climbing behaviour. The climbing response produced by apomorphine was antagonised by both D-1 and D-2 antagonists. Climbing behaviour induced by NPA (2.5 mg/kg) could be antagonised by SCH23390 but not by clebopride, however climbing behaviour induced by a low dose of NPA (0.06 mg/kg) plus SKF38393 could be blocked by both D-1 and D-2 receptor antagonists. The hypothermic responses produced by either apomorphine or NPA could only be reversed by the selective D-2 antagonist, clebopride. These results demonstrate that dopamine agonist-induced stereotyped cage climbing requires both D-1 and D-2 receptor stimulation, whereas the hypothermic response is D-2-mediated. The results also show that it is possible to assess the relative activity of a dopamine agonist at D-1 or D-2 receptors in vivo by comparing the ability of the compound to induce hypothermia and climbing behaviour.

The effects of therapeutic climbing in patients with chronic low back pain: a randomized controlled study.

PubMed

Engbert, Kai; Weber, Michaela

2011-05-15

A randomized controlled study investigated the effects of therapeutic climbing in patients with chronic low back pain. Before and after 4 weeks of training, physical and mental well-being were measured by two questionnaires (36-Item Short Form Health Survey [SF-36]; Hannover Functional Ability Questionnaire for measuring back pain-related disability [FFbH-R]). Therapeutic climbing has been suggested to increase muscular strength and perceived physical and mental well-being. This study focused on the psychological effects of therapeutic climbing and compared it with standard exercise therapy. Therapeutic climbing has become increasingly popular in rehabilitation and its effects on muscular strengthening have been shown. Therapeutic climbing has also been suggested to yield psychological effects such as changes in attentional focus from pain to physical capabilities. To date, no controlled clinical trial has investigated these psychological effects and it is unclear whether therapeutic climbing is comparable or superior to other forms of exercise. Twenty-eight patients with chronic low back pain conducted either a therapeutic climbing or a standard exercise regime. Each program took 4 weeks, including four guided training sessions per week. Before and after the program, patients answered two questionnaires assessing their physical and mental well-being. For the Hannover Functional Ability Questionnaire for measuring back pain-related disability, there was no difference before versus after or between the treatments. For the SF-36, both treatments showed significant improvements in 3/8 subscales of the SF-36. In 2/8 subscales, only the participants of the therapeutic climbing improved and in 1/8 subscales the converse was true. Comparing both groups, significantly larger improvements were found after therapeutic climbing in two subscales of the SF-36: physical functioning and general health perception. The benefits of therapeutic climbing were comparable with those of a standard exercise regime. In two subscales of the SF-36, the benefits of therapeutic climbing exceeded those of standard exercise therapy, primarily in perceived health and physical functioning of the patients. This finding demonstrates that therapeutic climbing is equivalent and partly superior to standard exercise therapy for patients with chronic low back pain.

Local Community Entrepreneurship in Mount Agung Trekking

NASA Astrophysics Data System (ADS)

Mudana, I. G.; Sutama, I. K.; Widhari, C. I. S.

2018-01-01

Since its last major eruption in 1963, Mount Agung in Selat District, Karangasem Regency, the highest mountain in Bali Province began to be visited by tourists climbers. Because of the informal obligation that every climbing/trekking should be guided by local guides, since the 1990s, there have been initiatives from a number of local community members to serve climbing tourists who were keen to climb the volcano/mountain. This study was conducted to understand and describe the entrepreneurial practices which appeared in the local surrounding community. Specifically, Selat Village, in guiding the climbing/trekking. This study used qualitative data analysis and its theories were adapted to data needed in the field. The results of study showed that Mount Agung was considered attractive by climbing tourists not only because of the exotic beauty and challenges of difficulty (as well as the level of danger) to conquer it, but also because it kept certain myths from its status as a holy/sacred mountain to Balinese Hindus. In fact, a number of tourists who did the climbing/trekking without being guided very often got lost, harmed in an accident, or fell to their death. As a direct result, all climbing activities require guidance. Especially guides from local community organizations who really understand the intricacies of climbing and the curvature of the mountain. The entrepreneurial practices of Selat Village community had arisen not only to serve usual climbing activities, but also to preserve the environment of the mountain and the safety of the climbing tourists with the many taboos related to the climb. These facts could be seen clearly from descriptions of local experts and local climbing guides who have been doing their work for years. As a form of entrepreneurship, they basically did their work for the main purpose of seeking livelihoods (or making money) but their responsibility as local people made them commit to guarding the sanctity of the mountain. This was what distinguished these locals and their unique sense of entrepreneurialism from climbing/trekking entrepreneurship on many other mountains and regions.

Application of Metaheuristic and Deterministic Algorithms for Aircraft Reference Trajectory Optimization =

NASA Astrophysics Data System (ADS)

Murrieta Mendoza, Alejandro

Aircraft reference trajectory is an alternative method to reduce fuel consumption, thus the pollution released to the atmosphere. Fuel consumption reduction is of special importance for two reasons: first, because the aeronautical industry is responsible of 2% of the CO2 released to the atmosphere, and second, because it will reduce the flight cost. The aircraft fuel model was obtained from a numerical performance database which was created and validated by our industrial partner from flight experimental test data. A new methodology using the numerical database was proposed in this thesis to compute the fuel burn for a given trajectory. Weather parameters such as wind and temperature were taken into account as they have an important effect in fuel burn. The open source model used to obtain the weather forecast was provided by Weather Canada. A combination of linear and bi-linear interpolations allowed finding the required weather data. The search space was modelled using different graphs: one graph was used for mapping the different flight phases such as climb, cruise and descent, and another graph was used for mapping the physical space in which the aircraft would perform its flight. The trajectory was optimized in its vertical reference trajectory using the Beam Search algorithm, and a combination of the Beam Search algorithm with a search space reduction technique. The trajectory was optimized simultaneously for the vertical and lateral reference navigation plans while fulfilling a Required Time of Arrival constraint using three different metaheuristic algorithms: the artificial bee's colony, and the ant colony optimization. Results were validated using the software FlightSIMRTM, a commercial Flight Management System, an exhaustive search algorithm, and as flown flights obtained from flightawareRTM. All algorithms were able to reduce the fuel burn, and the flight costs. None None None None None None None

Saturn Apollo Program

NASA Image and Video Library

1972-12-07

This is an Apollo 17 onboard photo of an astronaut beside the Lunar Roving Vehicle (LRV) on the lunar surface. Designed and developed by the Marshall Space Flight Center and built by the Boeing Company, the LRV was first used on the Apollo 15 mission and increased the range of astronauts' mobility and productivity on the lunar surface. This lightweight electric car had battery power sufficient for about 55 miles. It weighed 462 pounds (77 pounds on the Moon) and could carry two suited astronauts, their gear, cameras, and several hundred pounds of bagged samples. The LRV's mobility was quite high. It could climb and descend slopes of about 25 degrees.

STS-110 M.S. Smith and Ross in slidewire basket during TCDT

NASA Technical Reports Server (NTRS)

2002-01-01

KENNEDY SPACE CENTER, FLA. -- STS-110 Mission Specialists Steven L. Smith (left) and Jerry L. Ross (right) get ready to climb out of the slidewire basket, part of emergency egress equipment on the launch pad.. The crew is taking part in Terminal Countdown Demonstration Test activities, which also include a simulated launch countdown, held at KSC prior to each Space Shuttle flight. Scheduled for launch April 4, the 11-day mission will feature Shuttle Atlantis docking with the International Space Station (ISS) and delivering the S0 truss, the centerpiece-segment of the primary truss structure that will eventually extend over 300 feet.

Patient-Reported Dyspnea Correlates Poorly with Aerobic Exercise Capacity Measured During Cardiopulmonary Exercise Testing.

PubMed

Gaspard, Dany; Kass, Jonathan; Akers, Stephen; Hunter, Krystal; Pratter, Melvin

2017-10-01

Patient-reported dyspnea plays a central role in assessing cardiopulmonary disease. There is little evidence, however, that dyspnea correlates with objective exercise capacity measurements. If the correlation is poor, dyspnea as a proxy for objective assessment may be misleading. To compare patient's perception of dyspnea with maximum oxygen uptake (MaxVO2) during cardiopulmonary exercise testing (CPET). Fifty patients undergoing CPET for dyspnea evaluation were studied prospectively. Dyspnea assessment was measured by a metabolic equivalent of task (METs) table, Mahler Dyspnea Index, Borg Index, number of blocks walked, and flights of stairs climbed before stopping due to dyspnea. These descriptors were compared to MaxVO2. MaxVO2 showed low correlation with METs table (r = 0.388, p = 0.005) and no correlation with Mahler Index (r = 0.24, p = 0.093), Borg Index (r = -0.017, p = 0.905), number of blocks walked (r = 0.266, p = 0.077) or flights of stairs climbed (r = 0.188, p = 0.217). When adjusted for weight (maxVO2/kg), there was significant correlation between MaxVO2 and METs table (r = 0.711, p < 0.001), moderate correlation with blocks walked (r = 0.614, p < 0.001), and low correlation with Mahler Index (r = 0.488 p = 0.001), Borg Index (r = -0.333 p = 0.036), and flights of stairs (r = 0.457 p = 0.004). Subgroup analysis showed worse correlation when patients with normal CPET were excluded (12/50 excluded). Patients with BMI < 30 had no correlation between Max VO2 and the assessment methods, while patients with BMI > 30 had moderate correlation between MaxVO2 and METs table (r = 0.568, p = 0.002). Patient-reported dyspnea correlates poorly with MaxVO2 and fails to predict exercise capacity. Reliance on reported dyspnea may result in suboptimal categorization of cardiopulmonary disease severity.

Benefits and Risks of Tree Climbing on Child Development and Resiliency

ERIC Educational Resources Information Center

Gull, Carla; Goldenstein, Suzanne Levenson; Rosengarten, Tricia

2018-01-01

This study examined the benefits and risks associated with tree climbing on child development and resiliency. A mixed method survey instrument was administered to parents of children aged 3-13 years who climbed trees. The survey examined demographics, details of tree climbing activities, and the type of injuries that have resulted from this type…

The evolution of vertical climbing in primates: evidence from reaction forces.

PubMed

Hanna, Jandy B; Granatosky, Michael C; Rana, Pooja; Schmitt, Daniel

2017-09-01

Vertical climbing is an essential behavior for arboreal animals, yet limb mechanics during climbing are poorly understood and rarely compared with those observed during horizontal walking. Primates commonly engage in both arboreal walking and vertical climbing, and this makes them an ideal taxa in which to compare these locomotor forms. Additionally, primates exhibit unusual limb mechanics compared with most other quadrupeds, with weight distribution biased towards the hindlimbs, a pattern that is argued to have evolved in response to the challenges of arboreal walking. Here we test an alternative hypothesis that functional differentiation between the limbs evolved initially as a response to climbing. Eight primate species were recorded locomoting on instrumented vertical and horizontal simulated arboreal runways. Forces along the axis of, and normal to, the support were recorded. During walking, all primates displayed forelimbs that were net braking, and hindlimbs that were net propulsive. In contrast, both limbs served a propulsive role during climbing. In all species, except the lorisids, the hindlimbs produced greater propulsive forces than the forelimbs during climbing. During climbing, the hindlimbs tends to support compressive loads, while the forelimb forces tend to be primarily tensile. This functional disparity appears to be body-size dependent. The tensile loading of the forelimbs versus the compressive loading of the hindlimbs observed during climbing may have important evolutionary implications for primates, and it may be the case that hindlimb-biased weight support exhibited during quadrupedal walking in primates may be derived from their basal condition of climbing thin branches. © 2017. Published by The Company of Biologists Ltd.

Promoting workplace stair climbing: sometimes, not interfering is the best.

PubMed

Åvitsland, Andreas; Solbraa, Ane Kristiansen; Riiser, Amund

2017-01-01

Stair climbing is a vigorous activity and can lead to several health benefits. Studies seeking to increase stair climbing in various public locations have shown positive effects, while results from similar studies conducted in the workplace are inconclusive. This study examined stair climbing in the workplace, and monitored effects from a single- and a combined intervention. Interventions were inspired by nudging, the libertarian method of influencing behavior. By quasi-experimental design, stair- and elevator traffic in two office buildings was monitored preceding-, during- and following interventions with stair leading footprints alone, and combined with stair-riser banners. Chi square tests were applied to determine differences between baseline and the subsequent periods. Web-based questionnaires were distributed after follow-up period. Elevators and stairs were used 45 237 times, of which 89.6% was stair use. Intervention site stair climbing at baseline (79.0%) was significantly reduced with footprints (-5.1%, p <  0.001), and footprints with stair-riser banners (-5.7%, p <  0.001) while baseline stair climbing at the control site (94.2%) remained stable ( p >  0.027). Stair climbing was significantly reduced during the intervention periods. Use of stair leading footprints alone, or combined with stair-riser banners in an attempt to influence stair climbing may be ineffective, or cause a negative reaction, when applied in a workplace with a pre-existing high amount of stair climbing.

Behaviors, Knowledge, and Education of Leave No Trace Principles in the Red River Gorge Rock Climbing Community

ERIC Educational Resources Information Center

Clark, Brian Gregory

2017-01-01

Rock Climbing is becoming a very popular and mainstream outdoor activity. With the growth in rock climbing comes an increase in the numbers of visitors that this sport attracts. The increase in visitor usage undoubtedly leads to an impact on the natural environment surrounding these rock climbing areas. Rock climbers acknowledge the impacts that…

14 CFR 23.67 - Climb: One engine inoperative.

Code of Federal Regulations, 2010 CFR

2010-01-01

... knots must be able to maintain a steady climb gradient of at least 1.5 percent at a pressure altitude of... requirements prescribed in § 23.562(d), or that has a VSO of 61 knots or less, the steady gradient of climb or... acrobatic category— (1) The steady gradient of climb at an altitude of 400 feet above the takeoff must be...

A screen for constituents of motor control and decision making in Drosophila reveals visual distance-estimation neurons

PubMed Central

Triphan, Tilman; Nern, Aljoscha; Roberts, Sonia F.; Korff, Wyatt; Naiman, Daniel Q.; Strauss, Roland

2016-01-01

Climbing over chasms larger than step size is vital to fruit flies, since foraging and mating are achieved while walking. Flies avoid futile climbing attempts by processing parallax-motion vision to estimate gap width. To identify neuronal substrates of climbing control, we screened a large collection of fly lines with temporarily inactivated neuronal populations in a novel high-throughput assay described here. The observed climbing phenotypes were classified; lines in each group are reported. Selected lines were further analysed by high-resolution video cinematography. One striking class of flies attempts to climb chasms of unsurmountable width; expression analysis guided us to C2 optic-lobe interneurons. Inactivation of C2 or the closely related C3 neurons with highly specific intersectional driver lines consistently reproduced hyperactive climbing whereas strong or weak artificial depolarization of C2/C3 neurons strongly or mildly decreased climbing frequency. Contrast-manipulation experiments support our conclusion that C2/C3 neurons are part of the distance-evaluation system. PMID:27255169

X-15 mounted to B-52 mothership pylon - preparation for an attempt at two X-15 launches in one day

NASA Technical Reports Server (NTRS)

1960-01-01

This photo shows one of the four attempts NASA made at launching two X-15 aircraft in one day. This attempt occurred November 4, 1960. None of the four attempts was successful, although one of the two aircraft involved in each attempt usually made a research flight. In this case, Air Force pilot Robert A. Rushworth flew X-15 #1 on its 16th flight to a speed of Mach 1.95 and an altitude of 48,900 feet. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 test pilots - Engle, Rushworth, McKay, Knight, Thompson, and Dana

NASA Technical Reports Server (NTRS)

1966-01-01

The X-15 flight crew, left to right; Air Force Captain Joseph H. Engle, Air Force Major Robert A. Rushworth, NASA pilot John B. 'Jack' McKay, Air Force pilot William J. 'Pete' Knight, NASA pilot Milton O. Thompson, and NASA pilot Bill Dana. of their 125 X-15 flights, 8 were above the 50 miles that constituted the Air Force's definition of the beginning of space (Engle 3, Dana 2, Rushworth, Knight, and McKay one each). NASA used the international definition of space as beginning at 62 miles above the earth. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 #2 with test pilot Joe Walker

NASA Technical Reports Server (NTRS)

1961-01-01

Joe Walker is seen here after a flight in front of the X-15 #2 (56-6671) rocket-powered research aircraft. Joseph A. Walker was a Chief Research Pilot at the NASA Dryden Flight Research Center during the mid-1960s. He joined NACA in March 1945, and served as project pilot at the Edwards flight research facility on such pioneering research projects as the D-558-1, D-558-2, X-1, X-3, X-4, X-5, and the X-15. He also flew programs involving the F-100, F-101, F-102, F-104, and the B-47. Walker made the first NASA X-15 flight on March 25, 1960. He flew the research aircraft 24 times and achieved its highest altitude. He attained a speed of 4,104 mph (Mach 5.92) during a flight on June 27, 1962, and reached an altitude of 354,200 feet (67.08 miles) on August 22, 1963 (his last X-15 flight). This was one of three flights by Walker that achieved altitudes over 50 miles. Walker was killed on June 8, 1966, when his F-104 collided with the XB-70. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Background and principles of throttles-only flight control

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.

1995-01-01

There have been many cases in which the crew of a multi-engine airplane had to use engine thrust for emergency flight control. Such a procedure is very difficult, because the propulsive control forces are small, the engine response is slow, and airplane dynamics such as the phugoid and dutch roll are difficult to damp with thrust. In general, thrust increases are used to climb, thrust decreases to descend, and differential thrust is used to turn. Average speed is not significantly affected by changes in throttle setting. Pitch control is achieved because of pitching moments due to speed changes, from thrust offset, and from the vertical component of thrust. Roll control is achieved by using differential thrust to develop yaw, which, through the normal dihedral effect, causes a roll. Control power in pitch and roll tends to increase as speed decreases. Although speed is not controlled by the throttles, configuration changes are often available (lowering gear, flaps, moving center-of-gravity) to change the speed. The airplane basic stability is also a significant factor. Fuel slosh and gyroscopic moments are small influences on throttles-only control. The background and principles of throttles-only flight control are described.

Focused and Steady-State Characteristics of Shaped Sonic Boom Signatures: Prediction and Analysis

NASA Technical Reports Server (NTRS)

Maglieri, Domenic J.; Bobbitt, Percy J.; Massey, Steven J.; Plotkin, Kenneth J.; Kandil, Osama A.; Zheng, Xudong

2011-01-01

The objective of this study is to examine the effect of flight, at off-design conditions, on the propagated sonic boom pressure signatures of a small "low-boom" supersonic aircraft. The amplification, or focusing, of the low magnitude "shaped" signatures produced by maneuvers such as the accelerations from transonic to supersonic speeds, climbs, turns, pull-up and pushovers is the concern. To analyze these effects, new and/or improved theoretical tools have been developed, in addition to the use of existing methodology. Several shaped signatures are considered in the application of these tools to the study of selected maneuvers and off-design conditions. The results of these applications are reported in this paper as well as the details of the new analytical tools. Finally, the magnitude of the focused boom problem for "low boom" supersonic aircraft designs has been more accurately quantified and potential "mitigations" suggested. In general, "shaped boom" signatures, designed for cruise flight, such as asymmetric and symmetric flat-top and initial-shock ramp waveforms retain their basic shape during transition flight. Complex and asymmetric and symmetric initial shock ramp waveforms provide lower magnitude focus boom levels than N-waves or asymmetric and symmetric flat-top signatures.

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.

A Perspective on NASA Ames Air Traffic Management Research

NASA Technical Reports Server (NTRS)

Schroeder, Jeffery A.

2012-01-01

This paper describes past and present air-traffic-management research at NASA Ames Research Center. The descriptions emerge from the perspective of a technical manager who supervised the majority of this research for the last four years. Past research contributions built a foundation for calculating accurate flight trajectories to enable efficient airspace management in time. That foundation led to two predominant research activities that continue to this day - one in automatically separating aircraft and the other in optimizing traffic flows. Today s national airspace uses many of the applications resulting from research at Ames. These applications include the nationwide deployment of the Traffic Management Advisor, new procedures enabling continuous descent arrivals, cooperation with industry to permit more direct flights to downstream way-points, a surface management system in use by two cargo carriers, and software to evaluate how well flights conform to national traffic management initiatives. The paper concludes with suggestions for prioritized research in the upcoming years. These priorities include: enabling more first-look operational evaluations, improving conflict detection and resolution for climbing or descending aircraft, and focusing additional attention on the underpinning safety critical items such as a reliable datalink.

Playground Safety (For Parents)

MedlinePlus

... on cloudy days to protect against sunburn. Safe Equipment Guidelines Because swings, slides, and climbing equipment are ... clear for other kids to slide down. Climbing Equipment Safety Climbing equipment comes in many shapes and ...

An exploration of self-efficacy as a motivation for rock climbing and its impact on frequency of climbs

Treesearch

Edwin Gomez; Eddie Hill; Amy Ackerman

2008-01-01

This study utilizes the theoretical framework of self-efficacy to explore the role it plays in rock climbing. Data were gathered from on-site self-administered surveys to rock-climbers in three different locations (N=72). A conceptual model was developed to consider the relationship between selfefficacy and frequency of rock climbing. The initial factor of self-...

Evolutionary novelty versus exaptation: oral kinematics in feeding versus climbing in the waterfall-climbing Hawaiian Goby Sicyopterus stimpsoni.

PubMed

Cullen, Joshua A; Maie, Takashi; Schoenfuss, Heiko L; Blob, Richard W

2013-01-01

Species exposed to extreme environments often exhibit distinctive traits that help meet the demands of such habitats. Such traits could evolve independently, but under intense selective pressures of extreme environments some existing structures or behaviors might be coopted to meet specialized demands, evolving via the process of exaptation. We evaluated the potential for exaptation to have operated in the evolution of novel behaviors of the waterfall-climbing gobiid fish genus Sicyopterus. These fish use an "inching" behavior to climb waterfalls, in which an oral sucker is cyclically protruded and attached to the climbing surface. They also exhibit a distinctive feeding behavior, in which the premaxilla is cyclically protruded to scrape diatoms from the substrate. Given the similarity of these patterns, we hypothesized that one might have been coopted from the other. To evaluate this, we filmed climbing and feeding in Sicyopterus stimpsoni from Hawai'i, and measured oral kinematics for two comparisons. First, we compared feeding kinematics of S. stimpsoni with those for two suction feeding gobiids (Awaous guamensis and Lentipes concolor), assessing what novel jaw movements were required for algal grazing. Second, we quantified the similarity of oral kinematics between feeding and climbing in S. stimpsoni, evaluating the potential for either to represent an exaptation from the other. Premaxillary movements showed the greatest differences between scraping and suction feeding taxa. Between feeding and climbing, overall profiles of oral kinematics matched closely for most variables in S. stimpsoni, with only a few showing significant differences in maximum values. Although current data cannot resolve whether oral movements for climbing were coopted from feeding, or feeding movements coopted from climbing, similarities between feeding and climbing kinematics in S. stimpsoni are consistent with evidence of exaptation, with modifications, between these behaviors. Such comparisons can provide insight into the evolutionary mechanisms facilitating exploitation of extreme habitats.

Evolutionary Novelty versus Exaptation: Oral Kinematics in Feeding versus Climbing in the Waterfall-Climbing Hawaiian Goby Sicyopterus stimpsoni

PubMed Central

Cullen, Joshua A.; Maie, Takashi; Schoenfuss, Heiko L.; Blob, Richard W.

2013-01-01

Species exposed to extreme environments often exhibit distinctive traits that help meet the demands of such habitats. Such traits could evolve independently, but under intense selective pressures of extreme environments some existing structures or behaviors might be coopted to meet specialized demands, evolving via the process of exaptation. We evaluated the potential for exaptation to have operated in the evolution of novel behaviors of the waterfall-climbing gobiid fish genus Sicyopterus. These fish use an “inching” behavior to climb waterfalls, in which an oral sucker is cyclically protruded and attached to the climbing surface. They also exhibit a distinctive feeding behavior, in which the premaxilla is cyclically protruded to scrape diatoms from the substrate. Given the similarity of these patterns, we hypothesized that one might have been coopted from the other. To evaluate this, we filmed climbing and feeding in Sicyopterus stimpsoni from Hawai’i, and measured oral kinematics for two comparisons. First, we compared feeding kinematics of S. stimpsoni with those for two suction feeding gobiids (Awaous guamensis and Lentipes concolor), assessing what novel jaw movements were required for algal grazing. Second, we quantified the similarity of oral kinematics between feeding and climbing in S. stimpsoni, evaluating the potential for either to represent an exaptation from the other. Premaxillary movements showed the greatest differences between scraping and suction feeding taxa. Between feeding and climbing, overall profiles of oral kinematics matched closely for most variables in S. stimpsoni, with only a few showing significant differences in maximum values. Although current data cannot resolve whether oral movements for climbing were coopted from feeding, or feeding movements coopted from climbing, similarities between feeding and climbing kinematics in S. stimpsoni are consistent with evidence of exaptation, with modifications, between these behaviors. Such comparisons can provide insight into the evolutionary mechanisms facilitating exploitation of extreme habitats. PMID:23308184

Ground Measurements of Airplane Shock-Wave Noise at Mach Numbers to 2.0 and at Altitudes to 60,000 Feet

NASA Technical Reports Server (NTRS)

Lina, Lindsay J.; Maglieri, Domenic J.

1960-01-01

The intensity of shock-wave noise at the ground resulting from flights at Mach numbers to 2.0 and altitudes to 60,000 feet was measured. Meagurements near the ground track for flights of a supersonic fighter and one flight of a supersonic bomber are presented. Level cruising flight at an altitude of 60,000 feet and a Mach number of 2.0 produced sonic booms which were considered to be tolerable, and it is reasonable t o expect that cruising flight at higher altitudes will produce booms of tolerable intensity for airplanes of the size and weight of the test airplanes. The measured variation of sonic-boom intensity with altitude was in good agreement with the variation calculated by an equation given in NASA Technical Note D-48. The effect of Mach number on the ground overpressure is small between Mach numbers of 1.4 and 2.0, a result in agreement with the theory. No amplification of the shock-wave overpressures due to refraction effects was apparent near the cutoff Mach number. A method for estimating the effect of fligh-path angle on cutoff Mach number is shown. Experimental results indicate agreement with the method, since a climb maneuver produced booms of a much decreased intensity as compared with the intensity of those measured in level flight at about the same altitude and Mach number. Comparison of sound pressure levels for the fighter and bomber airp lanes indicated little effect of either airplane size or weight at an altitude of 40,000 feet.

Evolution of avian flight: muscles and constraints on performance

PubMed Central

2016-01-01

Competing hypotheses about evolutionary origins of flight are the ‘fundamental wing-stroke’ and ‘directed aerial descent’ hypotheses. Support for the fundamental wing-stroke hypothesis is that extant birds use flapping of their wings to climb even before they are able to fly; there are no reported examples of incrementally increasing use of wing movements in gliding transitioning to flapping. An open question is whether locomotor styles must evolve initially for efficiency or if they might instead arrive due to efficacy. The proximal muscles of the avian wing output work and power for flight, and new research is exploring functions of the distal muscles in relation to dynamic changes in wing shape. It will be useful to test the relative contributions of the muscles of the forearm compared with inertial and aerodynamic loading of the wing upon dynamic morphing. Body size has dramatic effects upon flight performance. New research has revealed that mass-specific muscle power declines with increasing body mass among species. This explains the constraints associated with being large. Hummingbirds are the only species that can sustain hovering. Their ability to generate force, work and power appears to be limited by time for activation and deactivation within their wingbeats of high frequency. Most small birds use flap-bounding flight, and this flight style may offer an energetic advantage over continuous flapping during fast flight or during flight into a headwind. The use of flap-bounding during slow flight remains enigmatic. Flap-bounding birds do not appear to be constrained to use their primary flight muscles in a fixed manner. To improve understanding of the functional significance of flap-bounding, the energetic costs and the relative use of alternative styles by a given species in nature merit study. This article is part of the themed issue ‘Moving in a moving medium: new perspectives on flight’. PMID:27528773

The effects of high resistance-few repetitions and low resistance-high repetitions resistance training on climbing performance.

PubMed

Hermans, Espen; Andersen, Vidar; Saeterbakken, Atle Hole

2017-05-01

The aim of the study was to compare the effects of different strength training intensities on climbing performance, climbing-specific tests and a general strength test. Thirty lower grade and intermediate-level climbers participated in a 10-week training programme. The participants were randomized into three groups: high resistance-few repetitions training groups (HR-FR), low resistance-high repetitions training groups (LR-HR) and a control group (CON) which continued climbing/training as usual. Post-testing results demonstrated statistical tendencies for climbing performance improvements in the HR-FR and LR-HR (p = 0.088-0.090, effect size = 0.55-0.73), but no differences were observed between the groups (p = 0.950). For the climbing-specific tests, no differences were observed between the groups (p = 0.507-1.000), but the HR-FR and LR-HR improved their time in both Dead-hang (p = 0.004-0.026) and Bent-arm hang (p < 0.001-0.002). The HR-FR and LR-HR improved their 12RM strength in pull-down (p ≤ 0.001), but not the CON group (p = 0.250). No differences were observed in the CON group in any of the tests (p = 0.190-0.596) with the exception of improvement in Bent-arm Hang (p = 0.018). The training groups reduced their climbing sessions during the intervention compared to the CON group (p = 0.057-0.074). In conclusion, HR-FR and LR-HR training programmes demonstrated an 11% and 12% non-significant improvement in climbing performance despite a 50% reduction in climbing sessions, but improved the results in strength and climbing-specific tests. None of the training intensities was superior compared to the others.

Risk factors for injury in sport climbing and bouldering: a systematic review of the literature.

PubMed

Woollings, Kaikanani Y; McKay, Carly D; Emery, Carolyn A

2015-09-01

Rock climbing is an increasingly popular sport worldwide, as a recreational activity and a competitive sport. Several disciplines including sport climbing and bouldering have developed, each employing specific movements and techniques, leading to specific injuries. To examine risk factors and prevention measures for injury in sport climbing and bouldering, and to assess the methodological quality of existing studies. 12 electronic databases and several other sources were searched systematically using predetermined inclusion and exclusion criteria. Eligible articles were peer-reviewed, based on primary research using original data; outcome measures included injury, morbidity or mortality in rock climbing, and included one or more potential risk factor or injury prevention strategy. Two independent reviewers assessed the methodology of research in each study using the Downs and Black Quality Index. The data extracted is summarised, and appraisals of the articles are presented with respect to the quality of evidence presented. 19 studies met the inclusion criteria, and introduced 35 possible risk factors or injury prevention measures in climbing. Age, increasing years of climbing experience, highest climbing grade achieved (skill level), high climbing intensity score (CIS) and participating in lead climbing are potential risk factors. Results regarding injury prevention measures remain inconclusive. This field is relatively new and, as such, the data are not as robust as for more established sports with a larger research foundation. The key need is establishing modifiable risk factors using prospective studies and high quality methodology, such that injury prevention strategies can be developed. The CIS may be a useful measure in this field of research. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://group.bmj.com/group/rights-licensing/permissions.

Effects of Short- and Long-Duration Space Flight on Neuromuscular Function

NASA Technical Reports Server (NTRS)

Buxton, Roxanne E.; Spiering, Barry A.; Ryder, Jeffrey W.; Ploutz-Snyder, Lori L.; Bloomberg, Jacob J.

2010-01-01

The Functional Task Tests (FTT) is an interdisciplinary study designed to correlate the changes in functional tasks (such as emergency egress, ladder climbing, and hatch opening) with changes in neuromuscular, cardiovascular, and sensorimotor function. One aspect of the FTT, the neuromuscular function test, is used to investigate the neuromuscular component underlying changes in the ability of astronauts to perform functional tasks (representative of critical mission tasks) safely and quickly after flight. PURPOSE: To describe neuromuscular function after short- and long-duration space flight. METHODS: To date, 5 crewmembers on short-duration (10- to 15-day) missions and 3 on long-duration missions have participated. Crewmembers were assessed 30 days before flight, on landing day (short-duration subjects only) and 1, 6, and 30 days after landing. The interpolated twitch technique, which utilizes a combination of maximal voluntary contractions and electrically evoked contractions, was used to assess the maximal voluntary isometric force (MIF) and central activation capacity of the knee extensors. Leg-press and bench-press devices were used to assess MIF and maximal dynamic power of the lower and upper body respectively. Specifically, power was measured during concentric-only ballistic throws of the leg-press sled and bench-press bar loaded to 40% and 30% of MIF respectively. RESULTS: Data are currently being collected from both Shuttle and ISS crewmembers. Emerging data indicate that measures of knee extensor muscle function are decreased with long-duration flight. DISCUSSION: The relationships between flight duration, neural drive, and muscle performance are of particular interest. Ongoing research will add to the current sample size and will focus on defining changes in muscle performance measures after long-duration space flight.

Estimating the Economic Value of Ice Climbing in Hyalite Canyon: An Application of Travel Cost Count Data Models that Account for Excess Zeros*

PubMed Central

Anderson, D. Mark

2009-01-01

Recently, the sport of ice climbing has seen a drastic increase in popularity. This paper uses the travel cost method to estimate the demand for ice climbing in Hyalite Canyon, Montana, one of the premier ice climbing venues in North America. Access to Hyalite and other ice climbing destinations have been put at risk due to liability issues, public land management agendas, and winter road conditions. To this point, there has been no analysis on the economic benefits of ice climbing. In addition to the novel outdoor recreation application, this study applies econometric methods designed to deal with “excess zeros” in the data. Depending upon model specification, per person per trip values are estimated to be in the range of $76 to $135. PMID:20044202

Non-synaptic signaling from cerebellar climbing fibers modulates Golgi cell activity.

PubMed

Nietz, Angela K; Vaden, Jada H; Coddington, Luke T; Overstreet-Wadiche, Linda; Wadiche, Jacques I

2017-10-13

Golgi cells are the principal inhibitory neurons at the input stage of the cerebellum, providing feedforward and feedback inhibition through mossy fiber and parallel fiber synapses. In vivo studies have shown that Golgi cell activity is regulated by climbing fiber stimulation, yet there is little functional or anatomical evidence for synapses between climbing fibers and Golgi cells. Here, we show that glutamate released from climbing fibers activates ionotropic and metabotropic receptors on Golgi cells through spillover-mediated transmission. The interplay of excitatory and inhibitory conductances provides flexible control over Golgi cell spiking, allowing either excitation or a biphasic sequence of excitation and inhibition following single climbing fiber stimulation. Together with prior studies of spillover transmission to molecular layer interneurons, these results reveal that climbing fibers exert control over inhibition at both the input and output layers of the cerebellar cortex.

Muscle fiber type distribution in climbing Hawaiian gobioid fishes: ontogeny and correlations with locomotor performance.

PubMed

Cediel, Roberto A; Blob, Richard W; Schrank, Gordon D; Plourde, Robert C; Schoenfuss, Heiko L

2008-01-01

Three species of Hawaiian amphidromous gobioid fishes are remarkable in their ability to climb waterfalls up to several hundred meters tall. Juvenile Lentipes concolor and Awaous guamensis climb using rapid bursts of axial undulation, whereas juvenile Sicyopterus stimpsoni climb using much slower movements, alternately attaching oral and pelvic sucking disks to the substrate during prolonged bouts of several cycles. Based on these differing climbing styles, we hypothesized that propulsive musculature in juvenile L. concolor and A. guamensis would be dominated by white muscle fibers, whereas S. stimpsoni would exhibit a greater proportion of red muscle fibers than other climbing species. We further predicted that, because adults of these species shift from climbing to burst swimming as their main locomotor behavior, muscle from adult fish of all three species would be dominated by white fibers. To test these hypotheses, we used ATPase assays to evaluate muscle fiber type distribution in Hawaiian climbing gobies for three anatomical regions (midbody, anal, and tail). Axial musculature was dominated by white muscle fibers in juveniles of all three species, but juvenile S. stimpsoni had a significantly greater proportion of red fibers than the other two species. Fiber type proportions of adult fishes did not differ significantly from those of juveniles. Thus, muscle fiber type proportions in juveniles appear to help accommodate differences in locomotor demands among these species, indicating that they overcome the common challenge of waterfall climbing through both diverse behaviors and physiological specializations.

Tree climbing and human evolution

PubMed Central

Venkataraman, Vivek V.; Kraft, Thomas S.; Dominy, Nathaniel J.

2013-01-01

Paleoanthropologists have long argued—often contentiously—about the climbing abilities of early hominins and whether a foot adapted to terrestrial bipedalism constrained regular access to trees. However, some modern humans climb tall trees routinely in pursuit of honey, fruit, and game, often without the aid of tools or support systems. Mortality and morbidity associated with facultative arboreality is expected to favor behaviors and anatomies that facilitate safe and efficient climbing. Here we show that Twa hunter–gatherers use extraordinary ankle dorsiflexion (>45°) during climbing, similar to the degree observed in wild chimpanzees. Although we did not detect a skeletal signature of dorsiflexion in museum specimens of climbing hunter–gatherers from the Ituri forest, we did find that climbing by the Twa is associated with longer fibers in the gastrocnemius muscle relative to those of neighboring, nonclimbing agriculturalists. This result suggests that a more excursive calf muscle facilitates climbing with a bipedally adapted ankle and foot by positioning the climber closer to the tree, and it might be among the mechanisms that allow hunter–gatherers to access the canopy safely. Given that we did not find a skeletal correlate for this observed behavior, our results imply that derived aspects of the hominin ankle associated with bipedalism remain compatible with vertical climbing and arboreal resource acquisition. Our findings challenge the persistent arboreal–terrestrial dichotomy that has informed behavioral reconstructions of fossil hominins and highlight the value of using modern humans as models for inferring the limits of hominin arboreality. PMID:23277565

Does a video displaying a stair climbing model increase stair use in a worksite setting?

PubMed

Van Calster, L; Van Hoecke, A-S; Octaef, A; Boen, F

2017-08-01

This study evaluated the effects of improving the visibility of the stairwell and of displaying a video with a stair climbing model on climbing and descending stair use in a worksite setting. Intervention study. Three consecutive one-week intervention phases were implemented: (1) the visibility of the stairs was improved by the attachment of pictograms that indicated the stairwell; (2) a video showing a stair climbing model was sent to the employees by email; and (3) the same video was displayed on a television screen at the point-of-choice (POC) between the stairs and the elevator. The interventions took place in two buildings. The implementation of the interventions varied between these buildings and the sequence was reversed. Improving the visibility of the stairs increased both stair climbing (+6%) and descending stair use (+7%) compared with baseline. Sending the video by email yielded no additional effect on stair use. By contrast, displaying the video at the POC increased stair climbing in both buildings by 12.5% on average. One week after the intervention, the positive effects on stair climbing remained in one of the buildings, but not in the other. These findings suggest that improving the visibility of the stairwell and displaying a stair climbing model on a screen at the POC can result in a short-term increase in both climbing and descending stair use. Copyright © 2017 The Royal Society for Public Health. Published by Elsevier Ltd. All rights reserved.

Correction of Temperatures of Air-Cooled Engine Cylinders for Variation in Engine and Cooling Conditions

NASA Technical Reports Server (NTRS)

Schey, Oscar W; Pinkel, Benjamin; Ellerbrock, Herman H , Jr

1939-01-01

Factors are obtained from semiempirical equations for correcting engine-cylinder temperatures for variation in important engine and cooling conditions. The variation of engine temperatures with atmospheric temperature is treated in detail, and correction factors are obtained for various flight and test conditions, such as climb at constant indicated air speed, level flight, ground running, take-off, constant speed of cooling air, and constant mass flow of cooling air. Seven conventional air-cooled engine cylinders enclosed in jackets and cooled by a blower were tested to determine the effect of cooling-air temperature and carburetor-air temperature on cylinder temperatures. The cooling air temperature was varied from approximately 80 degrees F. to 230 degrees F. and the carburetor-air temperature from approximately 40 degrees F. to 160 degrees F. Tests were made over a large range of engine speeds, brake mean effective pressures, and pressure drops across the cylinder. The correction factors obtained experimentally are compared with those obtained from the semiempirical equations and a fair agreement is noted.

An Investigation of Large Aircraft Handling Qualities

NASA Astrophysics Data System (ADS)

Joyce, Richard D.

An analytical technique for investigating transport aircraft handling qualities is exercised in a study using models of two such vehicles, a Boeing 747 and Lockheed C-5A. Two flight conditions are employed for climb and directional tasks, and a third included for a flare task. The analysis technique is based upon a "structural model" of the human pilot developed by Hess. The associated analysis procedure has been discussed previously in the literature, but centered almost exclusively on the characteristics of high-performance fighter aircraft. The handling qualities rating level (HQRL) and pilot induced oscillation tendencies rating level (PIORL) are predicted for nominal configurations of the aircraft and for "damaged" configurations where actuator rate limits are introduced as nonlinearites. It is demonstrated that the analysis can accommodate nonlinear pilot/vehicle behavior and do so in the context of specific flight tasks, yielding estimates of handling qualities, pilot-induced oscillation tendencies and upper limits of task performance. A brief human-in-the-loop tracking study was performed to provide a limited validation of the pilot model employed.

Piracetam and fish orientation during parabolic aircraft flight

NASA Technical Reports Server (NTRS)

Hoffman, R. B.; Salinas, G. A.; Homick, J. L.

1980-01-01

Goldfish were flown in parabolic Keplerian trajectories in a KC-135 aircraft to assay both the effectiveness of piracetam as an antimotion sickness drug and the effectiveness of state-dependent training during periods of oscillating gravity levels. Single-frame analyses of infrared films were performed for two classes of responses - role rates in hypogravity or hypogravity orienting responses (LGR) and climbing responses in hypergravity or hypergravity orienting responses (HGR). In Experiment I, preflight training with the vestibular stressor facilitated suppression of LGR by the 10th parabola. An inverse correlation was found between the magnitudes of LGR and HGR. Piracetam was not effective in a state-dependent design, but the drug did significantly increase HGR when injected into trained fish shortly before flight. In Experiment II, injections of saline, piracetam, and modifiers of gamma-aminobutyric acid - aminooxyacetic acid (AOAA) and isonicotinic acid did not modify LGR. AOAA did significantly increase HGR. Thus, the preflight training has a beneficial effect in reducing disorientation in the fish in weightlessness, but the drugs employed were ineffective.

KSC-07pd1370

NASA Image and Video Library

2007-06-05

KENNEDY SPACE CENTER, FLA. -- STS-117 Pilot Lee Archambault climbs into the shuttle training aircraft, or STA, at KSC's Shuttle Landing Facility. He will be making practice landings in the STA, which is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. STS-117 is scheduled to launch at 7:38 p.m. June 8. During the 11-day mission and three spacewalks, the crew will work with flight controllers at NASA's Johnson Space Center in Houston to install the 17-ton segment on the station's girder-like truss and deploy the set of solar arrays, S3/S4. The mission will increase the space station's power capability in preparation for the arrival of new science modules from the European and Japanese space agencies. Photo credit: NASA/Kim Shiflett

KSC-07pd1368

NASA Image and Video Library

2007-06-05

KENNEDY SPACE CENTER, FLA. -- STS-117 Commander Frederick Sturckow climbs into the shuttle training aircraft, or STA, at KSC's Shuttle Landing Facility. He will be making practice landings in the STA, which is a Grumman American Aviation-built Gulf Stream II jet that was modified to simulate an orbiter's cockpit, motion and visual cues, and handling qualities. In flight, the STA duplicates the orbiter's atmospheric descent trajectory from approximately 35,000 feet altitude to landing on a runway. STS-117 is scheduled to launch at 7:38 p.m. June 8. During the 11-day mission and three spacewalks, the crew will work with flight controllers at NASA's Johnson Space Center in Houston to install the 17-ton segment on the station's girder-like truss and deploy the set of solar arrays, S3/S4. The mission will increase the space station's power capability in preparation for the arrival of new science modules from the European and Japanese space agencies. Photo credit: NASA/Kim Shiflett

Minimalistic Dynamic Climbing

DTIC Science & Technology

2010-11-01

connected. On this same disk, a servo motor is connected to a light weight leg. An Arduino 77 Body Weight Markers Leg Disk Servo Motor Front View Top View...this control enables more dynamic and fast walking, the control is based on precise joint-angle control. The main consequence of such a control is that... based climbing strategies. Specifically, the four-limbed free-climbing LEMUR robot goes up climbing walls by choosing a sequence of handholds

Integrating Technologies into Mathematics: Comparing the Cases of Square Roots and Integrals

ERIC Educational Resources Information Center

Kissane, Barry

2016-01-01

Two decades ago, in an award-winning paper, Dan Kennedy (1995) likened learning mathematics to climbing a tree, for which there was only one way to climb: up a large and solid trunk. In the limited time that is available, many students give up the climb, impede others, fall off the trunk, or fail to climb the tree sufficiently well. In the case of…

Leaf mimicry in a climbing plant protects against herbivory.

PubMed

Gianoli, Ernesto; Carrasco-Urra, Fernando

2014-05-05

Mimicry refers to adaptive similarity between a mimic organism and a model. Mimicry in animals is rather common, whereas documented cases in plants are rare, and the associated benefits are seldom elucidated [1, 2]. We show the occurrence of leaf mimicry in a climbing plant endemic to a temperate rainforest. The woody vine Boquila trifoliolata mimics the leaves of its supporting trees in terms of size, shape, color, orientation, petiole length, and/or tip spininess. Moreover, sequential leaf mimicry occurs when a single individual vine is associated with different tree species. Leaves of unsupported vines differed from leaves of climbing plants closely associated with tree foliage but did not differ from those of vines climbing onto leafless trunks. Consistent with an herbivory-avoidance hypothesis, leaf herbivory on unsupported vines was greater than that on vines climbing on trees but was greatest on vines climbing onto leafless trunks. Thus, B. trifoliolata gains protection against herbivory not merely by climbing and thus avoiding ground herbivores [3] but also by climbing onto trees whose leaves are mimicked. Unlike earlier cases of plant mimicry or crypsis, in which the plant roughly resembles a background or color pattern [4-7] or mimics a single host [8, 9], B. trifoliolata is able to mimic several hosts. Copyright © 2014 Elsevier Ltd. All rights reserved.

X-15 #3 being secured by ground crew after flight

NASA Technical Reports Server (NTRS)

1960-01-01

The X-15-3 (56-6672) research aircraft is secured by ground crew after landing on Rogers Dry Lakebed. The work of the X-15 team did not end with the landing of the aircraft. Once it had stopped on the lakebed, the pilot had to complete an extensive post-landing checklist. This involved recording instrument readings, pressures and temperatures, positioning switches, and shutting down systems. The pilot was then assisted from the aircraft, and a small ground crew depressurized the tanks before the rest of the ground crew finished their work on the aircraft. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

IR signature study of aircraft engine for variation in nozzle exit area

NASA Astrophysics Data System (ADS)

Baranwal, Nidhi; Mahulikar, Shripad P.

2016-01-01

In general, jet engines operate with choked nozzle during take-off, climb and cruise, whereas unchoking occurs while landing and taxiing (when engine is not running at full power). Appropriate thrust in an aircraft in all stages of the flight, i.e., take-off, climb, cruise, descent and landing is achieved through variation in the nozzle exit area. This paper describes the effect on thrust and IR radiance of a turbojet engine due to variation in the exit area of a just choked converging nozzle (Me = 1). The variations in the nozzle exit area result in either choking or unchoking of a just choked converging nozzle. Results for the change in nozzle exit area are analyzed in terms of thrust, mass flow rate and specific fuel consumption. The solid angle subtended (Ω) by the exhaust system is estimated analytically, for the variation in nozzle exit area (Ane), as it affects the visibility of the hot engine parts from the rear aspect. For constant design point thrust, IR radiance is studied from the boresight (ϕ = 0°, directly from the rear side) for various percentage changes in nozzle exit area (%ΔAne), in the 1.9-2.9 μm and 3-5 μm bands.

Estimating the economic value of ice climbing in Hyalite Canyon: An application of travel cost count data models that account for excess zeros.

PubMed

Anderson, D Mark

2010-01-01

Recently, the sport of ice climbing has seen a dramatic increase in popularity. This paper uses the travel cost method to estimate the demand for ice climbing in Hyalite Canyon, Montana, one of the premier ice climbing venues in North America. Access to Hyalite and other ice climbing destinations have been put at risk due to liability issues, public land management agendas, and winter road conditions. To this point, there has been no analysis on the economic benefits of ice climbing. In addition to the novel outdoor recreation application, this study applies econometric methods designed to deal with "excess zeros" in the data. Depending upon model specification, per person per trip values are estimated to be in the range of $76 to $135. Copyright 2009 Elsevier Ltd. All rights reserved.

Tracked robot controllers for climbing obstacles autonomously

NASA Astrophysics Data System (ADS)

Vincent, Isabelle

2009-05-01

Research in mobile robot navigation has demonstrated some success in navigating flat indoor environments while avoiding obstacles. However, the challenge of analyzing complex environments to climb obstacles autonomously has had very little success due to the complexity of the task. Unmanned ground vehicles currently exhibit simple autonomous behaviours compared to the human ability to move in the world. This paper presents the control algorithms designed for a tracked mobile robot to autonomously climb obstacles by varying its tracks configuration. Two control algorithms are proposed to solve the autonomous locomotion problem for climbing obstacles. First, a reactive controller evaluates the appropriate geometric configuration based on terrain and vehicle geometric considerations. Then, a reinforcement learning algorithm finds alternative solutions when the reactive controller gets stuck while climbing an obstacle. The methodology combines reactivity to learning. The controllers have been demonstrated in box and stair climbing simulations. The experiments illustrate the effectiveness of the proposed approach for crossing obstacles.

The consequences of sublethal exposure to insecticide on the survivorship and mobility of Halyomorpha halys (Hemiptera: Pentatomidae).

PubMed

Morrison, William R; Poling, Brittany; Leskey, Tracy C

2017-02-01

The direct lethal effects of conventional and organic insecticides have been investigated thoroughly for all life stages of Halyomorpha halys. However, the sublethal effects of insecticides on the behavior of H. halys have not been well documented. Our aims were to evaluate the impact of a brief 5 min exposure to residues of bifenthrin, dinotefuran, methomyl, thiamethoxam and thiamethoxam + λ-cyhalothrin on survivorship, horizontal and vertical movement, and flight capacity of adult H. halys under laboratory conditions. Over half of the insecticide-exposed adults were classified as affected, moribund or dead after the 5 min exposure, compared with only 6% of the adults in the water-only control. We found that the horizontal movement, vertical climbing and flight capacity of adults exposed to insecticides were decreased by 20-60% overall relative to the water-only control. The most lethal insecticide was bifenthrin. Many insecticide-exposed H. halys adults retained significant mobility and flight capacity, with flight most pronounced immediately after exposure. These results suggest that brief exposure periods to efficacious insecticides will result in high dispersal and low mortality. Therefore, management strategies that enhance the retention of H. halys on insecticide-coated surfaces should be considered to ensure that adults are exposed to a lethal dose of insecticide. © 2016 Society of Chemical Industry. © 2016 Society of Chemical Industry.

Effects of acute altered gravity during parabolic flight and/or vestibular loss on cell proliferation in the rat dentate gyrus.

PubMed

Zheng, Yiwen; Gliddon, Catherine M; Aitken, Phillip; Stiles, Lucy; Machado, Marie-Laure; Philoxene, Bruno; Denise, Pierre; Smith, Paul F; Besnard, Stephane

2017-07-27

Both parabolic flight, i.e. a condition of altered gravity, and loss of vestibular function, have been suggested to affect spatial learning and memory, which is known to be influenced by neurogenesis in the hippocampus. In this study we investigated whether short alternated micro- and hyper-gravity stimulations during parabolic flight and/or loss of vestibular function, would alter cell proliferation in the hippocampal dentate gyrus of rats, by measuring the number of bromodeoxyuridine (BrdU)-incorporated cells. Rats were randomly allocated to the following experimental groups: (1) sham transtympanic saline injection only (n=5); (2) bilateral vestibular deafferentation (BVD) by sodium arsanilate transtympanic injection only (n=5); (3) sham treatment and parabolic flight (n=5); (4) BVD and parabolic flight (n=6). Forty-two days following transtympanic injection, the animals were subjected to parabolic flight in an awake restrained condition after habituation. A modified Airbus A300 aircraft was flown on a parabolic path, creating 20s of 1.8G during both climbing and descending and 22s of 0G at the apex of each parabola. The no flight animals were subjected to the same housing for the same duration. Immediately after the parabolic flight or control ground condition, animals were injected with BrdU (300mg/kg, i.p). Twenty-four hs after BrdU injection, rats were sacrificed. BrdU immunolabelling was performed and the number of BrdU +ve cells in the dentate gyrus of the hippocampus was quantified using a modified fractionator method. BVD caused a large and significant reduction in the number of BrdU-positive cells compared to sham animals (P≤0.0001); however, flight and all interactions were non-significant. These results indicate that BVD significantly decreased cell proliferation irrespective of the short exposure to altered/modified gravity. Copyright © 2017 Elsevier B.V. All rights reserved.

KSC-00pp1754

NASA Image and Video Library

2000-11-27

At the Shuttle Landing Facility, STS-97 Pilot Michael Bloomfield climbs out of the cockpit of a T-38 jet aircraft he flew from Johnson Space Center. He and the rest of the crew have returned to KSC for the launch, scheduled for Nov. 30 at about 10:06 p.m. EST. Mission STS-97is the sixth construction flight to the International Space Station. Its payload includes the P6 Integrated Truss Structure and a photovoltaic (PV) module, with giant solar arrays that will provide power to the Station. The mission includes two spacewalks to complete the solar array connections. STS-97 is scheduled to launch Nov. 30 at about 10:06 p.m. EST

KSC00pp1754

NASA Image and Video Library

2000-11-27

At the Shuttle Landing Facility, STS-97 Pilot Michael Bloomfield climbs out of the cockpit of a T-38 jet aircraft he flew from Johnson Space Center. He and the rest of the crew have returned to KSC for the launch, scheduled for Nov. 30 at about 10:06 p.m. EST. Mission STS-97is the sixth construction flight to the International Space Station. Its payload includes the P6 Integrated Truss Structure and a photovoltaic (PV) module, with giant solar arrays that will provide power to the Station. The mission includes two spacewalks to complete the solar array connections. STS-97 is scheduled to launch Nov. 30 at about 10:06 p.m. EST

Saturn Apollo Program

NASA Image and Video Library

1972-12-01

This photograph taken during the Apollo 17 mission (the last mission of the Apollo Program), depicts stiff plasticized maps being taped together and fastened by clamps to patch a broken fender of the Lunar Roving Vehicle (LRV). Powered by battery, the lightweight electric car greatly increased the range of mobility and productivity on the scientific traverses for astronauts. It weighed 462 pounds (77 pounds on the Moon) and could carry two suited astronauts, their gear and cameras, and several hundred pounds of bagged samples. The LRV's mobility was quite high. It could climb and descend slopes of about 25 degrees. The LRV was designed and developed by the Marshall Space Flight Center and built by the Boeing Company.

Full-Scale Tests of a New Type NACA Nose-Slot Cowling

NASA Technical Reports Server (NTRS)

Theodorsen, Theodore; Brevoort, M J; Stickle, George W; Gough, M N

1937-01-01

An extended experimental study has been made in regard to the various refinements in the design of engine cowlings as related to the propeller-nacelle unit as a whole, under conditions corresponding to take-off, climb, and normal flight. The tests were all conducted at full scale in the 20-foot wind tunnel. This report presents the results of a novel type of engine cowling, characterized by the fact that the exit opening discharging the cooling air is not, as usual, located behind the engine but at the foremost extremity or nose of the cowling. The efficiency is found to be high, owing to the fact that higher velocities may be used in the exit opening.

Common Methodology for Efficient Airspace Operations

NASA Technical Reports Server (NTRS)

Sridhar, Banavar

2012-01-01

Topics include: a) Developing a common methodology to model and avoid disturbances affecting airspace. b) Integrated contrails and emission models to a national level airspace simulation. c) Developed capability to visualize, evaluate technology and alternate operational concepts and provide inputs for policy-analysis tools to reduce the impact of aviation on the environment. d) Collaborating with Volpe Research Center, NOAA and DLR to leverage expertise and tools in aircraft emissions and weather/climate modeling. Airspace operations is a trade-off balancing safety, capacity, efficiency and environmental considerations. Ideal flight: Unimpeded wind optimal route with optimal climb and descent. Operations degraded due to reduction in airport and airspace capacity caused by inefficient procedures and disturbances.

Aerodynamics of the Viggen 37 aircraft. Part 1: General characteristics at low speed

NASA Technical Reports Server (NTRS)

Karling, K.

1986-01-01

A description of the aerodynamics of the Viggen 37 and its performances, especially at low speeds is presented. The aerodynamic requirements for the design of the Viggen 37 aircraft are given, including the basic design, performance requirement, and aerodynamic characteristics, static and dynamic load test results and flight test results. The Viggen 37 aircraft is designed to be used for air attack, surveillance, pursuit, and training applications. It is shown that this aircraft is suitable for short runways, and has good maneuvering, acceleration, and climbing characteristics. The design objectives for this aircraft were met by utilizing the effect produced by the interference between two triangular wings, positioned in tandem.

KSC-98pc939

NASA Image and Video Library

1998-08-14

The pilot climbs into the cockpit of a high-altitude research plane, a specially equipped Dryden Flight Research Center ER-2 (a modified U-2), at Patrick Air Force Base. Soaring above 65,000 feet, the ER-2 will measure the structure of hurricanes and the surrounding atmosphere that steers the storm’s movement. The plane is part of the NASA-led Atmospheric Dynamics and Remote Sensing program that includes other government weather researchers and the university community in a study of Atlantic hurricanes and tropical storms. The hurricane study, which lasts through September 1998, is part of NASA’s Earth Science enterprise to better understand the total Earth system and the effects of natural and human-induced changes on the global environment

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

NASA Technical Reports Server (NTRS)

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

1980-01-01

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

Antagonism of bromocriptine-induced cage climbing behaviour in mice by the selective D-2 dopamine receptor antagonists, metoclopramide and molindone.

PubMed

Balsara, J J; Nandal, N V; Gada, V P; Bapat, T R; Chandorkar, A G

1986-01-01

Bromocriptine (5-30 mg/kg, ip), 2 hr after administration, induced cage climbing behaviour in mice. Pretreatment with haloperidol, an antagonist of both D-1 and D-2 dopamine receptors, metoclopramide and molindone, the selective D-2 dopamine receptor antagonists, effectively antagonised bromocriptine-induced climbing behaviour. The results indicate that bromocriptine most probably induces climbing behaviour in mice by stimulating the postsynaptic striatal D-2 dopamine receptors.

14 CFR 23.65 - Climb: All engines operating.

Code of Federal Regulations, 2010 CFR

2010-01-01

...-powered airplane of 6,000 pounds or less maximum weight must have a steady climb gradient at sea level of... gradient of climb after takeoff of at least 4 percent with (1) Take off power on each engine; (2) The...

Application of Nadal Limit in the prediction of wheel climb derailment

DOT National Transportation Integrated Search

2011-03-16

Application of the Nadal Limit to the prediction of wheel climb derailment is presented along with the effect of pertinent geometric and material parameters. Conditions which : contribute to this climb include wheelset angle of attack, contact angle,...

Peak oxygen consumption measured during the stair-climbing test in lung resection candidates.

PubMed

Brunelli, Alessandro; Xiumé, Francesco; Refai, Majed; Salati, Michele; Di Nunzio, Luca; Pompili, Cecilia; Sabbatini, Armando

2010-01-01

The stair-climbing test is commonly used in the preoperative evaluation of lung resection candidates, but it is difficult to standardize and provides little physiologic information on the performance. To verify the association between the altitude and the V(O2peak) measured during the stair-climbing test. 109 consecutive candidates for lung resection performed a symptom-limited stair-climbing test with direct breath-by-breath measurement of V(O2peak) by a portable gas analyzer. Stepwise logistic regression and bootstrap analyses were used to verify the association of several perioperative variables with a V(O2peak) <15 ml/kg/min. Subsequently, multiple regression analysis was also performed to develop an equation to estimate V(O2peak) from stair-climbing parameters and other patient-related variables. 56% of patients climbing <14 m had a V(O2peak) <15 ml/kg/min, whereas 98% of those climbing >22 m had a V(O2peak) >15 ml/kg/min. The altitude reached at stair-climbing test resulted in the only significant predictor of a V(O2peak) <15 ml/kg/min after logistic regression analysis. Multiple regression analysis yielded an equation to estimate V(O2peak) factoring altitude (p < 0.0001), speed of ascent (p = 0.005) and body mass index (p = 0.0008). There was an association between altitude and V(O2peak) measured during the stair-climbing test. Most of the patients climbing more than 22 m are able to generate high values of V(O2peak) and can proceed to surgery without any additional tests. All others need to be referred for a formal cardiopulmonary exercise test. In addition, we were able to generate an equation to estimate V(O2peak), which could assist in streamlining the preoperative workup and could be used across different settings to standardize this test. Copyright (c) 2010 S. Karger AG, Basel.

Project CLIMB.

ERIC Educational Resources Information Center

DeLucca, Adolph

1982-01-01

As a state and national model for a basic skills curriculum for Kindergarten through grade 12 students, Coordination Learning Integration--Middlesex Basics (Project CLIMB) is described. The unified system was developed by teachers with administrative support to accomodate all students' reading and mathematics needs. Project CLIMB's development and…

Robotics Systems Joint Project Office (RSJPO) Interoperability Profiles (IOPS) 101

DTIC Science & Technology

2012-07-01

interoperability, although they are supported by some interoperability attributes  For example, stair climbing » Stair climbing is not something that...IOPs need to specify » However, the mobility & actuation related interoperable messages can be used to provide stair climbing » Also...interoperability can enable management of different poses or modes, one of which may be stair climbing R O B O T IC S Y S T E M S J P O L e a d e r s h i p

Effects of four recovery methods on repeated maximal rock climbing performance.

PubMed

Heyman, Elsa; DE Geus, Bas; Mertens, Inge; Meeusen, Romain

2009-06-01

Considering the development of rock climbing as a competitive sport, we aimed at investigating the influence of four recovery methods on subsequent maximal climbing performance. In a randomly assigned crossover design, 13 female well-trained climbers (27.1 +/- 8.9 yr) came to the climbing center on four occasions separated by 1 wk. On each occasion, they had to perform two climbing tests (C1 and C2) until volitional exhaustion on a prepracticed route (overhanging wall, level 6b). These two tests were separated by 20 min of recovery. Four recovery methods were used in randomized order: passive recovery, active recovery (cycle ergometer, 30-40 W), electromyostimulation on the forearm muscles (bisymmetric TENS current), or cold water immersion of the forearms and arms (three periods of 5 min at 15 +/- 1 degrees C). Climbing tests' performance was reflected by the number of arm movements and climb duration. Using active recovery and cold water immersion, performance at C2 was maintained in comparison with C1, whereas C2 performance was impaired compared with C1 (P< 0.01) using electromyostimulation and passive recovery (recovery method-by-climb interaction, P < 0.05). Blood lactate decreased during recovery, with the greatest decrease occurring during active recovery (time-by-recovery method interaction, P < 0.001). Arms and forearms' skin temperatures were lower throughout the cold water immersion compared with the other three methods (P < 0.001). Active recovery and cold water immersion are two means of preserving performance when repeating acute exhausting climbing trails in female climbers. These positive effects are accompanied by a greater lactate removal and a decrease in subcutaneous tissues temperatures, respectively.

Proposition of stair climb of a drop using chemical wettability gradient

NASA Astrophysics Data System (ADS)

Seerha, Prabh P. S.; Kumar, Parmod; Das, Arup K.; Mitra, Sushanta K.

2017-07-01

We propose a passive technique for a drop to climb along the staircase textured surface using chemical wettability gradients. The stair structure, droplet configuration, and contact angle gradient are modeled using Lagrangian smoothed particle hydrodynamics. The stair climb efficiency of the droplet is found to be a function of wettability gradient strength. Using analytical balance of actuation and resistive forces across droplets, physical reasons behind stair climbing are established and influencing parameters are identified. Evolution of the droplet shape along with the advancing and the receding contact angles is presented from where instantaneous actuation and hysteresis forces are calculated. Using history of Lagrangian particles, circulation at the foot of stairs and progressing development of the advancing drop front are monitored. Higher efficiency in stair climbing in the case of a bigger sized drop than smaller one is obtained from simulation results and realized from force balance. Difficulty in climbing steeper stairs is also demonstrated to delineate the effect of gravitational pull against the actuation force due to the wettability gradient.

The Functional Task Test (FTT): An Interdisciplinary Testing Protocol to Investigate the Factors Underlying Changes in Astronaut Functional Performance

NASA Technical Reports Server (NTRS)

Bloomberg, J. J.; Lawrence, E. L.; Arzeno, N. M.; Buxton, R. E.; Feiveson, A. H.; Kofman, I. S.; Lee, S. M. C.; Mulavara, A. P.; Peters, B. T.; Platts. S. H.;

Foot overuse diseases in rock climbing: an epidemiologic study.

PubMed

Buda, Roberto; Di Caprio, Francesco; Bedetti, Letizia; Mosca, Massimiliano; Giannini, Sandro

2013-01-01

Literature examining the incidence of foot diseases in rock climbing is limited to traumatic injuries. We examined a large sample of climbers, assessed the chronic diseases of the foot, and correlated them with foot morphology, shoe type, and type of climbing practiced. Between May 1 and September 30, 2009, 144 climbers (mean age, 31.7 years) were examined to analyze the effect of rock climbing on the various foot diseases found at the time of the evaluation. Eighty-six percent of the climbers were affected by a pathologic condition. Nail disease was found in 65.3% of patients, followed by recurrent ankle sprains (27.8%), retrocalcaneal bursitis (19.4%), Achilles tendinitis (12.5%), metatarsalgia (12.5%), and plantar fasciitis (5.6%). Male sex, the use of high-type shoes, the high degree of climbing difficulty, and the competitive level were often related to the onset of foot diseases. Climbing shoes are usually smaller than common footwear. This "shoe-size reduction" averaged 2.3 sizes, forcing the foot into a supinated and cavus posture that favors lateral instability. The posterior edge of the shoe aperture produces increased pressure on the heel, with retrocalcaneal bursitis. Overuse foot diseases related to rock climbing are particularly frequent and debilitating. Detailed knowledge of these diseases and their predisposing factors may help us implement effective preventive or therapeutic measures, including changes in the type of climbing, correction of body weight, degree of difficulty, footwear, orthoses, and measures that maximize the support of the foot to the ground.

21 CFR 890.3890 - Stair-climbing wheelchair.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 21 Food and Drugs 8 2012-04-01 2012-04-01 false Stair-climbing wheelchair. 890.3890 Section 890.3890 Food and Drugs FOOD AND DRUG ADMINISTRATION, DEPARTMENT OF HEALTH AND HUMAN SERVICES (CONTINUED) MEDICAL DEVICES PHYSICAL MEDICINE DEVICES Physical Medicine Prosthetic Devices § 890.3890 Stair-climbing...

21 CFR 890.3890 - Stair-climbing wheelchair.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 21 Food and Drugs 8 2013-04-01 2013-04-01 false Stair-climbing wheelchair. 890.3890 Section 890.3890 Food and Drugs FOOD AND DRUG ADMINISTRATION, DEPARTMENT OF HEALTH AND HUMAN SERVICES (CONTINUED) MEDICAL DEVICES PHYSICAL MEDICINE DEVICES Physical Medicine Prosthetic Devices § 890.3890 Stair-climbing...

21 CFR 890.3890 - Stair-climbing wheelchair.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 21 Food and Drugs 8 2014-04-01 2014-04-01 false Stair-climbing wheelchair. 890.3890 Section 890.3890 Food and Drugs FOOD AND DRUG ADMINISTRATION, DEPARTMENT OF HEALTH AND HUMAN SERVICES (CONTINUED) MEDICAL DEVICES PHYSICAL MEDICINE DEVICES Physical Medicine Prosthetic Devices § 890.3890 Stair-climbing...

21 CFR 890.3890 - Stair-climbing wheelchair.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 21 Food and Drugs 8 2011-04-01 2011-04-01 false Stair-climbing wheelchair. 890.3890 Section 890.3890 Food and Drugs FOOD AND DRUG ADMINISTRATION, DEPARTMENT OF HEALTH AND HUMAN SERVICES (CONTINUED) MEDICAL DEVICES PHYSICAL MEDICINE DEVICES Physical Medicine Prosthetic Devices § 890.3890 Stair-climbing...

21 CFR 890.3890 - Stair-climbing wheelchair.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 21 Food and Drugs 8 2010-04-01 2010-04-01 false Stair-climbing wheelchair. 890.3890 Section 890.3890 Food and Drugs FOOD AND DRUG ADMINISTRATION, DEPARTMENT OF HEALTH AND HUMAN SERVICES (CONTINUED) MEDICAL DEVICES PHYSICAL MEDICINE DEVICES Physical Medicine Prosthetic Devices § 890.3890 Stair-climbing...

Examining the Pilot and Controller Performance Data When in a Free Flight with Weather Phenomenon

NASA Technical Reports Server (NTRS)

Nituen, Celestine A.; Lozito, Sandra C. (Technical Monitor)

2002-01-01

The present study investigated effects of weather related factors on the performance of pilots under free flight. A weather scenario was defined by a combination of precipitation factors (light rain, moderate rain, and heavy rain or snow), visibility (1,4,8 miles), wind conditions (light, medium, or heavy), cloud ceiling (800ft. below, 1800ft above, and 4000ft horizontal). The performance of the aircraft self-separation was evaluated in terms of detection accuracy and detection times for student- and commercial (expert) pilots. Overall, the results obtained from a behavioral analysis showed that in general, the ability to recognize intruder aircraft conflict incidents, followed by the ability to acquire the spatial location of the intruder aircraft relative to ownership aircraft were judged to be the major cognitive tasks as perceived by the participants during self-separation. Further, the participants rarely used cockpit display of traffic information (CDTI) during conflict management related to aircraft separation, but used CDTI highly during decision-making tasks. In all weather scenarios, there were remarkable differences between expert and student pilots in detection times. In summary, weather scenarios were observed to affect intruder aircraft detection performance accuracies. There was interaction effects between weather Scenario-1 and Scenario-2 for climbing task data generated by both expert- and student- pilots at high traffic density. Scenario-3 weather condition provided an opportunity for poor detection accuracy as well as detection time increase. This may be attributed to low visibility. The intruder aircraft detection times were not affected by the weather conditions during climbing and descending tasks. The decision of pilots to fly into certain weather condition was dependent in part on the warning distance to the location of the weather. When pilots were warned of the weather conditions, they were more likely to fly their aircraft into it, but mostly when the warning was not close to the weather location.

Mini-Sniffer III on Lakebed

NASA Technical Reports Server (NTRS)

1976-01-01

The third remotely-piloted Mini-Sniffer research vehicle rests on the lakebed adjacent to the Dryden Flight Research Center, Edwards, California. This view shows the wing shape, hydrazine engine, and the tail booms. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

National Tree Climbing Guide [2015 Electronic Edition

Treesearch

Jerry Berdeen; Burnham Chamberlain; Teryl Grubb; Art Henderson; Brock Mayo; Manfred Mielke; Kathryn Purcell; Dennis Ringnes; Marc Roberts; Donna Stubbs; Micah Thorning

2015-01-01

The Forest Service Tree Climbing Program provides direction that protects Forest Service employees while ascending, descending, and working aloft in trees by establishing national direction based on recognized industry standards, procedures and practices. Climbing and working in trees demands specialized equipment and skills. The potential for a serious injury or fatal...

Park Managers Attitudes toward Climbing: Implications for Future Regulation.

ERIC Educational Resources Information Center

Huffman, Michael G.; Harwell, Rick

This study examined park managers' attitudes toward adventure climbing and climbing regulations, especially concerning the management of: (1) conflicts (among visitors competing for use of the same resource); (2) impact on the environment; and (3) risk (i.e. implications for rescue and legal liability problems). Questionnaires were sent randomly…

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2013 CFR

2013-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2014 CFR

2014-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

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

Code of Federal Regulations, 2013 CFR

2013-01-01

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

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

Code of Federal Regulations, 2010 CFR

2010-01-01

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

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2012 CFR

2012-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

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

Code of Federal Regulations, 2014 CFR

2014-01-01

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

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

Code of Federal Regulations, 2012 CFR

2012-01-01

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

14 CFR 23.69 - Enroute climb/descent.

Code of Federal Regulations, 2011 CFR

2011-01-01

... inoperative and its propeller in the minimum drag position; (2) The remaining engine(s) at not more than... climb/descent. (a) All engines operating. The steady gradient and rate of climb must be determined at... applicant with— (1) Not more than maximum continuous power on each engine; (2) The landing gear retracted...

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

Code of Federal Regulations, 2011 CFR

2011-01-01

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

14 CFR 23.65 - Climb: All engines operating.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Climb: All engines operating. 23.65 Section... Climb: All engines operating. (a) Each normal, utility, and acrobatic category reciprocating engine... than maximum continuous power on each engine; (2) The landing gear retracted; (3) The wing flaps in the...

14 CFR 23.65 - Climb: All engines operating.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Climb: All engines operating. 23.65 Section... Climb: All engines operating. (a) Each normal, utility, and acrobatic category reciprocating engine... than maximum continuous power on each engine; (2) The landing gear retracted; (3) The wing flaps in the...

Review Article: Increasing physical activity with point-of-choice prompts--a systematic review.

PubMed

Nocon, Marc; Müller-Riemenschneider, Falk; Nitzschke, Katleen; Willich, Stefan N

2010-08-01

Stair climbing is an activity that can easily be integrated into everyday life and has positive health effects. Point-of-choice prompts are informational or motivational signs near stairs and elevators/escalators aimed at increased stair climbing. The aim of this review was to assess the effectiveness of point-of-choice prompts for the promotion of stair climbing. In a systematic search of the literature, studies that assessed the effectiveness of point-of-choice prompts to increase the rate of stair climbing in the general population were identified. No restrictions were made regarding the setting, the duration of the intervention, or the kind of message. A total of 25 studies were identified. Point-of-choice prompts were predominantly posters or stair-riser banners in public traffic stations, shopping malls or office buildings. The 25 studies reported 42 results. Of 10 results for elevator settings, only three reported a significant increase in stair climbing, whereas 28 of 32 results for escalator settings reported a significant increase in stair climbing. Overall, point-of-choice prompts are able to increase the rate of stair climbing, especially in escalator settings. In elevator settings, point-of-choice prompts seem less effective. The long-term efficacy and the most efficient message format have yet to be determined in methodologically rigorous studies.

Skill transfer, affordances and dexterity in different climbing environments.

PubMed

Seifert, L; Wattebled, L; L'hermette, M; Bideault, G; Herault, R; Davids, K

2013-12-01

This study explored how skills in one region of a perceptual-motor landscape of performance, created in part by previous experience in rock climbing, can shape those that emerge in another region (ice climbing). Ten novices in rock climbing and five intermediate rock climbers were observed climbing an icefall. Locations of right and left ice tools and crampons were videotaped from a frontal camera. Inter-individual variability of upper and lower limb couplings and types of action regarding icefall properties were assessed by cluster hierarchical analysis, distinguishing three clusters. Pelvis vertical displacement, duration and number of pelvis pauses were also analyzed. Experienced rock climbers were grouped in the same cluster and showed the highest range and variability of limb angular locations and coordination patterns, the highest vertical displacement and the shortest pelvis plateaux durations. Non-fluent climbers (clusters 2 and 3) showed low range and variability of limb angular locations and coordination patterns. In particular, climbers of cluster 3 exhibited the lowest vertical displacement, the longest plateaux durations and the greatest ratio between tool swinging and definitive anchorage. Our results exemplified the positive influence of skills in rock climbing on ice climbing performance, facilitated by the detection of affordances from environmental properties. Copyright © 2013 Elsevier B.V. All rights reserved.

Statistical Survey of Icing Data Measured on Scheduled Airline Flights over the United States and Canada from November 1951 to June 1952

NASA Technical Reports Server (NTRS)

Perkins, Porter J

1955-01-01

A statistical survey and a preliminary analysis are made of icing data collected from scheduled flights over the United States and Canada from November 1951 to June 1952 by airline aircraft equipped with NACA pressure-type icing-rate meters. This interim report presents information obtained from a continuing program sponsored by the NACA with the cooperation of the airlines. An analysis of over 600 icing encounters logged by three airlines operating in the United States, one operating in Canada and one operating up the coast to Alaska, is presented. The icing conditions encountered provided relative frequencies of many icing-cloud variables, such as horizontal extent, vertical thickness, temperatures, icing rate, liquid-water content, and total ice accumulation. Liquid-water contents were higher than data from earlier research flights in layer-type clouds but slightly lower than previous data from cumulus clouds. Broken-cloud conditions, indicated by intermittent icing, accounted for nearly one-half of all the icing encounters. About 90 percent of the encounters did not exceed a distance of 120 miles, and continuous icing did not exceed 50 miles for 90 percent of the unbroken conditions. Icing cloud thicknesses measured during climbs and descents were less than 4500 feet for 90 percent of the vertical cloud traverses.

A multi-component stair climbing promotional campaign targeting calorific expenditure for worksites; a quasi-experimental study testing effects on behaviour, attitude and intention

PubMed Central

2012-01-01

Background Accumulation of lifestyle physical activity is a current aim of health promotion, with increased stair climbing one public health target. While the workplace provides an opportunity for regular stair climbing, evidence for effectiveness of point-of-choice interventions is equivocal. This paper reports a new approach to worksite interventions, aimed at changing attitudes and, hence, behaviour. Methods Pre-testing of calorific expenditure messages used structured interviews with members of the public (n = 300). Effects of multi-component campaigns on stair climbing were tested with quasi-experimental, interrupted time-series designs. In one worksite, a main campaign poster outlining the amount of calorific expenditure obtainable from stair climbing and a conventional point-of-choice prompt were used (Poster alone site). In a second worksite, additional messages in the stairwell about calorific expenditure reinforced the main campaign (Poster + Stairwell messages site). The outcome variables were automated observations of stair and lift ascent (28,854) and descent (29,352) at baseline and for three weeks after the intervention was installed. Post-intervention questionnaires for employees at the worksites assessed responses to the campaign (n = 253). Analyses employed Analysis of Variance with follow-up Bonferroni t-tests (message pre-testing), logistic regression of stair ascent and descent (campaign testing), and Bonferroni t-tests and multiple regression (follow-up questionnaire). Results Pre-testing of messages based on calorific expenditure suggested they could motivate stair climbing if believed. The new campaign increased stair climbing, with greater effects at the Poster + Stairwell messages site (OR = 1.52, 95% CI = 1.40-1.66) than Posters alone (OR = 1.24, 95% CI = 1.15-1.34). Follow-up revealed higher agreement with two statements about calorific outcomes of stair climbing in the site where they were installed in the stairwell, suggesting more positive attitudes resulted from the intervention. Future intentions for stair use were predicted by motivation by the campaign and beliefs that stair climbing would help weight control. Conclusions Multi-component campaigns that target attitudes and intentions may substantially increase stair climbing at work. PMID:22686243

Micro-aerial vehicle type wall-climbing robot mechanism for structural health monitoring

NASA Astrophysics Data System (ADS)

Shin, Jae-Uk; Kim, Donghoon; Kim, Jong-Heon; Myung, Hyun

2013-04-01

Currently, the maintenance or inspection of large structures is labor-intensive, so it has a problem of the large cost due to the staffing professionals and the risk for hard to reach areas. To solve the problem, the needs of wall-climbing robot are emerged. Infra-based wall-climbing robots to maintain an outer wall of building have high payload and safety. However, the infrastructure for the robot must be equipped on the target structure and the infrastructure isn't preferred by the architects since it can injure the exterior of the structure. These are the reasons of why the infra-based wall-climbing robot is avoided. In case of the non-infra-based wall-climbing robot, it is researched to overcome the aforementioned problems. However, most of the technologies are in the laboratory level since the payload, safety and maneuverability are not satisfactory. For this reason, aerial vehicle type wall-climbing robot is researched. It is a flying possible wallclimbing robot based on a quadrotor. It is a famous aerial vehicle robot using four rotors to make a thrust for flying. This wall-climbing robot can stick to a vertical wall using the thrust. After sticking to the wall, it can move with four wheels installed on the robot. As a result, it has high maneuverability and safety since it can restore the position to the wall even if it is detached from the wall by unexpected disturbance while climbing the wall. The feasibility of the main concept was verified through simulations and experiments using a prototype.

Biomechanical Analyses of Stair-climbing while Dual-tasking

PubMed Central

Vallabhajosula, Srikant; Tan, Chi Wei; Mukherjee, Mukul; Davidson, Austin J.; Stergiou, Nicholas

2015-01-01

Stair-climbing while doing a concurrent task like talking or holding an object is a common activity of daily living which poses high risk for falls. While biomechanical analyses of overground walking during dual-tasking have been studied extensively, little is known on the biomechanics of stair-climbing while dual-tasking. We sought to determine the impact of performing a concurrent cognitive or motor task during stair-climbing. We hypothesized that a concurrent cognitive task will have a greater impact on stair climbing performance compared to a concurrent motor task and that this impact will be greater on a higher-level step. Ten healthy young adults performed 10 trials of stair-climbing each under four conditions: stair ascending only, stair ascending and performing subtraction of serial sevens from a three-digit number, stair ascending and carrying an empty opaque box and stair ascending, performing subtraction of serial sevens from a random three-digit number and carrying an empty opaque box. Kinematics (lower extremity joint angles and minimum toe clearance) and kinetics (ground reaction forces and joint moments and powers) data were collected. We found that a concurrent cognitive task impacted kinetics but not kinematics of stair-climbing. The effect of dual-tasking during stair ascent also seemed to vary based on the different phases of stair ascent stance and seem to have greater impact as one climbs higher. Overall, the results of the current study suggest that the association between the executive functioning and motor task (like gait) becomes stronger as the level of complexity of the motor task increases. PMID:25773590

Climbing Walls and Climbing Tuitions. A Delta Perspective

ERIC Educational Resources Information Center

Kirshstein, Rita J.; Kadamus, James A.

2012-01-01

High-end amenities like rock climbing walls on college campuses have become an easy target for those attempting to explain rising tuitions. This Delta Perspective looks beyond the media attention surrounding these "frills" to examine more serious questions about spending on campus facilities, college spending in general, and the real drivers of…

49 CFR 238.407 - Anti-climbing mechanism.

Code of Federal Regulations, 2010 CFR

2010-10-01

... power car constructed with a crash energy management design is permitted to crush in a controlled manner... Equipment § 238.407 Anti-climbing mechanism. (a) Each power car shall have an anti-climbing mechanism at its..., including between units of articulated cars or other permanently joined units of cars, shall have an anti...

49 CFR 238.407 - Anti-climbing mechanism.

Code of Federal Regulations, 2012 CFR

2012-10-01

... power car constructed with a crash energy management design is permitted to crush in a controlled manner... Equipment § 238.407 Anti-climbing mechanism. (a) Each power car shall have an anti-climbing mechanism at its..., including between units of articulated cars or other permanently joined units of cars, shall have an anti...

49 CFR 238.407 - Anti-climbing mechanism.

Code of Federal Regulations, 2011 CFR

2011-10-01

... power car constructed with a crash energy management design is permitted to crush in a controlled manner... Equipment § 238.407 Anti-climbing mechanism. (a) Each power car shall have an anti-climbing mechanism at its..., including between units of articulated cars or other permanently joined units of cars, shall have an anti...

49 CFR 238.407 - Anti-climbing mechanism.

Code of Federal Regulations, 2013 CFR

2013-10-01

... power car constructed with a crash energy management design is permitted to crush in a controlled manner... Equipment § 238.407 Anti-climbing mechanism. (a) Each power car shall have an anti-climbing mechanism at its..., including between units of articulated cars or other permanently joined units of cars, shall have an anti...

49 CFR 238.407 - Anti-climbing mechanism.

Code of Federal Regulations, 2014 CFR

2014-10-01

... power car constructed with a crash energy management design is permitted to crush in a controlled manner... Equipment § 238.407 Anti-climbing mechanism. (a) Each power car shall have an anti-climbing mechanism at its..., including between units of articulated cars or other permanently joined units of cars, shall have an anti...

14 CFR 23.77 - Balked landing.

Code of Federal Regulations, 2010 CFR

2010-01-01

... pounds or less maximum weight must be able to maintain a steady gradient of climb at sea level of at... acrobatic category turbine engine-powered airplane must be able to maintain a steady gradient of climb of at....73(b). (c) Each commuter category airplane must be able to maintain a steady gradient of climb of at...

Lifting as You Climb

ERIC Educational Resources Information Center

Sullivan, Debra R.

2009-01-01

This article addresses leadership themes and answers leadership questions presented to "Exchange" by the Panel members who attended the "Exchange" Panel of 300 Reception in Dallas, Texas, last November. There is an old proverb that encourages people to lift as they climb: "While you climb a mountain, you must not forget others along the way." With…

Reliability and Validity of Finger Strength and Endurance Measurements in Rock Climbing

ERIC Educational Resources Information Center

Michailov, Michail Lubomirov; Baláš, Jirí; Tanev, Stoyan Kolev; Andonov, Hristo Stoyanov; Kodejška, Jan; Brown, Lee

2018-01-01

Purpose: An advanced system for the assessment of climbing-specific performance was developed and used to: (a) investigate the effect of arm fixation (AF) on construct validity evidence and reliability of climbing-specific finger-strength measurement; (b) assess reliability of finger-strength and endurance measurements; and (c) evaluate the…

36 CFR 13.1312 - Climbing and walking on Exit Glacier.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Glacier. 13.1312 Section 13.1312 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF... General Provisions § 13.1312 Climbing and walking on Exit Glacier. Except for areas designated by the Superintendent, climbing or walking on, in, or under Exit Glacier is prohibited within 1/2 mile of the glacial...

36 CFR 13.1312 - Climbing and walking on Exit Glacier.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Glacier. 13.1312 Section 13.1312 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF... General Provisions § 13.1312 Climbing and walking on Exit Glacier. Except for areas designated by the Superintendent, climbing or walking on, in, or under Exit Glacier is prohibited within 1/2 mile of the glacial...

36 CFR 13.1312 - Climbing and walking on Exit Glacier.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Glacier. 13.1312 Section 13.1312 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF... General Provisions § 13.1312 Climbing and walking on Exit Glacier. Except for areas designated by the Superintendent, climbing or walking on, in, or under Exit Glacier is prohibited within 1/2 mile of the glacial...

36 CFR 13.1312 - Climbing and walking on Exit Glacier.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Glacier. 13.1312 Section 13.1312 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF... General Provisions § 13.1312 Climbing and walking on Exit Glacier. Except for areas designated by the Superintendent, climbing or walking on, in, or under Exit Glacier is prohibited within 1/2 mile of the glacial...

360 Degree Videos within a Climbing MOOC

ERIC Educational Resources Information Center

Gänsluckner, Michael; Ebner, Martin; Kamrat, Isidor

2017-01-01

In this research study a course, combining both computer-supported and face-to-face teaching using the concept of blended learning, has been designed. It is a beginners climbing course called "Klettern mit 360° Videos" (climbing with 360° videos) and the online part has been implemented as a Massive Open Online Course (MOOC). This…

strange beta: An assistance system for indoor rock climbing route setting

NASA Astrophysics Data System (ADS)

Phillips, C.; Becker, L.; Bradley, E.

2012-03-01

This paper applies the mathematics of chaos to the task of designing indoor rock-climbing routes. Chaotic variation has been used to great advantage on music and dance, but the challenges here are quite different, beginning with the representation. We present a formalized system for transcribing rock climbing problems and then describe a variation generator that is designed to support human route-setters in designing new and interesting climbing problems. This variation generator, termed strange beta, uses chaos to introduce novelty. We validated this approach with a large blinded study in a commercial climbing gym, in cooperation with experienced climbers and expert route setters. The results show that strange beta can help a human setter produce routes that are at least as good as, and in some cases better than, those produced in the traditional manner.

Development of wall climbing robot

NASA Astrophysics Data System (ADS)

Kojima, Hisao; Toyama, Ryousei; Kobayashi, Kengo

1992-03-01

A configuration design is presented for a wall-climbing robot with high payload which is capable of moving on diversified surfaces of walls including the wall surface to ceilings in every direction. A developed quadruped wall climbing robot, NINJYA-1, is introduced. NINJYA-1 is composed of legs based on a 3D parallel link mechanism and a VM (Valve-regulated Multiple) sucker which will be able to suck even if there are grooves and a small difference in level. A wall climbing robot which supports rescue operation at a high building using a VM sucker is also introduced. Finally, a wall climbing robot named Disk Rover with a disk-type magnetic wheel is shown. The wheel shape is calculated by FEM. The disk-type magnetic wheel has a force three times more powerful than the one heretofore in use.

Software for Simulating Air Traffic

NASA Technical Reports Server (NTRS)

Sridhar, Banavar; Bilimoria, Karl; Grabbe, Shon; Chatterji, Gano; Sheth, Kapil; Mulfinger, Daniel

2006-01-01

Future Air Traffic Management Concepts Evaluation Tool (FACET) is a system of software for performing computational simulations for evaluating advanced concepts of advanced air-traffic management. FACET includes a program that generates a graphical user interface plus programs and databases that implement computational models of weather, airspace, airports, navigation aids, aircraft performance, and aircraft trajectories. Examples of concepts studied by use of FACET include aircraft self-separation for free flight; prediction of air-traffic-controller workload; decision support for direct routing; integration of spacecraft-launch operations into the U.S. national airspace system; and traffic- flow-management using rerouting, metering, and ground delays. Aircraft can be modeled as flying along either flight-plan routes or great-circle routes as they climb, cruise, and descend according to their individual performance models. The FACET software is modular and is written in the Java and C programming languages. The architecture of FACET strikes a balance between flexibility and fidelity; as a consequence, FACET can be used to model systemwide airspace operations over the contiguous U.S., involving as many as 10,000 aircraft, all on a single desktop or laptop computer running any of a variety of operating systems. Two notable applications of FACET include: (1) reroute conformance monitoring algorithms that have been implemented in one of the Federal Aviation Administration s nationally deployed, real-time, operational systems; and (2) the licensing and integration of FACET with the commercially available Flight Explorer, which is an Internet- based, real-time flight-tracking system.

Source apportionment of airborne particles in commercial aircraft cabin environment: Contributions from outside and inside of cabin

NASA Astrophysics Data System (ADS)

Li, Zheng; Guan, Jun; Yang, Xudong; Lin, Chao-Hsin

2014-06-01

Airborne particles are an important type of air pollutants in aircraft cabin. Finding sources of particles is conducive to taking appropriate measures to remove them. In this study, measurements of concentration and size distribution of particles larger than 0.3 μm (PM>0.3) were made on nine short haul flights from September 2012 to March 2013. Particle counts in supply air and breathing zone air were both obtained. Results indicate that the number concentrations of particles ranged from 3.6 × 102 counts L-1 to 1.2 × 105 counts L-1 in supply air and breathing zone air, and they first decreased and then increased in general during the flight duration. Peaks of particle concentration were found at climbing, descending, and cruising phases in several flights. Percentages of particle concentration in breathing zone contributed by the bleed air (originated from outside) and cabin interior sources were calculated. The bleed air ratios, outside airflow rates and total airflow rates were calculated by using carbon dioxide as a ventilation tracer in five of the nine flights. The calculated results indicate that PM>0.3 in breathing zone mainly came from unfiltered bleed air, especially for particle sizes from 0.3 to 2.0 μm. And for particles larger than 2.0 μm, contributions from the bleed air and cabin interior were both important. The results would be useful for developing better cabin air quality control strategies.

A classification on human factor accident/incident of China civil aviation in recent twelve years.

PubMed

Luo, Xiao-li

2004-10-01

To study human factor accident/incident occurred during 1990-2001 using new classification standard. The human factor accident/incident classification standard is developed on the basis of Reason's Model, combining with CAAC's traditional classifying method, and applied to the classified statistical analysis for 361 flying incidents and 35 flight accidents of China civil aviation, which is induced by human factors and occurred from 1990 to 2001. 1) the incident percentage of taxi and cruise is higher than that of takeoff, climb and descent. 2) The dominating type of flight incidents is diverging of runway, overrunning, near-miss, tail/wingtip/engine strike and ground obstacle impacting. 3) The top three accidents are out of control caused by crew, mountain collision and over runway. 4) Crew's basic operating skill is lower than what we imagined, the mostly representation is poor correcting ability when flight error happened. 5) Crew errors can be represented by incorrect control, regulation and procedure violation, disorientation and diverging percentage of correct flight level. The poor CRM skill is the dominant factor impacting China civil aviation safety, this result has a coincidence with previous study, but there is much difference and distinct characteristic in top incident phase, the type of crew error and behavior performance compared with that of advanced countries. We should strengthen CRM training for all of pilots aiming at the Chinese pilot behavior characteristic in order to improve the safety level of China civil aviation.

Watch Out for Your Neighbor: Climbing onto Shrubs Is Related to Risk of Cannibalism in the Scorpion Buthus cf. occitanus

PubMed Central

Urbano-Tenorio, Fernando

2016-01-01

The distribution and behavior of foraging animals usually imply a balance between resource availability and predation risk. In some predators such as scorpions, cannibalism constitutes an important mortality factor determining their ecology and behavior. Climbing on vegetation by scorpions has been related both to prey availability and to predation (cannibalism) risk. We tested different hypotheses proposed to explain climbing on vegetation by scorpions. We analyzed shrub climbing in Buthus cf. occitanus with regard to the following: a) better suitability of prey size for scorpions foraging on shrubs than on the ground, b) selection of shrub species with higher prey load, c) seasonal variations in prey availability on shrubs, and d) whether or not cannibalism risk on the ground increases the frequency of shrub climbing. Prey availability on shrubs was compared by estimating prey abundance in sticky traps placed in shrubs. A prey sample from shrubs was measured to compare prey size. Scorpions were sampled in six plots (50 m x 10 m) to estimate the proportion of individuals climbing on shrubs. Size difference and distance between individuals and their closest scorpion neighbor were measured to assess cannibalism risk. The results showed that mean prey size was two-fold larger on the ground. Selection of particular shrub species was not related to prey availability. Seasonal variations in the number of scorpions on shrubs were related to the number of active scorpions, but not with fluctuations in prey availability. Size differences between a scorpion and its nearest neighbor were positively related with a higher probability for a scorpion to climb onto a shrub when at a disadvantage, but distance was not significantly related. These results do not support hypotheses explaining shrub climbing based on resource availability. By contrast, our results provide evidence that shrub climbing is related to cannibalism risk. PMID:27655347

Watch Out for Your Neighbor: Climbing onto Shrubs Is Related to Risk of Cannibalism in the Scorpion Buthus cf. occitanus.

PubMed

Sánchez-Piñero, Francisco; Urbano-Tenorio, Fernando

The distribution and behavior of foraging animals usually imply a balance between resource availability and predation risk. In some predators such as scorpions, cannibalism constitutes an important mortality factor determining their ecology and behavior. Climbing on vegetation by scorpions has been related both to prey availability and to predation (cannibalism) risk. We tested different hypotheses proposed to explain climbing on vegetation by scorpions. We analyzed shrub climbing in Buthus cf. occitanus with regard to the following: a) better suitability of prey size for scorpions foraging on shrubs than on the ground, b) selection of shrub species with higher prey load, c) seasonal variations in prey availability on shrubs, and d) whether or not cannibalism risk on the ground increases the frequency of shrub climbing. Prey availability on shrubs was compared by estimating prey abundance in sticky traps placed in shrubs. A prey sample from shrubs was measured to compare prey size. Scorpions were sampled in six plots (50 m x 10 m) to estimate the proportion of individuals climbing on shrubs. Size difference and distance between individuals and their closest scorpion neighbor were measured to assess cannibalism risk. The results showed that mean prey size was two-fold larger on the ground. Selection of particular shrub species was not related to prey availability. Seasonal variations in the number of scorpions on shrubs were related to the number of active scorpions, but not with fluctuations in prey availability. Size differences between a scorpion and its nearest neighbor were positively related with a higher probability for a scorpion to climb onto a shrub when at a disadvantage, but distance was not significantly related. These results do not support hypotheses explaining shrub climbing based on resource availability. By contrast, our results provide evidence that shrub climbing is related to cannibalism risk.

Climbing therapy under PK-tailored prophylaxis.

PubMed

Stemberger, M; Schmit, E; Czepa, D; Kurnik, K; Spannagl, M

2014-01-01

Climbing has a low risk of injury and strengthens the entire musculature. Due to its benefits in physical and mental health as well as its high fun factor climbing is an established way of therapy. So far, the usefulness of climbing therapy has not been shown for people with haemophilia (PWH). A crucial requirement for physical activity in PWH is regular prophylaxis. As the patient's individual pharmacokinetic (PK) response varies significantly, PK-tailored prophylaxis may decrease bleeding frequency. We describe a man (age 25 years) with severe haemophilia A who took part in an 8.5-month weekly climbing program under PK-tailored prophylaxis. Bleeding frequency, factor consumption, joint health (Haemophilia Joint Health Score, HJHS), quality of life (Haemo-QoL-A) and climbing performance (UIAA scale) were assessed before and after the training. Prior to the study, the patient was on demand treatment. The patient was started on standard prophylaxis for a 2 months period and then observed for 6.5 months under PK-tailored prophylaxis. PK-tailored prophylaxis was targeted to a trough level of 1-3%. For high-impact activities a factor activity >15%, for low-impact activities a factor activity >5% was suggested. Climbing therapy was safe. The bleeding rate decreased from 14 (2012) to 1 (during the study period of 8.5 months). The one bleeding event was due to a missed infusion and was not triggered by physical activity. The elimination half-life using Bayesian statistics was determined to be 16h. Using this half-life for PK-tailored prophylaxis reduced the factor VIII consumption in comparison to standard prophylaxis. Joint health was particularly improved in the categories range of motion and swelling. Quality of life scores stayed at a high level. Climbing performance improved by 1 grade. The combination of PK-tailored prophylaxis with therapeutic climbing improved clinical outcome in this young adult with severe haemophilia. The tailored concept for high- and low-impact activities appeared to be safe.

STS-102 crew poses on the FSS at Launch Pad 39B during TCDT

NASA Technical Reports Server (NTRS)

2001-01-01

KENNEDY SPACE CENTER, Fla. -- STS-102 Mission Specialists Andrew Thomas (front, left) and Paul Richards take their seats in the slidewire basket, used for emergency egress from the orbiter and pad. Behind them, other crew members climb into their basket. The crew is at KSC for Terminal Countdown Demonstration Test activities, which include the emergency training and a simulated launch countdown. STS-102 is the eighth construction flight to the International Space Station, with Space Shuttle Discovery carrying the Multi-Purpose Logistics Module Leonardo. In addition, the Expedition Two crew will be on the mission, to replace Expedition One, who will return to Earth with Discovery. Launch on mission STS-102 is scheduled for March 8.

Radon measurements aboard the Kuiper Airborne Observatory

NASA Technical Reports Server (NTRS)

Kritz, Mark A.; Rosner, Stefan W.

1995-01-01

We have carried out three (piggyback) radon-related projects aboard the KAO. The first, which was limited to upper tropospheric measurements while in level flight, revealed the systematic occurrence of unexpectedly high radon concentrations in this region of the atmosphere. The second project was an instrument development project, which led to the installation of an automatic radon measurement system aboard the NASA ER-2 High Altitude Research Aircraft. In the third, we installed a new system capable of collecting samples during the normal climb and descent of the KAO. The results obtained in these projects have resulted in significant contributions to our knowledge of atmospheric transport processes, and are currently playing a key role in the validation of global circulation and transport models.

Analysis of general-aviation accidents using ATC radar records

NASA Technical Reports Server (NTRS)

Wingrove, R. C.; Bach, R. E., Jr.

1982-01-01

It is pointed out that general aviation aircraft usually do not carry flight recorders, and in accident investigations the only available data may come from the Air Traffic Control (ATC) records. A description is presented of a technique for deriving time-histories of aircraft motions from ATC radar records. The employed procedure involves a smoothing of the raw radar data. The smoothed results, in combination with other available information (meteorological data and aircraft aerodynamic data) are used to derive the expanded set of motion time-histories. Applications of the considered analytical methods are related to different types of aircraft, such as light piston-props, executive jets, and commuter turboprops, as well as different accident situations, such as takeoff, climb-out, icing, and deep stall.

Limits to Open Class Performance?

NASA Technical Reports Server (NTRS)

Bowers, Albion H.

2008-01-01

This presentation discusses open or unlimited class aircraft performance limitations and design solutions. Limitations in this class of aircraft include slow climbing flight which requires low wing loading, high cruise speed which requires high wing loading, gains in induced or viscous drag alone which result in only half the gain overall and other structural problems (yaw inertia and spins, flutter and static loads integrity). Design solutions include introducing minimum induced drag for a given span (elliptical span load or winglets) and introducing minimum induced drag for a bell shaped span load. It is concluded that open class performance limits (under current rules and technologies) is very close to absolute limits, though some gains remain to be made from unexplored areas and new technologies.

KSC-01pp1420

NASA Image and Video Library

2001-08-06

KENNEDY SPACE CENTER, Fla. -- STS-105 Commander Scott Horowitz prepares to climb into the cockpit of a T-38 jet for a training flight from the Kennedy Space Center Shuttle Landing Facility. He and the rest of the crew are at Kennedy to make final preparations for launch. On mission STS-105, Discovery will be transporting the Expedition Three crew and several payloads and scientific experiments to the International Space Station. The Early Ammonia Servicer (EAS) tank, which will support the thermal control subsystems until a permanent system is activated, will be attached to the Station during two spacewalks. The three-member Expedition Two crew will be returning to Earth aboard Discovery after a five-month stay on the Station. Launch is scheduled for Aug. 9, 2001

KSC-01pp1422

NASA Image and Video Library

2001-08-06

KENNEDY SPACE CENTER, Fla. -- Climbing into the T-38 jet at the Kennedy Space Center Shuttle Landing Facility for a training flight are STS-105 Pilot Rick Sturckow (left) and Mission Specialist Patrick Forrester (right). The STS-105 and Expedition Three crews are at Kennedy to make final preparations for launch. On mission STS-105, Discovery will be transporting the Expedition Three crew and several payloads and scientific experiments to the International Space Station. The Early Ammonia Servicer (EAS) tank, which will support the thermal control subsystems until a permanent system is activated, will be attached to the Station during two spacewalks. The three-member Expedition Two crew will be returning to Earth aboard Discovery after a five-month stay on the Station. Launch is scheduled for Aug. 9, 2001

STS-101 M.S. Weber arrives at KSC for 4th launch attempt

NASA Technical Reports Server (NTRS)

2000-01-01

STS-101 Mission Specialist Mary Ellen Weber waves before climbing out of a T-38 jet aircraft at KSC's Shuttle Landing Facility. She and the rest of the crew will be preparing for the launch on May 18. The mission will take the crew of seven to the International Space Station, delivering logistics and supplies, plus preparing the Station for the arrival of the Zvezda Service Module, expected to be launched by Russia in July 2000. Also, the crew will conduct one space walk to perform maintenance on the Space Station. This will be the third assembly flight for the Space Station. STS-101 is targeted for liftoff at 6:38 a.m. EDT from Launch Pad 39A.

STS-101 Pilot Horowitz arrives at KSC for 4th launch attempt

NASA Technical Reports Server (NTRS)

2000-01-01

STS-101 Pilot Scott J. Horowitz climbs out of a T-38 jet aircraft after arriving at KSC's Shuttle Landing Facility. He and the rest of the crew will begin preparing for the launch on May 18. The mission will take the crew of seven to the International Space Station, delivering logistics and supplies, plus preparing the Station for the arrival of the Zvezda Service Module, expected to be launched by Russia in July 2000. Also, the crew will conduct one space walk to perform maintenance on the Space Station. This will be the third assembly flight for the Space Station. STS-101 is targeted for liftoff at 6:38 a.m. EDT from Launch Pad 39A.

Augmentor emissions reduction technology program. [for turbofan engines

NASA Technical Reports Server (NTRS)

Colley, W. C.; Kenworthy, M. J.; Bahr, D. W.

1977-01-01

Technology to reduce pollutant emissions from duct-burner-type augmentors for use on advanced supersonic cruise aircraft was investigated. Test configurations, representing variations of two duct-burner design concepts, were tested in a rectangular sector rig at inlet temperature and pressure conditions corresponding to takeoff, transonic climb, and supersonic cruise flight conditions. Both design concepts used piloted flameholders to stabilize combustion of lean, premixed fuel/air mixtures. The concepts differed in the flameholder type used. High combustion efficiency (97%) and low levels of emissions (1.19 g/kg fuel) were achieved. The detailed measurements suggested the direction that future development efforts should take to obtain further reductions in emission levels and associated improvements in combustion efficiency over an increased range of temperature rise conditions.

High altitude flights by ruddy shelduck Tadorna ferruginea during trans-Himalayan migrations

USGS Publications Warehouse

Parr, N.; Bearhop, S.; Douglas, David C.; Takekawa, J.Y.; Prosser, Diann J.; Newman, S.H.; Perry, W.M.; Balachandran, S.; Witt, M.J.; Hou, Y.; Luo, Z.; Hawkes, L.A.

2017-01-01

Birds that migrate across high altitude mountain ranges are faced with the challenge of maintaining vigorous exercise in environments with limited oxygen. Ruddy shelducks are known to use wintering grounds south of the Tibetan Plateau at sea level and breeding grounds north of Himalayan mountain range. Therefore, it is likely these shelducks are preforming high altitude migrations. In this study we analyse satellite telemetry data collected from 15 ruddy shelduck from two populations wintering south of the Tibetan Plateau from 2007 to 2011. During north and south migrations ruddy shelduck travelled 1481 km (range 548–2671 km) and 1238 km (range 548–2689 km) respectively. We find mean maximum altitudes of birds in flight reached 5590 m (range of means 4755–6800 m) and mean maximum climb rates of 0.45 m s–1 (range 0.23–0.74 m s–1). The ruddy shelduck is therefore an extreme high altitude migrant that has likely evolved a range of physiological adaptations in order to complete their migrations.

DC-9 Flight Demonstration Program with Refanned JT8D Engines. Volume 3; Performance and Analysis

NASA Technical Reports Server (NTRS)

1975-01-01

The JT8D-109 engine has a sea level static, standard day bare engine takeoff thrust of 73,840 N. At sea level standard day conditions the additional thrust of the JT8D-109 results in 2,040 kg additional takeoff gross weight capability for a given field length. Range loss of the DC-9 Refan airplane for long range cruise was determined. The Refan airplane demonstrated stall, static longitudinal stability, longitudinal control, longitudinal trim, minimum control speeds, and directional control characteristics similar to the DC-9-30 production airplane and complied with airworthiness requirements. Cruise, climb, and thrust reverser performance were evaluated. Structural and dynamic ground test, flight test and analytical results substantiate Refan Program requirements that the nacelle, thrust reverser hardware, and the airplane structural modifications are flightworthy and certifiable and that the airplane meets flutter speed margins. Estimated unit cost of a DC-9 Refan retrofit program is 1.338 million in mid-1975 dollars with about an equal split in cost between airframe and engine.

Space Shuttle and Launch Pad Computational Fluid Dynamics Model for Lift-off Debris Transport Analysis

NASA Technical Reports Server (NTRS)

Dougherty, Sam; West, Jeff; Droege, Alan; Wilson, Josh; Liever, Peter; Slaby, Matthew

2006-01-01

This paper discusses the Space Shuttle Lift-off CFD model developed for potential Lift-off Debris transport for return-to-flight. The Lift-off portion of the flight is defined as the time starting with tanking of propellants until tower clear, approximately T0+6 seconds, where interactions with the launch pad cease. A CFD model containing the Space Shuttle and launch Pad geometry has been constructed and executed. Simplifications required in the construction of the model are presented and discussed. A body-fitted overset grid of up to 170 million grid points was developed which allowed positioning of the Vehicle relative to the Launch Pad over the first six seconds of Climb-Out. The CFD model works in conjunction with a debris particle transport model and a debris particle impact damage tolerance model. These models have been used to assess the interactions of the Space Shuttle plumes, the wind environment, and their interactions with each other and the Launch Pad and their ultimate effect on potential debris during Lift-off.

Automated telemetry reveals age specific differences in flight duration and speed are driven by wind conditions in a migratory songbird.

PubMed

Mitchell, Greg W; Woodworth, Bradley K; Taylor, Philip D; Norris, D Ryan

2015-01-01

Given that winds encountered on migration could theoretically double or half the energy expenditure of aerial migrants, there should be strong selection on behaviour in relation to wind conditions aloft. However, evidence suggests that juvenile songbirds are less choosy about wind conditions at departure relative to adults, potentially increasing energy expenditure during flight. To date, there has yet to be a direct comparison of flight efficiency between free-living adult and juvenile songbirds during migration in relation to wind conditions aloft, likely because of the challenges of following known aged individual songbirds during flight. We used an automated digital telemetry array to compare the flight efficiency of adult and juvenile Savannah sparrows (Passerculus sandwichensis) as they flew nearly 100 km during two successive stages of their fall migration; a departure flight from their breeding grounds out over the ocean and then a migratory flight along a coast. Using a multilevel path modelling framework, we evaluated the effects of age, flight stage, tailwind component, and crosswind component on flight duration and groundspeed. We found that juveniles departed under wind conditions that were less supportive relative to adults and that this resulted in juveniles taking 1.4 times longer to complete the same flight trajectories as adults. We did not find an effect of age on flight duration or groundspeed after controlling for wind conditions aloft, suggesting that both age groups were flying at similar airspeeds. We also found that groundspeeds were 1.7 times faster along the coast than over the ocean given more favourable tailwinds along the coast and because birds appeared to be climbing in altitude over the ocean, diverting some energy from horizontal to vertical movement. Our results provide the first evidence that adult songbirds have considerably more efficient migratory flights than juveniles, and that this efficiency is driven by the selection of more supportive tailwind conditions aloft. We suggest that the tendency for juveniles to be less choosy about wind conditions at departure relative to adults could be adaptive if the benefits of having a more flexible departure schedule exceed the time and energy savings realized during flight with more supportive winds.

An Investigation of the Ecological and Social Impacts Caused by Rock Climbers.

ERIC Educational Resources Information Center

Attarian, Aram

This study examined the ecological and social impacts of rock climbing. The survey included climbing sites in 10 federal areas, 2 state parks, 1 private area, and 1 city park. Resource managers provided information on the observed impacts of rock climbing and current management practices to minimize impacts. Survey results indicate: (1) 71 percent…

Innovative gait robot for the repetitive practice of floor walking and stair climbing up and down in stroke patients

PubMed Central

2010-01-01

Background Stair climbing up and down is an essential part of everyday's mobility. To enable wheelchair-dependent patients the repetitive practice of this task, a novel gait robot, G-EO-Systems (EO, Lat: I walk), based on the end-effector principle, has been designed. The trajectories of the foot plates are freely programmable enabling not only the practice of simulated floor walking but also stair climbing up and down. The article intended to compare lower limb muscle activation patterns of hemiparetic subjects during real floor walking and stairs climbing up, and during the corresponding simulated conditions on the machine, and secondly to demonstrate gait improvement on single case after training on the machine. Methods The muscle activation pattern of seven lower limb muscles of six hemiparetic patients during free and simulated walking on the floor and stair climbing was measured via dynamic electromyography. A non-ambulatory, sub-acute stroke patient additionally trained on the G-EO-Systems every workday for five weeks. Results The muscle activation patterns were comparable during the real and simulated conditions, both on the floor and during stair climbing up. Minor differences, concerning the real and simulated floor walking conditions, were a delayed (prolonged) onset (duration) of the thigh muscle activation on the machine across all subjects. Concerning stair climbing conditions, the shank muscle activation was more phasic and timely correct in selected patients on the device. The severely affected subject regained walking and stair climbing ability. Conclusions The G-EO-Systems is an interesting new option in gait rehabilitation after stroke. The lower limb muscle activation patterns were comparable, a training thus feasible, and the positive case report warrants further clinical studies. PMID:20584307

Innovative gait robot for the repetitive practice of floor walking and stair climbing up and down in stroke patients.

PubMed

Hesse, Stefan; Waldner, Andreas; Tomelleri, Christopher

2010-06-28

Stair climbing up and down is an essential part of everyday's mobility. To enable wheelchair-dependent patients the repetitive practice of this task, a novel gait robot, G-EO-Systems (EO, Lat: I walk), based on the end-effector principle, has been designed. The trajectories of the foot plates are freely programmable enabling not only the practice of simulated floor walking but also stair climbing up and down. The article intended to compare lower limb muscle activation patterns of hemiparetic subjects during real floor walking and stairs climbing up, and during the corresponding simulated conditions on the machine, and secondly to demonstrate gait improvement on single case after training on the machine. The muscle activation pattern of seven lower limb muscles of six hemiparetic patients during free and simulated walking on the floor and stair climbing was measured via dynamic electromyography. A non-ambulatory, sub-acute stroke patient additionally trained on the G-EO-Systems every workday for five weeks. The muscle activation patterns were comparable during the real and simulated conditions, both on the floor and during stair climbing up. Minor differences, concerning the real and simulated floor walking conditions, were a delayed (prolonged) onset (duration) of the thigh muscle activation on the machine across all subjects. Concerning stair climbing conditions, the shank muscle activation was more phasic and timely correct in selected patients on the device. The severely affected subject regained walking and stair climbing ability. The G-EO-Systems is an interesting new option in gait rehabilitation after stroke. The lower limb muscle activation patterns were comparable, a training thus feasible, and the positive case report warrants further clinical studies.

Injury trends in rock climbers: evaluation of a case series of 911 injuries between 2009 and 2012.

PubMed

Schöffl, Volker; Popp, Dominik; Küpper, Thomas; Schöffl, Isabelle

2015-03-01

Rock climbing is a widely performed sport. This prospective single-institution study evaluated the demographics of climbing-related injuries to improve our comprehension of current injury characteristics. During a 4-year period, 836 patients with a total of 911 independent climbing injuries were prospectively evaluated using a standard questionnaire and examination protocol. Of all injuries, 833 were on the upper extremities, 58 on the lower. Seventeen injuries were Union International des Associations d'Alpinisme (UIAA) grade 1 injuries, 881 were grade 2, and 13 were grade 3. No higher UIAA graded injuries occurred. Overall, 380 were acute injuries (359 were seen in clinic, 21 were seen through the emergency department), and 531 were overstrain injuries (all seen in clinic). Finger injuries accounted for 52% of all injuries, the shoulder being the second most frequent location. Pulley injuries were the most frequent finger injuries. Of 20 injured young climbers under the age of 15 years, 14 had an epiphyseal fracture (all epiphyseal fractures: mean age 14 years, range 12 to 15 years). Male climbers were significantly older (P < .05), had more climbing years (P < .05), and were climbing at a higher climbing level (P < .01). Older, more experienced climbers had significantly more overstrain injuries than acute injuries (P < .05). When comparing this study with our previous study from 1998 to 2001, there are some notable differences. Although pulley injuries are still the most common climbing injury, there are now more A4 pulley injuries than A2. Shoulder injuries are becoming more common, as are epiphyseal fractures among young climbers. It is important to understand current patterns of climbing injuries so that health providers can target interventions appropriately. Copyright © 2015 Wilderness Medical Society. Published by Elsevier Inc. All rights reserved.

Distributed Propulsion: New Opportunities for an Old Concept

DTIC Science & Technology

2007-12-01

The mission is split into these two respective legs . 3.6.1 Climb For purposes of comparison, the climb path for each VLJ configuration is modeled as...3.7) dti At dh sin j dti (3.8) 2 In summary of the model, the state is known at index i (with i = 0 being the start of climb). This state includes hi

Balancing on the Edge: An Approach to Leadership and Resiliency that Combines Rock Climbing with Four Key Touch Points

ERIC Educational Resources Information Center

Winkler, Harold E.

2005-01-01

In this article, the author compares leadership and resiliency with rock climbing. It describes the author's personal experience on a rock climbing adventure with his family and how it required application of similar elements as that of leadership and resiliency. The article contains the following sections: (1) Being Resilient; (2) Points of…

It's Lonely at the Top: Winning Climbing Fibers Ascend Dendrites Solo

PubMed Central

Draft, Ryan W.; Lichtman, Jeff W.

2009-01-01

In mammals, climbing fiber axons compete for sole innervation at each Purkinje cell. At the same time, synapses disappear from Purkinje somata and appear in great numbers on the dendrites. In this issue of Neuron, Hashimoto et al. show that, by the time climbing fibers ascend the dendrites, the winner and losers are already decided. PMID:19607787

Climbers' attitudes toward recreation resource impacts in the Adirondack Park

Treesearch

Christopher A. Monz; Katherine E. Smith; Leah Knickerbocker

2006-01-01

Climbers arriving at trailheads to popular climbing areas in Adirondack Park, NY were surveyed as to the types of resource impacts they found to be offensive. Climbers were also asked about their degree of concern regarding crowding, noise and management of climbing areas. Some resource impacts, such as damage to trees as a result of poor climbing practices, are...

Altus I aircraft on lakebed

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted Altus I aircraft climbs away after takeoff from Rogers Dry Lake adjacent to NASA's Dryden Flight Research Center, Edwards, Calif. The short series of test flights sponsored by the Naval Postgraduate School in early August, 1997, were designed to demonstrate the ability of the experimental craft to cruise at altitudes above 40,000 feet for sustained durations. On its final flight Aug. 15, the Altus I reached an altitude of 43,500 feet. The Altus I and its sister ship, the Altus II, are variants of the Predator surveillance drone built by General Atomics/Aeronautical Systems, Inc. They are designed for high-altitude, long-duration scientific sampling missions, and are powered by turbocharged piston engines. The Altus I incorporates a single-stage turbocharger, while the Altus II, built for NASA's Environmental Research Aircraft and Sensor Technology program, sports a two-stage turbocharger to enable the craft to fly at altitudes above 55,000 feet. The Altus II, the first of the two craft to be completed, made its first flight on May 1, 1996. With its engine augmented by a single-stage turbocharger, the Altus II reached an altitude of 37,000 ft during its first series of development flights at Dryden in Aug., 1996. In Oct. of that year, the Altus II was flown in an Atmospheric Radiation Measurement study for the Department of Energy's Sandia National Laboratory in Oklahoma. During the course of those flights, the Altus II set a single-flight endurance record for remotely-operated aircraft of more than 26 hours. The Altus I, completed in 1997, flew a series of development flights at Dryden that summer. Those test flights culminated with the craft reaching an altitude of 43,500 ft while carrying a simulated 300-lb payload, a record for an unmanned aircraft powered by a piston engine augmented with a single-stage turbocharger. The Altus II sustained an altitudeof 55,000 feet for four hours in 1999. A pilot in a control station on the ground flies the craft by radio signals, using visual cues from a video camera in the nose of the Altus and information from the craft's air data system.

Mini-Sniffer II in Flight

NASA Technical Reports Server (NTRS)

1976-01-01

This photograph shows the second Mini-Sniffer undergoing flight testing over Rogers Dry Lake in Edwards, California. This version of the Mini-Sniffer lacked the canard of the original version and had wing tips and tail booms added. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

Human factors evaluations of Free Flight Issues solved and issues remaining.

PubMed

Ruigrok, Rob C J; Hoekstra, Jacco M

2007-07-01

The Dutch National Aerospace Laboratory (NLR) has conducted extensive human-in-the-loop simulation experiments in NLR's Research Flight Simulator (RFS), focussed on human factors evaluation of Free Flight. Eight years of research, in co-operation with partners in the United States and Europe, has shown that Free Flight has the potential to increase airspace capacity by at least a factor of 3. Expected traffic loads and conflict rates for the year 2020 appear to be no major problem for professional airline crews participating in flight simulation experiments. Flight efficiency is significantly improved by user-preferred routings, including cruise climbs, while pilot workload is only slightly increased compared to today's reference. Detailed results from three projects and six human-in-the-loop experiments in NLR's Research Flight Simulator are reported. The main focus of these results is on human factors issues and particularly workload, measured both subjectively and objectively. An extensive discussion is included on many human factors issues resolved during the experiments, but also open issues are identified. An intent-based Conflict Detection and Resolution (CD&R) system provides "benefits" in terms of reduced pilot workload, but also "costs" in terms of complexity, need for priority rules, potential compatibility problems between different brands of Flight Management Systems and large bandwidth. Moreover, the intent-based system is not effective at solving multi-aircraft conflicts. A state-based CD&R system also provides "benefits" and "costs". Benefits compared to the full intent-based system are simplicity, low bandwidth requirements, easy to retrofit (no requirements to change avionics infrastructure) and the ability to solve multi-aircraft conflicts in parallel. The "costs" involve a somewhat higher pilot workload in similar circumstances, the smaller look-ahead time which results in less efficient resolution manoeuvres and the sometimes false/nuisance alerts due to missing intent information. The optimal CD&R system (in terms of costs versus benefits) has been suggested to be state-based CD&R with the addition of intended or target flight level. This combination of state-based CD&R with a limited amount of intent provides "the best of both worlds". Studying this CD&R system is still an open issue.

Foot use during vertical climbing in chimpanzees (Pan troglodytes).

PubMed

Wunderlich, R E; Ischinger, S B

2017-08-01

Upright bipedalism is a hallmark of hominin locomotion, however debates continue regarding the extent of arboreal locomotion and the nature of bipedalism practiced by early hominins. Pedal form and function play a prominent role in these debates, as the foot is the element that directly interacts with the locomotor substrate. Recent finds have substantially increased the availability of associated foot remains of early hominins and emphasized the enigmatic nature of the early evolution of human bipedalism. New discoveries of associated forefoot remains have afforded the opportunity to assess relative proportions across the forefoot of fossil hominins and illuminated the need for data on relative loading across the forefoot in extant hominoids. In order to provide functional data with which to examine the relationship between bony features and load distribution across the forefoot during climbing, we present the first analysis of plantar pressure distribution across the forefoot of chimpanzees climbing a vertical support. Chimpanzees load the medial metatarsals and first toe disproportionately during vertical climbing. Peak pressures on these elements occur at the end of stance phase during climbing and are higher than on any other elements of the foot. Toe pressures are considerably higher during vertical climbing than during knuckle-walking or movement on horizontal poles, supporting the notion that the plantarly-broad and dorsally-narrow metatarsal heads in chimpanzees and some early hominins are associated with close-packing of the metatarsophalangeal joint during climbing. Copyright © 2017 Elsevier Ltd. All rights reserved.

Comparison of hand use and forelimb posture during vertical climbing in mountain gorillas (Gorilla beringei beringei) and chimpanzees (Pan troglodytes).

PubMed

Neufuss, Johanna; Robbins, Martha M; Baeumer, Jana; Humle, Tatyana; Kivell, Tracy L

2017-12-01

Studies on grasping and limb posture during arboreal locomotion in great apes in their natural environment are scarce and thus, attempts to correlate behavioral and habitat differences with variation in morphology are limited. The aim of this study is to compare hand use and forelimb posture during vertical climbing in wild, habituated mountain gorillas (Gorilla beringei beringei) and semi-free-ranging chimpanzees (Pan troglodytes) to assess differences in the climbing styles that may relate to variation in hand or forelimb morphology and body size. We investigated hand use and forelimb posture during both ascent and descent vertical climbing in 15 wild mountain gorillas and eight semi-free-ranging chimpanzees, using video records obtained ad libitum. In both apes, forelimb posture was correlated with substrate size during both ascent and descent climbing. While climbing, both apes used power grips and diagonal power grips, including three different thumb postures. Mountain gorillas showed greater ulnar deviation of the wrist during vertical descent than chimpanzees, and the thumb played an important supportive role when gorillas vertically descended lianas. We found that both apes generally had the same grip preferences and used similar forelimb postures on supports of a similar size, which is consistent with their overall similarity in hard and soft tissue morphology of the hand and forelimb. However, some species-specific differences in morphology appear to elicit slightly different grasping strategies during vertical climbing between mountain gorillas and chimpanzees. © 2017 Wiley Periodicals, Inc.

Pilots' use of a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier operations. Volume 2: Appendices

NASA Technical Reports Server (NTRS)

Chappell, Sheryl L.; Billings, Charles E.; Scott, Barry C.; Tuttell, Robert J.; Olsen, M. Christine; Kozon, Thomas E.

1989-01-01

Pilots' use of and responses to a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier line operations are discribed in Volume 1. TCAS 2 monitors the positions of nearby aircraft by means of transponder interrogation, and it commands a climb or descent which conflicting aircraft are projected to reach an unsafe closest point-of-approach within 20 to 25 seconds. A different level of information about the location of other air traffic was presented to each of three groups of flight crews during their execution of eight simulated air carrier flights. A fourth group of pilots flew the same segments without TCAS 2 equipment. Traffic conflicts were generated at intervals during the flights; many of the conflict aircraft were visible to the flight crews. The TCAS equipment successfully ameliorated the seriousness of all conflicts; three of four non-TCAS crews had hazardous encounters. Response times to TCAS maneuver commands did not differ as a function of the amount of information provided, nor did response accuracy. Differences in flight experience did not appear to contribute to the small performance differences observed. Pilots used the displays of conflicting traffic to maneuver to avoid unseen traffic before maneuver advisories were issued by the TCAS equipment. The results indicate: (1) that pilots utilize TCAS effectively within the response times allocated by the TCAS logic, and (2) that TCAS 2 is an effective collision avoidance device. Volume 2 contains the appendices referenced in Volume 1, providing details of the experiment and the results, and the text of two reports written in support of the program.

Pilots' use of a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier operations. Volume 1: Methodology, summary and conclusions

NASA Technical Reports Server (NTRS)

Chappell, Sheryl L.; Billings, Charles E.; Scott, Barry C.; Tuttell, Robert J.; Olsen, M. Christine; Kozon, Thomas E.

1989-01-01

Pilots' use of and responses to a traffic alert and collision-avoidance system (TCAS 2) in simulated air carrier line operations are described in Volume 1. TCAS 2 monitors the positions of nearby aircraft by means of transponder interrogation, and it commands a climb or descent when conflicting aircraft are projected to reach an unsafe closest point-of-approach within 20 to 25 seconds. A different level of information about the location of other air traffic was presented to each of three groups of flight crews during their execution of eight simulated air carrier flights. A fourth group of pilots flew the same segments without TCAS 2 equipment. Traffic conflicts were generated at intervals during the flights; many of the conflict aircraft were visible to the flight crews. The TCAS equipment successfully ameliorated the seriousness of all conflicts; three of four non-TCAS crews had hazardous encounters. Response times to TCAS maneuver commands did not differ as a function of the amount of information provided, nor did response accuracy. Differences in flight experience did not appear to contribute to the small performance differences observed. Pilots used the displays of conflicting traffic to maneuver to avoid unseen traffic before maneuver advisories were issued by the TCAS equipment. The results indicate: (1) that pilots utilize TCAS effectively within the response times allocated by the TCAS logic, and (2) that TCAS 2 is an effective collision avoidance device. Volume II contains the appendices referenced in Volume I, providing details of the experiment and the results, and the text of two reports written in support of the program.

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Technical Reports Server (NTRS)

1995-01-01

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

X-15 with test pilot Capt. Joe Engle

NASA Technical Reports Server (NTRS)

1965-01-01

Captain Joe Engle is seen here next to the X-15-2 (56-6671) rocket-powered research aircraft after a flight. Engle made 16 flights in the X-15 between October 7, 1963, and October 14, 1965. Three of the flights, on June 29, August 10, and October 14, 1965, were above 50 miles, qualifying him for astronaut wings under the Air Force definition. (NASA followed the international definition of space as starting at 62 miles.) Engle was selected as a NASA astronaut in 1966, making him the only person who had flown in space before being selected as an astronaut. First assigned to the Apollo program, he served on the support crew for Apollo X and then as backup lunar module pilot for Apollo XIV. In 1977, he was commander of one of two crews who were launched from atop a modified Boeing 747 in order to conduct approach and landing tests with the Space Shuttle Enterprise. Then in November 1981, he commanded the second flight of the Shuttle Columbia and manually flew the re-entry--performing 29 flight test maneuvers--from Mach 25 through landing roll out. This was the first and, so far, only time that a winged aerospace vehicle has been manually flown from orbit through landing. He accumulated the last of his 224 hours in space when he commanded the Shuttle Discovery during STS-51-I in August of 1985. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of rated thrust (actual thrust reportedly climbed to 60,000 lb). North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used: a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft (over 67 mi) in a program to investigate all aspects of piloted hypersonic flight. 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. The X-15s made a total of 199 flights and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Climbing for credit: applying Kurt Hahn's principles for promoting holistic lifestyles.

PubMed

Brand, James; Kruczek, Nick; Shan, Kevin; Haraf, Paul; Simmons, Daniel E

2012-01-01

Climbing is a sport, a hobby, and metaphor for life's lessons. A climbing course for undergraduate students was designed on the basis of the principles of rock climber and educator Kurt Hahn, who transferred lessons learned from physical activity into lessons for life and whose philosophy underpins the Outward Bound program. Hahn's 10 principles for sound mind-body-spirit are described.

Climbing fibers mediate vestibular modulation of both "complex" and "simple spikes" in Purkinje cells.

PubMed

Barmack, N H; Yakhnitsa, V

2015-10-01

Climbing and mossy fibers comprise two distinct afferent paths to the cerebellum. Climbing fibers directly evoke a large multispiked action potential in Purkinje cells termed a "complex spike" (CS). By logical exclusion, the other class of Purkinje cell action potential, termed "simple spike" (SS), has often been attributed to activity conveyed by mossy fibers and relayed to Purkinje cells through granule cells. Here, we investigate the relative importance of climbing and mossy fiber pathways in modulating neuronal activity by recording extracellularly from Purkinje cells, as well as from mossy fiber terminals and interneurons in folia 8-10. Sinusoidal roll-tilt vestibular stimulation vigorously modulates the discharge of climbing and mossy fiber afferents, Purkinje cells, and interneurons in folia 9-10 in anesthetized mice. Roll-tilt onto the side ipsilateral to the recording site increases the discharge of both climbing fibers (CSs) and mossy fibers. However, the discharges of SSs decrease during ipsilateral roll-tilt. Unilateral microlesions of the beta nucleus (β-nucleus) of the inferior olive blocks vestibular modulation of both CSs and SSs in contralateral Purkinje cells. The blockage of SSs occurs even though primary and secondary vestibular mossy fibers remain intact. When mossy fiber afferents are damaged by a unilateral labyrinthectomy (UL), vestibular modulation of SSs in Purkinje cells ipsilateral to the UL remains intact. Two inhibitory interneurons, Golgi and stellate cells, could potentially contribute to climbing fiber-induced modulation of SSs. However, during sinusoidal roll-tilt, only stellate cells discharge appropriately out of phase with the discharge of SSs. Golgi cells discharge in phase with SSs. When the vestibularly modulated discharge is blocked by a microlesion of the inferior olive, the modulated discharge of CSs and SSs is also blocked. When the vestibular mossy fiber pathway is destroyed, vestibular modulation of ipsilateral CSs and SSs persists. We conclude that climbing fibers are primarily responsible for the vestibularly modulated discharge of both CSs and SSs. Modulation of the discharge of SSs is likely caused by climbing fiber-evoked stellate cell inhibition.

[Morphological analysis of bone dynamics and metabolic bone disease. Effect of loading on bone tissue].

PubMed

Sakai, Akinori

2011-04-01

We developed a voluntarily climbing animal model to investigate the effect of skeletal loading on bone tissue. At the cross section of the mid-femur, climbing exercise increases outer diameter and area of cortical bone. The mechanical strength of the femur is increased. This change of cortical volume and structure is more marked in anti-gravity exercise, such as climbing and jumping, than aerobic exercise. At the bone marrow area, climbing exercise increases trabecular bone volume and osteoblast number, while it decreases fat volume and adipocyte number. Skeletal loading promotes differentiation from mesenchymal stem cells to osteoblasts and suppresses that to adipocytes by facilitating the signal through PTH÷PTHrP receptor.

Particles climbing along a vertically vibrating tube: numerical simulation using the Discrete Element Method (DEM)

DOE PAGES

Xu, Yupeng; Musser, Jordan; Li, Tingwen; ...

2017-07-22

It has been reported experimentally that granular particles can climb along a vertically vibrating tube partially inserted inside a granular silo. Here, we use the Discrete Element Method (DEM) available in the Multiphase Flow with Interphase eXchanges (MFIX) code to investigate this phenomenon. By tracking the movement of individual particles, the climbing mechanism was illustrated and analyzed. The numerical results show that a sufficiently high vibration strength is needed to form a low solids volume fraction region inside the lower end of the vibrating tube, a dense region in the middle of the tube, and to bring the particles outsidemore » from the top layers down to fill in the void. The results also show that particle compaction in the middle section of the tube is the main cause of the climbing. Consequently, varying parameters which influence the compacted region, such as the restitution coefficient, change the climbing height.« less

Specific effects of a calorie-based intervention on stair climbing in overweight commuters.

PubMed

Lewis, Amanda L; Eves, Frank F

2011-10-01

Point-of-choice prompts consistently increase stair climbing; a greater increase in overweight than normal weight individuals was reported in a multi-component worksite campaign. The purpose of this study is to investigate effects of a multi-component campaign, on stair climbing, in a public access setting. In an interrupted-time-series-design, baseline observations (2 weeks) preceded a 2-week point-of-choice prompt. An additional message, positioned at the top of the climb for a further 6-week period, summarised the calorific consequences of a single ascent. Inconspicuous observers recorded traveller's methods of ascent, coded by sex and weight status, twice a week between 08:00 and 09:59. At baseline, the overweight chose stairs less than normal weight individuals. The multi-component campaign targeting weight control reversed this bias, increasing stair climbing only in overweight individuals. The specificity of the effect confirms the appeal of this lifestyle activity for the overweight. The discussion focuses on how intentions to control weight may be converted into behaviour.

Nudged-elastic band method with two climbing images: Finding transition states in complex energy landscapes

DOE PAGES

Zarkevich, Nikolai A.; Johnson, Duane D.

2015-01-09

The nudged-elastic band (NEB) method is modified with concomitant two climbing images (C2-NEB) to find a transition state (TS) in complex energy landscapes, such as those with a serpentine minimal energy path (MEP). If a single climbing image (C1-NEB) successfully finds the TS, then C2-NEB finds it too. Improved stability of C2-NEB makes it suitable for more complex cases, where C1-NEB misses the TS because the MEP and NEB directions near the saddle point are different. Generally, C2-NEB not only finds the TS, but guarantees, by construction, that the climbing images approach it from the opposite sides along the MEP.more » In addition, C2-NEB provides an accuracy estimate from the three images: the highest-energy one and its climbing neighbors. C2-NEB is suitable for fixed-cell NEB and the generalized solid-state NEB.« less

Particles climbing along a vertically vibrating tube: numerical simulation using the Discrete Element Method (DEM)

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

Xu, Yupeng; Musser, Jordan; Li, Tingwen

It has been reported experimentally that granular particles can climb along a vertically vibrating tube partially inserted inside a granular silo. Here, we use the Discrete Element Method (DEM) available in the Multiphase Flow with Interphase eXchanges (MFIX) code to investigate this phenomenon. By tracking the movement of individual particles, the climbing mechanism was illustrated and analyzed. The numerical results show that a sufficiently high vibration strength is needed to form a low solids volume fraction region inside the lower end of the vibrating tube, a dense region in the middle of the tube, and to bring the particles outsidemore » from the top layers down to fill in the void. The results also show that particle compaction in the middle section of the tube is the main cause of the climbing. Consequently, varying parameters which influence the compacted region, such as the restitution coefficient, change the climbing height.« less

Climbing plants: attachment adaptations and bioinspired innovations.

PubMed

Burris, Jason N; Lenaghan, Scott C; Stewart, C Neal

2018-04-01

Climbing plants have unique adaptations to enable them to compete for sunlight, for which they invest minimal resources for vertical growth. Indeed, their stems bear relatively little weight, as they traverse their host substrates skyward. Climbers possess high tensile strength and flexibility, which allows them to utilize natural and manmade structures for support and growth. The climbing strategies of plants have intrigued scientists for centuries, yet our understanding about biochemical adaptations and their molecular undergirding is still in the early stages of research. Nonetheless, recent discoveries are promising, not only from a basic knowledge perspective, but also for bioinspired product development. Several adaptations, including nanoparticle and adhesive production will be reviewed, as well as practical translation of these adaptations to commercial applications. We will review the botanical literature on the modes of adaptation to climb, as well as specialized organs-and cellular innovations. Finally, recent molecular and biochemical data will be reviewed to assess the future needs and new directions for potential practical products that may be bioinspired by climbing plants.

14 CFR Appendix C to Part 27 - Criteria for Category A

Code of Federal Regulations, 2011 CFR

2011-01-01

.... 29.64—Climb: General. 29.65(a)—Climb: AEO. 29.67(a)—Climb: OEI. 29.75—Landing: General. 29.77—Landing decision point: Category A. 29.79—Landing: Category A. 29.81—Landing distance (Ground level sites): Category A. 29.85—Balked landing: Category A. 29.87(a)—Height-velocity envelope. 29.547(a) and (b)—Main and...

Integrating technical rock climbing into protected area management: a case example of Minnewaska State Park Preserve, New York State

Treesearch

Jennifer A. Cairo; Thomas L. Cobb

1998-01-01

In the fall of 1996, technical rock climbing was introduced as a regulated outdoor recreation activity in Minnewaska State Park Preserve, situated in the Shawangunk Mountain region of New York State. It is the first instance in which rock climbing has been sanctioned by the New York State Office of Parks, Recreation and Historic Preservation. This paper identifies key...

When Affordances Climb into Your Mind: Advantages of Motor Simulation in a Memory Task Performed by Novice and Expert Rock Climbers

ERIC Educational Resources Information Center

Pezzulo, Giovanni; Barca, Laura; Bocconi, Alessandro Lamberti; Borghi, Anna M.

2010-01-01

Does the sight of multiple climbing holds laid along a path activate a motor simulation of climbing that path? One way of testing whether multiple affordances and their displacement influence the formation of a motor simulation is to study acquired motor skills. We used a behavioral task in which expert and novice rock climbers were shown three…

Exploring quality standards for New River Gorge climbing sites: establishing a baseline for the future

Treesearch

Roy Ramthun; Andy Blake

2003-01-01

The New River Gorge National River has become a major destination for sport climbers in the eastern U.S. A new climbing management plan is being developed for the site. This study examined the satisfaction levels of climbers with some of the easily managed facilities at climbing sites and looked at attributes of the social setting preferred by climbers. Climbers at the...

The acute toxicity of the metaldehyde on the climbing perch

NASA Astrophysics Data System (ADS)

Wahida Mohamad Ismail, Syamimi; Aini Dahalan, Farrah; Zakaria, Ammar; Mad Shakaff, Ali Yeon; Aqlima Ahmad, Siti; Shukor, Mohd Yunus Abd; Khalizan Sabullah, Mohd; Khalil, Khalilah Abdul; Jalil, Mohd Faizal Ab

2018-03-01

In Asia, Climbing perch (Anabas testudineus) is commonly found in paddy fields and irrigation systems. Due to its habitat, Climbing perch is exposed to toxic pesticides used in paddy fields such as metaldehyde which is one of the most widely used molluscicide. This study aims to determine the acute toxicity Lethal Concentration50 (LC50) of metaldehyde and its effect on the behaviour and physical changes of the Climbing perch. The fish mortality responses to six different metaldehyde concentrations ranging from 180 to 330 mg/L were investigated. The 96-h LC50 values were determined and analysed using three different analysis methods which is arithmetic, logarithmic and probit graphic. The LC50 values obtained in this study were 239, 234 and 232 mg/L, respectively. After 96-h of exposure to metaldehyde, the fish showed a series of abnormal behavioural response in all cases: imbalance position, and restlessness of movement. The LC50 values show that metaldehyde is moderately toxic to the Climbing perch indicating that metaldehyde is not destructive to Climbing perch. However, long term exposure of aquatic organisms to the metaldehyde means a continuous health risk for the fish population as they are more vulnerable and it is on high risk for human to consume this toxicated fishes.

Enhancing the Trajectory Generation of a Stair-Climbing Mobility System

PubMed Central

Chocoteco, Jose Abel

2017-01-01

Recent advances in mobile robotic technologies have enabled significant progress to be made in the development of Stair-Climbing Mobility Systems (SCMSs) for people with mobility impairments and limitations. These devices are mainly characterized by their ability to negotiate those architectural barriers associated with climbing stairs (curbs, ramps, etc.). The development of advanced trajectory generators with which to surpass such architectural barriers is one of the most important aspects of SCMSs that has not yet been appropriately exploited. These advanced trajectory generators have a considerable influence on the time invested in the stair climbing process and on passenger comfort and, consequently, provide people with physical disabilities with greater independence and a higher quality of life. In this paper, we propose a new nonlinear trajectory generator for an SCMS. This generator balances the stair-climbing time and the user’s comfort and includes the most important constraints inherent to the system behavior: the geometry of the architectural barrier, the reconfigurable nature of the SCMS (discontinuous states), SCMS state-transition diagrams, comfort restrictions and physical limitations as regards the actuators, speed and acceleration. The SCMS was tested on a real two-step staircase using different time-comfort combinations and different climbing strategies to verify the effectiveness and the robustness of the proposed approach.

Promoting stair climbing: stair-riser banners are better than posters... sometimes.

PubMed

Olander, Ellinor K; Eves, Frank F; Puig-Ribera, Anna

2008-04-01

Stair-riser banners are twice as effective as posters in encouraging stair climbing in shopping centres. This study tested the effectiveness of stair-riser banners in an English train station in 2006-2007. The train station had a 39-step staircase and an adjacent escalator. Baseline observations (3.5 weeks) were followed by 10.5 weeks of a banner intervention supplemented with 3 weeks of a poster intervention. Both poster and banner featured the message 'Stair climbing burns more calories per minute than jogging. Take the stairs'. Ascending escalator and stair users (N=36,239) were coded for gender. Analyses, controlling for effects of gender and pedestrian traffic volume, revealed no significant change in stair climbing between baseline (40.6%) and the banner intervention (40.9%; p=0.98). Addition of the poster increased stair climbing (44.3%; OR=1.36, 95% CIs 1.16-1.60, p<0.001), with the effect reduced at higher pedestrian traffic volumes. While stair-riser banners had no effect, the poster intervention increased stair climbing. The high pedestrian volumes as the wave of disembarking passengers seek to leave the station would have obscured the visibility of the banner for many commuters. Thus stair-riser banners appear unsuitable point-of-choice prompts in stations where pedestrian traffic volume is high.

The Effect of Magnesium Carbonate (Chalk) on Geometric Entropy, Force, and Electromyography During Rock Climbing.

PubMed

Kilgas, Matthew A; Drum, Scott N; Jensen, Randall L; Phillips, Kevin C; Watts, Phillip B

2016-12-01

Rock climbers believe chalk dries the hands of sweat and improves the static coefficient of friction between the hands and the surface of the rock. The purpose of this study was to assess whether chalk affects geometric entropy or muscular activity during rock climbing. Nineteen experienced recreational rock climbers (13 males, 6 females; 173.5 ± 7.0 cm; 67.5 ± 3.4 kg) completed 2 climbing trails with and without chalk. The body position of the climber and muscular activity of the finger flexors was recorded throughout the trial. Following the movement sequence participants hung from a standard climbing hold until they slipped from the climbing structure, while the coefficient of friction and the ratio of the vertical forces on the hands and feet were determined. Although there were no differences in the coefficient of friction (P = .748), geometric entropy (P = .359), the ratio of the vertical forces between the hands and feet (P = .570), or muscular activity (P = .968), participants were able to hang longer after the use of chalk 62.9 ± 36.7 s and 49.3 ± 25.2 s (P = .046). This is advantageous because it may allow for prolonged rests, and more time to plan the next series of climbing moves.

Effects of foot placement, hand positioning, age and climbing biodynamics on ladder slip outcomes.

PubMed

Pliner, Erika M; Campbell-Kyureghyan, Naira H; Beschorner, Kurt E

2014-01-01

Ladder falls frequently cause severe injuries; yet the factors that influence ladder slips/falls are not well understood. This study aimed to quantify (1) the effects of restricted foot placement, hand positioning, climbing direction and age on slip outcomes, and (2) differences in climbing styles leading to slips versus styles leading to non-slips. Thirty-two occupational ladder users from three age groups (18-24, 25-44 and 45-64 years) were unexpectedly slipped climbing a vertical ladder, while being assigned to different foot placement conditions (unrestricted vs. restricted toe clearance) and different hand positions (rails vs. rungs). Constraining foot placement increased the climber's likelihood of slipping (p < 0.01), while younger and older participants slipped more than the middle-aged group (p < 0.01). Longer double stance time, dissimilar and more variable foot and body positioning were found in styles leading to a slip. Maintaining sufficient toe clearance and targeting ladder safety training to younger and older workers may reduce ladder falls. Practitioner Summary: Ladder falls frequently cause severe occupational fall injuries. This study aims to identify safer ladder climbing techniques and individuals at risk of falling. The results suggest that ladders with unrestricted toe clearance and ladder climbing training programmes, particularly for younger and older workers, may reduce ladder slipping risk.

Bell P–63A King Cobra at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1944-01-21

The Army Air Forces lent the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory a Bell P–63A King Cobra in October 1943 to complement the lab's extensive efforts to improve the Allison V–1710 engine. The V–1710-powered P–63A was a single-seat fighter that could reach speeds of 410 miles per hour and an altitude of 43,000 feet. The fighter, first produced in 1942, was an improvement on Bell’s P–39, but persistent performance problems at high altitudes prevented its acceptance by the Air Corps. Instead many of the P–63s were transferred to the Soviet Union. Almost every test facility at the NACA’s engine lab was used to study the Allison V–1710 engine and its supercharger during World War II. Researchers were able to improve the efficiency, capacity and pressure ratio of the supercharger. They found that improved cooling significantly reduced engine knock in the fuel. Once the researchers were satisfied with their improvements, the new supercharger and cooling components were installed on the P–63A. The Flight Research Division first established the aircraft’s normal flight performance parameters such as speed at various altitudes, rate of climb, and peak altitude. Ensuing flights established the performance parameters of the new configuration in order to determine the improved performance. The program increased V–1710’s horsepower from 1650 to 2250.

Bouldering: an alternative strategy to long-vertical climbing in root-climbing hortensias

PubMed Central

Granados Mendoza, Carolina; Isnard, Sandrine; Charles-Dominique, Tristan; Van den Bulcke, Jan; Rowe, Nick P.; Van Acker, Joris; Goetghebeur, Paul; Samain, Marie-Stéphanie

2014-01-01

In the Neotropics, the genus Hydrangea of the popular ornamental hortensia family is represented by climbing species that strongly cling to their support surface by means of adhesive roots closely positioned along specialized anchoring stems. These root-climbing hortensia species belong to the nearly exclusive American Hydrangea section Cornidia and generally are long lianescent climbers that mostly flower and fructify high in the host tree canopy. The Mexican species Hydrangea seemannii, however, encompasses not only long lianescent climbers of large vertical rock walls and coniferous trees, but also short ‘shrub-like’ climbers on small rounded boulders. To investigate growth form plasticity in root-climbing hortensia species, we tested the hypothesis that support variability (e.g. differences in size and shape) promotes plastic responses observable at the mechanical, structural and anatomical level. Stem bending properties, architectural axis categorization, tissue organization and wood density were compared between boulder and long-vertical tree-climbers of H. seemannii. For comparison, the mechanical patterns of a closely related, strictly long-vertical tree-climbing species were investigated. Hydrangea seemannii has fine-tuned morphological, mechanical and anatomical responses to support variability suggesting the presence of two alternative root-climbing strategies that are optimized for their particular environmental conditions. Our results suggest that variation of some stem anatomical traits provides a buffering effect that regulates the mechanical and hydraulic demands of two distinct plant architectures. The adaptive value of observed plastic responses and the importance of considering growth form plasticity in evolutionary and conservation studies are discussed. PMID:25079869

The effect of climbing Mount Everest on spleen contraction and increase in hemoglobin concentration during breath holding and exercise.

PubMed

Engan, Harald K; Lodin-Sundström, Angelica; Schagatay, Fanny; Schagatay, Erika

2014-04-01

Release of stored red blood cells resulting from spleen contraction improves human performance in various hypoxic situations. This study determined spleen volume resulting from two contraction-evoking stimuli: breath holding and exercise before and after altitude acclimatization during a Mount Everest ascent (8848 m). Eight climbers performed the following protocol before and after the climb: 5 min ambient air respiration at 1370 m during rest, 20 min oxygen respiration, 20 min ambient air respiration at 1370 m, three maximal-effort breath holds spaced by 2 min, 10 min ambient air respiration, 5 min of cycling at 100 W, and finally 10 min ambient air respiration. We measured spleen volume by ultrasound and capillary hemoglobin (HB) concentration after each exposure, and heart rate (HR) and arterial oxygen saturation (Sao2) continuously. Mean (SD) baseline spleen volume was unchanged at 213 (101) mL before and 206 (52) mL after the climb. Before the climb, spleen volume was reduced to 184 (83) mL after three breath holds, and after the climb three breath holds resulted in a spleen volume of 132 (26) mL (p=0.032). After exercise, the preclimb spleen volume was 186 (89) mL vs. 112 (389) mL) after the climb (p=0.003). Breath hold duration and cardiovascular responses were unchanged after the climb. We concluded that spleen contraction may be enhanced by altitude acclimatization, probably reflecting both the acclimatization to chronic hypoxic exposure and acute hypoxia during physical work.

Criterion-related validity of self-reported stair climbing in older adults.

PubMed

Higueras-Fresnillo, Sara; Esteban-Cornejo, Irene; Gasque, Pablo; Veiga, Oscar L; Martinez-Gomez, David

2018-02-01

Stair climbing is an activity of daily living that might contribute to increase levels of physical activity (PA). To date, there is no study examining the validity of climbing stairs assessed by self-report. The aim of this study was, therefore, to examine the validity of estimated stair climbing from one question included in a common questionnaire compared to a pattern-recognition activity monitor in older adults. A total of 138 older adults (94 women), aged 65-86 years (70.9 ± 4.7 years), from the IMPACT65 + study participated in this validity study. Estimates of stair climbing were obtained from the European Prospective Investigation into Cancer and Nutrition (EPIC) PA questionnaire. An objective assessment of stair climbing was obtained with the Intelligent Device for Energy Expenditure and Activity (IDEEA) monitor. The correlation between both methods to assess stair climbing was fair (ρ = 0.22, p = 0.008 for PA energy expenditure and ρ = 0.26, p = 0.002 for duration). Mean differences between self-report and the IDEEA were 7.96 ± 10.52 vs. 9.88 ± 3.32 METs-min/day for PA energy expenditure, and 0.99 ± 1.32 vs. 1.79 ± 2.02 min/day for duration (both Wilcoxon test p < 0.001). Results from the Bland-Altman analysis indicate that bias between both instruments were -1.91 ± 10.30 METs-min/day and -0.80 ± 1.99 min/day, and corresponding limits of agreement for the two instruments were from 18.27 to -22.10 METs-min/day and from 3.09 to -4.70 min/day, respectively. Our results indicate that self-reported stair climbing has modest validity to accurately rank old age participants, and underestimates both PAEE and its duration, as compared with an objectively measured method.

Antipsychotic-like activity of Noni (Morinda citrifolia Linn.) in mice

PubMed Central

2012-01-01

Background Noni fruit is widely consumed in tropical regions of Indonesia to the Hawaiian Islands. The noni plant has a long history of use as a medicinal plant to treat a wide variety of ailments including CNS disorders. The present investigation was designed to evaluate the antipsychotic effect of noni fruits (Morinda citrifolia Linn.) using mouse models of apomorphine-induced climbing behaviour and methamphetamine-induced stereotypy (licking, biting, gnawing and sniffing). Methods In acute study, the methanolic extract of Morinda citrifolia (MMC) at different doses 1, 3, 5, 10 g/kg was administered orally one hour prior to apomorphine (5 mg/kg, i.p) and methamphetamine ( 5 mg/kg, i.p) injection respectively in Swiss albino mice. In chronic studies, (TAHITIAN NONI® Juice, TNJ) was made available freely in daily drinking water at 30, 50 and 100% v/v for 7 days; 30 and 50% v/v for 21 days respectively. On the test day, an equivalent average daily divided dose of TNJ was administered by oral gavage one hour prior to apomorphine treatment. Immediately after apomorphine/ methamphetamine administration, the animals were placed in the cylindrical metal cages and observed for climbing behaviour/ stereotypy and climbing time. Results The acute treatment of MMC (1, 3, 5, 10 g/kg, p.o) significantly decreased the apomorphine-induced cage climbing behaviour and climbing time in mice in a dose dependent manner. The MMC also significantly inhibited methamphetamine-induced stereotypy behaviour and climbing time in mice dose-dependently. The 7 and 21 days treatment of TNJ in drinking water at 50 and 100%v/v significantly alleviated the apomorphine-induced climbing behaviour and climbing time in mice. Conclusions The present study results demonstrated the antidopaminergic effect of Morinda citrifolia Linn. in mice, suggesting that noni has antipsychotic-like activity which can be utilized in the treatment of psychiatric disorders. However further studies are warranted to identify the active principles responsible for the antipsychotic activity of noni. PMID:23082808

Antipsychotic-like activity of noni (Morinda citrifolia Linn.) in mice.

PubMed

Pandy, Vijayapandi; Narasingam, Megala; Mohamed, Zahurin

2012-10-19

Noni fruit is widely consumed in tropical regions of Indonesia to the Hawaiian Islands. The noni plant has a long history of use as a medicinal plant to treat a wide variety of ailments including CNS disorders. The present investigation was designed to evaluate the antipsychotic effect of noni fruits (Morinda citrifolia Linn.) using mouse models of apomorphine-induced climbing behaviour and methamphetamine-induced stereotypy (licking, biting, gnawing and sniffing). In acute study, the methanolic extract of Morinda citrifolia (MMC) at different doses 1, 3, 5, 10 g/kg was administered orally one hour prior to apomorphine (5 mg/kg, i.p) and methamphetamine (5 mg/kg, i.p) injection respectively in Swiss albino mice. In chronic studies, (TAHITIAN NONI® Juice, TNJ) was made available freely in daily drinking water at 30, 50 and 100% v/v for 7 days; 30 and 50% v/v for 21 days respectively. On the test day, an equivalent average daily divided dose of TNJ was administered by oral gavage one hour prior to apomorphine treatment. Immediately after apomorphine/ methamphetamine administration, the animals were placed in the cylindrical metal cages and observed for climbing behaviour/ stereotypy and climbing time. The acute treatment of MMC (1, 3, 5, 10 g/kg, p.o) significantly decreased the apomorphine-induced cage climbing behaviour and climbing time in mice in a dose dependent manner. The MMC also significantly inhibited methamphetamine-induced stereotypy behaviour and climbing time in mice dose-dependently. The 7 and 21 days treatment of TNJ in drinking water at 50 and 100%v/v significantly alleviated the apomorphine-induced climbing behaviour and climbing time in mice. The present study results demonstrated the antidopaminergic effect of Morinda citrifolia Linn. in mice, suggesting that noni has antipsychotic-like activity which can be utilized in the treatment of psychiatric disorders. However further studies are warranted to identify the active principles responsible for the antipsychotic activity of noni.

Saturn Apollo Program

NASA Image and Video Library

1971-08-01

This photograph was taken during the Apollo 15 mission on the lunar surface. Astronaut David R. Scott waits in the Lunar Roving Vehicle (LRV) for astronaut James Irwin for the return trip to the Lunar Module, Falcon, with rocks and soil collected near the Hadley-Apernine landing site. The Apollo 15 was the first mission to use the LRV. Powered by battery, the lightweight electric car greatly increased the range of mobility and productivity on the scientific traverses for astronauts. It weighed 462 pounds (77 pounds on the Moon) and could carry two suited astronauts, their gear and cameras, and several hundred pounds of bagged samples. The LRV's mobility was quite high. It could climb and descend slopes of about 25 degrees. The LRV was designed and developed by the Marshall Space Flight Center and built by the Boeing Company.

The Aerodynamic Optimization of Wings at Subsonic Speeds and the Influence of Wingtip Design. Thesis

NASA Technical Reports Server (NTRS)

Zimmer, H.

1987-01-01

Some of the objectives of modern aircraft development are related to the achievement of reduced fuel consumption and aircraft noise. This investigation is mainly concerned with the aerodynamic aspects of aircraft development, i.e., reduction of induced drag. New studies of wing design, and in particular wing tips, are considered. Induced drag is important since, in cruising flight, it accounts for approximately one-third of the entire drag for the aircraft, and one-half while climbing. A survey is presented for the wing geometries and wing tip designs studied, and theoretical investigations of different planar wings with systematically varied wing tip forms are conducted. Attention is also paid to a theoretical study of some planar and nonplanar wings and their comparison with experimental data.

Design and stable flight of a 21 g insect-like tailless flapping wing micro air vehicle with angular rates feedback control.

PubMed

Phan, Hoang Vu; Kang, Taesam; Park, Hoon Cheol

2017-04-04

An insect-like tailless flapping wing micro air vehicle (FW-MAV) without feedback control eventually becomes unstable after takeoff. Flying an insect-like tailless FW-MAV is more challenging than flying a bird-like tailed FW-MAV, due to the difference in control principles. This work introduces the design and controlled flight of an insect-like tailless FW-MAV, named KUBeetle. A combination of four-bar linkage and pulley-string mechanisms was used to develop a lightweight flapping mechanism that could achieve a high flapping amplitude of approximately 190°. Clap-and-flings at dorsal and ventral stroke reversals were implemented to enhance vertical force. In the absence of a control surface at the tail, adjustment of the location of the trailing edges at the wing roots to modulate the rotational angle of the wings was used to generate control moments for the attitude control. Measurements by a 6-axis load cell showed that the control mechanism produced reasonable pitch, roll and yaw moments according to the corresponding control inputs. The control mechanism was integrated with three sub-micro servos to realize the pitch, roll and yaw controls. A simple PD feedback controller was implemented for flight stability with an onboard microcontroller and a gyroscope that sensed the pitch, roll and yaw rates. Several flight tests demonstrated that the tailless KUBeetle could successfully perform a vertical climb, then hover and loiter within a 0.3 m ground radius with small variations in pitch and roll body angles.

Stan Butchart climbing into B-47

NASA Image and Video Library

1954-07-14

From December 10, 1966, until his retirement on February 27, 1976, Stanley P. Butchart served as Chief (later, Director) of Flight Operations at NASA's Flight Research Center (renamed on March 26, 1976, the Hugh L. Dryden Flight Research Center). Initially, his responsibilities in this position included the Research Pilots Branch, a Maintenance and Manufacturing Branch, and an Operations Engineering Branch, the last of which not only included propulsion and electrical/electronic sections but project engineers for the X-15 and lifting bodies. During his tenure, however, the responsibilities of his directorate came to include not only Flight Test Engineering Support but Flight Systems and Loads laboratories. Before becoming Chief of Flight Operations, Butchart had served since June of 1966 as head of the Research Pilots Branch (Chief Pilot) and then as acting chief of Flight Operations. He had joined the Center (then known as the National Advisory Committee for Aeronautics' High-Speed Flight Research Station) as a research pilot on May 10, 1951. During his career as a research pilot, he flew a great variety of research and air-launch aircraft including the D-558-I, D-558-II, B-29 (plus its Navy version, the P2B), X-4, X-5, KC-135, CV-880, CV-990, B-47, B-52, B-747, F-100A, F-101, F-102, F-104, PA-30 Twin Comanche, JetStar, F-111, R4D, B-720, and B-47. Although previously a single-engine pilot, he became the Center's principal multi-engine pilot during a period of air-launches in which the pilot of the air-launch aircraft (B-29 or P2B) basically directed the operations. It was he who called for the chase planes before each drop, directed the positioning of fire rescue vehicles, and released the experimental aircraft after ensuring that all was ready for the drop. As pilot of the B-29 and P2B, Butchart launched the X-1A once, the X-1B 13 times, the X-1E 22 times, and the D-558-II 102 times. In addition, he towed the M2-F1 lightweight lifting body 14 times behind an R4

Mini-Sniffer III on Lakebed with Ground Support Crew

NASA Technical Reports Server (NTRS)

1976-01-01

The third version of the Mini-Sniffer remotely-piloted research vehicle on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California. The futuristic-looking ground crew are in white, self-contained suits, because the engine on this third version of the Mini-Sniffer was powered by hydrazine, which is a very hazardous material. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

Mini-Sniffer on Lakebed

NASA Technical Reports Server (NTRS)

1974-01-01

The original Mini-Sniffer on Rogers Dry Lake, adjacent to NASA's Flight Research Center, Edwards AFB. This version of the remotely-piloted vehicle had swept-back wings, tip rudders, nose canards, and an air breathing engine. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

Aero acoustic analysis and community noise. HSCT climb to cruise noise assessment

NASA Technical Reports Server (NTRS)

Mortlock, Alan K.

1992-01-01

The widely accepted industry High Speed Civil Transport (HSCT) design goal for exterior noise is to achieve Federal Aviation Regulation (FAR) Part 36 Stage 3 noise limits currently required for new subsonic aircraft. The three phases of the concern are as follows: (1) airport noise abatement at communities close to the airport, (2) climb power opening-up procedures, and (3) the climb to cruise phase affecting communities far from the airport.

PIK-20 Aircraft in Flight

NASA Technical Reports Server (NTRS)

1991-01-01

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

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Technical Reports Server (NTRS)

1995-01-01

The Pathfinder solar-powered remotely piloted aircraft climbs to a record-setting altitude of 50,567 feet during a flight Sept. 11, 1995, at NASA's Dryden Flight Research Center, Edwards, California. The flight was part of the NASA ERAST (Environmental Research Aircraft and Sensor Technology) program. The Pathfinder was designed and built by AeroVironment Inc., Monrovia, California. Solar arrays cover nearly all of the upper wing surface and produce electricity to power the aircraft's six motors. Pathfinder was a lightweight, solar-powered, remotely piloted flying wing aircraft used to demonstrate the use of solar power for long-duration, high-altitude flight. Its name denotes its mission as the 'Pathfinder' or first in a series of solar-powered aircraft that will be able to remain airborne for weeks or months on scientific sampling and imaging missions. Solar arrays covered most of the upper wing surface of the Pathfinder aircraft. These arrays provided up to 8,000 watts of power at high noon on a clear summer day. That power fed the aircraft's six electric motors as well as its avionics, communications, and other electrical systems. Pathfinder also had a backup battery system that could provide power for two to five hours, allowing for limited-duration flight after dark. Pathfinder flew at airspeeds of only 15 to 20 mph. Pitch control was maintained by using tiny elevators on the trailing edge of the wing while turns and yaw control were accomplished by slowing down or speeding up the motors on the outboard sections of the wing. On September 11, 1995, Pathfinder set a new altitude record for solar-powered aircraft of 50,567 feet above Edwards Air Force Base, California, on a 12-hour flight. On July 7, 1997, it set another, unofficial record of 71,500 feet at the Pacific Missile Range Facility, Kauai, Hawaii. In 1998, Pathfinder was modified into the longer-winged Pathfinder Plus configuration. (See the Pathfinder Plus photos and project description.)

A multistage controlled intervention to increase stair climbing at work: effectiveness and process evaluation.

PubMed

Bellicha, Alice; Kieusseian, Aurélie; Fontvieille, Anne-Marie; Tataranni, Antonio; Copin, Nane; Charreire, Hélène; Oppert, Jean-Michel

2016-04-11

Stair climbing helps to accumulate short bouts of physical activity throughout the day as a strategy for attaining recommended physical activity levels. There exists a need for effective long-term stair-climbing interventions that can be transferred to various worksite settings. The aims of this study were: 1) to evaluate short- and long-term effectiveness of a worksite stair-climbing intervention using an objective measurement of stair climbing and a controlled design; and 2) to perform a process evaluation of the intervention. We performed a controlled before-and-after study. The study was conducted in two corporate buildings of the same company located in Paris (France), between September, 2013 and September, 2014. The status of either "intervention site" or "control site" was assigned by the investigators. Participants were on-site employees (intervention site: n = 783; control site: n = 545 at baseline). Two one-month intervention phases using signs (intervention phase 1) and enhancement of stairwell aesthetics (intervention phase 2) were performed. The main outcome was the change in stair climbing, measured with automatic counters and expressed in absolute counts/day/100 employees and percent change compared to baseline. Qualitative outcomes were used to describe the intervention process. Stair climbing significantly increased at the intervention site (+18.7%) but decreased at the control site (-13.3%) during the second intervention phase (difference between sites: +4.6 counts/day/100 employees, p < 0.001). After the intervention and over the long term, stair climbing returned to baseline levels at the intervention site, but a significant difference between sites was found (intervention site vs. control site: +2.9 counts/day/100 employees, p < 0.05). Some important facets of the intervention were implemented as intended but other aspects had to be adapted. The main difficulty reported by the company's staff members lay in matching the internal communications rules with critical intervention criteria. The program was maintained at the setting level after the end of the study. This study shows a successful stair-climbing intervention at the worksite. The main barriers to adoption and implementation were related to location and visibility of posters. Process evaluation was useful in identifying these barriers throughout the study, and in finding appropriate solutions.

Step climbing capacity in patients with pulmonary hypertension.

PubMed

Fox, Benjamin Daniel; Langleben, David; Hirsch, Andrew; Boutet, Kim; Shimony, Avi

2013-01-01

Patients with pulmonary hypertension (PH) typically have exercise intolerance and limitation in climbing steps. To explore the exercise physiology of step climbing in PH patients, on a laboratory-based step test. We built a step oximetry system from an 'aerobics' step equipped with pressure sensors and pulse oximeter linked to a computer. Subjects mounted and dismounted from the step until their maximal exercise capacity or 200 steps was achieved. Step-count, SpO(2) and heart rate were monitored throughout exercise and recovery. We derived indices of exercise performance, desaturation and heart rate. A 6-min walk test and serum NT-proBrain Natriuretic Peptide (BNP) level were measured. Lung function tests and hemodynamic parameters were extracted from the medical record. Eighty-six subjects [52 pulmonary arterial hypertension (PAH), 14 chronic thromboembolic PH (CTEPH), 20 controls] were recruited. Exercise performance (climbing time, height gained, velocity, energy expenditure, work-rate and climbing index) on the step test was significantly worse with PH and/or worsening WHO functional class (ANOVA, p < 0.001). There was a good correlation between exercise performance on the step and 6-min walking distance-climb index (r = -0.77, p < 0.0001). The saturation deviation (mean of SpO(2) values <95 %) on the step test correlated with diffusion capacity of the lung (ρ = -0.49, p = 0.001). No correlations were found between the step test indices and other lung function tests, hemodynamic parameters or NT-proBNP levels. Patients with PAH/CTEPH have significant limitation in step climbing ability that correlates with functional class and 6-min walking distance. This is a significant impediment to their daily activities.

Ice Climbing Festival in Sochi 2014 Winter Olympics: Medical Management and Injury Analysis.

PubMed

Mashkovskiy, Evgeny; Beverly, James Marc; Stöcker, Urs; Bychkovskiy, Sergey

2016-03-01

Sports ice climbing (SIC) is developing rapidly as an independent sport with Olympic potentials. To date there has been no prior systematic evaluation of injury risks and injury patterns in a SIC-specific setting. This paper reports injury statistics collected during the Ice Climbing Festival, which was held during the XXII Winter Olympics in Sochi, Russia. More than 2500 amateur climbers and 53 professional athletes climbed during 16 days on a dry tooling lead-difficulty, and a 17-m vertical ice wall (grade M4/M5 or Union Internationale des Associations d'Alpinisme [UIAA] V+/VI-). The injury incidence rates were 0.82/100 in lead-difficulty and 0.83/100 in speed ice climbing with an overall incidence rate of 0.83/100. The injury risk in amateur climbers was 248 injuries per 1000 hours of sports activities. There were no major accidents or fatalities during the event. SIC could be graded I according to UIAA Fatality Risk Classification. Penetrating and superficial soft tissue injuries (cuts and bruises) were the most common. The anteromedial aspects of the thigh and knee were the most typical injury locations. The findings from this study provide an opportunity to compare injury patterns in SIC with what has previously been reported for traditional ice climbing. SIC has lower fatality risks, higher minor injury rates, and comparable injury severity to traditional ice climbing. The main limitation of our findings is that they were obtained on a population of amateur ice climbers with no previous experience. Further research should be performed to define injury risks in professional competitive ice climbers, and standard methodologies for reporting injuries should be considered. Copyright © 2016 Wilderness Medical Society. All rights reserved.

Consumption climbs in central and eastern countries, stagnates in the west : markets for paper, paperboard and woodpulp, 2003-2004

Treesearch

Peter J. Ince; Eduard Akim; Bernard Lombard; Tomas Parik

2004-01-01

Annual paper and paperboard output climbed by 2.2% in the EU/EFTA subregion in 2003, a record year for European papermakers, while the subregion’s woodpulp output climbed by 2.8%. Higher paper and paperboard exports from the EU/EFTA subregion to non-UNECE countries, and a 16% increase in net exports in 2003, propelled expansion of output. Paper and paperboard...

Voice Technology Design Guides for Navy Training Systems.

DTIC Science & Technology

1983-03-01

34 LSO acknowledges (AUTOIMANUAL/ pilot meatball Coupled as acquisition. appropriate) "Paddles Contact" LSO assuming control from CCA. (continued) 68... meatball to avoid ball to avoid settling slope if not corrected. settling below glide- below glideslope. slope. "Don’t climb"- If not corrected air...Check sink rate and Check sink rate and meat- "Don’t go high." craft will climb above meatball to avoid ball to avoid climbing optimum glideslope

Aircraft rate-of-climb indicators

NASA Technical Reports Server (NTRS)

Johnson, Daniel P

1939-01-01

The theory of the rate-of-climb indicator is developed in a form adapted for application to the instrument in its present-day form. Compensations for altitude, temperature, and rate of change of temperature are discussed from the designer's standpoint on the basis of this theory. Certain dynamic effects, including instrument lag, and the use of the rate-of-climb indicator as a statoscope are also considered. Modern instruments are described. A laboratory test procedure is outlined and test results are given.

Physiological responses to rock climbing in young climbers

PubMed Central

Morrison, Audry Birute; Schöffl, Volker Rainer

2007-01-01

Key questions regarding the training and physiological qualities required to produce an elite rock climber remain inadequately defined. Little research has been done on young climbers. The aim of this paper was to review literature on climbing alongside relevant literature characterising physiological adaptations in young athletes. Evidence‐based recommendations were sought to inform the training of young climbers. Of 200 studies on climbing, 50 were selected as being appropriate to this review, and were interpreted alongside physiological studies highlighting specific common development growth variables in young climbers. Based on injury data, climbers younger than 16 years should not participate in international bouldering competitions and intensive finger strength training is not recommended. The majority of climbing foot injuries result from wearing too small or unnaturally shaped climbing shoes. Isometric and explosive strength improvements are strongly associated with the latter stages of sexual maturation and specific ontogenetic development, while improvement in motor abilities declines. Somatotyping that might identify common physical attributes in elite climbers of any age is incomplete. Accomplished adolescent climbers can now climb identical grades and compete against elite adult climbers aged up to and >40 years. High‐intensity sports training requiring leanness in a youngster can result in altered and delayed pubertal and skeletal development, metabolic and neuroendocrine aberrations and trigger eating disorders. This should be sensitively and regularly monitored. Training should reflect efficacious exercises for a given sex and biological age. PMID:18037632

Promoting stair climbing: intervention effects generalize to a subsequent stair ascent.

PubMed

Webb, Oliver J; Eves, Frank F

2007-01-01

Studies report a significant increase in stair use when message prompts are introduced at the "point of choice" between stairs and escalators. Climbing one set of stairs, however, will not confer meaningful health dividends. Therefore, this study examined whether exposure to point of choice prompts also encouraged individuals to climb the next set of stairs that they encountered. Interrupted time-series design. Two separate stair/escalator pairings within a U.K. shopping mall (the "intervention" site and the "generalization" site), separated by a 25-m long atrium. Subjects. Ascending pedestrians (intervention site n = 29,713; generalization site n = 47,553). Two weeks of baseline monitoring were followed by a 13-week intervention in which banners carrying health promotion messages were introduced at the intervention site only. At both sites observers inconspicuously recorded pedestrians' methods of ascent, along with their gender, age, ethnicity, and baggage. Banners increased stair climbing at the intervention site by 161%. Results also suggested a simultaneous increase of up to 143% at the generalization site, where no prompt was in place. At both sites stair use remained significantly elevated 5 weeks after the banners were removed. It appears that exposure to point of choice prompts can encourage pedestrians to climb stairs when they are encountered in a subsequent setting. Consequently stair-climbing interventions are likely to engage the public in more physical activity than previously realized.

29 CFR 1918.92 - Illumination.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) Walking, working, and climbing areas. Walking, working, and climbing areas shall be illuminated. Unless... contact with drafts, running gear, and other moving equipment. (4) Portable cargo lights furnished by the...

TRAGEN: Computer program to simulate an aircraft steered to follow a specified verticle profile. User's guide

NASA Technical Reports Server (NTRS)

1983-01-01

The longitudinal dynamics of a medium range twin-jet or tri-jet transport aircraft are simulated. For the climbing trajectory, the thrust is constrained to maximum value, and for descent, the thrust is set at idle. For cruise, the aircraft is held in the trim condition. For climb or descent, the aircraft is steered to follow either (a) a fixed profile which is input to the program or (b) a profile computed at the beginning of that segment of the run. For climb, the aircraft is steered to maintain the given airspeed as a function of altitude. For descent, the aircraft is steered to maintain the given altitude as a function of range-to-go. In both cases, the control variable is angle-of-attack. The given output trajectory is presented and compared with the input trajectory. Step climb is treated just as climb. For cruise, the Breguet equations are used to compute the fuel burned to achieve a given range and to connect given initial and final values of altitude and Mach number.

Optimization of fixed-range trajectories for supersonic transport aircraft

NASA Astrophysics Data System (ADS)

Windhorst, Robert Dennis

1999-11-01

This thesis develops near-optimal guidance laws that generate minimum fuel, time, or direct operating cost fixed-range trajectories for supersonic transport aircraft. The approach uses singular perturbation techniques to time-scale de-couple the equations of motion into three sets of dynamics, two of which are analyzed in the main body of this thesis and one of which is analyzed in the Appendix. The two-point-boundary-value-problems obtained by application of the maximum principle to the dynamic systems are solved using the method of matched asymptotic expansions. Finally, the two solutions are combined using the matching principle and an additive composition rule to form a uniformly valid approximation of the full fixed-range trajectory. The approach is used on two different time-scale formulations. The first holds weight constant, and the second allows weight and range dynamics to propagate on the same time-scale. Solutions for the first formulation are only carried out to zero order in the small parameter, while solutions for the second formulation are carried out to first order. Calculations for a HSCT design were made to illustrate the method. Results show that the minimum fuel trajectory consists of three segments: a minimum fuel energy-climb, a cruise-climb, and a minimum drag glide. The minimum time trajectory also has three segments: a maximum dynamic pressure ascent, a constant altitude cruise, and a maximum dynamic pressure glide. The minimum direct operating cost trajectory is an optimal combination of the two. For realistic costs of fuel and flight time, the minimum direct operating cost trajectory is very similar to the minimum fuel trajectory. Moreover, the HSCT has three local optimum cruise speeds, with the globally optimum cruise point at the highest allowable speed, if range is sufficiently long. The final range of the trajectory determines which locally optimal speed is best. Ranges of 500 to 6,000 nautical miles, subsonic and supersonic mixed flight, and varying fuel efficiency cases are analyzed. Finally, the payload-range curve of the HSCT design is determined.

Toxicity of flavor enhancers to the oriental fruit fly, Bactrocera dorsalis (Hendel) (Diptera: Tephritidae).

PubMed

Zheng, Chunyan; Yang, Dongyu; Li, Zhiqiang; Xu, Yijuan

2018-04-11

The objective of this study was to evaluate the toxicity of flavor enhancers to the oriental fruit fly Bactrocera dorsalis (Hendel). The flavor enhancers glycine, disodium guanylate, succinic acid disodium salt, monosodium glutamate (MSG), disodium inosinate, and L-alanine significantly increased the mortality of B. dorsalis flies. The mortality of flies that fed on glycine, disodium guanylate, succinic acid disodium salt, and MSG was greater than 90%. Additionally, fruit fly mortality increased with increases in both time and concentration. Glycine not only reduced the climbing ability of B. dorsalis but also affected the duration and frequency of its behavioral patterns (flight, walking, grooming and inactivity). Compared with adult flies in the control group, adult B. dorsalis flies that fed on glycine exhibited a significantly increased duration and frequency of inactivity and a decreased duration and frequency of both flight and walking. However, the effect of glycine on grooming activity was not significant. These findings demonstrate the toxic effects of flavor enhancers on B. dorsalis. Glycine also affected the behavior of adult flies at a low dose. Therefore, glycine has potentially toxic to insects and also likely to have a negative impact at sublethal concentrations.

The Employment of Airships for the Transport of Passengers

NASA Technical Reports Server (NTRS)

Nobile, Umberto

1921-01-01

It was a conclusion of this detailed study of the practicality of using airships for carrying passengers that, although slow, airships are capable of carrying useful loads over long distances. However, it is noted that there is a certain limit to the advantages of large cubature. Beyond a certain point, the maximum altitude of the airship goes on decreasing, in spite of the fact that the range of action in the horizontal plane and the useful load go on increasing. The possibility of rapid climb is an essential factor of security in aerial navigation in the case of storms, as is velocity. To rise above and run ahead of storms are ways of avoiding them. However, high altitude and high speed are antithetical. This investigation concluded that a maximum velocity of 120 km/h is as far as we ought to go. This figure can only be exceeded by excessive reduction of the altitude of ceiling, range of flight, and useful load. The essential requisites of a public transport service are discussed, as are flight security, regularity of service, competition with other forms of passenger transportation, and the choice between rigid and semi-rigid airships.

Ariel: a UAV designed to fly at 100,000 ft

NASA Astrophysics Data System (ADS)

Papadales, Basil S.; Schoenung, Susan M.

1996-11-01

The Ariel unmanned aerial vehicle (UAV) was designed for NASA Ames Research Center to satisfy emerging civil science needs for subsonic flight at altitudes on the order of 100,000 ft. These include atmospheric monitoring of chemical species and environmental conditions related to global climate change. Ariel may be useful for a variety of civil and military remote sensing applications since, at an altitude of 100,000 ft, the UAV wold fly above all manned aircraft. The Ariel has a gross weight of 6400 lb with a wing span of 105 ft, a little shorter than that of the manned ER-2. Ariel is powered by a new propulsion system called the Bipropellant Expansion Turbine (BET). With a 300 hp BET, Ariel can climb to an altitude of 100,000 ft and loiter at Mach 0.63 for two hours while carrying a 600 lb payload. During this loiter, the UAV travels about 750 nm at 100,000 ft. It is possible to trade payload weight for range or endurance. Further design optimization or use of more advanced technology can result in substantially improved performance. With adequate funding, a proof of concept version of Ariel could be developed for initial flights by the year 2000.

Collision-avoidance behaviors of minimally restrained flying locusts to looming stimuli

PubMed Central

Chan, R. WM.; Gabbiani, F.

2013-01-01

SUMMARY Visually guided collision avoidance is of paramount importance in flight, for instance to allow escape from potential predators. Yet, little is known about the types of collision-avoidance behaviors that may be generated by flying animals in response to an impending visual threat. We studied the behavior of minimally restrained locusts flying in a wind tunnel as they were subjected to looming stimuli presented to the side of the animal, simulating the approach of an object on a collision course. Using high-speed movie recordings, we observed a wide variety of collision-avoidance behaviors including climbs and dives away from – but also towards – the stimulus. In a more restrained setting, we were able to relate kinematic parameters of the flapping wings with yaw changes in the trajectory of the animal. Asymmetric wing flapping was most strongly correlated with changes in yaw, but we also observed a substantial effect of wing deformations. Additionally, the effect of wing deformations on yaw was relatively independent of that of wing asymmetries. Thus, flying locusts exhibit a rich range of collision-avoidance behaviors that depend on several distinct aerodynamic characteristics of wing flapping flight. PMID:23364572

Frequency-Dependent Characteristics of Regional Seismic Phases: Propagation of Pn in Western China

DTIC Science & Technology

2011-01-31

CLIMB project using instrumentation from different sources, incl uding many stations fr om the Inco rporated Research Institutions in Seismology – Progr...specific te rranes have also been id entified for later 3 processing . Four of the in-line events have epicenters less than 200 km from the Hi- CLIMB...observed and the calculated data are analyzed using the same processing steps. Figure A1. This shows an example of a data trace from the Hi-CLIMB

Development and Testing of a Hybrid Wheg (trademark)-Mobile Platform for Autonomous Surf-Zone Operations

DTIC Science & Technology

2011-12-01

7 Figure 2.1 Force body diagram of a wheel. . . . . . . . . . . . . . . . . . . . . . 9 Figure 2.2 Force body diagram of a person climbing stairs ...person climbing stairs . . . . . 10 Figure 2.4 Plot of the height of center above ground vs. rotation angle for a wheel and Wheg...tail was able to climb an obstacle six centimeters higher than a similar robot with six Whegs [6].The addition of a tail shifted the center of mass

X-15 #3 in flight (USAF Photo)

NASA Technical Reports Server (NTRS)

1960-01-01

This U.S. Air Force photo shows the X-15 ship #3 (56-6672) in flight over the desert in the 1960s. Ship #3 made 65 flights during the program, attaining a top speed of Mach 5.65 and a maximum altitude of 354,200 feet. Only 10 of the 12 X-15 pilots flew Ship #3, and only eight of them earned their astronaut wings during the program. Robert White, Joseph Walker, Robert Rushworth, John 'Jack' McKay, Joseph Engle, William 'Pete' Knight, William Dana, and Michael Adams all earned their astronaut wings in Ship #3. Neil Armstrong and Milton Thompson also flew Ship #3. In fact, Armstrong piloted Ship #3 on its first flight, on 20 December 1961. On 15 November 1967, Ship #3 was launched over Delamar Lake, Nevada with Maj. Michael J. Adams at the controls. The vehicle soon reached a speed of Mach 5.2, and a peak altitude of 266,000 feet. During the climb, an electrical disturbance degraded the aircraft's controllability. Ship #3 began a slow drift in heading, which soon became a spin. Adams radioed that the X-15 'seems squirrelly' and then said 'I'm in a spin.' Through some combination of pilot technique and basic aerodynamic stability, Adams recovered from the spin and entered an inverted Mach 4.7 dive. As the X-15 plummeted into the increasingly thicker atmosphere, the Honeywell adaptive flight control system caused the vehicle to begin oscillating. As the pitching motion increased, aerodynamic forces finally broke the aircraft into several major pieces. Adams was killed when the forward fuselage impacted the desert. This was the only fatal accident during the entire X-15 program. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph or Mach 6.7 (set by Ship #2) and 354,200 ft (set by Ship #3) in a program to investigate all aspects of manned hypersonic flight. 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. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, serial number 56-6672, recovered in 1992 by Peter Merlin and Tony Moore (The X-Hunters) are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from Ship #3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

Genetics Home Reference: homocystinuria

MedlinePlus

... reductase deficiency Orphanet: Homocystinuria without methylmalonic aciduria Screening, Technology, and Research in Genetics Virginia Department of Health (PDF) Patient Support and Advocacy Resources (6 links) Children Living with Inherited Metabolic Diseases (CLIMB) (UK) CLIMB: ...

Aerodynamics of wing-assisted incline running in birds.

PubMed

Tobalske, Bret W; Dial, Kenneth P

2007-05-01

Wing-assisted incline running (WAIR) is a form of locomotion in which a bird flaps its wings to aid its hindlimbs in climbing a slope. WAIR is used for escape in ground birds, and the ontogeny of this behavior in precocial birds has been suggested to represent a model analogous to transitional adaptive states during the evolution of powered avian flight. To begin to reveal the aerodynamics of flap-running, we used digital particle image velocimetry (DPIV) and measured air velocity, vorticity, circulation and added mass in the wake of chukar partridge Alectoris chukar as they engaged in WAIR (incline 65-85 degrees; N=7 birds) and ascending flight (85 degrees, N=2). To estimate lift and impulse, we coupled our DPIV data with three-dimensional wing kinematics from a companion study. The ontogeny of lift production was evaluated using three age classes: baby birds incapable of flight [6-8 days post hatching (d.p.h.)] and volant juveniles (25-28 days) and adults (45+ days). All three age classes of birds, including baby birds with partially emerged, symmetrical wing feathers, generated circulation with their wings and exhibited a wake structure that consisted of discrete vortex rings shed once per downstroke. Impulse of the vortex rings during WAIR was directed 45+/-5 degrees relative to horizontal and 21+/-4 degrees relative to the substrate. Absolute values of circulation in vortex cores and induced velocity increased with increasing age. Normalized circulation was similar among all ages in WAIR but 67% greater in adults during flight compared with flap-running. Estimated lift during WAIR was 6.6% of body weight in babies and between 63 and 86% of body weight in juveniles and adults. During flight, average lift was 110% of body weight. Our results reveal for the first time that lift from the wings, rather than wing inertia or profile drag, is primarily responsible for accelerating the body toward the substrate during WAIR, and that partially developed wings, not yet capable of flight, can produce useful lift during WAIR. We predict that neuromuscular control or power output, rather than external wing morphology, constrain the onset of flight ability during development in birds.

Strange Beta: Chaotic Variations for Indoor Rock Climbing Route Setting

NASA Astrophysics Data System (ADS)

Phillips, Caleb; Bradley, Elizabeth

2011-04-01

In this paper we apply chaotic systems to the task of sequence variation for the purpose of aiding humans in setting indoor rock climbing routes. This work expands on prior work where similar variations were used to assist in dance choreography and music composition. We present a formalization for transcription of rock climbing problems and a variation generator that is tuned for this domain and addresses some confounding problems, including a new approach to automatic selection of initial conditions. We analyze our system with a large blinded study in a commercial climbing gym in cooperation with experienced climbers and expert route setters. Our results show that our system is capable of assisting a human setter in producing routes that are at least as good as, and in some cases better than, those produced traditionally.

Survey of Hand and Upper Extremity Injuries Among Rock Climbers.

PubMed

Nelson, Clayton E; Rayan, Ghazi M; Judd, Dustin I; Ding, Kai; Stoner, Julie A

2017-07-01

Rock climbing first evolved as a sport in the late 18th century. With its growing popularity, the number of rock climbing-related injuries has potential to increase, spurring a rise in the number of articles associated with it. Despite the available literature, there remains a paucity of information about upper extremity injuries sustained by rock climbers, and no studies to date have focused on gender-specific injuries. A 24-question online survey was distributed to rock climbers about upper extremity injuries sustained during rock climbing. Statistical analysis was used to study association between participants' demographics and injuries. A total of 397 participants responded to the survey. Mean age was 32.5 years with males comprising 85%. No significant differences in demographics or climbing behaviors were found between males and females. Ninety percent of participants reported sustaining an upper extremity injury. Fingers were the most common injury followed by shoulder/arm and elbow/forearm. Our study found females to be more likely to report a rock climbing-related injury, and more likely to undergo surgery for it. Female rock climbers were significantly more likely to report a shoulder/upper arm injury and were also more likely to report undergoing surgery compared with males, where these differences were not due to age or climbing behaviors. Further investigation is warranted into the association between shoulder injuries and female athletes to determine how the gender differences relate to extent of injury as well as health service utilization behaviors.

Does perceived steepness deter stair climbing when an alternative is available?

PubMed

Eves, Frank F; Thorpe, Susannah K S; Lewis, Amanda; Taylor-Covill, Guy A H

2014-06-01

Perception of hill slant is exaggerated in explicit awareness. Proffitt (Perspectives on Psychological Science 1:110-122, 2006) argued that explicit perception of the slant of a climb allows individuals to plan locomotion in keeping with their available locomotor resources, yet no behavioral evidence supports this contention. Pedestrians in a built environment can often avoid climbing stairs, the man-made equivalent of steep hills, by choosing an adjacent escalator. Stair climbing is avoided more by women, the old, and the overweight than by their comparators. Two studies tested perceived steepness of the stairs as a cue that promotes this avoidance. In the first study, participants estimated the steepness of a staircase in a train station (n = 269). Sex, age, height, and weight were recorded. Women, older individuals, and those who were heavier and shorter reported the staircase as steeper than did their comparison groups. In a follow-up study in a shopping mall, pedestrians were recruited from those who chose the stairs and those who avoided them, with the samples stratified for sex, age, and weight status. Participants (n = 229) estimated the steepness of a life-sized image of the stairs they had just encountered, presented on the wall of a vacant shop in the mall. Pedestrians who avoided stair climbing by choosing the escalator reported the stairs as steeper even when demographic differences were controlled. Perceived steepness may to be a contextual cue that pedestrians use to avoid stair climbing when an alternative is available.

Neural learning rules for the vestibulo-ocular reflex

NASA Technical Reports Server (NTRS)

Raymond, J. L.; Lisberger, S. G.

1998-01-01

Mechanisms for the induction of motor learning in the vestibulo-ocular reflex (VOR) were evaluated by recording the patterns of neural activity elicited in the cerebellum by a range of stimuli that induce learning. Patterns of climbing-fiber, vestibular, and Purkinje cell simple-spike signals were examined during sinusoidal head movement paired with visual image movement at stimulus frequencies from 0.5 to 10 Hz. A comparison of simple-spike and vestibular signals contained the information required to guide learning only at low stimulus frequencies, and a comparison of climbing-fiber and simple-spike signals contained the information required to guide learning only at high stimulus frequencies. Learning could be guided by comparison of climbing-fiber and vestibular signals at all stimulus frequencies tested, but only if climbing fiber responses were compared with the vestibular signals present 100 msec earlier. Computational analysis demonstrated that this conclusion is valid even if there is a broad range of vestibular signals at the site of plasticity. Simulations also indicated that the comparison of vestibular and climbing-fiber signals across the 100 msec delay must be implemented by a subcellular "eligibility" trace rather than by neural circuits that delay the vestibular inputs to the site of plasticity. The results suggest two alternative accounts of learning in the VOR. Either there are multiple mechanisms of learning that use different combinations of neural signals to drive plasticity, or there is a single mechanism tuned to climbing-fiber activity that follows activity in vestibular pathways by approximately 100 msec.

Saturn Apollo Program

NASA Image and Video Library

1971-01-01

The Lunar Roving Vehicle (LRV) was designed to transport astronauts and materials on the Moon. It was a collapsible open-space vehicle about 10 feet long with large mesh wheels, anterna, appendages, tool caddies, and cameras. Powered by two 36-volt batteries, it has four 1/4-hp drive motors, one for each wheel. The vehicle was designed to travel in forward or reverse, negotiate obstacles about 1 foot high, cross crevasses about 2 feet wide, and climb or descend moderate slopes. Its speed limit was about 9 miles (14 kilometers) per hour. An LRV was used on each of the last three Apollo missions (Apollo 15, Apollo 16, and Apollo 17) and permitted the crew to travel several miles from the Lunar Module. The LRV was designed, developed, and tested by the Marshall Space Flight Center, and built by the Boeing Plant in Kent, Washington.

Saturn Apollo Program

NASA Image and Video Library

1971-01-01

The Lunar Roving Vehicle (LRV) was designed to transport astronauts and materials on the Moon. It was a collapsible open-space vehicle about 10 feet long with large mesh wheels, anterna, appendages, tool caddies, and cameras. Powered by two 36-volt batteries, it has four 1/4-hp drive motors, one for each wheel. The vehicle was designed to travel in forward or reverse, negotiate obstacles about 1 foot high, cross crevasses about 2 feet wide, and climb or descend moderate slopes. Its speed limit was about 9 miles (14 kilometers) per hour. An LRV was used on each of the last three Apollo missions (Apollo 15, Apollo 16, and Apollo 17) and permitted the crews to travel several miles from the Lunar Module. The LRV was designed, developed, and tested by the Marshall Space Flight Center, and built by the Boeing Plant in Kent, Washington.

Design of long-endurance unmanned airplanes incorporating solar and fuel cell propulsion

NASA Technical Reports Server (NTRS)

Youngblood, J. W.; Talay, T. A.; Pegg, R. J.

1984-01-01

Attention is given to the design features and operational capabilities of a class of unmanned flight vehicles possessing multiday mission endurance capabilities, based on the use of a mixed-mode electric power system which incorporates solar cells for diurnal energy production and a nonregenerative H2-O2 fuel cell for nocturnal energy supply. Energy is thereby provided for not only propulsion, but also the operation of the payload and the vehicle's avionics. The excess solar energy available during high insolation portions of the diurnal period may be used for climb/maneuvering or payload-related functions. Empirical structure scaling algorithms are combined with low Reynolds number aerodynamics algorithms to estimate requisite size and geometry for the chosen mission. Wing loadings will be of the order of 0.9-1.3 lb/sq ft.

Climbing walls as multitasking sites of geo(morpho)logical interests: Italian examples from the Western Alps and Sardinia

NASA Astrophysics Data System (ADS)

Bollati, Irene; Fossati, Maria; Panizza, Valeria; Pelfini, Manuela; Zanoletti, Enrico; Zucali, Michele

2015-04-01

Geosites and in particular geomorphosites have been recently more and more used as base for educational activities in Earth Sciences and to enhance the geodiversity of a territory. Their attributes acquire a greater value and become especially appreciable when associated with field and outdoor activities. Frequently rock walls represent key sites for geological and gemorphological researches due to the wide outcrops of rocks where mineralogical composition and structures are very evident as well as landforms deriving from the modeling of outcrops surfaces. Where the rock walls are equipped for climbing activities they may be considered open-air laboratories useful to get in touch with the different features of rocks that condition progression on climbing routes. Due to these two aspects, geohistorical importance and educational exemplarity contribute to the increase of the scientific value and, as a consequence, of the global value of these sites as geosites. Geomorphosites from climbing sites allow to realize educational projects with different goals: 1) Recent researches in the Western Italian Alps have been conducted to make a census of climbing rock cliffs along the Ossola Valley (Verbanio-Cusio-Ossola Province, Italy) and to operate a choice of the ones characterized by high educational value (considering easy accessibility, grades for experts and beginners and the good exposition of rock features), representativeness, geohistorical importance, high cultural and socio-economic values, in order to propose an educational project addressed to students of an Italian secondary school aimed at introducing the three great families of rocks (magmatic, metamorphic and sedimentary); 2) The Eclogitic Micaschist Complex of the Austroalpine Domain (Montestrutto climbing wall, Turin Province, Italy) has been investigated in order to i) reconstruct the deformation stages at local scales along the sport climbing wall and the relationships between geological elements and physical elements necessary for vertical progression ii) elaborate an educational proposal; 3) Risk assessment and education has been approached through the analysis of site hazard on climbing routes, linked with both geomorphological processes, and to the variable meteorological conditions, at Monteleone Rocca Doria (Sardinia, Italy), a site sensitive to both the needs of the climbers and the environment. Here a particular attention was given to potential geomorphologically-related risks for climbers, the impacts linked to human presence and the specific features of the geomorphosite. In order to assess the possible risk situations related to the active geomorphological processes in a specific climbing site, a method for collecting data and information has been also proposed.

Stair-climbing capabilities of USU's T3 ODV mobile robot

NASA Astrophysics Data System (ADS)

Robinson, D. Reed; Wood, Carl G.

2001-09-01

A six-wheeled autonomous omni-directional vehicle (ODV) called T3 has been developed at Utah State University's (USU) Center for Self-Organizing and Intelligent Systems (CSOIS). This paper focuses on T3's ability to climb stairs using its unique configuration of 6 independently driven and steered wheels and active suspension height control. The ability of T3, or any similar vehicle, to climb stairs is greatly dependent on the chassis orientation relative to the stairs. Stability criteria is developed for any vehicle dimensions and orientation, on any staircase. All possible yaw and pitch angles on various staircases are evaluated to find vehicle orientations that will allow T3 to climb with the largest margin of stability. Different controller types are investigated for controlling vertical wheel movement with the objective of keeping all wheels in contact with the stairs, providing smooth load transfer between loaded and unloaded wheels, and maintaining optimum chassis pitch and roll angles. A controller is presented that uses feedback from wheel loading, vertical wheel position, and chassis orientation sensors. The implementation of the controller is described, and T3's stair climbing performance is presented and evaluated.

An approach to develop an algorithm to detect the climbing height in radial-axial ring rolling

NASA Astrophysics Data System (ADS)

Husmann, Simon; Hohmann, Magnus; Kuhlenkötter, Bernd

2017-10-01

Radial-axial ring rolling is the mainly used forming process to produce seamless rings, which are applied in miscellaneous industries like the energy sector, the aerospace technology or in the automotive industry. Due to the simultaneously forming in two opposite rolling gaps and the fact that ring rolling is a mass forming process, different errors could occur during the rolling process. Ring climbing is one of the most occurring process errors leading to a distortion of the ring's cross section and a deformation of the rings geometry. The conventional sensors of a radial-axial rolling machine could not detect this error. Therefore, it is a common strategy to roll a slightly bigger ring, so that random occurring process errors could be reduce afterwards by removing the additional material. The LPS installed an image processing system to the radial rolling gap of their ring rolling machine to enable the recognition and measurement of climbing rings and by this, to reduce the additional material. This paper presents the algorithm which enables the image processing system to detect the error of a climbing ring and ensures comparable reliable results for the measurement of the climbing height of the rings.

When affordances climb into your mind: advantages of motor simulation in a memory task performed by novice and expert rock climbers.

PubMed

Pezzulo, Giovanni; Barca, Laura; Bocconi, Alessandro Lamberti; Borghi, Anna M

2010-06-01

Does the sight of multiple climbing holds laid along a path activate a motor simulation of climbing that path? One way of testing whether multiple affordances and their displacement influence the formation of a motor simulation is to study acquired motor skills. We used a behavioral task in which expert and novice rock climbers were shown three routes: an easy route, a route impossible to climb but perceptually salient, and a difficult route. After a distraction task, they were then given a recall test in which they had to write down the sequence of holds composing each route. We found no difference between experts and novices on the easy and impossible routes, whereas on the difficult route, the performance of experts was better than that of novices. This suggests that seeing a climbing wall activates a motor, embodied simulation, which relies not on perceptual salience, but on motor competence. More importantly, our results show that the capability to form this simulation is modulated by individuals' motor repertoire and expertise, and that this strongly impacts recall. Copyright 2010 Elsevier Inc. All rights reserved.

Effectiveness of glues for harmonic radar tag attachment on Halyomorpha halys (Hemiptera: Pentatomidae) and their impact on adult survivorship and mobility.

PubMed

Lee, Doo-Hyung; Wright, Starker E; Boiteau, Gilles; Vincent, Charles; Leskey, Tracy C

2013-06-01

We evaluated the effectiveness of three cyanoacrylate glues (trade names: Krazy [Elmer's Products Inc., Westerville, OH], Loctite [Henkel Corporation, Rocky Hill, CT], and FSA [Barnes Distribution, Cleveland, OH]) to attach harmonic radar tags securely on adult Halyomorpha halys (Stål) (Hemiptera: Pentatomidae) and quantified the effect of the radar tag attachment on insect survivorship and mobility. In the laboratory, the strength of the glue bond between the radar tag and H. halys pronotum was significantly increased when the pronotum was sanded to remove cuticular waxes. The adhesive bond of the radar tag to the sanded pronotum of H. halys had strength of 160-190-g force and there was no significant difference among the three types of glue tested. The three glues had no measurable effect on the survivorship of radar-tagged H. halys over 7 d, compared with untagged insects. Over a 7-d period in the laboratory, horizontal distance traveled, horizontal walking velocity, and vertical climbing distance were all unaffected by the presence of the tags regardless of glue. A field experiment was conducted to compare the free flight behavior of untagged and radar-tagged H. halys. Adults were released on a vertical dowel and their flights were tracked visually up to ≍200 m from the release point. There was no significant difference in take-off time or in flight distance, time, or speed between untagged and radar-tagged individuals. In addition, prevailing flight direction was not significantly different between untagged and radar-tagged individuals. The absence of measurable impact of the radar tag attachment on H. halys survivorship or mobility validates the use of harmonic radar tags to study the dispersal ecology of this insect in field conditions.

Sleep and sleepiness of pilots operating long-range airplane emergency medical missions.

PubMed

Amann, Ulrike; Holmes, Alex; Caldwell, John; Hilditch, Cassie

2014-09-01

Airplane emergency medical services (AEMS) operators use fixed-wing airplanes to undertake rapid response, round-the-clock medical transport missions. This paper explores the structure of long-range, multileg AEMS missions and the sleep and sleepiness of the pilots who work them. During nine long-range AEMS missions, pilots kept a sleep and sleepiness logbook and wore a wrist activity monitor to evaluate the timing of sleep/wake. Missions had a mean duration of 20 h 00 min ± 2 h 39 min, involved two to four flight legs, and were crewed by three or four pilots who rotated between operating and sleeping in curtained-off bunks. The pilots obtained a mean of 15 h 26 min ± 4 h 51 min and 7 h 54 min ± 1 h 33 min of sleep in the 48 h and 24 h prior to checking in for duty, respectively. During missions, a mean of 3 h 33 min ± 1 h 46 min of sleep was taken, usually across two in-flight sleep periods. Karolinska Sleepiness Scores (KSS) at top of climb and top of descent were typically less than 5 ('neither alert nor sleepy'). A small number of individual higher KSS scores were recorded on the longest missions and on flights between 02:00 and 06:00. These findings suggest that despite the long duration, timing, and multileg nature of AEMS missions, it is possible via careful design and management to operate these missions with appropriate levels of pilot alertness.

Handling Qualities Evaluations of Unmanned Aircraft Systems

DTIC Science & Technology

2015-05-04

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

14 CFR 27.65 - Climb: all engines operating.

Code of Federal Regulations, 2010 CFR

2010-01-01

...) For rotorcraft other than helicopters— (1) The steady rate of climb, at V Y, must be determined— (i...; or (ii) At least 1:6 under standard sea level conditions. (b) Each helicopter must meet the following...

Dynamic analysis of a bio-inspired climbing robot using ADAMS-Simulink co-simulation

NASA Astrophysics Data System (ADS)

Chattopadhyay, P.; Dikshit, H.; Majumder, A.; Ghoshal, S.; Maity, A.

2018-04-01

Climbing robot has been an area of interest since the demand of inspection of pipeline, nuclear power plant, and various big structure is growing up rapidly. This paper represents the development of a bio-inspired modular robot which mimics inchworm locomotion during climbing. In the present paper, the climbing motion is achieved only on a flat vertical plane by magnetic adhesion principle. The robot is modelled as a 4-link planar mechanism with three revolute joints actuated by DC servo motors. Sinusoidal gait pattern is used to approximate the motion of an inchworm. The dynamics of the robot is presented by using ADAMS/MATLAB co-simulation methodology. The simulation result gives the maximum value of joint torque during one complete cycle of motion. This torque value is used for the selection of servo motor specifications required to build the prototype.

Research on fully distributed optical fiber sensing security system localization algorithm

NASA Astrophysics Data System (ADS)

Wu, Xu; Hou, Jiacheng; Liu, Kun; Liu, Tiegen

2013-12-01

A new fully distributed optical fiber sensing and location technology based on the Mach-Zehnder interferometers is studied. In this security system, a new climbing point locating algorithm based on short-time average zero-crossing rate is presented. By calculating the zero-crossing rates of the multiple grouped data separately, it not only utilizes the advantages of the frequency analysis method to determine the most effective data group more accurately, but also meets the requirement of the real-time monitoring system. Supplemented with short-term energy calculation group signal, the most effective data group can be quickly picked out. Finally, the accurate location of the climbing point can be effectively achieved through the cross-correlation localization algorithm. The experimental results show that the proposed algorithm can realize the accurate location of the climbing point and meanwhile the outside interference noise of the non-climbing behavior can be effectively filtered out.

X-15 ship #3 on lakebed

NASA Technical Reports Server (NTRS)

1962-01-01

The X-15 ship #3 (56-6672) is seen here on the lakebed at the Edwards Air Force Base, Edwards, California. Ship #3 made 65 flights during the program, attaining a top speed of Mach 5.65 and a maximum altitude of 354,200 feet. Only 10 of the 12 X-15 pilots flew Ship #3, and only eight of them earned their astronaut wings during the program. Robert White, Joseph Walker, Robert Rushworth, John 'Jack' McKay, Joseph Engle, William 'Pete' Knight, William Dana, and Michael Adams all earned their astronaut wings in Ship #3. Neil Armstrong and Milton Thompson also flew Ship #3. In fact, Armstrong piloted Ship #3 on its first flight, on 20 December 1961. On 15 November 1967, Ship #3 was launched over Delamar Lake, Nevada with Maj. Michael J. Adams at the controls. The vehicle soon reached a speed of Mach 5.2, and a peak altitude of 266,000 feet. During the climb, an electrical disturbance degraded the aircraft's controllability. Ship #3 began a slow drift in heading, which soon became a spin. Adams radioed that the X-15 'seems squirrelly,' and then said 'I'm in a spin.' Through some combination of pilot technique and basic aerodynamic stability, Adams recovered from the spin, and entered an inverted Mach 4.7 dive. As the X-15 plummeted into the increasingly thicker atmosphere, the Honeywell adaptive flight control system caused the vehicle to begin oscillating. As the pitching motion increased, aerodynamic forces finally broke the aircraft into several major pieces. Adams was killed when the forward fuselage impacted the desert. This was the only fatal accident during the entire X-15 program. The X-15 was a rocket powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. 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. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph or Mach 6.7 (set by Ship #2) and 354,200 ft (set by Ship #3) in a program to investigate all aspects of manned hypersonic flight. 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. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, serial number 56-6672, recovered in 1992 by Peter Merlin and Tony Moore (The X-Hunters) are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from Ship #3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

MICROLESIONS OF THE INFERIOR OLIVE REDUCE VESTIBULAR MODULATION OF PURKINJE CELL COMPLEX AND SIMPLE SPIKES IN MOUSE CEREBELLUM

PubMed Central

Barmack, N.H.; Yakhnitsa, V.

2011-01-01

Cerebellar Purkinje cells have two distinct action potentials: Complex spikes (CSs) are evoked by single climbing fibers that originate from the contralateral inferior olive. Simple spikes (SSs) are often ascribed to mossy fiber---granule cell---parallel fiber inputs to Purkinje cells. Although generally accepted, this view lacks experimental support. Vestibular stimulation independently activates primary afferent mossy fibers and tertiary afferent climbing fibers that project to theuvula-nodulus (folia 8-10). CSs and SSs normally discharge antiphasically during sinusoidal roll-tilt. When CSs increase, SSs decrease. We tested the relative independence of these pathways in mice by making electrolytic microlesions of the two inferior olivary nuclei from which vestibular climbing fibers originate; the β-nucleus and dorsomedial cell column (DMCC). This reduced vestibular climbing fiber signaling to the contralateral folia 8-10, while leaving intact vestibular primary and secondary afferent mossy fibers. We recorded from Purkinje cells and interneurons in folia 8-10, identified by juxtacellular labeling with neurobiotin. Microlesions of the inferior olive increased the spontaneous discharge of SSs in contralateral folia 8-10, but blocked their modulation during vestibular stimulation. The vestibularly-evoked discharge of excitatory cerebellar interneurons (granule cells and unipolar brush cells) was not modified by olivary microlesions. The modulated discharge of stellate cells, but not Golgi cells was reduced by olivary microlesions. We conclude that vestibular modulation of CSs and SSs depends on intact climbing fibers. The absence of vestibularly-modulated SSs following olivary microlesions reflects the loss of climbing fiber-evoked stellate cell discharge. PMID:21734274