Comparative Flight and Full-Scale Wind-Tunnel Measurements of the Maximum Lift of an Airplane

NASA Technical Reports Server (NTRS)

Silverstein, Abe; Katzoff, S; Hootman, James A

1938-01-01

Determinations of the power-off maximum lift of a Fairchild 22 airplane were made in the NACA full-scale wind tunnel and in flight. The results from the two types of test were in satisfactory agreement. It was found that, when the airplane was rotated positively in pitch through the angle of stall at rates of the order of 0.1 degree per second, the maximum lift coefficient was considerably higher than that obtained in the standard tests, in which the forces are measured with the angles of attack fixed. Scale effect on the maximum lift coefficient was also investigated.

Two-Dimensional High-Lift Aerodynamic Optimization Using Neural Networks

NASA Technical Reports Server (NTRS)

Greenman, Roxana M.

1998-01-01

The high-lift performance of a multi-element airfoil was optimized by using neural-net predictions that were trained using a computational data set. The numerical data was generated using a two-dimensional, incompressible, Navier-Stokes algorithm with the Spalart-Allmaras turbulence model. Because it is difficult to predict maximum lift for high-lift systems, an empirically-based maximum lift criteria was used in this study to determine both the maximum lift and the angle at which it occurs. The 'pressure difference rule,' which states that the maximum lift condition corresponds to a certain pressure difference between the peak suction pressure and the pressure at the trailing edge of the element, was applied and verified with experimental observations for this configuration. Multiple input, single output networks were trained using the NASA Ames variation of the Levenberg-Marquardt algorithm for each of the aerodynamic coefficients (lift, drag and moment). The artificial neural networks were integrated with a gradient-based optimizer. Using independent numerical simulations and experimental data for this high-lift configuration, it was shown that this design process successfully optimized flap deflection, gap, overlap, and angle of attack to maximize lift. Once the neural nets were trained and integrated with the optimizer, minimal additional computer resources were required to perform optimization runs with different initial conditions and parameters. Applying the neural networks within the high-lift rigging optimization process reduced the amount of computational time and resources by 44% compared with traditional gradient-based optimization procedures for multiple optimization runs.

University of Minnesota Duluth Engineering Design Challenge

DTIC Science & Technology

2015-03-23

on overall weight, size, lifting capacity, and ease of transporting. Many initial designs were considered including fire hose lift bags, hydraulic...Many initial designs were considered including fire hose lift bags, hydraulic lifts, a scissor lift, a spring loaded pawl tri-pod, and a pulley lift...26 Fire Hose

Effects of Compressibility on the Maximum Lift Characteristics and Spanwise Load Distribution of a 12-Foot-Span Fighter-Type Wing of NACA 230-Series Airfoil Sections

NASA Technical Reports Server (NTRS)

West, F E

1945-01-01

Lift characteristics and pressure distribution for a NACA 230 wing were investigated for an angle of attack range of from -10 to +24 degrees and Mach range of from 0.2 to 0.7. Maximum lift coefficient increased up to a Mach number of 0.3, decreased rapidly to a Mach number of 0.55, and then decreased moderately. At high speeds, maximum lift coefficient was reached at from 10 to 12 degrees beyond the stalling angle. In high-speed stalls, resultant load underwent a moderate shift outward.

High-Lift Optimization Design Using Neural Networks on a Multi-Element Airfoil

NASA Technical Reports Server (NTRS)

Greenman, Roxana M.; Roth, Karlin R.; Smith, Charles A. (Technical Monitor)

1998-01-01

The high-lift performance of a multi-element airfoil was optimized by using neural-net predictions that were trained using a computational data set. The numerical data was generated using a two-dimensional, incompressible, Navier-Stokes algorithm with the Spalart-Allmaras turbulence model. Because it is difficult to predict maximum lift for high-lift systems, an empirically-based maximum lift criteria was used in this study to determine both the maximum lift and the angle at which it occurs. Multiple input, single output networks were trained using the NASA Ames variation of the Levenberg-Marquardt algorithm for each of the aerodynamic coefficients (lift, drag, and moment). The artificial neural networks were integrated with a gradient-based optimizer. Using independent numerical simulations and experimental data for this high-lift configuration, it was shown that this design process successfully optimized flap deflection, gap, overlap, and angle of attack to maximize lift. Once the neural networks were trained and integrated with the optimizer, minimal additional computer resources were required to perform optimization runs with different initial conditions and parameters. Applying the neural networks within the high-lift rigging optimization process reduced the amount of computational time and resources by 83% compared with traditional gradient-based optimization procedures for multiple optimization runs.

Normalized lift: an energy interpretation of the lift coefficient simplifies comparisons of the lifting ability of rotating and flapping surfaces.

PubMed

Burgers, Phillip; Alexander, David E

2012-01-01

For a century, researchers have used the standard lift coefficient C(L) to evaluate the lift, L, generated by fixed wings over an area S against dynamic pressure, ½ρv(2), where v is the effective velocity of the wing. Because the lift coefficient was developed initially for fixed wings in steady flow, its application to other lifting systems requires either simplifying assumptions or complex adjustments as is the case for flapping wings and rotating cylinders.This paper interprets the standard lift coefficient of a fixed wing slightly differently, as the work exerted by the wing on the surrounding flow field (L/ρ·S), compared against the total kinetic energy required for generating said lift, ½v(2). This reinterpreted coefficient, the normalized lift, is derived from the work-energy theorem and compares the lifting capabilities of dissimilar lift systems on a similar energy footing. The normalized lift is the same as the standard lift coefficient for fixed wings, but differs for wings with more complex motions; it also accounts for such complex motions explicitly and without complex modifications or adjustments. We compare the normalized lift with the previously-reported values of lift coefficient for a rotating cylinder in Magnus effect, a bat during hovering and forward flight, and a hovering dipteran.The maximum standard lift coefficient for a fixed wing without flaps in steady flow is around 1.5, yet for a rotating cylinder it may exceed 9.0, a value that implies that a rotating cylinder generates nearly 6 times the maximum lift of a wing. The maximum normalized lift for a rotating cylinder is 1.5. We suggest that the normalized lift can be used to evaluate propellers, rotors, flapping wings of animals and micro air vehicles, and underwater thrust-generating fins in the same way the lift coefficient is currently used to evaluate fixed wings.

Normalized Lift: An Energy Interpretation of the Lift Coefficient Simplifies Comparisons of the Lifting Ability of Rotating and Flapping Surfaces

PubMed Central

Burgers, Phillip; Alexander, David E.

2012-01-01

For a century, researchers have used the standard lift coefficient CL to evaluate the lift, L, generated by fixed wings over an area S against dynamic pressure, ½ρv 2, where v is the effective velocity of the wing. Because the lift coefficient was developed initially for fixed wings in steady flow, its application to other lifting systems requires either simplifying assumptions or complex adjustments as is the case for flapping wings and rotating cylinders. This paper interprets the standard lift coefficient of a fixed wing slightly differently, as the work exerted by the wing on the surrounding flow field (L/ρ·S), compared against the total kinetic energy required for generating said lift, ½v2. This reinterpreted coefficient, the normalized lift, is derived from the work-energy theorem and compares the lifting capabilities of dissimilar lift systems on a similar energy footing. The normalized lift is the same as the standard lift coefficient for fixed wings, but differs for wings with more complex motions; it also accounts for such complex motions explicitly and without complex modifications or adjustments. We compare the normalized lift with the previously-reported values of lift coefficient for a rotating cylinder in Magnus effect, a bat during hovering and forward flight, and a hovering dipteran. The maximum standard lift coefficient for a fixed wing without flaps in steady flow is around 1.5, yet for a rotating cylinder it may exceed 9.0, a value that implies that a rotating cylinder generates nearly 6 times the maximum lift of a wing. The maximum normalized lift for a rotating cylinder is 1.5. We suggest that the normalized lift can be used to evaluate propellers, rotors, flapping wings of animals and micro air vehicles, and underwater thrust-generating fins in the same way the lift coefficient is currently used to evaluate fixed wings. PMID:22629326

Computational Analysis of Powered Lift Augmentation for the LEAPTech Distributed Electric Propulsion Wing

NASA Technical Reports Server (NTRS)

Deere, Karen A.; Viken, Sally A.; Carter, Melissa B.; Viken, Jeffrey K.; Wiese, Michael R.; Farr, Norma L.

2017-01-01

A computational study of a distributed electric propulsion wing with a 40deg flap deflection has been completed using FUN3D. Two lift-augmentation power conditions were compared with the power-off configuration on the high-lift wing (40deg flap) at a 73 mph freestream flow and for a range of angles of attack from -5 degrees to 14 degrees. The computational study also included investigating the benefit of corotating versus counter-rotating propeller spin direction to powered-lift performance. The results indicate a large benefit in lift coefficient, over the entire range of angle of attack studied, by using corotating propellers that all spin counter to the wingtip vortex. For the landing condition, 73 mph, the unpowered 40deg flap configuration achieved a maximum lift coefficient of 2.3. With high-lift blowing the maximum lift coefficient increased to 5.61. Therefore, the lift augmentation is a factor of 2.4. Taking advantage of the fullspan lift augmentation at similar performance means that a wing powered with the distributed electric propulsion system requires only 42 percent of the wing area of the unpowered wing. This technology will allow wings to be 'cruise optimized', meaning that they will be able to fly closer to maximum lift over drag conditions at the design cruise speed of the aircraft.

Wind tunnel test of a tailless aircraft with a belly-flap control surface used in combination with wing flaps

NASA Astrophysics Data System (ADS)

Dougherty, Daniel A.

A wind tunnel tat of a tailless aircraft configuration that has been quipped with a belly-flap control surface, was conducted with the goal of improving the trimmed maximum-lift coefficient. Tailless aircraft have aerodynamic and structural efficiencies that are superior to those of a traditionally configured wing/body/tail aircraft. However, tailless aircraft have a low maximum-lift coefficient such that; when sized for equivalent takeoff performance, the tailless aircraft suffers a large reduction in aerodynamic and structural efficiencies. A Belly-Flap control surface used in combination with wing trailing edge flaps was tested in a wind tunnel with the goal of achieving a longitudinally trimmed solution at a higher maximum lift coefficient. It was determined that, though the Belly-Flap increases the trimmed lift of the tailless configuration at low angles of attack, the maximum lift coefficient is slightly reduced in relation to the controls neutral configuration.

Lift hysteresis at stall as an unsteady boundary-layer phenomenon

NASA Technical Reports Server (NTRS)

Moore, Franklin K

1956-01-01

Analysis of rotating stall of compressor blade rows requires specification of a dynamic lift curve for the airfoil section at or near stall, presumably including the effect of lift hysteresis. Consideration of the magnus lift of a rotating cylinder suggests performing an unsteady boundary-layer calculation to find the movement of the separation points of an airfoil fixed in a stream of variable incidence. The consideration of the shedding of vorticity into the wake should yield an estimate of lift increment proportional to time rate of change of angle of attack. This increment is the amplitude of the hysteresis loop. An approximate analysis is carried out according to the foregoing ideas for a 6:1 elliptic airfoil at the angle of attack for maximum lift. The assumptions of small perturbations from maximum lift are made, permitting neglect of distributed vorticity in the wake. The calculated hysteresis loop is counterclockwise. Finally, a discussion of the forms of hysteresis loops is presented; and, for small reduced frequency of oscillation, it is concluded that the concept of a viscous "time lag" is appropriate only for harmonic variations of angle of attack with time at mean conditions other than maximum lift.

Lift-Enhancing Tabs on Multielement Airfoils

NASA Technical Reports Server (NTRS)

Ross, James C.; Storms, Bruce L.; Carrannanto, Paul G.

1995-01-01

The use of flat-plate tabs (similar to Gurney flaps) to enhance the lift of multielement airfoils is extended here by placing them on the pressure side and near the trailing edge of the main element rather than just on the furthest downstream wing element. The tabs studied range in height from 0.125 to 1.25% of the airfoil reference chord. In practice, such tabs would be retracted when the high-lift system is stowed. The effectiveness of the concept was demonstrated experimentally and computationally on a two-dimensional NACA 63(sub 2)-215 Mod B airfoil with a single-slotted, 30%-chord flap. Both the experiments and computations showed that the tabs significantly increase the lift at a given angle of attack and the maximum lift coefficient of the airfoil. The computational results showed that the increased lift was a result of additional turning of the flow by the tab that reduced or eliminated now separation on the flap. The best configuration tested, a 0.5%-chord tab placed 0.5% chord upstream of the trailing edge of the main element, increased the maximum lift coefficient of the airfoil by 12% and the maximum lift-to-drag ratio by 40%.

Tailored composite wings with elastically produced chordwise camber

NASA Technical Reports Server (NTRS)

Rehfield, Lawrence W.; Chang, Stephen; Zischka, Peter J.; Pickings, Richard D.; Holl, Michael W.

1991-01-01

Four structural concepts were created which produce chordwise camber deformation that results in enhanced lift. A wing box can be tailored to utilize each of these with composites. In attempting to optimize the aerodynamic benefits, researchers found that there are two optimum designs that are of interest. There is a weight optimum which corresponds to the maximum lift per unit structural weight. There is also a lift optimum that corresponds to maximum absolute lift. Experience indicates that a large weight penalty accompanies the transition from weight to lift optimum designs. New structural models, the basic deformation mechanisms that are utilized, and typical analytical results are presented. It appears that lift enhancements of sufficient magnitude can be produced to render this type of wing tailoring of practical interest.

Wind-Tunnel Investigation of an NACA 23021 Airfoil with a 0.32-Airfoil-Chord Double Slotted Flap

NASA Technical Reports Server (NTRS)

Fischel, Jack; Riebe, John M

1944-01-01

An investigation was made in the LMAL 7- by 10-foot wind tunnel of a NACA 23021 airfoil with a double slotted flap having a chord 32 percent of the airfoil chord (0.32c) to determine the aerodynamic section characteristics with the flaps deflected at various positions. The effects of moving the fore flap and rear flap as a unit and of deflecting or removing the lower lip of the slot were also determined. Three positions were selected for the fore flap and at each position the maximum lift of the airfoil was obtained with the rear flap at the maximum deflection used at that fore-flap position. The section lift of the airfoil increased as the fore flap was extended and maximum lift was obtained with the fore flap deflected 30 deg in the most extended position. This arrangement provided a maximum section lift coefficient of 3.31, which was higher than the value obtained with either a 0.2566c or a 0.40c single-slotted-flap arrangement and 0.25 less than the value obtained with a 0.4c double-slotted-flap arrangement on the same airfoil. The values of the profile-drag coefficient obtained with the 0.32c double slotted flap were larger than those for the 0.2566c or 0.40c single slotted flaps for section lift coefficients between 1.0 and approximately 2.7. At all values of the section lift coefficient above 1.0, the 0.40c double slotted flap had a lower profile drag than the 0.32c double slotted flap. At various values of the maximum section lift coefficient produced by various flap defections, the 0.32c double slotted flap gave negative section pitching-moment coefficients that were higher than those of other slotted flaps on the same airfoil. The 0.32c double slotted flap gave approximately the same maximum section lift coefficient as, but higher profile-drag coefficients over the entire lift range than, a similar arrangement of a 0.30c double slotted flap on an NACA 23012 airfoil.

Performance characteristics of low global warming potential R134a alternative refrigerants in ejector-expansion refrigeration system

NASA Astrophysics Data System (ADS)

Mishra, Shubham; Sarkar, Jahar

2016-12-01

Performance assessment of ejector-expansion vapor compression refrigeration system with eco-friendly R134a alternative refrigerants (R152a, R1234yf, R600a, R600, R290, R161, R32, and propylene) is presented for air-conditioning application. Ejector has been modeled by considering experimental data based correlations of component efficiencies to take care of all irreversibilities. Ejector area ratio has been optimized based on maximum coefficient of performance (COP) for typical air-conditioner operating temperatures. Selected refrigerants have been compared based on area ratio, pressure lift ratio, entrainment ratio, COP, COP improvement and volumetric cooling capacity. Effects of normal boiling point and critical point on the performances have been studied as well. Using ejector as an expansion device, maximum improvement in COP is noted in R1234yf (10.1%), which reduces the COP deviation with R134a (4.5% less in basic cycle and 2.5% less in ejector cycle). Hence, R1234yf seems to be best alternative for ejector expansion system due to its mild flammability and comparable volumetric capacity and cooling COP. refrigerant R161 is superior to R134a in terms of both COP and volumetric cooling capacity, although may be restricted for low capacity application due to its flammability.

29 CFR 1926.753 - Hoisting and rigging.

Code of Federal Regulations, 2010 CFR

2010-07-01

... lift rigging procedure. (1) A multiple lift shall only be performed if the following criteria are met: (i) A multiple lift rigging assembly is used; (ii) A maximum of five members are hoisted per lift... multiple lift have been trained in these procedures in accordance with § 1926.761(c)(1). (v) No crane is...

Asymmetry costs: effects of wing damage on hovering flight performance in the hawkmoth Manduca sexta.

PubMed

Fernández, María José; Driver, Marion E; Hedrick, Tyson L

2017-10-15

Flight performance is fundamental to the fitness of flying organisms. Whilst airborne, flying organisms face unavoidable wing wear and wing area loss. Many studies have tried to quantify the consequences of wing area loss to flight performance with varied results, suggesting that not all types of damage are equal and different species may have different means to compensate for some forms of wing damage with little to no cost. Here, we investigated the cost of control during hovering flight with damaged wings, specifically wings with asymmetric and symmetric reductions in area, by measuring maximum load lifting capacity and the metabolic power of hovering flight in hawkmoths ( Manduca sexta ). We found that while asymmetric and symmetric reductions are both costly in terms of maximum load lifting and hovering efficiency, asymmetric reductions are approximately twice as costly in terms of wing area lost. The moths also did not modulate flapping frequency and amplitude as predicted by a hovering flight model, suggesting that the ability to do so, possibly tied to asynchronous versus synchronous flight muscles, underlies the varied responses found in different wing clipping experiments. © 2017. Published by The Company of Biologists Ltd.

14 CFR 27.473 - Ground loading conditions and assumptions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the...

14 CFR 27.473 - Ground loading conditions and assumptions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the...

14 CFR 29.473 - Ground loading conditions and assumptions.

Code of Federal Regulations, 2010 CFR

2010-01-01

... maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the...

14 CFR 29.473 - Ground loading conditions and assumptions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... maximum weight must be used that is not less than the maximum weight. A rotor lift may be assumed to act through the center of gravity throughout the landing impact. This lift may not exceed two-thirds of the...

Parametric Investigation of a High-Lift Airfoil at High Reynolds Numbers

NASA Technical Reports Server (NTRS)

Lin, John C.; Dominik, Chet J.

1997-01-01

A new two-dimensional, three-element, advanced high-lift research airfoil has been tested in the NASA Langley Research Center s Low-Turbulence Pressure Tunnel at a chord Reynolds number up to 1.6 x 107. The components of this high-lift airfoil have been designed using a incompressible computational code (INS2D). The design was to provide high maximum-lift values while maintaining attached flow on the single-segment flap at landing conditions. The performance of the new NASA research airfoil is compared to a similar reference high-lift airfoil. On the new high-lift airfoil the effects of Reynolds number on slat and flap rigging have been studied experimentally, as well as the Mach number effects. The performance trend of the high-lift design is comparable to that predicted by INS2D over much of the angle-of-attack range. However, the code did not accurately predict the airfoil performance or the configuration-based trends near maximum lift where the compressibility effect could play a major role.

Low-Speed Wind-Tunnel Investigation of Blowing Boundary-Layer Control on Leading- and Trailing-Edge Flaps of a Large-Scale, Low-Aspect-Ratio, 45 Swept-wing Airplane Configuration

NASA Technical Reports Server (NTRS)

Maki, Ralph L.

1959-01-01

Blowing boundary-layer control was applied to the leading- and trailing-edge flaps of a 45 deg sweptback-wing complete model in a full-scale low-speed wind-tunnel study. The principal purpose of the study was to determine the effects of leading-edge flap deflection and boundary-layer control on maximum lift and longitudinal stability. Leading-edge flap deflection alone was sufficient to maintain static longitudinal stability without trailing-edge flaps. However, leading-edge flap blowing was required to maintain longitudinal stability by delaying leading-edge flow separation when trailing-edge flaps were deflected either with or without blowing. Partial-span leading-edge flaps deflected 60 deg with moderate blowing gave the major increase in maximum lift, although higher deflection and additional blowing gave some further increase. Inboard of 0.4 semispan leading-edge flap deflection could be reduced to 40 deg and/or blowing could be omitted with only small loss in maximum lift. Trailing-edge flap lift increments were increased by boundary-layer control for deflections greater than 45 deg. Maximum lift was not increased with deflected trailing-edge flaps with blowing.

Prediction of effects of wing contour modifications on low-speed maximum lift and transonic performance for the EA-6B aircraft

NASA Technical Reports Server (NTRS)

Allison, Dennis O.; Waggoner, E. G.

1990-01-01

Computational predictions of the effects of wing contour modifications on maximum lift and transonic performance were made and verified against low speed and transonic wind tunnel data. This effort was part of a program to improve the maneuvering capability of the EA-6B electronics countermeasures aircraft, which evolved from the A-6 attack aircraft. The predictions were based on results from three computer codes which all include viscous effects: MCARF, a 2-D subsonic panel code; TAWFIVE, a transonic full potential code; and WBPPW, a transonic small disturbance potential flow code. The modifications were previously designed with the aid of these and other codes. The wing modifications consists of contour changes to the leading edge slats and trailing edge flaps and were designed for increased maximum lift with minimum effect on transonic performance. The prediction of the effects of the modifications are presented, with emphasis on verification through comparisons with wind tunnel data from the National Transonic Facility. Attention is focused on increments in low speed maximum lift and increments in transonic lift, pitching moment, and drag resulting from the contour modifications.

Scale Effect on Clark Y Airfoil Characteristics from NACA Full-Scale Wind-Tunnel Tests

NASA Technical Reports Server (NTRS)

Silverstein, Abe

1935-01-01

This report presents the results of wind tunnel tests conducted to determine the aerodynamic characteristics of the Clark Y airfoil over a large range of Reynolds numbers. Three airfoils of aspect ratio 6 and with 4, 6, and 8 foot chords were tested at velocities between 25 and 118 miles per hour, and the characteristics were obtained for Reynolds numbers (based on the airfoil chord) in the range between 1,000,000 and 9,000,000 at the low angles of attack, and between 1,000,000 and 6,000,000 at maximum lift. With increasing Reynolds number the airfoil characteristics are affected in the following manner: the drag at zero lift decreases, the maximum lift increases, the slope of the lift curve increases, the angle of zero lift occurs at smaller negative angles, and the pitching moment at zero lift does not change appreciably.

29 CFR 1926.1441 - Equipment with a rated hoisting/lifting capacity of 2,000 pounds or less.

Code of Federal Regulations, 2011 CFR

2011-07-01

... CONSTRUCTION Cranes and Derricks in Construction § 1926.1441 Equipment with a rated hoisting/lifting capacity... crane/derrick lifts—supplemental requirements); § 1926.1434 (Equipment modifications); § 1926.1435 (Tower cranes); § 1926.1436 (Derricks); § 1926.1437 (Floating cranes/derricks and land cranes/derricks on...

NASA's advanced space transportation system launch vehicles

NASA Technical Reports Server (NTRS)

Branscome, Darrell R.

1991-01-01

Some insight is provided into the advanced transportation planning and systems that will evolve to support long term mission requirements. The general requirements include: launch and lift capacity to low earth orbit (LEO); space based transfer systems for orbital operations between LEO and geosynchronous equatorial orbit (GEO), the Moon, and Mars; and Transfer vehicle systems for long duration deep space probes. These mission requirements are incorporated in the NASA Civil Needs Data Base. To accomplish these mission goals, adequate lift capacity to LEO must be available: to support science and application missions; to provide for construction of the Space Station Freedom; and to support resupply of personnel and supplies for its operations. Growth in lift capacity must be time phased to support an expanding mission model that includes Freedom Station, the Mission to Planet Earth, and an expanded robotic planetary program. The near term increase in cargo lift capacity associated with development of the Shuttle-C is addressed. The joint DOD/NASA Advanced Launch System studies are focused on a longer term new cargo capability that will significantly reduce costs of placing payloads in space.

Back muscle strength, lifting, and stooped working postures.

PubMed

Poulsen, E; Jørgensen, K

1971-09-01

When lifting loads and working in a forward stooped position, the muscles of the back rather than the ligaments and bony structures of the spine should overcome the gravitational forces. Formulae, based on measurements of back muscle strength, for prediction of maximal loads to be lifted, and for the ability to sustain work in a stooped position, have been worked out and tested in practical situations. From tests with 50 male and female subjects the simplest prediction formulae for maximum loads were: max. load = 1.10 x isometric back muscle strength for men; and max. load = 0.95 x isometric back muscle strength - 8 kg for women. Some standard values for maximum lifts and permissible single and repeated lifts have been calculated for men and women separately and are given in Table 1. From tests with 65 rehabilitees it was found that the maximum isometric strength of the back muscles measured at shoulder height should exceed 2/3 of the body weight, if fatigue and/or pain in the back muscles is to be avoided during work in a standing stooped position.

Airfoils for wind turbine

DOEpatents

Tangler, James L.; Somers, Dan M.

2000-01-01

Airfoils for the tip and mid-span regions of a wind turbine blade have upper surface and lower surface shapes and contours between a leading edge and a trailing edge that minimize roughness effects of the airfoil and provide maximum lift coefficients that are largely insensitive to roughness effects. The airfoil in one embodiment is shaped and contoured to have a thickness in a range of about fourteen to seventeen percent, a Reynolds number in a range of about 1,500,000 to 2,000,000, and a maximum lift coefficient in a range of about 1.4 to 1.5. In another embodiment, the airfoil is shaped and contoured to have a thickness in a range of about fourteen percent to sixteen percent, a Reynolds number in a range of about 1,500,000 to 3,000,000, and a maximum lift coefficient in a range of about 0.7 to 1.5. Another embodiment of the airfoil is shaped and contoured to have a Reynolds in a range of about 1,500,000 to 4,000,000, and a maximum lift coefficient in a range of about 1.0 to 1.5.

Unknown loads affect force production capacity in early phases of bench press throws.

PubMed

Hernández Davó, J L; Sabido Solana, R; Sarabia Marínm, J M; Sánchez Martos, Á; Moya Ramón, M

2015-10-01

Explosive strength training aims to improve force generation in early phases of movement due to its importance in sport performance. The present study examined the influence of lack of knowledge about the load lifted in explosive parameters during bench press throws. Thirteen healthy young men (22.8±2.0 years) participated in the study. Participants performed bench press throws with three different loads (30, 50 and 70% of 1 repetition maximum) in two different conditions (known and unknown loads). In unknown condition, loads were changed within sets in each repetition and participants did not know the load, whereas in known condition the load did not change within sets and participants had knowledge about the load lifted. Results of repeated-measures ANOVA revealed that unknown conditions involves higher power in the first 30, 50, 100 and 150 ms with the three loads, higher values of ratio of force development in those first instants, and differences in time to reach maximal rate of force development with 50 and 70% of 1 repetition maximum. This study showed that unknown conditions elicit higher values of explosive parameters in early phases of bench press throws, thereby this kind of methodology could be considered in explosive strength training.

JEFF: Air transport system design simulation

NASA Technical Reports Server (NTRS)

1992-01-01

Jeff is a remotely piloted vehicle designed by the Blue Team, a division of AE441, Inc., to fulfill the mission proposed by G-Dome Enterprises: to build a cost efficient aircraft to service Aeroworld with overnight cargo delivery. The design of Jeff was most significantly influenced by the need to minimize costs. This objective was pursued by building fewer large planes as opposed to many small planes. Thus, by building an aircraft with a large payload capacity, G-Dome Enterprises will be able to minimize the large costs and the large number of cycles that are associated with a large fleet. Another factor which had a significant influence on our design was the constraint that our design had to fit into a 2'x2'x5' storage container. This constraint meant that unless we wanted to build foldable wings that Jeff's span would be limited to 10 feet. Since this was not enough lifting surface to suit our needs a canard configuration was chosen to get the needed lifting surface and avoid the structural dilemma of foldable wings. The aircraft is constructed mainly of balsa, with spruce wing and canard spars and a monokote covering. It was designed to support a maximum payload weight of 35 oz. (total aircraft weight of 108 oz.) and withstand a maximum load factor of 2.5.

Numerical investigation for design and critical performance evaluation of a horizontal axis hydrokinetic turbine

NASA Astrophysics Data System (ADS)

Subhra Mukherji, Suchi; Banerjee, Arindam

2010-11-01

We will discuss findings from our numerical investigation on the hydrodynamic performance of horizontal axis hydrokinetic turbines (HAHkT) under different turbine geometries and flow conditions. Hydrokinetic turbines are a class of zero-head hydropower systems which utilizes kinetic energy of flowing water to drive a generator. However, such turbines very often suffer from low efficiency which is primarily controlled by tip-speed ratio, solidity, angle of attack and number of blades. A detailed CFD study was performed using two-dimensional and three dimensional numerical models to examine the effect of each of these parameters on the performance of small HAHkTs having power capacities <= 10 kW. The two-dimensional numerical results provide an optimum angle of attack that maximizes the lift as well as lift to drag ratio yielding maximum power output. However three-dimensional numerical studies estimate optimum turbine solidity and blade numbers that produces maximum power coefficient at a given tip speed ratio. In addition, simulations were also performed to observe the axial velocity deficit at the turbine rotor downstream for different tip-speed ratios to obtain both qualitative and quantitative details about stall delay phenomena and the energy loss suffered by the turbine under ambient flow condition.

A simple method for assessment of muscle force, velocity, and power producing capacities from functional movement tasks.

PubMed

Zivkovic, Milena Z; Djuric, Sasa; Cuk, Ivan; Suzovic, Dejan; Jaric, Slobodan

2017-07-01

A range of force (F) and velocity (V) data obtained from functional movement tasks (e.g., running, jumping, throwing, lifting, cycling) performed under variety of external loads have typically revealed strong and approximately linear F-V relationships. The regression model parameters reveal the maximum F (F-intercept), V (V-intercept), and power (P) producing capacities of the tested muscles. The aim of the present study was to evaluate the level of agreement between the routinely used "multiple-load model" and a simple "two-load model" based on direct assessment of the F-V relationship from only 2 external loads applied. Twelve participants were tested on the maximum performance vertical jumps, cycling, bench press throws, and bench pull performed against a variety of different loads. All 4 tested tasks revealed both exceptionally strong relationships between the parameters of the 2 models (median R = 0.98) and a lack of meaningful differences between their magnitudes (fixed bias below 3.4%). Therefore, addition of another load to the standard tests of various functional tasks typically conducted under a single set of mechanical conditions could allow for the assessment of the muscle mechanical properties such as the muscle F, V, and P producing capacities.

Advanced underwater lift device

NASA Technical Reports Server (NTRS)

Flanagan, David T.; Hopkins, Robert C.

1993-01-01

Flexible underwater lift devices ('lift bags') are used in underwater operations to provide buoyancy to submerged objects. Commercially available designs are heavy, bulky, and awkward to handle, and thus are limited in size and useful lifting capacity. An underwater lift device having less than 20 percent of the bulk and less than 10 percent of the weight of commercially available models was developed. The design features a dual membrane envelope, a nearly homogeneous envelope membrane stress distribution, and a minimum surface-to-volume ratio. A proof-of-concept model of 50 kg capacity was built and tested. Originally designed to provide buoyancy to mock-ups submerged in NASA's weightlessness simulators, the device may have application to water-landed spacecraft which must deploy flotation upon impact, and where launch weight and volume penalties are significant. The device may also be useful for the automated recovery of ocean floor probes or in marine salvage applications.

Wind-tunnel and Flight Investigations of the Use of Leading-Edge Area Suction for the Purpose of Increasing the Maximum Lift Coefficient of a 35 Degree Swept-Wing Airplane

NASA Technical Reports Server (NTRS)

Holzhauser, Curt A; Bray, Richard S

1956-01-01

An investigation was undertaken to determine the increase in maximum lift coefficient that could be obtained by applying area suction near the leading edge of a wing. This investigation was performed first with a 35 degree swept-wing model in the wind tunnel, and then with an operational 35 degree swept-wing airplane which was modified in accord with the wind-tunnel results. The wind-tunnel and flight tests indicated that the maximum lift coefficient was increased more than 50 percent by the use of area suction. Good agreement was obtained in the comparison of the wind-tunnel results with those measured in flight.

Physical Fitness to Enhance Aircrew G Tolerance

DTIC Science & Technology

1988-03-01

tolerance enhancement, G-induced loss of 06 10 consciousness, Physical conditioning, Physical fitness, Weight 0604 training, Weight lifting, Anaerobics ...such as weight lifting, directed toward increasing strength and anaerobic capacity will increase C-duration tolerance. This tolerance increase is...equipment to be used by aviators to increase (and maintain this increase) their strength and anaerobic capacity is described. Aerobics conditioning with

Examination of Air Force Crash Damaged or Disabled Aircraft Recovery Program Resourcing

DTIC Science & Technology

2011-06-01

Positioning for Lift ................................................................................... 2 Figure 4. 26 and 15-Ton Airbags Under Wing...15 Figure 5. Manufacture Depiction of Airbag System...lifting capacities are calculated at an airbag working pressure of seven pounds per square inch. The lifting bag example below is from AGE

Aerodynamics of the flying snake Chrysopelea paradisi: how a bluff body cross-sectional shape contributes to gliding performance.

PubMed

Holden, Daniel; Socha, John J; Cardwell, Nicholas D; Vlachos, Pavlos P

2014-02-01

A prominent feature of gliding flight in snakes of the genus Chrysopelea is the unique cross-sectional shape of the body, which acts as the lifting surface in the absence of wings. When gliding, the flying snake Chrysopelea paradisi morphs its circular cross-section into a triangular shape by splaying its ribs and flattening its body in the dorsoventral axis, forming a geometry with fore-aft symmetry and a thick profile. Here, we aimed to understand the aerodynamic properties of the snake's cross-sectional shape to determine its contribution to gliding at low Reynolds numbers. We used a straight physical model in a water tunnel to isolate the effects of 2D shape, analogously to studying the profile of an airfoil of a more typical flyer. Force measurements and time-resolved (TR) digital particle image velocimetry (DPIV) were used to determine lift and drag coefficients, wake dynamics and vortex-shedding characteristics of the shape across a behaviorally relevant range of Reynolds numbers and angles of attack. The snake's cross-sectional shape produced a maximum lift coefficient of 1.9 and maximum lift-to-drag ratio of 2.7, maintained increases in lift up to 35 deg, and exhibited two distinctly different vortex-shedding modes. Within the measured Reynolds number regime (Re=3000-15,000), this geometry generated significantly larger maximum lift coefficients than many other shapes including bluff bodies, thick airfoils, symmetric airfoils and circular arc airfoils. In addition, the snake's shape exhibited a gentle stall region that maintained relatively high lift production even up to the highest angle of attack tested (60 deg). Overall, the cross-sectional geometry of the flying snake demonstrated robust aerodynamic behavior by maintaining significant lift production and near-maximum lift-to-drag ratios over a wide range of parameters. These aerodynamic characteristics help to explain how the snake can glide at steep angles and over a wide range of angles of attack, but more complex models that account for 3D effects and the dynamic movements of aerial undulation are required to fully understand the gliding performance of flying snakes.

High-Lift Capability of Low Aspect Ratio Wings Utilizing Circulation Control and Upper Surface Blowing

DTIC Science & Technology

1980-07-01

span, ft (m) CD Drag coefficient, D/qS I CD Drag coefficient at zero lift CL Lift coefficient, L/qS CL Lift curve elope, aCL/aa I CL Maximum lift...recording on magnetic tape utilizing a Beckman 210 high-speed acquistion system. The wing-fuselage model was mounted in the test section such that...6, 7, and 8 show the tip sails have little impact on the zero or low-lift drag, but these j sails definitely influence the induced drag that is deve

29 CFR 1917.114 - Cargo doors.

Code of Federal Regulations, 2010 CFR

2010-07-01

... counterweights shall be guarded. (2) Lift trucks and cranes shall not be used to move mechanically operated doors.... (1) The door shall be connected to its lifting tackle with shackles or equally secure means. (2) Lifting bridles and tackles shall have a safety factor of five, based upon maximum anticipated static...

14 CFR 25.145 - Longitudinal control.

Code of Federal Regulations, 2010 CFR

2010-01-01

... complete retraction of the high lift devices from any position is begun during steady, straight, level...) If gated high-lift device control positions are provided, paragraph (c) of this section applies to retractions of the high-lift devices from any position from the maximum landing position to the first gated...

Implications of the Revised NIOSH Lifting Guide of 1991: A Field Study

DTIC Science & Technology

1992-12-01

fully understood. (c) Anthropometry . NIOSH (1981) found that no clear relationships exist between anthropometry and risk of injury from lifting. Body...gender, age, and anthropometry modify the risks of injury for populations of workers, but that the variability of these factors preclude using them to...reintroduces this type of flexibility to a lifting equation. In all four approaches to evaluating lifting capacity, anthropometry plays an important part

46 CFR 163.002-5 - Definitions.

Code of Federal Regulations, 2011 CFR

2011-10-01

... load means the sum of the weights of— (1) The rigid ladder or lift platform, the suspension cables (if... persons capacity of the hoist; (c) Lift height means the distance from the lowest step of the pilot ladder... (2) If the hoist does not have suspension cables, the ladder or lift platform is in its lowest...

46 CFR 163.002-5 - Definitions.

Code of Federal Regulations, 2010 CFR

2010-10-01

... load means the sum of the weights of— (1) The rigid ladder or lift platform, the suspension cables (if... persons capacity of the hoist; (c) Lift height means the distance from the lowest step of the pilot ladder... (2) If the hoist does not have suspension cables, the ladder or lift platform is in its lowest...

Development of Advanced High Lift Leading Edge Technology for Laminar Flow Wings

NASA Technical Reports Server (NTRS)

Bright, Michelle M.; Korntheuer, Andrea; Komadina, Steve; Lin, John C.

2013-01-01

This paper describes the Advanced High Lift Leading Edge (AHLLE) task performed by Northrop Grumman Systems Corporation, Aerospace Systems (NGAS) for the NASA Subsonic Fixed Wing project in an effort to develop enabling high-lift technology for laminar flow wings. Based on a known laminar cruise airfoil that incorporated an NGAS-developed integrated slot design, this effort involved using Computational Fluid Dynamics (CFD) analysis and quality function deployment (QFD) analysis on several leading edge concepts, and subsequently down-selected to two blown leading-edge concepts for testing. A 7-foot-span AHLLE airfoil model was designed and fabricated at NGAS and then tested at the NGAS 7 x 10 Low Speed Wind Tunnel in Hawthorne, CA. The model configurations tested included: baseline, deflected trailing edge, blown deflected trailing edge, blown leading edge, morphed leading edge, and blown/morphed leading edge. A successful demonstration of high lift leading edge technology was achieved, and the target goals for improved lift were exceeded by 30% with a maximum section lift coefficient (Cl) of 5.2. Maximum incremental section lift coefficients ( Cl) of 3.5 and 3.1 were achieved for a blown drooped (morphed) leading edge concept and a non-drooped leading edge blowing concept, respectively. The most effective AHLLE design yielded an estimated 94% lift improvement over the conventional high lift Krueger flap configurations while providing laminar flow capability on the cruise configuration.

Langley Full-scale-tunnel Investigation of Maximum Lift and Stability Characteristics of an Airplane Having Approximately Triangular Plan Form (DM-1 Glider)

NASA Technical Reports Server (NTRS)

Lovell, J Calvin; Wilson, Herbert A JR

1947-01-01

An investigation of the DM-1 Glider, which had approximately triangular plan form, an aspect ratio of 1.8 and a 60 degree sweptback leading edge, has been conducted in the Langley full-scale tunnel. The investigation consisted of the determination of the separate effects of the following modifications made to the glider on its maximum lift and stability characteristics: (a) installation of sharp leading edges over the inboard semispan of the wing, (b) removal of the vertical fin, (c) sealing of the elevon control-balance slots, (d) installation of redesigned thin vertical surfaces, (e) installation of faired sharp leading edges, and (f) installation of canopy. The maximum lift coefficient of the DM-1 glider was increased from 0.61 to 1.01 by the installation of semispan sharp leading edges, and from 1.01 to 1.24 by the removal of the vertical fin and sealing of the elevon control-balance slots. The highest maximum lift coefficient (1.32) was obtained when the faired sharp leading edges and the thin vertical surfaces were attached to the glider. The original DM-1 glider was longitudinally stable. The semispan sharp leading edges shifted the neutral point forward approximately 3 percent of the root chord at moderate lift coefficients, and the glider configuration with these sharp leading edges attached was longitudinally unstable, for the assumed center-of-gravity location, at lift coefficients above 0.73. Sealing the elevon control-balance slots and installing the faired sharp leading edges, the thin vertical surfaces, and the canopy shifted the neutral point forward approximately 8 percent of the root chord.

Representing pump-capacity relations in groundwater simulation models

USGS Publications Warehouse

Konikow, Leonard F.

2010-01-01

The yield (or discharge) of constant-speed pumps varies with the total dynamic head (or lift) against which the pump is discharging. The variation in yield over the operating range of the pump may be substantial. In groundwater simulations that are used for management evaluations or other purposes, where predictive accuracy depends on the reliability of future discharge estimates, model reliability may be enhanced by including the effects of head-capacity (or pump-capacity) relations on the discharge from the well. A relatively simple algorithm has been incorporated into the widely used MODFLOW groundwater flow model that allows a model user to specify head-capacity curves. The algorithm causes the model to automatically adjust the pumping rate each time step to account for the effect of drawdown in the cell and changing lift, and will shut the pump off if lift exceeds a critical value. The algorithm is available as part of a new multinode well package (MNW2) for MODFLOW.

Representing pump-capacity relations in groundwater simulati on models

USGS Publications Warehouse

Konikow, Leonard F.

2010-01-01

The yield (or discharge) of constant-speed pumps varies with the total dynamic head (or lift) against which the pump is discharging. The variation in yield over the operating range of the pump may be substantial. In groundwater simulations that are used for management evaluations or other purposes, where predictive accuracy depends on the reliability of future discharge estimates, model reliability may be enhanced by including the effects of head-capacity (or pump-capacity) relations on the discharge from the well. A relatively simple algorithm has been incorporated into the widely used MODFLOW groundwater flow model that allows a model user to specify head-capacity curves. The algorithm causes the model to automatically adjust the pumping rate each time step to account for the effect of drawdown in the cell and changing lift, and will shut the pump off if lift exceeds a critical value. The algorithm is available as part of a new multinode well package (MNW2) for MODFLOW. ?? 2009 National Ground Water Association.

An Investigation of the Wing and the Wing-Fuselage Combination of a Full-Scale Model of the Republic XP-91 Airplane in the Ames 40-by 80-Foot Wing Tunnel

NASA Technical Reports Server (NTRS)

Hunton, Lynn W.; Dew, Joseph K.

1948-01-01

Wind-tunnel tests of a full-scale model of the Republic XP-91 airplane were conducted to determine the longitudinal and lateral characteristics of the wing alone and the wing-fuselage combination, the characteristics of the aileron, and the damping in roll af the wing alone. Various high-lift devices were investigated including trailing-edge split flaps and partial- and full-span leading-edge slats and Krueger-type nose flaps. Results of this investigation showed that a very significant gain in maximum lift could be achieved through use of the proper leading-edge device, The maximum lift coefficient of the model with split flaps and the original partial-span straight slats was only 1.2; whereas a value of approximately 1.8 was obtained by drooping the slat and extending it full span, Improvement in maximum lift of approximately the same amount resulted when a full-span nose flap was substituted for the original partial-span slat.

Aerodynamic characteristics of a large-scale lift-engine fighter model with external swiveling lift-engines

NASA Technical Reports Server (NTRS)

Barrack, J. P.; Kirk, J. V.

1972-01-01

The aerodynamic characteristics of a six-engine (four lift, two lift-cruise) lift-engine model obtained in the Ames 40- by 80-foot wind tunnel are presented. The model was an approximate one-half scale representation of a lift-engine VTOL fighter aircraft with a variable-sweep wing. The four lift-engines were housed in the aft fuselage with the inlets located above the wing. Longitudinal and lateral-directional force and moment data are presented for a range of exhaust gas momentum ratios (thrust coefficients). Wind tunnel forward speed was varied from 0 to 140 knots corresponding to a maximum Reynolds number of 6.7 million. The data are presented without analysis.

49 CFR 178.811 - Bottom lift test.

Code of Federal Regulations, 2010 CFR

2010-10-01

... passing the test. For all IBC design types designed to be lifted from the base, there may be no permanent deformation which renders the IBC unsafe for transportation and no loss of contents. [Amdt. 178-103, 59 FR... bottom lift test. The IBC must be loaded to 1.25 times its maximum permissible gross mass, the load being...

14 CFR 382.97 - To which aircraft does the requirement to provide boarding and deplaning assistance through the...

Code of Federal Regulations, 2010 CFR

2010-01-01

... provide boarding and deplaning assistance through the use of lifts apply? 382.97 Section 382.97... through the use of lifts apply? The requirement of section 382.95(b) of this Part to provide boarding and deplaning assistance through the use of lifts applies with respect to all aircraft with a passenger capacity...

14 CFR 382.97 - To which aircraft does the requirement to provide boarding and deplaning assistance through the...

Code of Federal Regulations, 2011 CFR

2011-01-01

... provide boarding and deplaning assistance through the use of lifts apply? 382.97 Section 382.97... through the use of lifts apply? The requirement of section 382.95(b) of this Part to provide boarding and deplaning assistance through the use of lifts applies with respect to all aircraft with a passenger capacity...

Examination of a lumbar spine biomechanical model for assessing axial compression, shear, and bending moment using selected Olympic lifts.

PubMed

Eltoukhy, Moataz; Travascio, Francesco; Asfour, Shihab; Elmasry, Shady; Heredia-Vargas, Hector; Signorile, Joseph

2016-09-01

Loading during concurrent bending and compression associated with deadlift, hang clean and hang snatch lifts carries the potential for injury to the intervertebral discs, muscles and ligaments. This study examined the capacity of a newly developed spinal model to compute shear and compressive forces, and bending moments in lumbar spine for each lift. Five male subjects participated in the study. The spine was modeled as a chain of rigid bodies (vertebrae) connected via the intervertebral discs. Each vertebral reference frame was centered in the center of mass of the vertebral body, and its principal directions were axial, anterior-posterior, and medial-lateral. The results demonstrated the capacity of this spinal model to assess forces and bending moments at and about the lumbar vertebrae by showing the variations among these variables with different lifting techniques. These results show the model's potential as a diagnostic tool.

Is Borg's perceived exertion scale a useful indicator of muscular and cardiovascular load in blue-collar workers with lifting tasks? A cross-sectional workplace study.

PubMed

Jakobsen, Markus Due; Sundstrup, Emil; Persson, Roger; Andersen, Christoffer H; Andersen, Lars L

2014-02-01

To investigate associations between perceived exertion and objectively assessed muscular and cardiovascular load during a full working day among workers with manual lifting tasks. A total of 159 men and 41 women from 14 workplaces with manual lifting tasks participated. Participants reported perceived exertion (BORG-CR10) at midday and after work. Surface electromyography of the thigh, lower back and neck muscles were normalized to isometric voluntary contractions (MVC) to express relative muscle load during the day. Cardiovascular load was measured with electrocardiography and calculated as the average percentage of the heart rate reserve capacity (((heart rate during work - resting heart rate) / (maximum heart rate - resting heart rate)) * 100) during the day. Using linear regression, significant but weak associations (β < 0.23) were observed between perceived exertion and (1) high muscle activity (>60% of MVC) of the neck muscles and (2) inactivity (<1% of MVC) of the thigh muscles and (3) cardiovascular load, respectively. Using logistic regression, perceived exertion ≥4 (high exertion), referencing <4 (low-to-moderate exertion), was related to high activity of the trapezius muscle [OR 18 (95% CI 2-143)], i.e., the odds for experiencing high exertion during work increased 18-fold for each percentage increase in time above 60% MVC. During a full working day among blue-collar workers with lifting tasks, high neck muscle activity increases the odds for experiencing high perceived physical exertion. Perceived exertion of at least 4 on the BORG CR10 scale appears to be a good indicator that high muscular loading occurs.

Does team lifting increase the variability in peak lumbar compression in ironworkers?

PubMed

Faber, Gert; Visser, Steven; van der Molen, Henk F; Kuijer, P Paul F M; Hoozemans, Marco J M; Van Dieën, Jaap H; Frings-Dresen, Monique H W

2012-01-01

Ironworkers frequently perform heavy lifting tasks in teams of two or four workers. Team lifting could potentially lead to a higher variation in peak lumbar compression forces than lifts performed by one worker, resulting in higher maximal peak lumbar compression forces. This study compared single-worker lifts (25-kg, iron bar) to two-worker lifts (50-kg, two iron bars) and to four-worker lifts (100-kg, iron lattice). Inverse dynamics was used to calculate peak lumbar compression forces. To assess the variability in peak lumbar loading, all three lifting tasks were performed six times. Results showed that the variability in peak lumbar loading was somewhat higher in the team lifts compared to the single-worker lifts. However, despite this increased variability, team lifts did not result in larger maximum peak lumbar compression forces. Therefore, it was concluded that, from a biomechanical point of view, team lifting does not result in an additional risk for low back complaints in ironworkers.

Effects of deflected thrust on the longitudinal aerodynamic characteristics of a close-coupled wing-canard configuration. [in the Langley V/STOL tunnel

NASA Technical Reports Server (NTRS)

Yip, L. P.; Paulson, J. W., Jr.

1977-01-01

The effects of power on the longitudinal aerodynamic characteristics of a close-coupled wing-canard fighter configuration with partial-span rectangular nozzles at the trailing edge of the wing were investigated. Data were obtained on a basic wing-strake configuration for nozzle and flap deflections from 0 deg to 30 deg and for nominal thrust coefficients from 0 to 0.30. The model was tested over an angle-of-attack range from -2 deg to 40 deg at Mach numbers of 0.15 and 0.18. Results show substantial improvements in lift-curve slope, in maximum lift, and in drag-due-to-lift efficiency when the canard and strakes have been added to the basic wing-fuselage (wing-alone) configuration. Addition of power increased both lift-curve slope and maximum lift, improved longitudinal stability, and reduced drag due to lift on both the wing-canard and wing-canard-strake configurations. These beneficial effects are primarily derived from boundary-layer control due to moderate thrust coefficients which delay flow separation on the nozzle and inboard portion of the wing flaps.

Two-loads Method for Distinguishing among the Muscle Force, Velocity, and Power Producing Capacities

PubMed Central

Jaric, Slobodan

2016-01-01

It has been generally accepted that muscles could have different mechanical capacities, such as those for producing high force (F), velocity (V), and power (P) outputs. Nevertheless, the standard procedures of the evaluation of muscle function both in research and routine testing are typically conducted under a single mechanical condition, such as under a single external load. Therefore, the observed outcomes do not allow for distinguishing among the different muscle capacities. As a result, the outcomes of most of the routine testing procedures have been of limited informational value, while a number of debated issues in research have originated from arbitrarily interpreted experimental findings regarding specific muscle capacities. A solution for the discussed problem could be based on the approximately linear and exceptionally strong F-V relationship typically observed from various functional tasks performed under different external loads. These findings allow for the 'two-loads method' proposed in this Current Opinion: the functional movement tasks (e.g., maximum jumping, cycling, running, pushing, lifting, or throwing) should be tested against just 2 distinctive external loads. Namely, the F-V relationship determined by 2 pairs of the F and V data could provide the parameters depicting the maximum F (i.e., the F-intercept), V (V-intercept), and P (calculated from the product of F and V) output of the tested muscles. Therefore, the proposed two-loads method applied in both research and routine testing could provide a deeper insight into the mechanical properties and function of the tested muscles and resolve a number of debated issues in the literature. PMID:27075326

Project SPARC: Space-Based Aeroassisted Reusable Craft

NASA Technical Reports Server (NTRS)

1990-01-01

Future United States' space facilities include a Space Station in low Earth orbit (LEO) and a Geosynchronous Operations Support Center, or GeoShack, in geosynchronous orbit (GEO). One possible mode of transfer between the two orbits is an aerobraking vehicle. When traveling from GEO to LEO, the Earth's atmosphere can be used to aerodynamically reduce the velocity of the vehicle, which reduces the amount of propulsive change in velocity required for the mission. An aerobrake is added to the vehicle for this purpose, but the additional mass increases propellant requirements. This increase must not exceed the amount of propellant saved during the aeropass. The design and development of an aerobraking vehicle that will transfer crew and cargo between the Space Station and GeoShack is examined. The vehicle is referred to as Project SPARC, a SPace-based Aeroassisted Reusable Craft. SPARC consists of a removable 45 ft diameter aerobrake, two modified Pratt and Whitney Advanced Expander Engines with a liquid oxygen/liquid hydrogen propellant, a removable crew module with a maximum capacity of five, and standard sized payload bays providing a maximum payload capacity of 28,000 lbm. The aerobrake, a rigid, ellipsoidally blunted elliptical cone, provides lift at zero angle-of-attack due to a 73 deg rake angle, and is covered with a flexible multi-layer thermal protection system. Maximum dry mass of the vehicle without payload is 20,535 lbm, and the maximum propellant requirement is 79,753 lbm at an oxidizer to fuel ratio of 6/1. Key advantages of SPARC include its capability to meet mission changes, and its removable aerobrake and crew module.

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.

Analysis and correlation with theory of rotor lift-limit test data

NASA Technical Reports Server (NTRS)

Sheffler, M.

1979-01-01

A wind tunnel test program to define the cruise performance and determine any limitations to lift and propulsive force of a conventional helicopter rotor is described. A 2.96 foot radius model rotor was used. The maximum lift and propulsive force obtainable from an articulated rotor for advance ratios of 0.4 to 0.67, and the blade load growth as the lift approaches the limit are determined. Cruise rotor performance for advance ratios of 0.4 to 0.67 and the sensitivity of the rotor forces and moments to rotor control inputs as the lift limit is approached are established.

Method for calculating lift distributions for unswept wings with flaps or ailerons by use of nonlinear section lift data

NASA Technical Reports Server (NTRS)

Sivells, James C; Westrick, Gertrude C

1952-01-01

A method is presented which allows the use of nonlinear section lift data in the calculation of the spanwise lift distribution of unswept wings with flaps or ailerons. This method is based upon lifting line theory and is an extension to the method described in NACA rep. 865. The mathematical treatment of the discontinuity in absolute angle of attack at the end of the flap or aileron involves the use of a correction factor which accounts for the inability of a limited trigonometric series to represent adequately the spanwise lift distribution. A treatment of the apparent discontinuity in maximum section lift coefficient is also described. Simplified computing forms containing detailed examples are given for both symmetrical and asymmetrical lift distributions. A few comparisons of calculated characteristics with those obtained experimentally are also presented.

Climate Change and Water Infrastructure in Central Asia: adaptation capacities and institutional challenges

NASA Astrophysics Data System (ADS)

Abdullaev, Iskandar; Rakhmatullaev, Shavkat

2014-05-01

The paper discusses vulnerability areas of water sector in arid Central Asia due to climate change projections with particular focus on adaptation to sustainable operation of physical infrastructure capacities (from legal, institutional and technical aspects). Two types of technical installations are the main focus of this paper, i.e., electrical lift irrigation systems and water reservoirs. The first set of electrical lift infrastructure is strategic for delivering water to water users via pumps, diversion structures, vertical drainage facilities and groundwater boreholes; on the other hand, the primarily task of second set of structures is to accumulate the water resources for sectors of economy. In Central Asia, approximately, 20-50% of irrigation water is lifted, yet major of lift structures are in very poor technical conditions coupled with ever increasing of electricity tariffs. Furthermore, useful volumes capacities of water reservoirs are being severely diminished due to bio-physical geomorphologic processes, improper operational regimes and chronic financing for special in-house sedimentation surveys. Most importantly, the key argument is that irrigation sector should internalize its adaptation efforts, i.e., integrate renewable energy technologies, energy audit programs and lastly design comprehensive investment prioritization processes and programs. Otherwise, water sector will be at great risk for continued provision of fundamental services to the public, food security and industry

Aerodynamic Performance and Static Stability at Mach Number 3.3 of an Aircraft Configuration Employing Three Triangular Wing Panels and a Body Equal Length

NASA Technical Reports Server (NTRS)

James, Carlton S.

1960-01-01

An aircraft configuration, previously conceived as a means to achieve favorable aerodynamic stability characteristics., high lift-drag ratio, and low heating rates at high supersonic speeds., was modified in an attempt to increase further the lift-drag ratio without adversely affecting the other desirable characteristics. The original configuration consisted of three identical triangular wing panels symmetrically disposed about an ogive-cylinder body equal in length to the root chord of the panels. This configuration was modified by altering the angular disposition of the wing panels, by reducing the area of the panel forming the vertical fin, and by reshaping the body to produce interference lift. Six-component force and moment tests of the modified configuration at combined angles of attack and sideslip were made at a Mach number of 3.3 and a Reynolds number of 5.46 million. A maximum lift-drag ratio of 6.65 (excluding base drag) was measured at a lift coefficient of 0.100 and an angle of attack of 3.60. The lift-drag ratio remained greater than 3 up to lift coefficient of 0.35. Performance estimates, which predicted a maximum lift-drag ratio for the modified configuration 27 percent greater than that of the original configuration, agreed well with experiment. The modified configuration exhibited favorable static stability characteristics within the test range. Longitudinal and directional centers of pressure were slightly aft of the respective centroids of projected plan-form and side area.

49 CFR 178.975 - Top lift test.

Code of Federal Regulations, 2011 CFR

2011-10-01

... Packagings design types designed to be lifted from the top, there may be no permanent deformation which renders the Large Packagings unsafe for transport and no loss of contents. ... design types must be filled to six times the maximum permissible gross mass, the load being evenly...

49 CFR 178.975 - Top lift test.

Code of Federal Regulations, 2014 CFR

2014-10-01

... Packagings design types designed to be lifted from the top, there may be no permanent deformation which renders the Large Packagings unsafe for transport and no loss of contents. ... design types must be filled to six times the maximum permissible gross mass, the load being evenly...

49 CFR 178.975 - Top lift test.

Code of Federal Regulations, 2012 CFR

2012-10-01

... Packagings design types designed to be lifted from the top, there may be no permanent deformation which renders the Large Packagings unsafe for transport and no loss of contents. ... design types must be filled to six times the maximum permissible gross mass, the load being evenly...

49 CFR 178.975 - Top lift test.

Code of Federal Regulations, 2013 CFR

2013-10-01

... Packagings design types designed to be lifted from the top, there may be no permanent deformation which renders the Large Packagings unsafe for transport and no loss of contents. ... design types must be filled to six times the maximum permissible gross mass, the load being evenly...

Numerical calculation of aerodynamics wind turbine blade S809 airfoil and comparison of theoretical calculations with experimental measurements and confirming with NREL data

NASA Astrophysics Data System (ADS)

Sogukpinar, Haci; Bozkurt, Ismail

2018-02-01

Aerodynamic performance of the airfoil plays the most important role to obtain economically maximum efficiency from a wind turbine. Therefore airfoil should have an ideal aerodynamic shape. In this study, aerodynamic simulation of S809 airfoil is conducted and obtained result compared with previously made NASA experimental result and NREL theoretical data. At first, Lift coefficient, lift to drag ratio and pressure coefficient around S809 airfoil are calculated with SST turbulence model, and are compared with experimental and other theoretical data to correlate simulation correctness of the computational approaches. And result indicates good correlation with both experimental and theoretical data. This calculation point out that as the increasing relative velocity, lift to drag ratio increases. Lift to drag ratio attain maximum at the angle around 6 degree and after that starts to decrease again. Comparison shows that CFD code used in this calculation can predict aerodynamic properties of airfoil.

Optimization of multi-element airfoils for maximum lift

NASA Technical Reports Server (NTRS)

Olsen, L. E.

1979-01-01

Two theoretical methods are presented for optimizing multi-element airfoils to obtain maximum lift. The analyses assume that the shapes of the various high lift elements are fixed. The objective of the design procedures is then to determine the optimum location and/or deflection of the leading and trailing edge devices. The first analysis determines the optimum horizontal and vertical location and the deflection of a leading edge slat. The structure of the flow field is calculated by iteratively coupling potential flow and boundary layer analysis. This design procedure does not require that flow separation effects be modeled. The second analysis determines the slat and flap deflection required to maximize the lift of a three element airfoil. This approach requires that the effects of flow separation from one or more of the airfoil elements be taken into account. The theoretical results are in good agreement with results of a wind tunnel test used to corroborate the predicted optimum slat and flap positions.

Preliminary Investigation in the NACA Low-Turbulence Tunnel of Low-drag Airfoil Sections Suitable for Admitting Air at the Leading Edge

NASA Technical Reports Server (NTRS)

von Doenhoff, Albert E.; Horton, Elmer A.

1942-01-01

An investigation was carried out in the NACA low-turbulence tunnel to develop low-drag airfoil sections suitable for admitting air at the leading edge. A thickness distribution having the desired type of pressure distribution was found from tests of a flexible model. Other airfoil shapes were derived from this original shape by varying the thickness, the camper, the leading-edge radius, and the size of the leading-edge opening. Data are presented giving the characteristics of the airfoil shapes in the range of lift coefficients for high-speed and cruising flight. Shapes have been developed which show no substantial increases in drag over that of the same position along the chord. Many of these shapes appear to have higher critical compressibility speeds than plain airfoils of the same thickness. Low-drag airfoil sections have been developed with openings in the leading edge as large as 41.5 percent of the maximum thickness. The range of lift coefficients for low drag in several cases is nearly as large as that of the corresponding plain airfoil sections. Preliminary measurements of maximum lift characteristics indicate that nose-opening sections of the type herein considered may not produce any marked effects on the maximum lift coefficient.

Grid-Adapted FUN3D Computations for the Second High Lift Prediction Workshop

NASA Technical Reports Server (NTRS)

Lee-Rausch, E. M.; Rumsey, C. L.; Park, M. A.

2014-01-01

Contributions of the unstructured Reynolds-averaged Navier-Stokes code FUN3D to the 2nd AIAA CFD High Lift Prediction Workshop are described, and detailed comparisons are made with experimental data. Using workshop-supplied grids, results for the clean wing configuration are compared with results from the structured code CFL3D Using the same turbulence model, both codes compare reasonably well in terms of total forces and moments, and the maximum lift is similarly over-predicted for both codes compared to experiment. By including more representative geometry features such as slat and flap brackets and slat pressure tube bundles, FUN3D captures the general effects of the Reynolds number variation, but under-predicts maximum lift on workshop-supplied grids in comparison with the experimental data, due to excessive separation. However, when output-based, off-body grid adaptation in FUN3D is employed, results improve considerably. In particular, when the geometry includes both brackets and the pressure tube bundles, grid adaptation results in a more accurate prediction of lift near stall in comparison with the wind-tunnel data. Furthermore, a rotation-corrected turbulence model shows improved pressure predictions on the outboard span when using adapted grids.

Airfoil modification effects on subsonic and transonic pressure distributions and performance for the EA-6B airplane

NASA Technical Reports Server (NTRS)

Allison, Dennis O.; Sewall, William G.

1995-01-01

Longitudinal characteristics and wing-section pressure distributions are compared for the EA-6B airplane with and without airfoil modifications. The airfoil modifications were designed to increase low-speed maximum lift for maneuvering, while having a minimal effect on transonic performance. Section contour changes were confined to the leading-edge slat and trailing-edge flap regions of the wing. Experimental data are analyzed from tests in the Langley 16-Foot Transonic Tunnel on the baseline and two modified wing-fuselage configurations with the slats and flaps in their retracted positions. Wing modification effects on subsonic and transonic performance are seen in wing-section pressure distributions of the various configurations at similar lift coefficients. The modified-wing configurations produced maximum lift coefficients which exceeded those of the baseline configuration at low-speed Mach numbers (0.300 and 0.400). This benefit was related to the behavior of the wing upper surface leading-edge suction peak and the behavior of the trailing-edge pressure. At transonic Mach numbers (0.725 to 0.900), the wing modifications produced a somewhat stronger nose-down pitching moment, a slightly higher drag at low-lift levels, and a lower drag at higher lift levels.

Two-dimensional unsteady lift problems in supersonic flight

NASA Technical Reports Server (NTRS)

Heaslet, Max A; Lomax, Harvard

1949-01-01

The variation of pressure distribution is calculated for a two-dimensional supersonic airfoil either experiencing a sudden angle-of-attack change or entering a sharp-edge gust. From these pressure distributions the indicial lift functions applicable to unsteady lift problems are determined for two cases. Results are presented which permit the determination of maximum increment in lift coefficient attained by an unrestrained airfoil during its flight through a gust. As an application of these results, the minimum altitude for safe flight through a specific gust is calculated for a particular supersonic wing of given strength and wing loading.

Aerodynamic characteristics of a propeller-powered high-lift semispan wing

NASA Technical Reports Server (NTRS)

Gentry, Garl L., Jr.; Takallu, M. A.; Applin, Zachary T.

1994-01-01

A small-scale semispan high-lift wing-flap system equipped under the wing with a turboprop engine assembly was tested in the LaRC 14- by 22-Foot Subsonic Tunnel. Experimental data were obtained for various propeller rotational speeds, nacelle locations, and nacelle inclinations. To isolate the effects of the high lift system, data were obtained with and without the flaps and leading-edge device. The effects of the propeller slipstream on the overall longitudinal aerodynamic characteristics of the wing-propeller assembly were examined. Test results indicated that the lift coefficient of the wing could be increased by the propeller slipstream when the rotational speed was increased and high-lift devices were deployed. Decreasing the nacelle inclination (increased pitch down) enhanced the lift performance of the system much more than varying the vertical or horizontal location of the nacelle. Furthermore, decreasing the nacelle inclination led to higher lift curve slope values, which indicated that the powered wing could sustain higher angles of attack near maximum lift performance. Any lift augmentation was accompanied by a drag penalty due to the increased wing lift.

Design and analytical study of a rotor airfoil

NASA Technical Reports Server (NTRS)

Dadone, L. U.

1978-01-01

An airfoil section for use on helicopter rotor blades was defined and analyzed by means of potential flow/boundary layer interaction and viscous transonic flow methods to meet as closely as possible a set of advanced airfoil design objectives. The design efforts showed that the first priority objectives, including selected low speed pitching moment, maximum lift and drag divergence requirements can be met, though marginally. The maximum lift requirement at M = 0.5 and most of the profile drag objectives cannot be met without some compromise of at least one of the higher order priorities.

Optimum data analysis procedures for Titan 4 and Space Shuttle payload acoustic measurements during lift-off

NASA Technical Reports Server (NTRS)

Piersol, Allan G.

1991-01-01

Analytical expressions have been derived to describe the mean square error in the estimation of the maximum rms value computed from a step-wise (or running) time average of a nonstationary random signal. These analytical expressions have been applied to the problem of selecting the optimum averaging times that will minimize the total mean square errors in estimates of the maximum sound pressure levels measured inside the Titan IV payload fairing (PLF) and the Space Shuttle payload bay (PLB) during lift-off. Based on evaluations of typical Titan IV and Space Shuttle launch data, it has been determined that the optimum averaging times for computing the maximum levels are (1) T (sub o) = 1.14 sec for the maximum overall level, and T(sub oi) = 4.88 f (sub i) (exp -0.2) sec for the maximum 1/3 octave band levels inside the Titan IV PLF, and (2) T (sub o) = 1.65 sec for the maximum overall level, and T (sub oi) = 7.10 f (sub i) (exp -0.2) sec for the maximum 1/3 octave band levels inside the Space Shuttle PLB, where f (sub i) is the 1/3 octave band center frequency. However, the results for both vehicles indicate that the total rms error in the maximum level estimates will be within 25 percent the minimum error for all averaging times within plus or minus 50 percent of the optimum averaging time, so a precise selection of the exact optimum averaging time is not critical. Based on these results, linear averaging times (T) are recommended for computing the maximum sound pressure level during lift-off.

An Innovative Approach for Assessing the Ergonomic Risks of Lifting Tasks Using a Video Motion Capture System

DTIC Science & Technology

2006-03-01

strained, unusually tired, weak or out of breadth (as cited in Townley , Hair, & Strong, 2005). The data used in these trials yielded tables of maximum...stress when lifting objects near the floor (Chaffin, Andersson, & Martin, 1999). Townley et al. (2005) quantified lifting hazards by using a two...Nachemson, A. (1986). Back injuries in industry: A retrospective study, I. Overview and cost analysis. SPINE, 11, 241-245. Townley , A.C., Hair

Experimental investigation of lift enhancement for flying wing aircraft using nanosecond DBD plasma actuators

NASA Astrophysics Data System (ADS)

Yao, Junkai; Zhou, Danjie; He, Haibo; He, Chengjun; Shi, Zhiwei; Du, Hai

2017-04-01

The effects of the arrangement position and control parameters of nanosecond dielectric barrier discharge (NS-DBD) plasma actuators on lift enhancement for flying wing aircraft were investigated through wind tunnel experiments at a flow speed of 25 m s-1. The aerodynamic forces and moments were obtained by a six-component balance at angles of attack ranging from -4° to 28°. The lift, drag and pitching moment coefficients were compared for the cases with and without plasma control. The results revealed that the maximum control effect was achieved by placing the actuator at the leading edge of the inner and middle wing, for which the maximum lift coefficient increased by 37.8% and the stall angle of attack was postponed by 8° compared with the plasma-off case. The effects of modulation frequency and discharge voltage were also investigated. The results revealed that the lift enhancement effect of the NS-DBD plasma actuators was strongly influenced by the modulation frequency. Significant control effects were obtained at f = 70 Hz, corresponding to F + ≈ 1. The result for the pitching moment coefficient demonstrated that the plasma actuator can induce the reattachment of the separation flows when it is actuated. However, the results indicated that the discharge voltage had a negligible influence on the lift enhancement effect.

Blood lactate concentration at selected of olympic modes weightlifting.

PubMed

Gupta, S; Goswami, A

2001-04-01

This study highlights the blood lactate response of weightlifters (N = 5) in two modes of olympic lifts: Snatch (SN) and Clean & Jerk (CJ), during three types of training namely (1) one repetition lift (ORL), (2) Multiple set session (MSS) and (3) one set session (OSS). In ORL, 30, 40, 50, and 60 kg, each of one repetition only, were lifted with an interval of 5 min between two consecutive loads. Both MSS and OSS consisted of 6 sets of lift: 50% x 6 (i.e. 50% of 1 Repetition Maximum x 6 repetitions), 60% x 5, 70% x 4, 80% x 3, 90% x 2, and 100% x 1. In MSS, 3 to 3.5 min interval was given between two successive sets whereas in OSS the interval was approximately 24 hours. Lactate levels were very low (< 3.5 mM) in ORL. In MSS, lactate reached peak at an intermediate set, but, it was maximum at the first set and then declined gradually in OSS. In most of the cases, however, lactate were significantly higher in CJ than SN. The study concludes that: (a) anaerobic glycolysis is not stimulated considerably when the lifting time is only 4-5 sec, (b) repetition of lift plays more important role, than intensity, in lactate production, (c) CJ is more strenuous than SN for a given %RM.

Predicting a 10 repetition maximum for the free weight parallel squat using the 45 degrees angled leg press.

PubMed

Willardson, Jeffrey M; Bressel, Eadric

2004-08-01

The purpose of this research was to devise prediction equations whereby a 10 repetition maximum (10RM) for the free weight parallel squat could be predicted using the following predictor variables: 10RM for the 45 degrees angled leg press, body mass, and limb length. Sixty men were tested over a 3-week period, with 1 testing session each week. During each testing session, subjects performed a 10RM for the free weight parallel squat and 45 degrees angled leg press. Stepwise multiple regression analysis showed leg press mass lifted to be a significant predictor of squat mass lifted for both the advanced and the novice groups (p < 0.05). Leg press mass lifted accounted for approximately 25% of the variance in squat mass lifted for the novice group and 55% of the variance in squat mass lifted for the advanced group. Limb length and body mass were not significant predictors of squat mass lifted for either group. The following prediction equations were devised: (a) novice group squat mass = leg press mass (0.210) + 36.244 kg, (b) advanced group squat mass = leg press mass (0.310) + 19.438 kg, and (c) subject pool squat mass = leg press mass (0.354) + 2.235 kg. These prediction equations may save time and reduce the risk of injury when switching from the leg press to the squat exercise.

14 CFR 25.145 - Longitudinal control.

Code of Federal Regulations, 2014 CFR

2014-01-01

... complete retraction of the high lift devices from any position is begun during steady, straight, level... retractions of the high-lift devices from any position from the maximum landing position to the first gated... requirements of paragraph (c) of this section also apply to retractions from each approved landing position to...

14 CFR 25.145 - Longitudinal control.

Code of Federal Regulations, 2013 CFR

2013-01-01

... complete retraction of the high lift devices from any position is begun during steady, straight, level... retractions of the high-lift devices from any position from the maximum landing position to the first gated... requirements of paragraph (c) of this section also apply to retractions from each approved landing position to...

EMG Processing Based Measures of Fatigue Assessment during Manual Lifting.

PubMed

Shair, E F; Ahmad, S A; Marhaban, M H; Mohd Tamrin, S B; Abdullah, A R

2017-01-01

Manual lifting is one of the common practices used in the industries to transport or move objects to a desired place. Nowadays, even though mechanized equipment is widely available, manual lifting is still considered as an essential way to perform material handling task. Improper lifting strategies may contribute to musculoskeletal disorders (MSDs), where overexertion contributes as the highest factor. To overcome this problem, electromyography (EMG) signal is used to monitor the workers' muscle condition and to find maximum lifting load, lifting height and number of repetitions that the workers are able to handle before experiencing fatigue to avoid overexertion. Past researchers have introduced several EMG processing techniques and different EMG features that represent fatigue indices in time, frequency, and time-frequency domain. The impact of EMG processing based measures in fatigue assessment during manual lifting are reviewed in this paper. It is believed that this paper will greatly benefit researchers who need a bird's eye view of the biosignal processing which are currently available, thus determining the best possible techniques for lifting applications.

Unsteady Navier-Stokes computations over airfoils using both fixed and dynamic meshes

NASA Technical Reports Server (NTRS)

Rumsey, Christopher L.; Anderson, W. Kyle

1989-01-01

A finite volume implicit approximate factorization method which solves the thin layer Navier-Stokes equations was used to predict unsteady turbulent flow airfoil behavior. At a constant angle of attack of 16 deg, the NACA 0012 airfoil exhibits an unsteady periodic flow field with the lift coefficient oscillating between 0.89 and 1.60. The Strouhal number is 0.028. Results are similar at 18 deg, with a Strouhal number of 0.033. A leading edge vortex is shed periodically near maximum lift. Dynamic mesh solutions for unstalled airfoil flows show general agreement with experimental pressure coefficients. However, moment coefficients and the maximum lift value are underpredicted. The deep stall case shows some agreement with experiment for increasing angle of attack, but is only qualitatively comparable past stall and for decreasing angle of attack.

Low-speed aerodynamic characteristics of a 13.1-percent-thick, high-lift airfoil

NASA Technical Reports Server (NTRS)

Sivier, K. R.; Ormsbee, A. I.; Awker, R. W.

1974-01-01

Experimental study of the low-speed, sectional characteristics of a high-lift airfoil, and comparison of these characteristics with the predictions of the theoretical methods used in the airfoil's design. The 13.1% thick UI-1720 airfoil was found to achieve the predicted maximum lift coefficient of nearly 2.0. No upper-surface flow separation was found below the stall angle of attack of 16 deg; it appeared that stall was due to an abrupt leading-edge flow separation.

Optimal control of lift/drag ratios on a rotating cylinder

NASA Technical Reports Server (NTRS)

Ou, Yuh-Roung; Burns, John A.

1992-01-01

We present the numerical solution to a problem of maximizing the lift to drag ratio by rotating a circular cylinder in a two-dimensional viscous incompressible flow. This problem is viewed as a test case for the newly developing theoretical and computational methods for control of fluid dynamic systems. We show that the time averaged lift to drag ratio for a fixed finite-time interval achieves its maximum value at an optimal rotation rate that depends on the time interval.

Development of a nonlinear switching function and its application to static lift characteristics of straight wings

NASA Technical Reports Server (NTRS)

Hewes, D. E.

1978-01-01

A mathematical modeling technique was developed for the lift characteristics of straight wings throughout a very wide angle of attack range. The technique employs a mathematical switching function that facilitates the representation of the nonlinear aerodynamic characteristics in the partially and fully stalled regions and permits matching empirical data within + or - 4 percent of maximum values. Although specifically developed for use in modeling the lift characteristics, the technique appears to have other applications in both aerodynamic and nonaerodynamic fields.

Wind-tunnel tests on model wing with Fowler flap and specially developed leading-edge slot

NASA Technical Reports Server (NTRS)

Weick, Fred E; Platt, Robert C

1933-01-01

An investigation was made in the NACA 7 by 10 foot wind tunnel to find the increase in maximum lift coefficient which could be obtained by providing a model wing with both a Fowler trailing-edge extension flap and a Handley Page type leading-edge slot. A conventional Handley page slot proportioned to operate on the plain wing without a flap gave but a slight increase with the flap; so a special form of slot was developed to work more effectively with the flap. With the best combined arrangement the maximum lift coefficient based on the original area was increased from 3.17, for the Fowler wing, to 3.62. The minimum drag coefficient with both devices retracted was increased in approximately the same proportion. Tests were also made with the special-type slot on the plain wing without the flap. The special slot, used either with or without the Fowler flap, gave definitely higher values of the maximum lift coefficient than the slots of conventional form, with an increase of the same order in the minimum drag coefficient.

49 CFR 178.811 - Bottom lift test.

Code of Federal Regulations, 2014 CFR

2014-10-01

... design types designed to be lifted from the base, there may be no permanent deformation which renders the IBC unsafe for transportation and no loss of contents. [Amdt. 178-103, 59 FR 38074, July 26, 1994, as... IBC must be loaded to 1.25 times its maximum permissible gross mass, the load being evenly distributed...

49 CFR 178.811 - Bottom lift test.

Code of Federal Regulations, 2012 CFR

2012-10-01

... design types designed to be lifted from the base, there may be no permanent deformation which renders the IBC unsafe for transportation and no loss of contents. [Amdt. 178-103, 59 FR 38074, July 26, 1994, as... IBC must be loaded to 1.25 times its maximum permissible gross mass, the load being evenly distributed...

49 CFR 178.811 - Bottom lift test.

Code of Federal Regulations, 2011 CFR

2011-10-01

... design types designed to be lifted from the base, there may be no permanent deformation which renders the IBC unsafe for transportation and no loss of contents. [Amdt. 178-103, 59 FR 38074, July 26, 1994, as... IBC must be loaded to 1.25 times its maximum permissible gross mass, the load being evenly distributed...

49 CFR 178.811 - Bottom lift test.

Code of Federal Regulations, 2013 CFR

2013-10-01

... design types designed to be lifted from the base, there may be no permanent deformation which renders the IBC unsafe for transportation and no loss of contents. [Amdt. 178-103, 59 FR 38074, July 26, 1994, as... IBC must be loaded to 1.25 times its maximum permissible gross mass, the load being evenly distributed...

Effect of Blade Roughness on Transition and Wind Turbine Performance.

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

Ehrmann, Robert S.; White, E. B.

The real-world effect of accumulated surface roughness on wind-turbine power production is not well understood. To isolate specific blade roughness features and test their effect, field measurements of turbine-blade roughness were made and simulated on a NACA 633-418 airfoil in a wind tunnel. Insect roughness, paint chips, and erosion were characterized then manufactured. In the tests, these roughness configurations were recreated as distributed roughness, a forward-facing step, and an eroded leading edge. Distributed roughness was tested in three heights and five densities. Chord Reynolds number was varied between 0:8 to 4:8 × 10 6. Measurements included lift, drag, pitching moment,more » and boundary-layer transition location. Results indicate minimal effect from paint-chip roughness. As distributed roughness height and density increase, the lift-curve slope, maximum lift, and lift-to-drag ratio decrease. As Reynolds number increases, natural transition is replaced by bypass transition. The critical roughness Reynolds number varies between 178 to 318, within the historical range. At a chord Reynolds number of 3:2 × 10 6, the maximum lift-to-drag ratio decreases 40% for 140 μm roughness, corresponding to a 2.3% loss in annual energy production. Simulated performance loss compares well to measured performance loss of an in-service wind turbine.« less

Integrated technology wing design study

NASA Technical Reports Server (NTRS)

Hays, A. P.; Beck, W. E.; Morita, W. H.; Penrose, B. J.; Skarshaug, R. E.; Wainfan, B. S.

1984-01-01

The technology development costs and associated benefits in applying advanced technology associated with the design of a new wing for a new or derivative trijet with a capacity for 350 passengers and maximum range of 8519 km, entering service in 1990 were studied. The areas of technology are: (1) airfoil technology; (2) planform parameters; (3) high lift; (4) pitch active control system; (5) all electric systems; (6) E to 3rd power propulsion; (7) airframe/propulsion integration; (8) graphite/epoxy composites; (9) advanced aluminum alloys; (10) titanium alloys; and (11) silicon carbide/aluminum composites. These technologies were applied to the reference aircraft configuration. Payoffs were determined for block fuel reductions and net value of technology. These technologies are ranked for the ratio of net value of technology (NVT) to technology development costs.

Scaling of Lift Degradation Due to Anti-Icing Fluids Based Upon the Aerodynamic Acceptance Test

NASA Technical Reports Server (NTRS)

Broeren, Andy P.; Riley, James T.

2012-01-01

In recent years, the FAA has worked with Transport Canada, National Research Council Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flowoff characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. This paper describes how the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. A loss in maximum lift coefficient of 5.24 percent on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3 percent on the PIWT model at 8 angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the anti-icing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2 percent. Therefore, for cases resulting in PIWT model lift loss from 7.3 to 9.2 percent, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination.

Scaling of Lift Degradation Due to Anti-Icing Fluids Based Upon the Aerodynamic Acceptance Test

NASA Technical Reports Server (NTRS)

Broeren, Andy; Riley, Jim

2012-01-01

In recent years, the FAA has worked with Transport Canada, National Research Council Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flow-off characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 deg. angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. This paper describes how the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. A loss in maximum lift coefficient of 5.24% on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3% on the PIWT model at 8 deg. angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the anti-icing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2%. Therefore, for cases resulting in PIWT model lift loss from 7.3% to 9.2%, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination.

The 1 Repetition Maximum Mechanics of a High-Handle Hexagonal Bar Deadlift Compared With a Conventional Deadlift as Measured by a Linear Position Transducer.

PubMed

Lockie, Robert G; Moreno, Matthew R; Lazar, Adrina; Risso, Fabrice G; Liu, Tricia M; Stage, Alyssa A; Birmingham-Babauta, Samantha A; Torne, Ibett A; Stokes, John J; Giuliano, Dominic V; Davis, DeShaun L; Orjalo, Ashley J; Callaghan, Samuel J

2018-01-01

Lockie, RG, Moreno, MR, Lazar, A, Risso, FG, Liu, TM, Stage, AA, Birmingham-Babauta, SA, Torne, IA, Stokes, JJ, Giuliano, DV, Davis, DL, Orjalo, AJ, and Callaghan, SJ. The 1 repetition maximum mechanics of a high-handle hexagonal bar deadlift compared with a conventional deadlift as measured by a linear position transducer. J Strength Cond Res 32(1): 150-161, 2018-The high-handle hexagonal bar deadlift (HHBD), a variation of the conventional deadlift (CD), is said to reduce the lift range of motion, which may change the mechanics of the lift. However, no research has investigated this. This study compared the mechanics between a 1 repetition maximum (1RM) CD and HHBD. Thirty-one strength-trained subjects (21 men, 10 women) completed a 1RM CD and HHBD. A linear position transducer measured lift distance, duration, and work; and peak and mean power, velocity, and force. The presence of a sticking region (SR) was determined for each lift. A repeated-measures analysis of variance (ANOVA) calculated differences between 1RM CD and HHBD mechanics. A one-way ANOVA compared the mechanics of each lift between subjects who exhibited an SR or not, and the SR between the CD and HHBD. Significance was set at p < 0.01. Subjects lifted a greater load in the HHBD (154.50 ± 45.29 kg) compared with the CD (134.72 ± 40.63 kg). Lift distance and duration were 22 and 25% shorter during the 1RM HHBD, respectively. The HHBD featured greater peak power and velocity, and peak and mean force; more work was done in the CD. Most subjects did not exhibit a CD (68%) or HHBD (77%) SR. There were no differences in CD or HHBD mechanics between subjects with or without an SR, and no differences in SR region distance or duration between the CD and HHBD. Greater force can be generated in the HHBD, which could have implications for strength-training adaptations over time.

Kinematic analysis of the snatch lift with elite female weightlifters during the 2010 World Weightlifting Championship.

PubMed

Akkuş, Hasan

2012-04-01

The objectives of this study were to determine the mechanical work, the power output, and the angular kinematics of the lower limb and the linear kinematics of the barbell during the first and second pulls in the snatch lift event of the 2010 Women's World Weightlifting Championship, an Olympic qualifying competition, and to compare the snatch performances of the women weightlifters to those reported in the literature. The heaviest successful snatch lifts of 7 female weightlifters who won gold medals were analyzed. The snatch lifts were recorded using 2 Super-Video Home System cameras (50 fields·s), and points on the body and the barbell were manually digitized using the Ariel Performance Analysis System. The results revealed that the duration of the first pull was significantly greater than the duration of the transition phase, the second pull, and the turnover under the barbell (p < 0.05). The maximum extension velocities of the lower limb in the second pull were significantly greater than the maximum extension velocities in the first pull. The fastest extensions were observed at the knee joint during the first pull and at the hip joint during the second pull (p < 0.05). The barbell trajectories for the heaviest snatch lifts of these elite female weightlifters were similar to those of men. The maximum vertical velocity of the barbell was greater during the second pull than in the first pull (p < 0.05). The mechanical work performed in the first pull was greater than the second pull, and the power output during the second pull was greater than that of the first pull (p < 0.05). Although the magnitudes of the barbell's linear kinematics, the angular kinematics of the lower limb, and other energy characteristics did not exactly reflect those reported in the literature, the snatch lift patterns of the elite women weightlifters were similar to those of male weightlifters.

Design and experimental results for a flapped natural-laminar-flow airfoil for general aviation applications

NASA Technical Reports Server (NTRS)

Somers, D. M.

1981-01-01

A flapped natural laminar flow airfoil for general aviation applications, the NLF(1)-0215F, has been designed and analyzed theoretically and verified experimentally in the Langley Low Turbulence Pressure Tunnel. The basic objective of combining the high maximum lift of the NASA low speed airfoils with the low cruise drag of the NACA 6 series airfoils has been achieved. The safety requirement that the maximum lift coefficient not be significantly affected with transition fixed near the leading edge has also been met. Comparisons of the theoretical and experimental results show generally good agreement.

Experiments with an Airfoil Model on which the Boundary Layers are Controlled Without the Use of Supplementary Equipment

NASA Technical Reports Server (NTRS)

Abbott, I H

1931-01-01

This report describes test made in the Variable Density Wind Tunnel of the NACA to determine the possibility of controlling the boundary layer on the upper surface of an airfoil by use of the low pressure existing near the leading edge. The low pressure was used to induce flow through slots in the upper surface of the wing. The tests showed that the angle of attack for maximum lift was increased at the expense of a reduction in the maximum lift coefficient and an increase in the drag coefficient.

Investigation of Aerodynamic Capabilities of Flying Fish in Gliding Flight

NASA Astrophysics Data System (ADS)

Park, H.; Choi, H.

In the present study, we experimentally investigate the aerodynamic capabilities of flying fish. We consider four different flying fish models, which are darkedged-wing flying fishes stuffed in actual gliding posture. Some morphological parameters of flying fish such as lateral dihedral angle of pectoral fins, incidence angles of pectoral and pelvic fins are considered to examine their effect on the aerodynamic performance. We directly measure the aerodynamic properties (lift, drag, and pitching moment) for different morphological parameters of flying fish models. For the present flying fish models, the maximum lift coefficient and lift-to-drag ratio are similar to those of medium-sized birds such as the vulture, nighthawk and petrel. The pectoral fins are found to enhance the lift-to-drag ratio and the longitudinal static stability of gliding flight. On the other hand, the lift coefficient and lift-to-drag ratio decrease with increasing lateral dihedral angle of pectoral fins.

Data and performances of selected aircraft and rotorcraft

NASA Astrophysics Data System (ADS)

Filippone, Antonio

2000-11-01

The purpose of this article is to provide a synthetic and comparative view of selected aircraft and rotorcraft (nearly 300 of them) from past and present. We report geometric characteristics of wings (wing span, areas, aspect-ratios, sweep angles, dihedral/anhedral angles, thickness ratios at root and tips, taper ratios) and rotor blades (type of rotor, diameter, number of blades, solidity, rpm, tip Mach numbers); aerodynamic data (drag coefficients at zero lift, cruise and maximum absolute glide ratio); performances (wing and disk loadings, maximum absolute Mach number, cruise Mach number, service ceiling, rate of climb, centrifugal acceleration limits, maximum take-off weight, maximum payload, thrust-to-weight ratios). There are additional data on wing types, high-lift devices, noise levels at take-off and landing. The data are presented on tables for each aircraft class. A graphic analysis offers a comparative look at all types of data. Accuracy levels are provided wherever available.

EMG Processing Based Measures of Fatigue Assessment during Manual Lifting

PubMed Central

Marhaban, M. H.; Abdullah, A. R.

2017-01-01

Manual lifting is one of the common practices used in the industries to transport or move objects to a desired place. Nowadays, even though mechanized equipment is widely available, manual lifting is still considered as an essential way to perform material handling task. Improper lifting strategies may contribute to musculoskeletal disorders (MSDs), where overexertion contributes as the highest factor. To overcome this problem, electromyography (EMG) signal is used to monitor the workers' muscle condition and to find maximum lifting load, lifting height and number of repetitions that the workers are able to handle before experiencing fatigue to avoid overexertion. Past researchers have introduced several EMG processing techniques and different EMG features that represent fatigue indices in time, frequency, and time-frequency domain. The impact of EMG processing based measures in fatigue assessment during manual lifting are reviewed in this paper. It is believed that this paper will greatly benefit researchers who need a bird's eye view of the biosignal processing which are currently available, thus determining the best possible techniques for lifting applications. PMID:28303251

Impact of the A18.1 ASME Standard on Platform Lifts and Stairway Chairlifts on Accessibility and Usability

ERIC Educational Resources Information Center

Balmer, David C.

2010-01-01

This article summarizes the effect of the ASME A18.1 Standard concerning accessibility and usability of Platform Lifts and their remaining technological challenges. While elevators are currently the most effective means of vertical transportation related to speed, capacity, rise and usability, their major drawbacks for accessibility are cost and…

Tolerability to prolonged lifting tasks. A validation of the recommended limits.

PubMed

Capodaglio, P; Bazzini, G

1997-01-01

Prolonged physical exertion is subjectively regulated by the perception of effort. This preliminary study was conducted to validate the use of subjective perceptions of effort in assessing objectively tolerable workloads for prolonged lifting tasks. Ten healthy male subjects tested their maximal lifting capacity (MLC) on a lift dynamometer (LidoLift, Loredan Biomed., West Sacramento, CA) and underwent incremental and 30-minute endurance lifting tests. Cardiorespiratory parameters were monitored with an oxygen uptake analyzer, mechanical parameters were calculated using a computerized dynamometer. Ratings of perceived exertion were given on Borg's 10-point scale. Physiological responses to repetitive lifting were matched with subjective perceptions. A single-variable statistical regression for power functions was performed to obtain the individual "iso-perception" curves as functions of the mechanical work exerted. We found that the "iso-perception" curve corresponding to a "moderate" perception of effort may represent the individual "tolerance threshold" for prolonged lifting tasks, since physiological responses at this level of intensity did not change significantly and the respiratory exchange ratio was less than one. The individually tolerable weight for lifting tasks lasting 30 min has been expressed as a percentage of the isoinertial MLC value and compared with the currently recommended limits for prolonged lifting tasks (Italian legislation D.L. 626/94). On the basis of our preliminary results a "tolerance threshold" of 20% MLC has been proposed for prolonged lifting tasks.

Increase in the maximum lift of an airplane wing due to a sudden increase in its effective angle of attack resulting from a gust

NASA Technical Reports Server (NTRS)

Kramer, Max

1932-01-01

Wind-tunnel tests are described, in which the angle of attack of a wing model was suddenly increased (producing the effect of a vertical gust) and the resulting forces were measured. It was found that the maximum lift coefficient increases in proportion to the rate of increase in the angle of attack. This fact is important for the determination of the gust stresses of airplanes with low wing loading. The results of the calculation of the corrective factor are given for a high-performance glider and a light sport plane of conventional type.

Design and Experimental Results for a Natural-Laminar-Flow Airfoil for General Aviation Applications

NASA Technical Reports Server (NTRS)

Somers, D. M.

1981-01-01

A natural-laminar-flow airfoil for general aviation applications, the NLF(1)-0416, was designed and analyzed theoretically and verified experimentally in the Langley Low-Turbulence Pressure Tunnel. The basic objective of combining the high maximum lift of the NASA low-speed airfoils with the low cruise drag of the NACA 6-series airfoils was achieved. The safety requirement that the maximum lift coefficient not be significantly affected with transition fixed near the leading edge was also met. Comparisons of the theoretical and experimental results show excellent agreement. Comparisons with other airfoils, both laminar flow and turbulent flow, confirm the achievement of the basic objective.

Application of thin-layer Navier-Stokes equations near maximum lift

NASA Technical Reports Server (NTRS)

Anderson, W. K.; Thomas, J. L.; Rumsey, C. L.

1984-01-01

The flowfield about a NACA 0012 airfoil at a Mach number of 0.3 and Reynolds number of 1 million is computed through an angle of attack range, up to 18 deg, corresponding to conditions up to and beyond the maximum lift coefficient. Results obtained using the compressible thin-layer Navier-Stokes equations are presented as well as results from the compressible Euler equations with and without a viscous coupling procedure. The applicability of each code is assessed and many thin-layer Navier-Stokes benchmark solutions are obtained which can be used for comparison with other codes intended for use at high angles of attack. Reasonable agreement of the Navier-Stokes code with experiment and the viscous-inviscid interaction code is obtained at moderate angles of attack. An unsteady solution is obtained with the thin-layer Navier-Stokes code at the highest angle of attack considered. The maximum lift coefficient is overpredicted, however, in comparison to experimental data, which is attributed to the presence of a laminar separation bubble near the leading edge not modeled in the computations. Two comparisons with experimental data are also presented at a higher Mach number.

Unsteady fluid dynamics around a hovering wing

NASA Astrophysics Data System (ADS)

Krishna, Swathi; Green, Melissa; Mulleners, Karen

2017-11-01

The unsteady flow around a hovering flat plate wing has been investigated experimentally using particle image velocimetry and direct force measurements. The measurements are conducted on a wing that rotates symmetrically about the stroke reversal at a reduced frequency of k = 0.32 and Reynolds number of Re = 220 . The Lagrangian finite-time Lyapunov exponent method is used to analyse the unsteady flow fields by identifying dynamically relevant flow features such as the primary leading edge vortex (LEV), secondary vortices, and topological saddles, and their evolution within a flapping cycle. The flow evolution is divided into four stages that are characterised by the LEV (a)emergence, (b)growth, (c)lift-off, and (d)breakdown and decay. Tracking saddle points is shown to be helpful in defining the LEV lift-off which occurs at the maximum stroke velocity. The flow fields are correlated with the aerodynamic forces revealing that the maximum lift and drag are observed just before LEV lift-off. The end of wing rotation in the beginning of the stroke stimulates a change in the direction of the LEV growth and the start of rotation at the end of the stroke triggers the breakdown of the LEV.

Effect of Convex Longitudinal Curvature on the Planing Characteristics of a Surface Without Dead Rise

NASA Technical Reports Server (NTRS)

Mottard, Elmo J.

1959-01-01

A hydrodynamic investigation was made in Langley tank no. 1 of a planing surface which was curved longitudinally in the shape of a circular arc with the center of curvature above the model and had a beam of inches and a radius of curvature of 20 beams. The planing surface had length-beam ratio of 9 and an angle of dead rise of 0 deg. Wetted length, resistance, and trimming moment were determined for values of load coefficient C(sub Delta) from -4.2 to 63.9 and values of speed coefficient C(sub V) from 6 to 25. The effects of convexity were to increase the wetted length-beam ratio (for a given lift), to decrease the lift-drag ratio, to move the center of pressure forward, and ta increase the trim for maximum lift-drag ratio as compared with values for a flat surface. The effects were greatest at low trims and large drafts. The maximum negative lift coefficient C(sub L,b) obtainable with a ratio of the radius of curvature to the beam of 20 was -0.02. The effects of camber were greater in magnitude for convexity than for the same amount of concavity.

Modeling lift operations with SASmacr Simulation Studio

NASA Astrophysics Data System (ADS)

Kar, Leow Soo

2016-10-01

Lifts or elevators are an essential part of multistorey buildings which provide vertical transportation for its occupants. In large and high-rise apartment buildings, its occupants are permanent, while in buildings, like hospitals or office blocks, the occupants are temporary or users of the buildings. They come in to work or to visit, and thus, the population of such buildings are much higher than those in residential apartments. It is common these days that large office blocks or hospitals have at least 8 to 10 lifts serving its population. In order to optimize the level of service performance, different transportation schemes are devised to control the lift operations. For example, one lift may be assigned to solely service the even floors and another solely for the odd floors, etc. In this paper, a basic lift system is modelled using SAS Simulation Studio to study the effect of factors such as the number of floors, capacity of the lift car, arrival rate and exit rate of passengers at each floor, peak and off peak periods on the system performance. The simulation is applied to a real lift operation in Sunway College's North Building to validate the model.

Selective deficits of grip force control during object manipulation in patients with reduced sensibility of the grasping digits.

PubMed

Nowak, Dennis A; Hermsdörfer, Joachim

2003-09-01

Persons with impaired manual sensibility frequently report problems to use the hand in manipulative tasks, such as using tools or buttoning a shirt. At least two control processes determine grip forces during voluntary object manipulation. Anticipatory force control specifies the motor commands on the basis of predictions about physical object properties and the consequences of our own actions. Feedback sensory information from the grasping digits, representing mechanical events at the skin-object interface, automatically modifies grip force according to the actual loading requirements and updates sensorimotor memories to support anticipatory grip force control. We investigated grip force control in nine patients with moderately impaired tactile sensibility of the grasping digits and in nine sex- and age-matched healthy controls lifting and holding an instrumented object. In healthy controls grip force was adequately scaled to the weight of the object to be lifted. The grip force was programmed to smoothly change in parallel with load force over the entire lifting movement. In particular, the grip force level was regulated in an economical way to be always slightly higher than the minimum required to prevent the object slipping. The temporal coupling between the grip and load force profiles achieved a high precision with the maximum grip and load forces coinciding closely in time. For the temporal regulation of the grip force profile patients with impaired tactile sensibility maintained the close co-ordination between proximal arm muscles, responsible for the lifting movement and the fingers stabilising the grasp. Maximum grip force coincided with maximum acceleration of the lifting movement. However, patients employed greater maximum grip forces and greater grip forces to hold the object unsupported when compared with controls. Our results give further evidence to the suggestion that during manipulation of objects with known physical properties the anticipatory temporal regulation of the grip force profile is centrally processed and less under sensory feedback control. In contrast, sensory afferent information from the grasping fingers plays a dominant role for the efficient scaling of the grip force level according to actual loading requirements.

[Operative applications of occupational therapy].

PubMed

Saade, A

2010-01-01

Occupational therapy is the branch of rehabilitation whose main aim is to achieve maximum possible autonomy of the disabled person and the most complete integration into society, family and work. In subjects with motor disabilities following an occupational injury, the re-education programme includes a series of interventions aimed at progressive recovery of the ability to carry out work tasks compatible with the residual motor capacity of the worker. This article presents some examples related to the different stages making up the specific re-education programme: from the initial stages (with more purely kinesiotherapeutic techniques) directed at recovering movements and muscle strength, to the intermediate and final stages (more typically ergotherapeutic) directed first at the recovery of basic functions (clasping, pulling, pushing, lifting, lowering, carrying, etc.) and then, finally, retraining of work movements, with the introduction of compensatory methods and/or use of auxiliaries, when necessary.

Construction Equipment

NASA Astrophysics Data System (ADS)

1983-01-01

FMC Corporation conducts extensive proof lift tests and computerized analysis to insure that the cranes can lift rated capacity loads up to one million pounds in a wide range of applications. In their analysis work, engineers makes use of a computer program supplied by COSMIC. Called Analysis of Beam Columns, the program is used as part of the required analysis for determining bending moments, deflections and critical load for latticed crane booms.

Modeling of functional trunk muscle performance: interfacing ergonomics and spine rehabilitation in response to the ADA.

PubMed

Khalaf, K A; Parnianpour, M; Sparto, P J; Simon, S R

1997-10-01

The combination of increasing costs of musculoskeletal injuries and the implementation of the Americans with Disabilities Act (ADA) has created the need for a more objective functional understanding of dynamic trunk performance. In this study, trunk extensor and flexor strengths were measured as a function of angular position and velocity for 20 subjects performing maximum isometric and isokinetic exertions. Results indicate that trunk strength is significantly influenced by trunk angular position, trunk angular velocity, gender, and direction, as well as by the interaction between trunk angular position and velocity. Three-dimensional surfaces of trunk strength in response to trunk angular position and velocity were constructed for each subject per direction. Such data presentation is more accurate and gives better insight about the strength profile of an individual than does the traditional use of a single strength value. The joint strength capacity profiles may be combined with joint torque requirements from a manual material handling task, such as a lifting task, to compute the dynamic utilization ratio for the trunk muscles. This ratio can be used as a unified measure of both task demand and functional capacity to guide job assignment, return to work, and prognosis during the rehabilitation processes. Furthermore, the strength regressions developed in this study would provide dynamic strength limits that can be used as functional constraints in the computer simulation of physical activities, such as lifting. In light of the ADA, this would be of great value in predicting the consequences of task modifications and/or workstation alterations without subjecting an injured worker or an individual with a disability to unnecessary testing.

Transonic Aerodynamic Characteristics of a Model of a Proposed Six-Engine Hull-Type Seaplane Designed for Supersonic Flight

NASA Technical Reports Server (NTRS)

Wornom, Dewey E.

1960-01-01

Force tests of a model of a proposed six-engine hull-type seaplane were performed in the Langley 8-foot transonic pressure tunnel. The results of these tests have indicated that the model had a subsonic zero-lift drag coefficient of 0.0240 with the highest zero-lift drag coefficient slightly greater than twice the subsonic drag level. Pitchup tendencies were noted for subsonic Mach numbers at relatively high lift coefficients. Wing leading-edge droop increased the maximum lift-drag ratio approximately 8 percent at a Mach number of 0.80 but this effect was negligible at a Mach number of 0.90 and above. The configuration exhibited stable lateral characteristics over the test Mach number range.

RF Properties of Epitaxial Lift-Off HEMT Devices

NASA Technical Reports Server (NTRS)

Young, Paul G.; Alterovitz, Samuel A.; Mena, Rafael A.; Smith, Edwyn D.

1993-01-01

Epitaxial layers containing GaAs HEMT and P-HEMT structures have been lifted-off the GaAs substrate and attached to other host substrates using an AlAs parting layer. The devices were on-wafer RF probed before and after the lift-off step showing no degradation in the measured S-parameters. The maximum stable gain indicates a low frequency enhancement of the gain of 1-2 dB with some devices showing an enhancement of F(sub max)F(sub T) consistently shows an increase of 12-20% for all lifted-off HEMT structures. Comparison of the Hall measurements and small signal models show that the gain is improved and this is most probably associated with an enhanced carrier concentration.

Occupational Lifting Tasks and Retinal Detachment in Non-Myopics and Myopics: Extended Analysis of a Case-Control Study

PubMed Central

Mattioli, Stefano; Curti, Stefania; De Fazio, Rocco; Mt Cooke, Robin; Zanardi, Francesca; Bonfiglioli, Roberta; Violante, Francesco S

2012-01-01

Objectives Lifting heavy weights involves the Valsalva manoeuvre, which leads to intraocular pressure spikes. We used data from a case-control study to further investigate the hypothesis that occupational lifting is a risk factor for retinal detachment. Methods The study population included 48 cases (patients operated for retinal detachment) and 84 controls (outpatients attending an eye clinic). The odds ratios (OR) of idiopathic retinal detachment were estimated with a logistic regression model (adjusted for age, sex and body mass index). Three indexes were used to examine exposure to lifting; 1) maximum load lifted, 2) average weekly lifting, 3) lifelong cumulative lifting. Results For all indexes, the most exposed subjects showed an increased risk of retinal detachment compared with the unexposed (index 1: OR 3.57, 95% confidence interval [CI] 1.21-10.48; index 2: OR 3.24, 95% CI 1.32-7.97; index 3: OR 2.23, 95% CI 1.27-8.74) and dose-response relationships were apparent. Conclusion These results reinforce the hypothesis that heavy occupational lifting may be a relevant risk factor for retinal detachment. PMID:22953231

High speed superconducting flywheel system for energy storage

NASA Astrophysics Data System (ADS)

Bornemann, H. J.; Urban, C.; Boegler, P.; Ritter, T.; Zaitsev, O.; Weber, K.; Rietschel, H.

1994-12-01

A prototype of a flywheel system with auto stable high temperature superconducting bearings was built and tested. The bearings offered good vertical and lateral stability. A metallic flywheel disk, ø 190 mm x 30 mm, was safely rotated at speeds up to 15000 rpm. The disk was driven by a 3 phase synchronous homopolar motor/generator. Maximum energy capacity was 3.8 Wh, maximum power was 1.5 KW. The dynamic behavior of the prototype was tested, characterized and evaluated with respect to axial and lateral stiffness, decay torques (bearing drag), vibrational modes and critical speeds. The bearings supports a maximum weight of 65 N at zero gap, axial and lateral stiffness at 1 mm gap were 440 N/cm and 130 N/cm, respectively. Spin down experiments were performed to investigate the energy efficiency of the system. The decay rate was found to depend upon background pressure in the vacuum chamber and upon the gap width in the bearing. At a background pressure of 5x10 -4 Torr, the coefficient of friction (drag-to-lift ratio) was measured to be 0.000009 at low speeds for 6 mm gap width in the bearing. Our results indicate that further refinement of this technology will allow operation of higly efficient superconducting flywheels in the kWh range.

Experimental Investigation of a Hypersonic Glider Configuration at a Mach Number of 6 and at Full-Scale Reynolds Numbers

NASA Technical Reports Server (NTRS)

Seiff, Alvin; Wilkins, Max E.

1961-01-01

The aerodynamic characteristics of a hypersonic glider configuration, consisting of a slender ogive cylinder with three highly swept wings, spaced 120 apart, with the wing chord equal to the body length, were investigated experimentally at a Mach number of 6 and at Reynolds numbers from 6 to 16 million. The objectives were to evaluate the theoretical procedures which had been used to estimate the performance of the glider, and also to evaluate the characteristics of the glider itself. A principal question concerned the viscous drag at full-scale Reynolds number, there being a large difference between the total drags for laminar and turbulent boundary layers. It was found that the procedures which had been applied for estimating minimum drag, drag due to lift, lift curve slope, and center of pressure were generally accurate within 10 percent. An important exception was the non-linear contribution to the lift coefficient which had been represented by a Newtonian term. Experimentally, the lift curve was nearly linear within the angle-of-attack range up to 10 deg. This error affected the estimated lift-drag ratio. The minimum drag measurements indicated that substantial amounts of turbulent boundary layer were present on all models tested, over a range of surface roughness from 5 microinches maximum to 200 microinches maximum. In fact, the minimum drag coefficients were nearly independent of the surface smoothness and fell between the estimated values for turbulent and laminar boundary layers, but closer to the turbulent value. At the highest test Reynolds numbers and at large angles of attack, there was some indication that the skin friction of the rough models was being increased by the surface roughness. At full-scale Reynolds number, the maximum lift-drag ratio with a leading edge of practical diameter (from the standpoint of leading-edge heating) was 4.0. The configuration was statically and dynamically stable in pitch and yaw, and the center of pressure was less than 2-percent length ahead of the centroid of plan-form area.

Temporal flow instability for Magnus-Robins effect at high rotation rates

NASA Astrophysics Data System (ADS)

Sengupta, T. K.; Kasliwal, A.; de, S.; Nair, M.

2003-06-01

The lift and drag coefficients of a circular cylinder, translating and spinning at a supercritical rate is studied theoretically to explain the experimentally observed violation of maximum mean lift coefficient principle, that was proposed heuristically by Prandtl on the basis of inviscid flow model. It is also noted experimentally that flow past a rotating and translating cylinder experiences temporal instability-a fact not corroborated by any theoretical studies so far. In the present paper we report very accurate solution of Navier-Stokes equation that displays the above-mentioned instability and the violation of the maximum limit. The calculated lift coefficient exceeds the limit of /4π, instantaneously as well as in time-averaged sense. The main purpose of the present paper is to explain the observed temporal instability sequence in terms of a new theory of instability based on full Navier-Stokes equation that does not require making any assumption about the flow field, unlike other stability theories.

Performance investigations on modified vertical axis water turbine: Combination of lift and drag

NASA Astrophysics Data System (ADS)

Baumatary, Mithinga; Biswas, Angimitra; Misra, Rahul Dev

2018-04-01

Extracting energy from the water has been followed since decades due to environmental friendly. Now a days everyone is running after clean energy, therefore extracting energy from the water turbine is a good approach. The main idea of this study is to investigate the performance of a new design turbine which is a combination of the concepts of lift and drag turbine. The main purpose of the study is to accumulate maximum energy by considering advantages of two different types of turbine. The maximum coefficient of power is 0.141 at free stream velocity of 0.5 m/s. The modified new design turbine consist of straight section and the curve section. The length of the straight section influences the performance of the turbine. Investigation on the optimization of straight section has been carried out in this paper. As this type of turbine have opted the advantages of both lift and drag it has turned out to be fruitful.

Flight-Determined Subsonic Lift and Drag Characteristics of Seven Lifting-Body and Wing-Body Reentry Vehicle Configurations With Truncated Bases

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.

1999-01-01

This paper examines flight-measured subsonic lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle prototype. Lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats unify the data and allow a greater understanding than studying the vehicles individually allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio planforms. The proper definition of reference area was critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to-drag ratio, and, where available, base pressure coefficients. The effects of fineness ratio on forebody drag were also considered. The influence of forebody drag on afterbody (base) drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.

Evaluation of team lifting on work demands, workload and workers' evaluation: an observational field study.

PubMed

Visser, Steven; van der Molen, Henk F; Kuijer, P Paul F M; Hoozemans, Marco J M; Frings-Dresen, Monique H W

2014-11-01

The objective of this study was to assess differences in work demands, energetic workload and workers' discomfort and physical effort in two regularly observable workdays in ironwork; one where loads up to 50kg were handled with two persons manually (T50) and one where loads up to 100kg were handled manually with four persons (T100). Differences between these typical workdays were assessed with an observational within-subject field study of 10 ironworkers. No significant differences were found for work demands, energetic workload or discomfort between T50 and T100 workdays. During team lifts, load mass exceeded 25kg per person in 57% (T50 workday) and 68% (T100 workday) of the lifts. Seven ironworkers rated team lifting with two persons as less physically demanding compared with lifting with four persons. When loads heavier than 25kg are lifted manually with a team, regulations of the maximum mass weight are frequently violated. Loads heavier than 25kg are frequently lifted during concrete reinforcement work and should be lifted by a team of persons. However, the field study showed that loads above 25kg are most of the time not lifted with the appropriate number of workers. Therefore, loads heavier than 25kg should be lifted mechanically. Copyright © 2014 Elsevier Ltd and The Ergonomics Society. All rights reserved.

Fundamental limitations on V/STOL terminal guidance due to aircraft characteristics

NASA Technical Reports Server (NTRS)

Wolkovitch, J.; Lamont, C. W.; Lochtie, D. W.

1971-01-01

A review is given of limitations on approach flight paths of V/STOL aircraft, including limits on descent angle due to maximum drag/lift ratio. A method of calculating maximum drag/lift ratio of tilt-wing and deflected slipstream aircraft is presented. Derivatives and transfer functions for the CL-84 tilt-wing and X-22A tilt-duct aircraft are presented. For the unaugmented CL-84 in steep descents the transfer function relating descent angle to thrust contains a right-half plane zero. Using optimal control theory, it is shown that this zero causes a serious degradation in the accuracy with which steep flight paths can be followed in the presence of gusts.

29 CFR 1918.85 - Containerized cargo operations.

Code of Federal Regulations, 2014 CFR

2014-07-01

... Containerized cargo operations. (a) Container markings. Every intermodal container shall be legibly and permanently marked with: (1) The weight of the container when empty, in pounds; (2) The maximum cargo weight... maximum cargo weight, in pounds. (b) Container weight. No container shall be hoisted by any lifting...

29 CFR 1918.85 - Containerized cargo operations.

Code of Federal Regulations, 2012 CFR

2012-07-01

... Containerized cargo operations. (a) Container markings. Every intermodal container shall be legibly and permanently marked with: (1) The weight of the container when empty, in pounds; (2) The maximum cargo weight... maximum cargo weight, in pounds. (b) Container weight. No container shall be hoisted by any lifting...

29 CFR 1918.85 - Containerized cargo operations.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Containerized cargo operations. (a) Container markings. Every intermodal container shall be legibly and permanently marked with: (1) The weight of the container when empty, in pounds; (2) The maximum cargo weight... maximum cargo weight, in pounds. (b) Container weight. No container shall be hoisted by any lifting...

29 CFR 1918.85 - Containerized cargo operations.

Code of Federal Regulations, 2013 CFR

2013-07-01

... Containerized cargo operations. (a) Container markings. Every intermodal container shall be legibly and permanently marked with: (1) The weight of the container when empty, in pounds; (2) The maximum cargo weight... maximum cargo weight, in pounds. (b) Container weight. No container shall be hoisted by any lifting...

29 CFR 1918.85 - Containerized cargo operations.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Containerized cargo operations. (a) Container markings. Every intermodal container shall be legibly and permanently marked with: (1) The weight of the container when empty, in pounds; (2) The maximum cargo weight... maximum cargo weight, in pounds. (b) Container weight. No container shall be hoisted by any lifting...

Large-Scale Boundary-Layer Control Tests on Two Wings in the NACA 20-Foot Wind Tunnel, Special Report

NASA Technical Reports Server (NTRS)

Freeman, Hugh B.

1935-01-01

Tests were made in the N.A.C.A. 20-foot wind tunnel on: (1) a wing, of 6.5-foot span, 5.5-foot chord, and 30 percent maximum thickness, fitted with large end plates and (2) a 16-foot span 2.67-foot chord wing of 15 percent maximum thickness to determine the increase in lift obtainable by removing the boundary layer and the power required for the blower. The results of the tests on the stub wing appeared more favorable than previous small-scale tests and indicated that: (1) the suction method was considerably superior to the pressure method, (2) single slots were more effective than multiple slots (where the same pressure was applied to all slots), the slot efficiency increased rapidly for increasing slot widths up to 2 percent of the wing chord and remained practically constant for all larger widths tested, (3) suction pressure and power requirements were quite low (a computation for a light airplane showed that a lift coefficient of 3.0 could be obtained with a suction as low as 2.3 times the dynamic pressure and a power expenditure less than 3 percent of the rated engine power), and (4) the volume of air required to be drawn off was quite high (approximately 0.5 cubic feet per second per unit wing area for an airplane landing at 40 miles per hour with a lift coefficient of 3,0), indicating that considerable duct area must be provided in order to prevent flow losses inside the wing and insure uniform distribution of suction along the span. The results from the tests of the large-span wing were less favorable than those on the stub wing. The reasons for this were, probably: (1) the uneven distribution of suction along the span, (2) the flow losses inside the wing, (3) the small radius of curvature of the leading edge of the wing section, and (4) the low Reynolds Number of these tests, which was about one half that of the stub wing. The results showed a large increase in the maximum lift coefficient with an increase in Reynolds Number in the range of the tests. The results of drag tests showed that the profile drag of the wing was reduced and the L/D ratio was increased throughout the range of lift coefficients corresponding to take-off and climb but that the minimum drag was increased. The slot arrangement that is best for low drag is not the same, however, as that for maximum lift.

Wind tunnel investigation of rotor lift and propulsive force at high speed: Data analysis

NASA Technical Reports Server (NTRS)

Mchugh, F.; Clark, R.; Soloman, M.

1977-01-01

The basic test data obtained during the lift-propulsive force limit wind tunnel test conducted on a scale model CH-47b rotor are analyzed. Included are the rotor control positions, blade loads and six components of rotor force and moment, corrected for hub tares. Performance and blade loads are presented as the rotor lift limit is approached at fixed levels of rotor propulsive force coefficients and rotor tip speeds. Performance and blade load trends are documented for fixed levels of rotor lift coefficient as propulsive force is increased to the maximum obtainable by the model rotor. Test data is also included that defines the effect of stall proximity on rotor control power. The basic test data plots are presented in volumes 2 and 3.

Determination of the effect of lift characteristics on dynamic performance profiles during manual materials handling tasks.

PubMed

Khalaf, K A; Parnianpour, M; Sparto, P J; Barin, K

1999-01-01

In any quantitative gait or occupational biomechanics investigation, the quantification of the different kinematic, kinetic, and electromyographic parameters is essential towards assessment of functional capacity and development of a biomechanical profile of the task demands. In the current study, the authors presented a methodology for using inferential statistics to evaluate the effect of lift characteristics on phase-dependent and phase-independent variability in performance. Using a database of kinematic and kinetic profiles obtained from a manual lifting study, the phase-dependent effects of lift characteristics: box mass (load), mode (technique of lift), and speed (frequency of lift) were investigated through the use of analysis of variance (ANOVA) techniques, which recognize the vectorial constitution of the profiles. In addition, the Karhunen-Loeve Expansion (KLE) feature extraction method was used for representing the lifting patterns of measured joint angular position, velocity, acceleration, and net muscular torque profiles obtained from a 2-D biomechanical lifting model in order to study the phase-independent effects. In comparison to traditional descriptive statistical analyses currently used in various occupational biomechanics experimental investigations, this method allows the significant information content of the time varying signal to be captured, enhancing the sensitivity of subsequent hypothesis testing procedures. The application of this technique to MMH investigations allows identification of the lift characteristics that dominate the variability of task demands, hence aiding in the design and assessment of ergonomic solutions.

Pressure-Distribution Measurements of a Model of a Davis Wing Section with Fowler Flap Submitted by Consolidated Aircraft Corporation

NASA Technical Reports Server (NTRS)

Abbott, Ira H

1942-01-01

Wing pressure distribution diagrams for several angles of attack and flap deflections of 0 degrees, 20 degrees, and 40 degrees are presented. The normal force coefficients agree with lift coefficients obtained in previous test of the same model, except for the maximum lifts with flap deflection. Pressure distribution measurements were made at Reynolds Number of about 6,000,000.

49 CFR 178.812 - Top lift test.

Code of Federal Regulations, 2013 CFR

2013-10-01

... renders the IBC, including the base pallets when applicable, unsafe for transportation, and no loss of... twice the maximum permissible gross mass with the load being evenly distributed. (2) Flexible IBC design types must be filled to six times the maximum net mass, the load being evenly distributed. (c) Test...

49 CFR 178.812 - Top lift test.

Code of Federal Regulations, 2014 CFR

2014-10-01

... renders the IBC, including the base pallets when applicable, unsafe for transportation, and no loss of... twice the maximum permissible gross mass with the load being evenly distributed. (2) Flexible IBC design types must be filled to six times the maximum net mass, the load being evenly distributed. (c) Test...

49 CFR 178.812 - Top lift test.

Code of Federal Regulations, 2012 CFR

2012-10-01

... renders the IBC, including the base pallets when applicable, unsafe for transportation, and no loss of... twice the maximum permissible gross mass with the load being evenly distributed. (2) Flexible IBC design types must be filled to six times the maximum net mass, the load being evenly distributed. (c) Test...

49 CFR 178.812 - Top lift test.

Code of Federal Regulations, 2011 CFR

2011-10-01

... renders the IBC, including the base pallets when applicable, unsafe for transportation, and no loss of... twice the maximum permissible gross mass with the load being evenly distributed. (2) Flexible IBC design types must be filled to six times the maximum net mass, the load being evenly distributed. (c) Test...

Relationships Between Trunk Movement Patterns During Lifting Tasks Compared With Unloaded Extension From a Flexed Posture.

PubMed

Ogata, Yuta; Anan, Masaya; Takahashi, Makoto; Takeda, Takuya; Tanimoto, Kenji; Sawada, Tomonori; Shinkoda, Koichi

The purpose of this study was to investigate between movement patterns of trunk extension from full unloaded flexion and lifting techniques, which could provide valuable information to physical therapists, doctors of chiropractic, and other manual therapists. A within-participant study design was used. Whole-body kinematic and kinetic data during lifting and full trunk flexion were collected from 16 healthy male participants using a 3-dimensional motion analysis system (Vicon Motion Systems). To evaluate the relationships of joint movement between lifting and full trunk flexion, Pearson correlation coefficients were calculated. There was no significant correlation between the amount of change in the lumbar extension angle during the first half of the lifting trials and lumbar movement during unloaded trunk flexion and extension. However, the amount of change in the lumbar extension angle during lifting was significantly negatively correlated with hip movement during unloaded trunk flexion and extension (P < .05). The findings that the maximum hip flexion angle during full trunk flexion had a greater influence on kinematics of lumbar-hip complex during lifting provides new insight into human movement during lifting. All study participants were healthy men; thus, findings are limited to this group. Copyright © 2018. Published by Elsevier Inc.

Review of the Aerodynamic Acceptance Test and Application to Anti-Icing Fluids Testing in the NRC Propulsion and Icing Wind Tunnel

NASA Technical Reports Server (NTRS)

Broeren, Andy P.; Riley, James T.

2012-01-01

In recent years, the FAA has worked with Transport Canada, National Research Council of Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice-pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flowoff characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. In this report, the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. This report provides a review of the research basis of the AAT in order to understand how this correlation was applied. A loss in maximum lift coefficient of 5.24 percent on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3 percent on the PIWT model at 8 degrees angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the various antiicing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2 percent. Therefore, for cases resulting in PIWT model lift loss from 7.3 to 9.2 percent, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination. Additional research may result in future changes to this correlation.

Matching work capacities and demands at job placement in employees with disabilities.

PubMed

Zoer, Ilona; de Graaf, Lucinda; Kuijer, P Paul F M; Prinzie, Peter; Hoozemans, Marco J M; Frings-Dresen, Monique H W

2012-01-01

To determine whether employees with disabilities were initially assigned to jobs with work demands that matched their work capacities. Forty-six employees with various physical, mental, sensory and multiple disabilities working in a sheltered workshop. Physical and psychosocial work capacities were assessed post-offer and pre-placement using the Ergo-Kit and Melba. Work demands of the jobs were determined by workplace assessments with TRAC and Melba and were compared with the work capacities. Of the 46 employees, 25 employees were not physically overloaded. When physical overload occurred, it was most often due to regular lifting. All employees were physically underloaded on six or more work activities, most often due to finger dexterity and manipulation. Almost all employees (n=43) showed psychosocial overload or underload on one or more psychosocial characteristics. Psychosocial overload was most often due to endurance (long-term work performance), while psychosocial underload was most often due to speaking and writing. Despite the assessment of work capacities at job placement, underload and overload occurred on both physical activities and psychosocial characteristics. Assessing both work capacities and work demands before job placement is recommended. At job placement more attention should be paid to overloading due to lifting and long-term work performance.

Aerodynamic Assessment of Flight-Determined Subsonic Lift and Drag Characteristics of Seven Lifting-Body and Wing-Body Reentry Vehicle Configurations

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.

2002-01-01

This report examines subsonic flight-measured lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle Enterprise. Subsonic flight lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats are intended to unify the data and allow a greater understanding than individually studying the vehicles allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio platforms. The definition of reference area is critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to drag ratio, and, where available, base pressure coefficients. The influence of forebody drag on afterbody and base drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. This feature may result in a reduced need of surface smoothness for vehicles with a large ratio of base area to wetted area. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.

Ultra-heavy vertical lift system: The Heli-Stat. [helicopter - airship combination for materials handling

NASA Technical Reports Server (NTRS)

Piasecki, F. N.

1975-01-01

A hybrid VTOL airship which is combined with helicopters is evaluated. The static lift of the airship supports approximately the full empty weight of the entire assembly. The helicopter rotors furnish the lift to support the payload as well as the propulsion and control about all axes. Thus existing helicopters, with no new technology required, can be made to lift payloads of ten times the capacity of each one alone, and considerably more than that of any airship built so far. A vehicle is described which has a 75-ton payload, based on four existing CH-53D helicopters and an airship of 3,600,000 cu. ft. The method of interconnection is described along with discussion of control, instrumentation, drive system and critical design conditions. The vertical lift and positioning capabilities of this vehicle far exceed any other means available today, yet can be built with a minimum of risk, development cost and time.

Wild capuchin monkeys spontaneously adjust actions when using hammer stones of different mass to crack nuts of different resistance.

PubMed

Liu, Qing; Fragaszy, Dorothy M; Visalberghi, Elisabetta

2016-09-01

Expert tool users are known to adjust their actions skillfully depending on aspects of tool type and task. We examined if bearded capuchin monkeys cracking nuts with stones of different mass adjusted the downward velocity and the height of the stone when striking palm nuts. During a field experiment carried out in FBV (Piauí, Brazil), eight adult wild capuchin monkeys (five males) cracked Orbygnia nuts of varied resistance with hammer stones differing in mass. From recorded videos, we identified the highest strike per nut-cracking episode, and for this strike, we calculated the height to which the monkey lifted the stone, the maximum velocity of the stone during the downward phase, the work done on the stone, and the kinetic energy of the strike. We found that individual capuchins achieved average maximum kinetic energy of 8.7-16.1 J when using stones between 0.9 and 1.9 kg, and maximum kinetic energy correlated positively with mass of the stone. Monkeys lifted all the stones to an individually consistent maximum height but added more work to the stone when using lighter stones. One male and one female monkey lifted stones higher when they cracked more resistant nuts. The high resistance of the Orbygnia nut elicits production of maximum kinetic energy, which the monkeys modulate to some degree by adding work to lighter stones. Capuchin monkeys, like chimpanzees, modulate their actions in nut-cracking, indicating skilled action, although neither species regulates kinetic energy as precisely as skilled human stone knappers. Kinematic analyses promise to yield new insights into the ways and extent to which nonhuman tool users develop expertise. Am J Phys Anthropol 161:53-61, 2016. © 2016 Wiley Periodicals, Inc. © 2016 Wiley Periodicals, Inc.

Full-scale Wind-tunnel Research on Tail Buffeting and Wing-fuselage Interference of a Low-wing Monoplane

NASA Technical Reports Server (NTRS)

Hood, Manley J; White, James A

1933-01-01

Some preliminary results of full scale wind tunnel testing to determine the best means of reducing the tail buffeting and wing-fuselage interference of a low-wing monoplane are given. Data indicating the effects of an engine cowling, fillets, auxiliary airfoils of short span, reflexes trailing edge, propeller slipstream, and various combinations of these features are included. The best all-round results were obtained by the use of fillets together with the National Advisory Committee for Aeronautics (NACA) cowling. This combination reduced the tail buffeting oscillations to one-fourth of their original amplitudes, increased the maximum lift 11 percent, decreased the minimum drag 9 percent, and increased the maximum ratio of lift to drag 19 percent.

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

NASA Astrophysics Data System (ADS)

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

2018-03-01

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

Aerodynamic design of a rotor blade for minimum noise radiation

NASA Technical Reports Server (NTRS)

Karamcheti, K.; Yu, Y. H.

1974-01-01

An analysis of the aerodynamic design of a hovering rotor blade for obtaining minimum aerodynamic rotor noise has been carried out. In this analysis, which is based on both acoustical and aerodynamic considerations, attention is given only to the rotational noise due to the pressure fluctuations on the blade surfaces. The lift distribution obtained in this analysis has different characteristics from those of the conventional distribution. The present distribution shows negative lift values over a quarter of the span from the blade tip, and a maximum lift at about the midspan. Results are presented to show that the noise field is considerably affected by the shape of the lift distribution along the blade and that noise reduction of about 5 dB may be obtained by designing the rotor blade to yield minimum noise.

In vivo Loads in the Lumbar L3-4 Disc during a Weight Lifting Extension

PubMed Central

Wang, Shaobai; Park, Won Man; Kim, Yoon Hyuk; Cha, Thomas; Wood, Kirkham; Li, Guoan

2014-01-01

Background Knowledge of in vivo human lumbar loading is critical for understanding the lumbar function and for improving surgical treatments of lumbar pathology. Although numerous experimental measurements and computational simulations have been reported, non-invasive determination of in vivo spinal disc loads is still a challenge in biomedical engineering. The object of the study is to investigate the in vivo human lumbar disc loads using a subject-specific and kinematic driven finite element approach. Methods Three dimensional (3D) lumbar spine models of three living subjects were created using MR images. A 3D finite element model of the L3-4 disc, including the annulus fibrosus and nucleus pulposus, was built for each subject. The endplate kinematics of the L3-4 segment of each subject during a dynamic weight lifting extension was determined using a dual fluoroscopic imaging technique. The endplate kinematics was used as displacement boundary conditions of the subject specific finite element model of the L3-4 disc to calculate the in-vivo disc forces and moments during the weight lifting activity. Findings During the weight lifting extension, the L3-4 disc experienced maximum shear load of about 230 N or 0.34 bodyweight at the flexion position and maximum compressive load of 1500 N or 2.28 bodyweight at the upright position. The disc experienced a primary flexion-extension moment during the motion which reached a maximum of 4.2 Nm at upright position with stretched arms holding the weight. Interpretation This study provided quantitative data on in vivo disc loading that could help understand intrinsic biomechanics of the spine and improve surgical treatment of pathological discs using fusion or arthroplasty techniques. PMID:24345591

Arterial blood pressure response to heavy resistance exercise.

PubMed

MacDougall, J D; Tuxen, D; Sale, D G; Moroz, J R; Sutton, J R

1985-03-01

The purpose of this study was to record the blood pressure response to heavy weight-lifting exercise in five experienced body builders. Blood pressure was directly recorded by means of a capacitance transducer connected to a catheter in the brachial artery. Intrathoracic pressure with the Valsalva maneuver was recorded as mouth pressure by having the subject maintain an open glottis while expiring against a column of Hg during the lifts. Exercises included single-arm curls, overhead presses, and both double- and single-leg presses performed to failure at 80, 90, 95, and 100% of maximum. Systolic and diastolic blood pressures rose rapidly to extremely high values during the concentric contraction phase for each lift and declined with the eccentric contraction. The greatest peak pressures occurred during the double-leg press where the mean value for the group was 320/250 mmHg, with pressures in one subject exceeding 480/350 mmHg. Peak pressures with the single-arm curl exercise reached a mean group value of 255/190 mmHg when repetitions were continued to failure. Mouth pressures of 30-50 Torr during a single maximum lift, or as subjects approached failure with a submaximal weight, indicate that a portion of the observed increase in blood pressure was caused by a Valsalva maneuver. It was concluded that when healthy young subjects perform weight-lifting exercises the mechanical compression of blood vessels combines with a potent pressor response and a Valsalva response to produce extreme elevations in blood pressure. Pressures are extreme even when exercise is performed with a relatively small muscle mass.

Central Hemodynamics Measured During 5 Repetition Maximum Free Weight Resistance Exercise.

PubMed

Howard, Jonathan S; McLester, Cherilyn N; Evans, Thomas W; McLester, John R; Calloway, Jimmy P

2018-01-01

The PhysioFlow™ is a piece of equipment that uses bioimpedance cardiography to measure central hemodynamics. The purpose of this research was to explore the novel approach of monitoring central hemodynamics during free weight resistance exercise using bioimpedance cardiography throughout a 5 repetition maximum (5RM). Thirty participants ranging from beginner to advanced lifters (16 males and 14 females) completed a 5RM for back squat, seated push press, and bicep curl while connected to the PhysioFlow™ to assess the response of heart rate (HR), stroke volume (SV), cardiac output (Q), and ejection fraction (EF). Participants were cued for form and to breathe normally throughout the lifts. The PhysioFlow™ detected an increase in HR and Q for all lifts between rest and each repetition ( p < 0.05). There was also an increase in HR and Q from repetition 1 to repetition 5 for all lifts ( p < 0.05). No changes in EF or SV were detected between resting measurements and each repetition for all lifts ( p > 0.05) and no changes in EF or SV were detected when all repetitions were compared to each other for all lifts ( p > 0.05). In conclusion, the PhysioFlow™ was able to detect changes in HR and Q during dynamic free weight resistance exercise. This novel approach may provide a mechanism for monitoring central hemodynamics during free weight resistance training. However, more research needs to be conducted as the exercise protocol for this investigation did not allow for a comparison to a reference method.

Maximizing the Efficiency of MAGTF Airlift Capacity in WestPac

DTIC Science & Technology

2013-03-27

respectively, cover the realm of medium-long range, medium lift capabilities. The UC -35 and the UC -12 aircraft, for short-medium range, light lift...requirements, are variations similar to the Cessna Citation and Beechcraft King Air respectively. In addition, the upgraded UC -12W model possesses an...airlift are resident to the VMGR and H&HS squadrons, specifically, the KC-130 and the OSA C- 12 and UC -35 aircraft, respectively. Each of these units

RLV-TD Flight Measured Aeroacoustic Levels and its Comparison with Predictions

NASA Astrophysics Data System (ADS)

Manokaran, K.; Prasath, M.; Venkata Subrahmanyam, B.; Ganesan, V. R.; Ravindran, Archana; Babu, C.

2017-12-01

The Reusable Launch Vehicle-Technology Demonstrator (RLV-TD) is a wing body configuration successfully flight tested. One of the important flight measurements is the acoustic levels. There were five external microphones, mounted on the fuselage-forebody, wing, vertical tail, inter-stage (ITS) and core base shroud to measure the acoustic levels from lift-off to splash down. In the ascent phase, core base shroud recorded the overall maximum at both lift-off and transonic conditions. In-flight noise levels measured on the wing is second highest, followed by fuselage and vertical tail. Predictions for flight trajectory compare well at all locations except for vertical tail (4.5 dB). In the descent phase, maximum measured OASPL occurs at transonic condition for the wing, followed by vertical tail and fuselage. Predictions for flight trajectory compare well at all locations except for wing (- 6.0 dB). Spectrum comparison is good in the ascent phase compared to descent phase. Roll Reaction control system (RCS) thruster firing signature is seen in the acoustic measurements on the wing and vertical tail during lift-off.

Intuitive Intelligence, Self-regulation, and Lifting Consciousness

PubMed Central

Zayas, Maria

2014-01-01

This article explores the role of the heart in emotional experience, as well as how learning to shift the rhythms of the heart into a more coherent state makes it possible to establish a new inner baseline reference that allows access to our heart’s intuitive capacities and deeper wisdom. The nature and types of intuition and the connection between intuition and compassionate action are discussed. It is suggested that increased effectiveness in self-regulatory capacity and the resultant reorganization of memories sustained in the neural architecture facilitates a stable and integrated experience of self in relationship to others and to the environment, otherwise known as consciousness. The implications of meeting the increasingly complex demands of life with greater love, compassion, and kindness, thereby lifting consciousness, are considered. PMID:24808982

Moving base simulation of an ASTOVL lift-fan aircraft

NASA Technical Reports Server (NTRS)

Chung, William W. Y.; Borchers, Paul F.; Franklin, James A.

1995-01-01

Using a generalized simulation model, a moving-base simulation of a lift-fan short takeoff/vertical landing fighter aircraft was conducted on the Vertical Motion Simulator at Ames Research Center. Objectives of the experiment were to (1) assess the effects of lift-fan propulsion system design features on aircraft control during transition and vertical flight including integration of lift fan/lift/cruise engine/aerodynamic controls and lift fan/lift/cruise engine dynamic response, (2) evaluate pilot-vehicle interface with the control system and head-up display including control modes for low-speed operational tasks and control mode/display integration, and (3) conduct operational evaluations of this configuration during takeoff, transition, and landing similar to those carried out previously by the Ames team for the mixed-flow, vectored thrust, and augmentor-ejector concepts. Based on results of the simulation, preliminary assessments of acceptable and borderline lift-fan and lift/cruise engine thrust response characteristics were obtained. Maximum pitch, roll, and yaw control power used during transition, hover, and vertical landing were documented. Control and display mode options were assessed for their compatibility with a range of land-based and shipboard operations from takeoff to cruise through transition back to hover and vertical landing. Flying qualities were established for candidate control modes and displays for instrument approaches and vertical landings aboard an LPH assault ship and DD-963 destroyer. Test pilot and engineer teams from the Naval Air Warfare Center, Boeing, Lockheed, McDonnell Douglas, and the British Defence Research Agency participated in the program.

Large-Scale Wind-Tunnel Tests of an Airplane Model with an Unswept, Aspect-Ratio-10 Wing, Two Propellers, and Blowing Flaps

NASA Technical Reports Server (NTRS)

Griffin, Roy N., Jr.; Holzhauser, Curt A.; Weiberg, James A.

1958-01-01

An investigation was made to determine the lifting effectiveness and flow requirements of blowing over the trailing-edge flaps and ailerons on a large-scale model of a twin-engine, propeller-driven airplane having a high-aspect-ratio, thick, straight wing. With sufficient blowing jet momentum to prevent flow separation on the flap, the lift increment increased for flap deflections up to 80 deg (the maximum tested). This lift increment also increased with increasing propeller thrust coefficient. The blowing jet momentum coefficient required for attached flow on the flaps was not significantly affected by thrust coefficient, angle of attack, or blowing nozzle height.

A 10-GHz amplifier using an epitaxial lift-off pseudomorphic HEMT device

NASA Technical Reports Server (NTRS)

Young, Paul G.; Romanofsky, Robert R.; Alterovitz, Samuel A.; Mena, Rafael A.; Smith, Edwyn D.

1993-01-01

A process to integrate epitaxial lift-off devices and microstrip circuits has been demonstrated using a pseudomorphic HEMT on an alumina substrate. The circuit was a 10 GHz amplifier with the interconnection between the device and the microstrip circuit being made with photolithographically patterned metal. The measured and modeled response correlated extremely well with a maximum gain of 6.8 dB and a return loss of -14 dB at 10.4 GHz.

Reconfiguration control system for an aircraft wing

NASA Technical Reports Server (NTRS)

Wakayama, Sean R. (Inventor)

2008-01-01

Independently deflectable control surfaces are located on the trailing edge of the wing of a blended wing-body aircraft. The reconfiguration control system of the present invention controls the deflection of each control surface to optimize the spanwise lift distribution across the wing for each of several flight conditions, e.g., cruise, pitch maneuver, and high lift at low speed. The control surfaces are deflected and reconfigured to their predetermined optimal positions when the aircraft is in each of the aforementioned flight conditions. With respect to cruise, the reconfiguration control system will maximize the lift to drag ratio and keep the aircraft trimmed at a stable angle of attack. In a pitch maneuver, the control surfaces are deflected to pitch the aircraft and increase lift. Moreover, this increased lift has its spanwise center of pressure shifted inboard relative to its location for cruise. This inboard shifting reduces the increased bending moment about the aircraft's x-axis occasioned by the increased pitch force acting normal to the wing. To optimize high lift at low speed, during take-off and landing for example, the control surfaces are reconfigured to increase the local maximum coefficient of lift at stall-critical spanwise locations while providing pitch trim with control surfaces that are not stall critical.

An Experimental Investigation of the Effect of a Canard Control on the Lift, Drag, and Pitching Moment of an Aspect-Ratio 2.0 Triangular Wing Incorporating a Form of Conical Camber

NASA Technical Reports Server (NTRS)

Menees, Gene P.; Boyd, John W.

1959-01-01

The results of an experimental investigation to determine the effect of a canard control on the lift, drag, and pitching-moment characteristics of an aspect-ratio-2.0 triangular wing incorporating a form of conical camber are presented. The canard had a triangular plan form of aspect ratio 2.0 and was mounted in the extended chord plane of the wing. The ratio of the area of the exposed canard panels to the total wing area was 6.9 percent, and the ratio of the total areas was 12.9 percent. Data were obtained at Mach numbers from 0.70 to 2.22 through an angle-of-attack range from -6 deg to +18 deg with the canard on, and with the canard off. To provide a basis for comparison, the canard was also tested with a symmetrical wing having the same plan form, aspect ratio, and thickness distribution as the cambered wing. The results of the investigation showed that at the high subsonic speeds the gain in maximum lift-drag ratio achieved by camber was considerably reduced by the addition of a canard. At the supersonic speeds, the addition of the canard did not change the effect of camber on the maximum lift-drag ratios.

Progress in high-lift aerodynamic calculations

NASA Technical Reports Server (NTRS)

Rogers, Stuart E.

1993-01-01

The current work presents progress in the effort to numerically simulate the flow over high-lift aerodynamic components, namely, multi-element airfoils and wings in either a take-off or a landing configuration. The computational approach utilizes an incompressible flow solver and an overlaid chimera grid approach. A detailed grid resolution study is presented for flow over a three-element airfoil. Two turbulence models, a one-equation Baldwin-Barth model and a two equation k-omega model are compared. Excellent agreement with experiment is obtained for the lift coefficient at all angles of attack, including the prediction of maximum lift when using the two-equation model. Results for two other flap riggings are shown. Three-dimensional results are presented for a wing with a square wing-tip as a validation case. Grid generation and topology is discussed for computing the flow over a T-39 Sabreliner wing with flap deployed and the initial calculations for this geometry are presented.

Mid-L/D Lifting Body Entry Demise Analysis

NASA Technical Reports Server (NTRS)

Ling, Lisa

2017-01-01

The mid-lift-to-drag ratio (mid-L/D) lifting body is a fully autonomous spacecraft under design at NASA for enabling a rapid return of scientific payloads from the International Space Station (ISS). For contingency planning and risk assessment for the Earth-return trajectory, an entry demise analysis was performed to examine three potential failure scenarios: (1) nominal entry interface conditions with loss of control, (2) controlled entry at maximum flight path angle, and (3) controlled entry at minimum flight path angle. The objectives of the analysis were to predict the spacecraft breakup sequence and timeline, determine debris survival, and calculate the debris dispersion footprint. Sensitivity analysis was also performed to determine the effect of the initial pitch rate on the spacecraft stability and breakup during the entry. This report describes the mid-L/D lifting body and presents the results of the entry demise and sensitivity analyses.

Determining the number of fingers in the lifting Hele-Shaw problem

NASA Astrophysics Data System (ADS)

Miranda, Jose; Dias, Eduardo

2013-11-01

The lifting Hele-Shaw cell flow is a variation of the celebrated radial viscous fingering problem for which the upper cell plate is lifted uniformly at a specified rate. This procedure causes the formation of intricate interfacial patterns. Most theoretical studies determine the total number of emerging fingers by maximizing the linear growth rate, but this generates discrepancies between theory and experiments. In this work, we tackle the number of fingers selection problem in the lifting Hele-Shaw cell by employing the recently proposed maximum-amplitude criterion. Our linear stability analysis accounts for the action of capillary, viscous normal stresses, and wetting effects, as well as the cell confinement. The comparison of our results with very precise laboratory measurements for the total number of fingers shows a significantly improved agreement between theoretical predictions and experimental data. We thank CNPq (Brazilian Sponsor) for financial support.

Semi-Empirical Prediction of Aircraft Low-Speed Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Olson, Erik D.

2015-01-01

This paper lays out a comprehensive methodology for computing a low-speed, high-lift polar, without requiring additional details about the aircraft design beyond what is typically available at the conceptual design stage. Introducing low-order, physics-based aerodynamic analyses allows the methodology to be more applicable to unconventional aircraft concepts than traditional, fully-empirical methods. The methodology uses empirical relationships for flap lift effectiveness, chord extension, drag-coefficient increment and maximum lift coefficient of various types of flap systems as a function of flap deflection, and combines these increments with the characteristics of the unflapped airfoils. Once the aerodynamic characteristics of the flapped sections are known, a vortex-lattice analysis calculates the three-dimensional lift, drag and moment coefficients of the whole aircraft configuration. This paper details the results of two validation cases: a supercritical airfoil model with several types of flaps; and a 12-foot, full-span aircraft model with slats and double-slotted flaps.

49 CFR 178.812 - Top lift test.

Code of Federal Regulations, 2010 CFR

2010-10-01

... no loss of contents. [Amdt. 178-103, 59 FR 38074, July 26, 1994, as amended at 66 FR 33452, June 21... types must be loaded to twice the maximum permissible gross mass with the load being evenly distributed. (2) Flexible IBC design types must be filled to six times the maximum net mass, the load being evenly...

Trajectory optimization study of a lifting body re-entry vehicle for medium to intermediate range applications

NASA Astrophysics Data System (ADS)

Rizvi, S. Tauqeer ul Islam; Linshu, He; ur Rehman, Tawfiq; Rafique, Amer Farhan

2012-11-01

A numerical optimization study of lifting body re-entry vehicles is presented for nominal as well as shallow entry conditions for Medium and Intermediate Range applications. Due to the stringent requirement of a high degree of accuracy for conventional vehicles, lifting re-entry can be used to attain the impact at the desired terminal flight path angle and speed and thus can potentially improve accuracy of the re-entry vehicle. The re-entry of a medium range and intermediate range vehicles is characterized by very high negative flight path angle and low re-entry speed as compared to a maneuverable re-entry vehicle or a common aero vehicle intended for an intercontinental range. Highly negative flight path angles at the re-entry impose high dynamic pressure as well as heat loads on the vehicle. The trajectory studies are carried out to maximize the cross range of the re-entry vehicle while imposing a maximum dynamic pressure constraint of 350 KPa with a 3 MW/m2 heat rate limit. The maximum normal acceleration and the total heat load experienced by the vehicle at the stagnation point during the maneuver have been computed for the vehicle for possible future conceptual design studies. It has been found that cross range capability of up to 35 km can be achieved with a lifting-body design within the heat rate and the dynamic pressure boundary at normal entry conditions. For shallow entry angle of -20 degree and intermediate ranges a cross range capability of up to 250 km can be attained for a lifting body design with less than 10 percent loss in overall range. The normal acceleration also remains within limits. The lifting-body results have also been compared with wing-body results at shallow entry condition. An hp-adaptive pseudo-spectral method has been used for constrained trajectory optimization.

Determining Changes in Electromyography Indices when Measuring Maximum Acceptable Weight of Lift in Iranian Male Students.

PubMed

Salehi Sahl Abadi, A; Mazloumi, A; Nasl Saraji, G; Zeraati, H; Hadian, M R; Jafari, A H

2018-03-01

In spite of the increasing degree of automation in industry, manual material handling (MMH) is still performed in many occupational settings. The aim of the current study was to determine the maximum acceptable weight of lift using psychophysical and electromyography indices. This experimental study was conducted among 15 male students recruited from Tehran University of Medical Sciences. Each participant performed 18 different lifting tasks which involved three lifting frequencies, three lifting heights and two box sizes. Each set of experiments was conducted during the 20 min work period using free-style lifting technique and subjective as well as objective assessment methodologies. SPSS version 18 software was used for descriptive and analytical analyses by Friedman, Wilcoxon and Spearman correlation techniques. The results demonstrated that muscle activity increased with increasing frequency, height of lift and box size (P<0.05). Meanwhile, MAWLs obtained in this study are lower than those in Snook table (P<0.05). In this study, the level of muscle activity in percent MVC in relation to the erector spine muscles in L3 and T9 regions as well as left and right abdominal external oblique muscles were at 38.89%, 27.78%, 11.11% and 5.55% in terms of muscle activity is more than 70% MVC, respectively. The results of Wilcoxon test revealed that for both small and large boxes under all conditions, significant differences were detected between the beginning and end of the test values for MPF of erector spine in L3 and T9 regions, and left and right abdominal external oblique muscles (P<0.05). The results of Spearman correlation test showed that there was a significant relation between the MAWL, RMS and MPF of the muscles in all test conditions (P<0.05). Based on the results of this study, it was concluded if muscle activity is more than 70% of MVC, the values of Snook tables should be revisited. Furthermore, the biomechanical perspective should receive special attention in determining the standards for MMH.

GASP- General Aviation Synthesis Program. Volume 3: Aerodynamics

NASA Technical Reports Server (NTRS)

Hague, D.

1978-01-01

Aerodynamics calculations are treated in routines which concern moments as they vary with flight conditions and attitude. The subroutines discussed: (1) compute component equivalent flat plate and wetted areas and profile drag; (2) print and plot low and high speed drag polars; (3) determine life coefficient or angle of attack; (4) determine drag coefficient; (5) determine maximum lift coefficient and drag increment for various flap types and flap settings; and (6) determine required lift coefficient and drag coefficient in cruise flight.

The Epidemiology of Physical Training Injuries in U.S. Army Infantry Trainees: Methodology, Population, and Risk Factors

DTIC Science & Technology

1988-11-01

of the weight of the individual, as is the measure of caloric expenditure per minute (kCal/min). METs and kCal/min may be converted to one another if...Fitness Measures as Risk Factors for Injury TABLE 19. Quintiles and Ranges of Total METs Expenditures as Risk Factors for Injury TABLE 20...lifted overhead. ## MLWRATIO: Maximum lift/body weight. 23 TABLE 19. Quintiles# and Ranges of Total METs Expenditures as Risk Factors for Injury. Total

Fatigue effects on bar kinematics during the bench press.

PubMed

Duffey, Michael J; Challis, John H

2007-05-01

The bench press is one of the most popular weight training exercises. Although most training regimens incorporate multiple repetition sets, there are few data describing how the kinematics of a lift change during a set to failure. To examine these changes, recreational lifters (10 men and 8 women) were recruited. The maximum weight each subject could bench press (1RM) was determined. Subjects then performed as many repetitions as possible at 75% of the 1RM load. Three-dimensional kinematic data were recorded and analyzed for all lifts. Statistical analysis revealed that differences between maximal and submaximal lifts and the kinematics of a submaximal lift change as a subject approaches failure in a set. The time to lift the bar more than doubled from the first to the last repetition, causing a decrease in both mean and peak upward velocity. Furthermore, the peak upward velocity occurred much earlier in the lift phase in these later repetitions. The path the bar followed also changed, with subjects keeping the bar more directly over the shoulder during the lift. In general, most of the kinematic variables analyzed became more similar to those of the maximal lift as the subjects progressed through the set, but there was considerable variation between subjects as to which repetition was most like the maximal lift. This study shows that there are definite changes in the lifting kinematics in recreational lifters during a set to failure and suggests it may be particularly important for coaches and less-skilled lifters to focus on developing the proper bar path, rather than reaching momentary muscular failure, in the early part of a training program.

The effects of age and step length on joint kinematics and kinetics of large out-and-back steps

PubMed Central

Schulz, Brian W.; Ashton-Miller, James A.; Alexander, Neil B.

2008-01-01

Background Maximum Step Length is a clinical test that has been shown to correlate with age, various measures of fall risk, and knee and hip joint extension speed, strength, and power capacities, but little is known about the kinematics and kinetics of the large out-and-back step utilized. Methods Body motions and ground reaction forces were recorded for 11 unimpaired younger and 10 older women while attaining Maximum Step Length. Joint kinematics and kinetics were calculated using inverse dynamics. The effects of age group and step length on the biomechanics of these large out-and-back steps were determined. Findings Maximum Step Length was 40% greater in the younger than in the older women (p<0.0001). Peak knee and hip, but not ankle, angle, velocity, moment, and power were generally greater for younger women and longer steps. After controlling for age group, step length generally explained significant additional variance in hip and torso kinematics and kinetics (incremental R2=0.09–0.37). The young reached their peak knee extension moment immediately after landing of the step out, while the old reached their peak knee extension moment just before the return step lift off (p=0.03). Interpretation Maximum Step Length is strongly associated with hip kinematics and kinetics. Delays in peak knee extension moment that appear to be unrelated to step length, may indicate a reduced ability of older women to rapidly apply force to the ground with the stepping leg and thus arrest the momentum of a fall. PMID:18308435

Analysis of offshore platforms lifting with fixed pile structure type (fixed platform) based on ASD89

NASA Astrophysics Data System (ADS)

Sugianto, Agus; Indriani, Andi Marini

2017-11-01

Platform construction GTS (Gathering Testing Sattelite) is offshore construction platform with fix pile structure type/fixed platform functioning to support the mining of petroleum exploitation. After construction fabrication process platform was moved to barges, then shipped to the installation site. Moving process is generally done by pull or push based on construction design determined when planning. But at the time of lifting equipment/cranes available in the work area then the moving process can be done by lifting so that moving activity can be implemented more quickly of work. This analysis moving process of GTS platform in a different way that is generally done to GTS platform types by lifting using problem is construction reinforcement required, so the construction can be moved by lifting with analyzing and checking structure working stress that occurs due to construction moving process by lifting AISC code standard and analysis using the SAP2000 structure analysis program. The analysis result showed that existing condition cannot be moved by lifting because stress ratio is above maximum allowable value that is 0.950 (AISC-ASD89). Overstress occurs on the member 295 and 324 with stress ratio value 0.97 and 0.95 so that it is required structural reinforcement. Box plate aplication at both members so that it produces stress ratio values 0.78 at the member 295 and stress ratio of 0.77 at the member 324. These results indicate that the construction have qualified structural reinforcement for being moved by lifting.

Study of winglets applied to biplanes

NASA Technical Reports Server (NTRS)

Gall, P. D.; Smith, H. C.

1985-01-01

This paper examines, both theoretically and experimentally, the possibility of improving the aerodynamic characteristics of a biplane configuration by adding winglets. Theoretical calculations show good agreement with experiment in predicting inviscid drag due to lift. Theoretical and experimental results indicate that the addition of winglets to an optimized biplane configuration can increase the ideal efficiency factor by up to 13 percent, as well as increasing the lift-curve slope and maximum lift coefficient. A theoretical analysis comparing the biplane with an optimized winglet to an equivalent monoplane indicates that the biplane has the potential for a 6.4-percent increase in L/D(max), and 13-percent increase in C(L) to the 3/2-power/C(D), the classical endurance parameter.

Joined-wing research airplane feasibility study

NASA Technical Reports Server (NTRS)

Wolkovitch, J.

1984-01-01

The joined wing is a new type of aircraft configuration which employs tandem wings arranged to form diamond shapes in plan view and front view. Wind-tunnel tests and finite-element structural analyses have shown that the joined wing provides the following advantages over a comparable wing-plus-tail system; lighter weight and higher stiffness, higher span-efficiency factor, higher trimmed maximum lift coefficient, lower wave drag, plus built-in direct lift and direct sideforce control capability. To verify these advantages at full scale a manned research airplane is required. A study has therefore been performed of the feasibility of constructing such an airplane, using the fuselage and engines of the existing NAA AD-1 oblique-wing airplane. Cost and schedule constraints favored converting the AD-1 rather than constructing a totally new airframe. By removing the outboard wing panels the configuration can simulate wings joined at 60, 80, or 100 percent of span. For maximum versatility the aircraft has alternative control surfaces (such as ailerons and elevators on the front and/or rear wings), and a removeable canard to explore canard/joined-wing interactions at high-lift conditions. Design, performance, and flying qualities are discussed.

Advances in Engineering Software for Lift Transportation Systems

NASA Astrophysics Data System (ADS)

Kazakoff, Alexander Borisoff

2012-03-01

In this paper an attempt is performed at computer modelling of ropeway ski lift systems. The logic in these systems is based on a travel form between the two terminals, which operates with high capacity cabins, chairs, gondolas or draw-bars. Computer codes AUTOCAD, MATLAB and Compaq-Visual Fortran - version 6.6 are used in the computer modelling. The rope systems computer modelling is organized in two stages in this paper. The first stage is organization of the ground relief profile and a design of the lift system as a whole, according to the terrain profile and the climatic and atmospheric conditions. The ground profile is prepared by the geodesists and is presented in an AUTOCAD view. The next step is the design of the lift itself which is performed by programmes using the computer code MATLAB. The second stage of the computer modelling is performed after the optimization of the co-ordinates and the lift profile using the computer code MATLAB. Then the co-ordinates and the parameters are inserted into a program written in Compaq Visual Fortran - version 6.6., which calculates 171 lift parameters, organized in 42 tables. The objective of the work presented in this paper is an attempt at computer modelling of the design and parameters derivation of the rope way systems and their computer variation and optimization.

Effect of 1 Repetition Maximum, 80% Repetition Maximum, and 50% Repetition Maximum Strength Exercise in Trained Individuals on Variations in Plasma Redox Biomarkers.

PubMed

Polotow, Tatiana G; Souza-Junior, Tácito P; Sampaio, Ricardo C; Okuyama, Alexandre R; Ganini, Douglas; Vardaris, Cristina V; Alves, Ragami C; McAnulty, Steven R; Barros, Marcelo P

2017-09-01

Polotow, TG, Souza-Junior, TP, Sampaio, RC, Okuyama, AR, Ganini, D, Vardaris, CV, Alves, RC, McAnulty, SR, and Barros, MP. Effect of 1RM, 80%RM, and 50%RM strength exercise in trained individuals on variations in plasma redox biomarkers. J Strength Cond Res 31(9): 2489-2497, 2017-For decades, scientists have examined the participation of oxygen/nitrogen species in anaerobic-like exercises, especially weightlifting and resistance exercises. The balance between the production of oxyradicals and antioxidant responses during anaerobic-like exercises is essential to assure adaptation to the physiological benefits of strength training and to prevent chronic harmful effects. The aim of this study is to examine the hypothesis that different weight loads (1 repetition maximum (RM), 80%RM, and 50%RM) lifted until exhaustion could impose distinct oxidative insults and elicit diverse antioxidant responses in plasma of young trained subjects. Glucose (+10%), lactate (+65%), urea (+30%), free iron (+65%), reduced/oxidized glutathione (+14 and +23%, respectively), and xanthine oxidase activity (2.2-fold) significantly increased after the 1RM test, whereas plasma antioxidant capacity dropped by 37%. When lower weight loads were applied (80%RM and 50%RM tests), heme-iron (+15 and +20%, respectively) became the prevalent pro-oxidant, although glutathione responses were only detected after 80%RM (+14%). Lactate concentration in plasma continuously increased, by 2.9-fold (80%RM) and 3.6-fold higher (50%RM test). We demonstrated that 1RM tests significantly diminish the antioxidant capacity of plasma because of iron overload, whereas 80%RM tests require higher involvement of glutathione molecules to counteract heme-iron oxidative insult. Mild redox imbalances promoted by heme-iron were found in plasma after 50%RM. Although we did not observe overall changes in muscle damage in young trained subjects, we cannot exclude the need for specific antioxidant supplementation depending on the strength protocols applied, especially for less responsive groups, such as sedentary and elderly populations.

On hydrodynamics of drag and lift of the human arm.

PubMed

Gardano, Paola; Dabnichki, Peter

2006-01-01

The work presents results on drag and lift measurement conducted in a low speed wind tunnel on a replica of the entire human arm. The selected model positions were identical to those during purely rotational front crawl stroke in quasi-static conditions. A computational fluid dynamics model using Fluent showed close correspondence with the experimental results and confirmed the suitability of low speed wind tunnel for the drag and lift measurement in quasi-static conditions. The obtained profiles of the hydrodynamic forces were similar to the dynamic data presented in an earlier study suggesting that shape drag is a major contributing factor in propulsive force generation. The aim of this study was to underline the importance of the entire arm analysis, the elbow angle and a newly defined angle of attack representing the angle of shoulder rotation. It was found that both the maximum value of the drag force at 160 degrees elbow flexion angle and the momentum generated by it exceed the respective magnitudes for the fully extended arm. The latter is underlined by a prolonged plateau of near maximum drag that was obtained at shoulder angle range of 50-140 degrees suggesting that optimal arm configuration in terms of propulsive force generation requires elbow flexion. Furthermore it was found that drag trend is not consistent with the widely assumed and used sinus wave profile. A gap in the existing experimental research was filled as for the first time the entire arm lift and drag was measured across the entire stroke range.

Does Simultaneous Liposuction Adversely Affect the Outcome of Thread Lifts? A Preliminary Result.

PubMed

Lee, Yong Woo; Park, Tae Hwan

2018-04-11

Along with advances in thread lift techniques and materials, ancillary procedures such as fat grafting, liposuction, or filler injections have been performed simultaneously. Some surgeons think that these ancillary procedures might affect the aesthetic outcomes of thread lifting possibly due to inadvertent injury to threads or loosening of soft tissue via passing the cannula in the surgical plane of the thread lifts. The purpose of the current study is to determine the effect of such ancillary procedures on the outcome of thread lifts in the human and cadaveric setting. We used human abdominal tissue after abdominoplasty and cadaveric faces. In the abdominal tissue, liposuction parallel to the parallel axis was performed in one area for 5 min. We counted 30 passes when liposuction was performed in one direction. This was repeated as we changed the direction of passages. The plane of thread lifts (dermal vs subcutaneous) and angle between liposuction and thread lifts (parallel vs perpendicular) were differentiated in this abdominal tissue study group. Then, we performed parallel or perpendicular thread lifts using a small slit incision. Using a tensiometer, the maximum holding strength was measured when pulling the thread out of the skin as much as possible. We also used faces of cadavers to prove whether the finding in human abdominal tissue is really valid with corresponding techniques. Our pilot study using abdominal tissue showed that liposuction after thread lifts adversely affects it regardless of the vector of thread lifts. In the cadaveric study, however, liposuction prior to thread lifting does not significantly affect the holding strength of thread lifts. Liposuction or fat grafting in the appropriate layer would not be a hurdle to safely performing simultaneous thread lifts if the target lift tissue is intra-SMAS or just above the SMAS layer. This journal requires that authors assign a level of evidence to each article. For a full description of these Evidence-Based Medicine ratings, please refer to the Table of Contents or the online Instructions to Authors www.springer.com/00266 .

77 FR 12823 - Solicitation of Comments on a Proposed Change to the Disclosure Limitation Policy for Information...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-02

... policy for information reported on fuel ethanol production capacity, (both nameplate and maximum... fuel ethanol production capacity, (both nameplate and maximum sustainable capacity) on Form EIA-819 as... treat all information reported on fuel ethanol production capacity, (both nameplate and maximum...

Using squat repetition maximum testing to determine hamstring resistance training exercise loads.

PubMed

Ebben, William P; Long, Nicholas J; Pawlowski, Zach D; Chmielewski, Lauren M; Clewien, Rustin W; Jensen, Randall L

2010-02-01

The purpose of this study was to determine whether there is a linear relationship between the squat and a variety of hamstring resistance training exercises, and whether this relationship differs on the basis of sex. This study also sought to create prediction equations for the determination of hamstring exercise load based on the squat load. Repetition maximums of the squat, as well as 4 common hamstring resistance training exercises including the seated leg curl, stiff leg dead lift, single leg dead lift, and good morning exercise, were determined for each subject. Subjects included 21 men and 13 women collegiate athletes. Data were evaluated using linear regression analysis to predict hamstring exercise loads from 6 repetition maximum squat data. Results of the analysis of all subjects indicated that squat load was a significant predictor of loads for each of the hamstring exercises. However, separate analysis of women revealed that squat load was not a significant predictor of loads for any of the hamstring exercises. Analysis of the men revealed that squat was a significant predictor of load for the seated leg curl (R = 0.58, p < 0.001), stiff leg dead lift (R = 0.82, p < 0.001), single leg stiff leg dead lift (R = 0.80, p < 0.001), and good morning (R = 0.79, p < 0.001) exercises. On the basis of the analysis of the men, the following prediction equations were devised for each exercise: (1) seated leg curl load = squat load (0.186) + 10.935 kg, (2) stiff leg deadlift load = squat load (1.133) - 86.331 kg, (3) single leg stiff leg deadlift load = squat load (0.443) - 3.425 kg, and (4) good morning load = squat load (0.961) - 105.505 kg. Thus, results from testing core exercises such as the squat can provide useful data for the assignment of loads for assistance exercises.

Application of Excitation from Multiple Locations on a Simplified High-Lift System

NASA Technical Reports Server (NTRS)

Melton, LaTunia Pack; Yao, Chung-Sheng; Seifert, Avi

2004-01-01

A series of active flow control experiments were recently conducted on a simplified high-lift system. The purpose of the experiments was to explore the prospects of eliminating all but simply hinged leading and trailing edge flaps, while controlling separation on the supercritical airfoil using multiple periodic excitation slots. Excitation was provided by three. independently controlled, self-contained, piezoelectric actuators. Low frequency excitation was generated through amplitude modulation of the high frequency carrier wave, the actuators' resonant frequencies. It was demonstrated, for the first time, that pulsed modulated signal from two neighboring slots interact favorably to increase lift. Phase sensitivity at the low frequency was measured, even though the excitation was synthesized from the high-frequency carrier wave. The measurements were performed at low Reynolds numbers and included mean and unsteady surface pressures, surface hot-films, wake pressures and particle image velocimetry. A modest (6%) increase in maximum lift (compared to the optimal baseline) was obtained due t o the activation of two of the three actuators.

Analysis on shock wave speed of water hammer of lifting pipes for deep-sea mining

NASA Astrophysics Data System (ADS)

Zhou, Zhi-jin; Yang, Ning; Wang, Zhao

2013-04-01

Water hammer occurs whenever the fluid velocity in vertical lifting pipe systems for deep-sea mining suddenly changes. In this work, the shock wave was proven to play an important role in changing pressures and periods, and mathematical and numerical modeling technology was presented for simulated transient pressure in the abnormal pump operation. As volume concentrations were taken into account of shock wave speed, the experiment results about the pressure-time history, discharge-time history and period for the lifting pipe system showed that: as its concentrations rose up, the maximum transient pressure went down, so did its discharges; when its volume concentrations increased gradually, the period numbers of pressure decay were getting less and less, and the corresponding shock wave speed decreased. These results have highly coincided with simulation results. The conclusions are important to design lifting transporting system to prevent water hammer in order to avoid potentially devastating consequences, such as damage to components and equipment and risks to personnel.

Lewis icing research tunnel test of the aerodynamic effects of aircraft ground deicing/anti-icing fluids

NASA Technical Reports Server (NTRS)

Runyan, L. James; Zierten, Thomas A.; Hill, Eugene G.; Addy, Harold E., Jr.

1992-01-01

A wind tunnel investigation of the effect of aircraft ground deicing/anti-icing fluids on the aerodynamic characteristics of a Boeing 737-200ADV airplane was conducted. The test was carried out in the NASA Lewis Icing Research Tunnel. Fluids tested include a Newtonian deicing fluid, three non-Newtonian anti-icing fluids commercially available during or before 1988, and eight new experimental non-Newtonian fluids developed by four fluid manufacturers. The results show that fluids remain on the wind after liftoff and cause a measurable lift loss and drag increase. These effects are dependent on the high-lift configuration and on the temperature. For a configuration with a high-lift leading-edge device, the fluid effect is largest at the maximum lift condition. The fluid aerodynamic effects are related to the magnitude of the fluid surface roughness, particularly in the first 30 percent chord. The experimental fluids show a significant reduction in aerodynamic effects.

Wind Tunnel Investigation of the Effects of Slot Shape and Flap Location on the Characteristics of a Low-Drag Airfoil Equipped with a 0.25-Chord Slotted Flap

NASA Technical Reports Server (NTRS)

Weisman, Yale; Holtzclaw, Ralph W.

1944-01-01

Tests were conducted at dynamic pressure of 50 lb per square foot with lift drag and pitch moment measurements throughout useful angle of attack range for constant flap deflection and position of a low-drag airfoil. Two slots were investigated and practical flap paths were selected for each Slot shape had a negligible effect on the maximum lift coefficient flap deflected, the rounded-entry slot had lower profile drag.

Investigation of a Low-Drag Gun Port in the NACA Two-Dimensional Low-Turbulence Tunnel

NASA Technical Reports Server (NTRS)

Horton, Elmer A.; Woolard, Henry W.

1942-01-01

Tests were made in the NACA two-dimensional low-turbulence tunnel of three gun ports with a height of approximately 4 percent of the chord faired into an NACA 66,2-213 low-drag-airfoil section by bulging the section at the gun port. Gun ports faired in this manner had practically no effect on the maximum lift and the critical compressibility speed of the section and showed only small increase in the drag in the range of lift coefficients for high-speed and cruising-flight conditions.

Drag Reduction Through Distributed Electric Propulsion

NASA Technical Reports Server (NTRS)

Stoll, Alex M.; Bevirt, JoeBen; Moore, Mark D.; Fredericks, William J.; Borer, Nicholas K.

2014-01-01

One promising application of recent advances in electric aircraft propulsion technologies is a blown wing realized through the placement of a number of electric motors driving individual tractor propellers spaced along each wing. This configuration increases the maximum lift coefficient by providing substantially increased dynamic pressure across the wing at low speeds. This allows for a wing sized near the ideal area for maximum range at cruise conditions, imparting the cruise drag and ride quality benefits of this smaller wing size without decreasing takeoff and landing performance. A reference four-seat general aviation aircraft was chosen as an exemplary application case. Idealized momentum theory relations were derived to investigate tradeoffs in various design variables. Navier-Stokes aeropropulsive simulations were performed with various wing and propeller configurations at takeoff and landing conditions to provide insight into the effect of different wing and propeller designs on the realizable effective maximum lift coefficient. Similar analyses were performed at the cruise condition to ensure that drag targets are attainable. Results indicate that this configuration shows great promise to drastically improve the efficiency of small aircraft.

Advanced Supersonic Technology concept AST-100 characteristics developed in a baseline-update study

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.; Swanson, E. E.

1976-01-01

The advanced supersonic technology configuration, AST-100, is described. The combination of wing thickness reduction, nacelle recontouring for minimum drag at cruise, and the use of the horizontal tail to produce lift during climb and cruise resulted in an increase in maximum lift-to-drag ratio. Lighter engines and lower fuel weight associated with this resizing result in a six percent reduction in takeoff gross weight. The AST-100 takeoff maximum effective perceived noise at the runway centerline and sideline measurement stations was 114.4 decibels. Since 1.5-decibels tradeoff is available from the approach noise, the required engine noise supression is 4.9 decibels. The AST-100 largest maximum overpressure would occur during transonic climb acceleration when the aircraft was at relatively low altitude. Calculated standard +8 C day range of the AST-100, with a 292 passenger payload, is 7348 km (3968 n.mi). Fuel price is the largest contributor to direct operating cost. However, if the AST-100 were flown subsonically (M = 0.9), direct operating costs would increase approximately 50 percent because of time related costs.

Numerical Calculations of 3-D High-Lift Flows and Comparison with Experiment

NASA Technical Reports Server (NTRS)

Compton, William B, III

2015-01-01

Solutions were obtained with the Navier-Stokes CFD code TLNS3D to predict the flow about the NASA Trapezoidal Wing, a high-lift wing composed of three elements: the main-wing element, a deployed leading-edge slat, and a deployed trailing-edge flap. Turbulence was modeled by the Spalart-Allmaras one-equation turbulence model. One case with massive separation was repeated using Menter's two-equation SST (Menter's Shear Stress Transport) k-omega turbulence model in an attempt to improve the agreement with experiment. The investigation was conducted at a free stream Mach number of 0.2, and at angles of attack ranging from 10.004 degrees to 34.858 degrees. The Reynolds number based on the mean aerodynamic chord of the wing was 4.3 x 10 (sup 6). Compared to experiment, the numerical procedure predicted the surface pressures very well at angles of attack in the linear range of the lift. However, computed maximum lift was 5% low. Drag was mainly under predicted. The procedure correctly predicted several well-known trends and features of high-lift flows, such as off-body separation. The two turbulence models yielded significantly different solutions for the repeated case.

Piloted Simulation Study of the Effects of High-Lift Aerodynamics on the Takeoff Noise of a Representative High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Glaab, Louis J.; Riley, Donald R.; Brandon, Jay M.; Person, Lee H., Jr.; Glaab, Patricia C.

1999-01-01

As part of an effort between NASA and private industry to reduce airport-community noise for high-speed civil transport (HSCT) concepts, a piloted simulation study was initiated for the purpose of predicting the noise reduction benefits that could result from improved low-speed high-lift aerodynamic performance for a typical HSCT configuration during takeoff and initial climb. Flight profile and engine information from the piloted simulation were coupled with the NASA Langley Aircraft Noise Prediction Program (ANOPP) to estimate jet engine noise and to propagate the resulting source noise to ground observer stations. A baseline aircraft configuration, which also incorporated different levels of projected improvements in low-speed high-lift aerodynamic performance, was simulated to investigate effects of increased lift and lift-to-drag ratio on takeoff noise levels. Simulated takeoff flights were performed with the pilots following a specified procedure in which either a single thrust cutback was performed at selected altitudes ranging from 400 to 2000 ft, or a multiple-cutback procedure was performed where thrust was reduced by a two-step process. Results show that improved low-speed high-lift aerodynamic performance provides at least a 4 to 6 dB reduction in effective perceived noise level at the FAA downrange flyover measurement station for either cutback procedure. However, improved low-speed high-lift aerodynamic performance reduced maximum sideline noise levels only when using the multiple-cutback procedures.

Use of screenings to produce HMA mixtures

DOT National Transportation Integrated Search

2002-10-01

Thin-lift hot mix asphalt (HMA) layers are utilized in almost every maintenance and rehabilitation application. These mix types require smaller maximum particle sizes than most conventional HMA surface layers. Although the primary functions of thin-l...

Large-eddy simulation of flow around an airfoil on a structured mesh

NASA Technical Reports Server (NTRS)

Kaltenbach, Hans-Jakob; Choi, Haecheon

1995-01-01

The diversity of flow characteristics encountered in a flow over an airfoil near maximum lift taxes the presently available statistical turbulence models. This work describes our first attempt to apply the technique of large-eddy simulation to a flow of aeronautical interest. The challenge for this simulation comes from the high Reynolds number of the flow as well as the variety of flow regimes encountered, including a thin laminar boundary layer at the nose, transition, boundary layer growth under adverse pressure gradient, incipient separation near the trailing edge, and merging of two shear layers at the trailing edge. The flow configuration chosen is a NACA 4412 airfoil near maximum lift. The corresponding angle of attack was determined independently by Wadcock (1987) and Hastings & Williams (1984, 1987) to be close to 12 deg. The simulation matches the chord Reynolds number U(sub infinity)c/v = 1.64 x 10(exp 6) of Wadcock's experiment.

Factors contributing to work related low back pain among personal care workers in old age.

PubMed

Yeung, Simon S

2012-01-01

This study aims to preliminary explore the work related and individual factors that contributed to the occurrence of low back pain (LBP) that affected work activities of Personal Care Workers (PCWs). A cross-sectional study was conducted to 36 PCWs in an old age home of Hong Kong. The study is divided into three parts: 1) a questionnaire to document the workload exposure factors and the musculoskeletal symptoms survey of the PCWs, 2) work posture evaluation; and 3) an evaluation of the physical fitness and lifting capacity of the PCWs. Univariate analyses were used to explore the risk factors associated with LBP that affected work activities. The results indicated that individual physical profile and lifting capacities did not contribute to occurrence of low back pain at work. For the work demand factors, the perceived physical demands in lifting and lowering heavy objects, awkward sustain neck and back postures, loading on the back, and perceived effort of cleaning task contributed to the occurrence of LBP. For the physical environment factors, thermal stress and improper ventilation were associated with the occurrence of LBP cases. For the individual factor, LBP cases were associated with workers' self perceived muscular effort, and perceived risk of mental illness in response to work requirements.

A direct comparison of spine rotational stiffness and dynamic spine stability during repetitive lifting tasks.

PubMed

Graham, Ryan B; Brown, Stephen H M

2012-06-01

Stability of the spinal column is critical to bear loads, allow movement, and at the same time avoid injury and pain. However, there has been a debate in recent years as to how best to define and quantify spine stability, with the outcome being that different methods are used without a clear understanding of how they relate to one another. Therefore, the goal of the present study was to directly compare lumbar spine rotational stiffness, calculated with an EMG-driven biomechanical model, to local dynamic spine stability calculated using Lyapunov analyses of kinematic data, during a series of continuous dynamic lifting challenges. Twelve healthy male subjects performed 30 repetitive lifts under three varying load and three varying rate conditions. With an increase in the load lifted (constant rate) there was a significant increase in mean, maximum, and minimum spine rotational stiffness (p<0.001) and a significant increase in local dynamic stability (p<0.05); both stability measures were moderately to strongly related to one another (r=-0.55 to -0.71). With an increase in lifting rate (constant load), there was also a significant increase in mean and maximum spine rotational stiffness (p<0.01); however, there was a non-significant decrease in the minimum rotational stiffness and a non-significant decrease in local dynamic stability (p>0.05). Weak linear relationships were found for the varying rate conditions (r=-0.02 to -0.27). The results suggest that spine rotational stiffness and local dynamic stability are closely related to one another, as they provided similar information when movement rate was controlled. However, based on the results from the changing lifting rate conditions, it is evident that both models provide unique information and that future research is required to completely understand the relationship between the two models. Using both techniques concurrently may provide the best information regarding the true effects of (in) stability under different loading and movement scenarios, and in comparing healthy and clinical populations. Copyright © 2012 Elsevier Ltd. All rights reserved.

Experimental Study of Lift-Generated Vortices

NASA Technical Reports Server (NTRS)

Rossow, Vernon J.; Nixon, David (Technical Monitor)

1998-01-01

The flow fields of vortices, whether bouyancy-driven or lift-generated, are fascinating fluid-dynamic phenomena which often possess intense swirl velocities and complex time-dependent behavior. As part of the on-going study of vortex behavior, this paper presents a historical overview of the research conducted on the structure and modification of the vortices generated by the lifting surfaces of subsonic transport aircraft. It is pointed out that the characteristics of lift-generated vortices are related to the aerodynamic shapes that produce them and that various arrangements of surfaces can be used to produce different vortex structures. The primary purpose of the research to be described is to find a way to reduce the hazard potential of lift-generated vortices shed by subsonic transport aircraft in the vicinity of airports during landing and takeoff operations. It is stressed that lift-generated vortex wakes are so complex that progress towards a solution requires application of a combined theoretical and experimental research program because either alone often leads to incorrect conclusions. It is concluded that a satisfactory aerodynamic solution to the wake-vortex problem at airports has not yet been found but a reduction in the impact of the wake-vortex hazard on airport capacity may become available in the foreseeable future through wake-vortex avoidance concepts currently under study. The material to be presented in this overview is drawn from aerospace journals that are available publicly.

iLift: A health behavior change support system for lifting and transfer techniques to prevent lower-back injuries in healthcare.

PubMed

Kuipers, Derek A; Wartena, Bard O; Dijkstra, Boudewijn H; Terlouw, Gijs; van T Veer, Job T B; van Dijk, Hylke W; Prins, Jelle T; Pierie, Jean Pierre E N

2016-12-01

Lower back problems are a common cause of sick leave of employees in Dutch care homes and hospitals. In the Netherlands over 40% of reported sick leave is due to back problems, mainly caused by carrying out heavy work. The goal of the iLift project was to develop a game for nursing personnel to train them in lifting and transfer techniques. The main focus was not on testing for the effectiveness of the game itself, but rather on the design of the game as an autogenous trigger and its place in a behavioral change support system. In this article, the design and development of such a health behavior change support system is addressed, describing cycles of design and evaluation. (a) To define the problem space, use context and user context, focus group interviews were conducted with Occupational Therapists (n=4), Nurses (n=10) and Caregivers (n=12) and a thematic analysis was performed. We interviewed experts (n=5) on the subject of lifting and transferring techniques. (b) A design science research approach resulted in a playable prototype. An expert panel conducted analysis of video-recorded playing activities. (c) Field experiment: We performed a dynamic analysis in order to investigate the feasibility of the prototype through biometric data from player sessions (n=620) by healthcare professionals (n=37). (a) Occupational Therapists, Nurses and Caregivers did not recognise a lack of knowledge with training in lifting and transferring techniques. All groups considered their workload, time pressure and a culturally determined habit to place the patient's well being above their own as the main reason not to apply appropriate lifting and transferring techniques. This led to a shift in focus from a serious game teaching lifting and transferring techniques to a health behavior change support system containing a game with the intention to influence behavior. (b) Building and testing (subcomponents of) the prototype resulted in design choices regarding players perspective, auditory and visual feedback, overall playability and perceived immersiveness. This design process also addressed the behavior shaping capacities of the game and its place within the health behavior change support system. An expert panel on lifting and transferring techniques validated the provoked in-game activities as being authentic. (c) Regression analysis showed an increase of the game score and dashboard score when more sessions were played, indicating an in-game training effect. A post-hoc test revealed that from an average of 10 playing sessions or more, the dashboard score and the game score align, which indicates behavioral change towards executing appropriate static lifting and transferring techniques. Data gathered in the final field test shows an in-game training effect, causing players to exhibit correct techniques for static lifting and transferring techniques but also revealed the necessity for future social system development and especially regarding intervention acceptance. Social system factors showed a strong impact on the games persuasive capacities and its autogenous intent. Copyright © 2016 Elsevier Ireland Ltd. All rights reserved.

A comparison of muscle activity in concentric and counter movement maximum bench press.

PubMed

van den Tillaar, Roland; Ettema, Gertjan

2013-01-01

The purpose of this study was to compare the kinematics and muscle activation patterns of regular free-weight bench press (counter movement) with pure concentric lifts in the ascending phase of a successful one repetition maximum (1-RM) attempt in the bench press. Our aim was to evaluate if diminishing potentiation could be the cause of the sticking region. Since diminishing potentiation cannot occur in pure concentric lifts, the occurrence of a sticking region in this type of muscle actions would support the hypothesis that the sticking region is due to a poor mechanical position. Eleven male participants (age 21.9 ± 1.7 yrs, body mass 80.7 ± 10.9 kg, body height 1.79 ± 0.07 m) conducted 1-RM lifts in counter movement and in pure concentric bench presses in which kinematics and EMG activity were measured. In both conditions, a sticking region occurred. However, the start of the sticking region was different between the two bench presses. In addition, in four of six muscles, the muscle activity was higher in the counter movement bench press compared to the concentric one. Considering the findings of the muscle activity of six muscles during the maximal lifts it was concluded that the diminishing effect of force potentiation, which occurs in the counter movement bench press, in combination with a delayed muscle activation unlikely explains the existence of the sticking region in a 1-RM bench press. Most likely, the sticking region is the result of a poor mechanical force position.

A Comparison of Muscle Activity in Concentric and Counter Movement Maximum Bench Press

PubMed Central

van den Tillaar, Roland; Ettema, Gertjan

2013-01-01

The purpose of this study was to compare the kinematics and muscle activation patterns of regular free-weight bench press (counter movement) with pure concentric lifts in the ascending phase of a successful one repetition maximum (1-RM) attempt in the bench press. Our aim was to evaluate if diminishing potentiation could be the cause of the sticking region. Since diminishing potentiation cannot occur in pure concentric lifts, the occurrence of a sticking region in this type of muscle actions would support the hypothesis that the sticking region is due to a poor mechanical position. Eleven male participants (age 21.9 ± 1.7 yrs, body mass 80.7 ± 10.9 kg, body height 1.79 ± 0.07 m) conducted 1-RM lifts in counter movement and in pure concentric bench presses in which kinematics and EMG activity were measured. In both conditions, a sticking region occurred. However, the start of the sticking region was different between the two bench presses. In addition, in four of six muscles, the muscle activity was higher in the counter movement bench press compared to the concentric one. Considering the findings of the muscle activity of six muscles during the maximal lifts it was concluded that the diminishing effect of force potentiation, which occurs in the counter movement bench press, in combination with a delayed muscle activation unlikely explains the existence of the sticking region in a 1-RM bench press. Most likely, the sticking region is the result of a poor mechanical force position. PMID:24235985

Effects of mouthguards on vertical dimension, muscle activation, and athlete preference: a prospective cross-sectional study.

PubMed

Gage, C Colby; Huxel Bliven, Kellie C; Bay, R Curtis; Sturgill, Jeremiah S; Park, Jae Hyun

2015-01-01

Mandibular repositioning and subsequent neuromuscular signaling are proposed mechanisms of action for commercial mouthguards marketed for performance enhancement. A prospective cross-sectional study of 24 healthy adult weightlifters with normal occlusal relationships was designed to determine whether 2 self-fit performance mouthguards; a custom-fabricated, bilaterally balanced, dual-laminated mouthguard; and no mouthguard (control) differed in their effects on vertical dimension, muscle activation, and user preference during a 75% maximum power clean lift. Each subject was tested for each of the mouthguard categories: Power Balance POWERUP, Under Armour ArmourBite, custom, and no mouthguard. Interocclusal distance was measured at baseline and with each mouthguard. Mean and peak activity of the anterior temporalis, masseter, sternocleidomastoid, and cervical paraspinal muscles was measured during sitting and during a 75% maximum power clean lift. A mouthguard preference questionnaire was completed. Analyses were conducted to determine whether interocclusal distance differed among mouthguard type and to examine the effect of mouthguard type on mean and peak muscle activation during the clean lift. Interocclusal distance was affected by mouthguard type (P = 0.01). Mean and peak activity of the anterior temporalis and masseter muscles and mean activity of the sternocleidomastoid muscle differed among mouthguards (P < 0.05). Mouthguard type did not influence muscle activation of the cervical paraspinal muscle group. Overall, the Power Balance mouthguard produced more muscle activity. Participants preferred custom mouthguards nearly 2:1 over self-fit performance mouthguards (P = 0.05). Participants perceived that they were stronger and were less encumbered when using a custom mouthguard during submaximum power clean lifts.

Lower extremity joint kinetics and lumbar curvature during squat and stoop lifting

PubMed Central

Hwang, Seonhong; Kim, Youngeun; Kim, Youngho

2009-01-01

Background In this study, kinematics and kinetics of the lower extremity joint and the lumbar lordosis during two different symmetrical lifting techniques(squat and stoop) were examined using the three-dimensional motion analysis. Methods Twenty-six young male volunteers were selected for the subjects in this study. While they lifted boxes weighing 5, 10 and 15 kg by both squat and stoop lifting techniques, their motions were captured and analyzed using the 3D motion analysis system which was synchronized with two forceplates and the electromyographic system. Joint kinematics was determined by the forty-three reflective markers which were attached on the anatomical locations based on the VICON Plug-in-Gait marker placement protocol. Joint kinetics was analyzed by using the inverse dynamics. Paired t-test and Kruskal-Wallis test was used to compare the differences of variables between two techniques, and among three different weights. Correlation coefficient was calculated to explain the role of lower limb joint motion in relation to the lumbar lordosis. Results There were not significant differences in maximum lumbar joint moments between two techniques. The hip and ankle contributed the most part of the support moment during squat lifting, and the knee flexion moment played an important role in stoop lifting. The hip, ankle and lumbar joints generated power and only the knee joint absorbed power in the squat lifting. The knee and ankle joints absorbed power, the hip and lumbar joints generated power in the stoop lifting. The bi-articular antagonist muscles' co-contraction around the knee joint during the squat lifting and the eccentric co-contraction of the gastrocnemius and the biceps femoris were found important for maintaining the straight leg during the stoop lifting. At the time of lordotic curvature appearance in the squat lifting, there were significant correlations in all three lower extremity joint moments with the lumbar joint. Differently, only the hip moment had significant correlation with the lumbar joint in the stoop lifting. Conclusion In conclusion, the knee extension which is prominent kinematics during the squat lifting was produced by the contributions of the kinetic factors from the hip and ankle joints(extensor moment and power generation) and the lumbar extension which is prominent kinematics during the stoop lifting could be produced by the contributions of the knee joint kinetic factors(flexor moment, power absorption, bi-articular muscle function). PMID:19183507

Lower extremity joint kinetics and lumbar curvature during squat and stoop lifting.

PubMed

Hwang, Seonhong; Kim, Youngeun; Kim, Youngho

2009-02-02

In this study, kinematics and kinetics of the lower extremity joint and the lumbar lordosis during two different symmetrical lifting techniques(squat and stoop) were examined using the three-dimensional motion analysis. Twenty-six young male volunteers were selected for the subjects in this study. While they lifted boxes weighing 5, 10 and 15 kg by both squat and stoop lifting techniques, their motions were captured and analyzed using the 3D motion analysis system which was synchronized with two forceplates and the electromyographic system. Joint kinematics was determined by the forty-three reflective markers which were attached on the anatomical locations based on the VICON Plug-in-Gait marker placement protocol. Joint kinetics was analyzed by using the inverse dynamics. Paired t-test and Kruskal-Wallis test was used to compare the differences of variables between two techniques, and among three different weights. Correlation coefficient was calculated to explain the role of lower limb joint motion in relation to the lumbar lordosis. There were not significant differences in maximum lumbar joint moments between two techniques. The hip and ankle contributed the most part of the support moment during squat lifting, and the knee flexion moment played an important role in stoop lifting. The hip, ankle and lumbar joints generated power and only the knee joint absorbed power in the squat lifting. The knee and ankle joints absorbed power, the hip and lumbar joints generated power in the stoop lifting. The bi-articular antagonist muscles' co-contraction around the knee joint during the squat lifting and the eccentric co-contraction of the gastrocnemius and the biceps femoris were found important for maintaining the straight leg during the stoop lifting. At the time of lordotic curvature appearance in the squat lifting, there were significant correlations in all three lower extremity joint moments with the lumbar joint. Differently, only the hip moment had significant correlation with the lumbar joint in the stoop lifting. In conclusion, the knee extension which is prominent kinematics during the squat lifting was produced by the contributions of the kinetic factors from the hip and ankle joints(extensor moment and power generation) and the lumbar extension which is prominent kinematics during the stoop lifting could be produced by the contributions of the knee joint kinetic factors(flexor moment, power absorption, bi-articular muscle function).

Effect of conventional and square stores on the longitudinal aerodynamic characteristics of a fighter aircraft model at supersonic speeds. [in the langley unitary plan wind tunnel

NASA Technical Reports Server (NTRS)

Monta, W. J.

1980-01-01

The effects of conventional and square stores on the longitudinal aerodynamic characteristics of a fighter aircraft configuration at Mach numbers of 1.6, 1.8, and 2.0 was investigated. Five conventional store configurations and six arrangements of a square store configuration were studied. All configurations of the stores produced small, positive increments in the pitching moment throughout the angle-of-attack range, but the configuration with area ruled wing tanks also had a slight decrease on stability at the higher angles of attack. There were some small changes in lift coefficient because of the addition of the stores, causing the drag increment to vary with the lift coefficient. As a result, there were corresponding changes in the increments of the maximum lift drag ratios. The store drag coefficient based on the cross sectional area of the stores ranged from a maximum of 1.1 for the configuration with three Maverick missiles to a minimum of about .040 for the two MK-84 bombs and the arrangements with four square stores touching or two square stores in tandem. Square stores located side by side yielded about 0.50 in the aft position compared to 0.74 in the forward position.

Longitudinal aerodynamic performance of a series of power-law and minimum wave drag bodies at Mach 6 and several Reynolds numbers

NASA Technical Reports Server (NTRS)

Ashby, G. C., Jr.

1974-01-01

Experimental data have been obtained for two series of bodies at Mach 6 and Reynolds numbers, based on model length, from 1.4 million to 9.5 million. One series consisted of axisymmetric power-law bodies geometrically constrained for constant length and base diameter with values of the exponent n of 0.25, 0.5, 0.6, 0.667, 0.75, and 1.0. The other series consisted of positively and negatively cambered bodies of polygonal cross section, each having a constant longitudinal area distribution conforming to that required for minimizing zero-lift wave drag at hypersonic speeds under the geometric constraints of given length and volume. At the highest Reynolds number, the power-law body for minimum drag is blunter (exponent n lower) than predicted by inviscid theory (n approximately 0.6 instead of n = 0.667); however, the peak value of lift-drag ratio occurs at n = 0.667. Viscous effects were present on the bodies of polygonal cross section but were less pronounced than those on the power-law bodies. The trapezoidal bodies with maximum width at the bottom were found to have the highest maximum lift-drag ratio and the lowest mimimum drag.

Particle Resolved DNS of Turbulent Oscillatory Flow Over a Layer of Fixed Particles

NASA Astrophysics Data System (ADS)

Ghodke, Chaitanya; Urzay, Javier; Apte, Sourabh

2014-11-01

Particle resolved direct numerical simulations are performed using fictitious domain approach (Apte et al., JCP 2009) to investigate oscillatory turbulent flow over a layer of fixed particles representative of a sediment layer in coastal environments. Five particle Reynolds numbers in the range, ReD = 660 - 4240 are studied and results are compared against available experimental data (Keiller & Sleath, JFM 1976). Flow is characterized in terms of coherent vortex structures, Reynolds stress variation, turbulent cross-correlations and PDF distributions. The nature of the unsteady hydrodynamic forces on particles and their correlation to sweep and burst events is reported. The net lift coefficient remains positive over the cycle and is well correlated with phase averaged near-bed velocity. Maximum in the lift coefficient occurs when the strength of the horseshoe vortices is maximum. At this phase the lift fluctuations are correlated negatively with pressure and positively with velocity fluctuations in the region above the particle bed. Preliminary analysis shows non-Gaussian distribution for velocity fluctuation and follows 4th order Gram-Charlier. These detailed findings could eventually be useful in improving the existing criterion for predicting sediment incipient motion. Supported by NSF Project # 1133363 as well as Center for Turbulence Research Stanford University Summer Program 2014.

Supersonic aerodynamic characteristics of a proposed Assured Crew Return Capability (ACRC) lifting-body configuration

NASA Technical Reports Server (NTRS)

Ware, George M.

1989-01-01

An investigation was conducted in the Langley Unitary Plan Wind Tunnel at Mach numbers from 1.6 to 4.5. The model had a low-aspect-ratio body with a flat undersurface. A center fin and two outboard fins were mounted on the aft portion of the upper body. The outboard fins were rolled outboard 40 deg from the vertical. Elevon surfaces made up the trailing edges of the outboard fins, and body flaps were located on the upper and lower aft fuselage. The center fin pivoted about its midchord for yaw control. The model was longitudinally stable about the design center-of-gravity position at 54 percent of the body length. The configuration with undeflected longitudinal controls trimmed near 0 deg angle of attack at Mach numbers from 1.6 to 3.0 where lift and lift-drag ratio were negative. Longitudinal trim was near the maximum lift-drag ratio (1.4) at Mach 4.5. The model was directionally stable over Mach number range except at angles of attack around 4 deg at M = 2.5. Pitch control deflection of more than -10 deg with either elevons or body flaps is needed to trim the model to angles of attack at which lift becomes positive. With increased control deflection, the lifting-body configuration should perform the assured crew return mission through the supersonic speed range.

Wingtip Vortices and Free Shear Layer Interaction in the Vicinity of Maximum Lift to Drag Ratio Lift Condition

NASA Astrophysics Data System (ADS)

Memon, Muhammad Omar

Cost-effective air-travel is something everyone wishes for when it comes to booking flights. The continued and projected increase in commercial air travel advocates for energy efficient airplanes, reduced carbon footprint, and a strong need to accommodate more airplanes into airports. All of these needs are directly affected by the magnitudes of drag these aircraft experience and the nature of their wingtip vortex. A large portion of the aerodynamic drag results from the airflow rolling from the higher pressure side of the wing to the lower pressure side, causing the wingtip vortices. The generation of this particular drag is inevitable however, a more fundamental understanding of the phenomenon could result in applications whose benefits extend much beyond the relatively minuscule benefits of commonly-used winglets. Maximizing airport efficiency calls for shorter intervals between takeoffs and landings. Wingtip vortices can be hazardous for following aircraft that may fly directly through the high-velocity swirls causing upsets at vulnerably low speeds and altitudes. The vortex system in the near wake is typically more complex since strong vortices tend to continue developing throughout the near wake region. Several chord lengths distance downstream of a wing, the so-called fully rolled up wing wake evolves into a combination of a discrete wingtip vortex pair and a free shear layer. Lift induced drag is generated as a byproduct of downwash induced by the wingtip vortices. The parasite drag results from a combination of form/pressure drag and the upper and lower surface boundary layers. These parasite effects amalgamate to create the free shear layer in the wake. While the wingtip vortices embody a large portion of the total drag at lifting angles, flow properties in the free shear layer also reveal their contribution to the aerodynamic efficiency of the aircraft. Since aircraft rarely cruise at maximum aerodynamic efficiency, a better understanding of the balance between the lift induced drag (wingtip vortices) and parasite drag (free shear layer) can have a significant impact. Particle Image Velocimetry (PIV) experiments were performed at a) a water tunnel at ILR Aachen, Germany, and b) at the University of Dayton Low Speed Wind Tunnel in the near wake of an AR 6 wing with a Clark-Y airfoil to investigate the characteristics of the wingtip vortex and free shear layer at angles of attack in the vicinity of maximum aerodynamic efficiency for the wing. The data was taken 1.5 and 3 chord lengths downstream of the wing at varying free-stream velocities. A unique exergy-based technique was introduced to quantify distinct changes in the wingtip vortex axial core flow. The existence of wingtip vortex axial core flow transformation from wake-like (velocity less-than the freestream) to jet-like (velocity greater-than the freestream) behavior in the vicinity of the maximum (L/D) angles was observed. The exergy-based technique was able to identify the change in the out of plane profile and corresponding changes in the L/D performance. The resulting velocity components in and around the free shear layer in the wing wake showed counter flow in the cross-flow plane presumably corresponding to behavior associated with the flow over the upper and lower surfaces of the wing. Even though the velocity magnitudes in the free shear layer in cross-flow plane are a small fraction of the freestream velocity ( 10%), significant directional flow was observed. An indication of the possibility of the transfer of momentum (from inboard to outboard of the wing) was identified through spanwise flow corresponding to the upper and lower surfaces through the free shear layer in the wake. A transition from minimal cross flow in the free shear layer to a well-established shear flow in the spanwise direction occurs in the vicinity of maximum lift-to-drag ratio (max L/D) angle of attack. A distinctive balance between the lift induced drag and parasite drag was identified. Improved understanding of this relationship could be extended not only to improve aircraft performance through the reduction of lift induced drag, but also to air vehicle performance in off-design cruise conditions.

Navier-Stokes Analysis of the Flowfield Characteristics of an Ice Contaminated Aircraft Wing

NASA Technical Reports Server (NTRS)

Chung, J.; Choo, Y.; Reehorst, A.; Potapczuk, M.; Slater, J.

1999-01-01

An analytical study was performed as part of the NASA Lewis support of a National Transportation Safety Board (NTSB) aircraft accident investigation. The study was focused on the performance degradation associated with ice contamination on the wing of a commercial turbo-prop-powered aircraft. Based upon the results of an earlier numerical study conducted by the authors, a prominent ridged-ice formation on the subject aircraft wing was selected for detailed flow analysis using 2-dimensional (2-D), as well as, 3-dimensional (3-D) Navier-Stokes computations. This configuration was selected because it caused the largest lift decrease and drag increase among all the ice shapes investigated in the earlier study. A grid sensitivity test was performed to find out the influence of grid spacing on the lift, drag, and associated angle-of-attack for the maximum lift (C(sub lmax)). This study showed that grid resolution is important and a sensitivity analysis is an essential element of the process in order to assure that the final solution is independent of the grid. The 2-D results suggested that a severe stability and control difficulty could have occurred at a slightly higher angle-of-attack (AOA) than the one recorded by the Flight Data Recorder (FDR). This stability and control problem was thought to have resulted from a decreased differential lift on the wings with respect to the normal loading for the configuration. The analysis also indicated that this stability and control problem could have occurred whether or not natural ice shedding took place. Numerical results using an assumed 3-D ice shape showed an increase of the angle at which this phenomena occurred of about 4 degrees. As it occurred with the 2-D case, the trailing edge separation was observed but started only when the AOA was very close to the angle at which the maximum lift occurred.

Langley Full-Scale Tunnel Investigation of a 1/3-Scale Model of the Chance Vought XF5U-1 Airplane

NASA Technical Reports Server (NTRS)

Lange, Roy H.; Cocke, Bennie W., Jr.; Proterra, Anthony J.

1946-01-01

The results of an investigation of a 1/3-scale model of the Chance Vought XF5U-1 airplane in the Langley full-scale tunnel are presented in this report. The maximum lift and stalling characteristics of several model configurations, the longitudinal stability characteristics of the model, and the effectiveness of the control surfaces were determined with the propellers removed. The propulsive characteristics, the effect of propeller operation on the lift, and the static thrust of the model propellers were determined at several propeller-blade angles. The results with the propellers removed showed that the maximum lift coefficient of the complete model configuration was only 0.97 was compared with the value of 1.31 for the model configuration in which the engine-air ducts and canopy are removed. The model with the propellers removed (normal center-of-gravity position) has a positive static margin, stick fixed, varying from 5 to 13 percent of the mean aerodynamic chord throughout the unstalled range of lift coefficients. The unit horizontal tail is sufficiently powerful to trim the airplane with the propellers removed throughout the unstalled range of lift coefficients. The peak propulsive efficiencies for beta = 20 degrees and beta = 30 degrees were increased 7 percent at C(sub L) congruent to 0.67 and 20 percent at C(sub L) congruent to 0.74, respectively, with the propellers rotating upward in the center than with the propellers rotating downward in the center. Indications are that the minimum forward-flight speed of the airplane for full-power operation at sea level will be about 90 miles per hour. Decreasing the weight and increasing the power reduced this value of minimum speed and there were no indications from the results of a lower limit to the minimum speed.

77 FR 15094 - Sawatt Hydroelectric, LLC; Notice of Application for Amendment of Exemption and Soliciting...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-14

... maximum hydraulic capacity of 331 cubic feet per second (cfs), to two generating units with a total installed capacity of 321 kW and a maximum hydraulic capacity of 333 cfs. The two units are: One existing unit rated at 225 kW with a maximum hydraulic capacity of 233 cfs and one proposed unit to be installed...

Refined AFC-Enabled High-Lift System Integration Study

NASA Technical Reports Server (NTRS)

Hartwich, Peter M.; Shmilovich, Arvin; Lacy, Douglas S.; Dickey, Eric D.; Scalafani, Anthony J.; Sundaram, P.; Yadlin, Yoram

2016-01-01

A prior trade study established the effectiveness of using Active Flow Control (AFC) for reducing the mechanical complexities associated with a modern high-lift system without sacrificing aerodynamic performance at low-speed flight conditions representative of takeoff and landing. The current technical report expands on this prior work in two ways: (1) a refined conventional high-lift system based on the NASA Common Research Model (CRM) is presented that is more representative of modern commercial transport aircraft in terms of stall characteristics and maximum Lift/Drag (L/D) ratios at takeoff and landing-approach flight conditions; and (2) the design trade space for AFC-enabled high-lift systems is expanded to explore a wider range of options for improving their efficiency. The refined conventional high-lift CRM (HL-CRM) concept features leading edge slats and slotted trailing edge flaps with Fowler motion. For the current AFC-enhanced high lift system trade study, the refined conventional high-lift system is simplified by substituting simply-hinged trailing edge flaps for the slotted single-element flaps with Fowler motion. The high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. In parallel to the conventional high-lift concept development, parametric studies using CFD guided the development of an effective and efficient AFC-enabled simplified high-lift system. This included parametric trailing edge flap geometry studies addressing the effects of flap chord length and flap deflection. As for the AFC implementation, scaling effects (i.e., wind-tunnel versus full-scale flight conditions) are addressed, as are AFC architecture aspects such as AFC unit placement, number AFC units, operating pressures, mass flow rates, and steady versus unsteady AFC applications. These efforts led to the development of a novel traversing AFC actuation concept which is efficient in that it reduces the AFC mass flow requirements by as much as an order of magnitude compared to previous AFC technologies, and it is predicted to be effective in driving the aerodynamic performance of a mechanical simplified high-lift system close to that of the reference conventional high-lift system. Conceptual system integration studies were conducted for the AFC-enhanced high-lift concept applied to a NASA Environmentally Responsible Aircraft (ERA) reference configuration, the so-called ERA-0003 concept. The results from these design integration assessments identify overall system performance improvement opportunities over conventional high-lift systems that suggest the viability of further technology maturation efforts for AFC-enabled high lift flap systems. To that end, technical challenges are identified associated with the application of AFC-enabled high-lift systems to modern transonic commercial transports for future technology maturation efforts.

33 CFR 183.33 - Maximum weight capacity: Inboard and inboard-outdrive boats.

Code of Federal Regulations, 2014 CFR

2014-07-01

... and inboard-outdrive boats. 183.33 Section 183.33 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.33 Maximum weight capacity: Inboard and inboard-outdrive boats. (a) The maximum weight capacity (W...

33 CFR 183.35 - Maximum weight capacity: Outboard boats.

Code of Federal Regulations, 2012 CFR

2012-07-01

... boats. 183.35 Section 183.35 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.35 Maximum weight capacity: Outboard boats. (a) The maximum weight capacity marked on a boat that is designed or intended to...

33 CFR 183.33 - Maximum weight capacity: Inboard and inboard-outdrive boats.

Code of Federal Regulations, 2011 CFR

2011-07-01

... and inboard-outdrive boats. 183.33 Section 183.33 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.33 Maximum weight capacity: Inboard and inboard-outdrive boats. (a) The maximum weight capacity (W...

33 CFR 183.33 - Maximum weight capacity: Inboard and inboard-outdrive boats.

Code of Federal Regulations, 2012 CFR

2012-07-01

... and inboard-outdrive boats. 183.33 Section 183.33 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.33 Maximum weight capacity: Inboard and inboard-outdrive boats. (a) The maximum weight capacity (W...

33 CFR 183.35 - Maximum weight capacity: Outboard boats.

Code of Federal Regulations, 2014 CFR

2014-07-01

... boats. 183.35 Section 183.35 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.35 Maximum weight capacity: Outboard boats. (a) The maximum weight capacity marked on a boat that is designed or intended to...

33 CFR 183.35 - Maximum weight capacity: Outboard boats.

Code of Federal Regulations, 2011 CFR

2011-07-01

... boats. 183.35 Section 183.35 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.35 Maximum weight capacity: Outboard boats. (a) The maximum weight capacity marked on a boat that is designed or intended to...

33 CFR 183.35 - Maximum weight capacity: Outboard boats.

Code of Federal Regulations, 2010 CFR

2010-07-01

... boats. 183.35 Section 183.35 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.35 Maximum weight capacity: Outboard boats. (a) The maximum weight capacity marked on a boat that is designed or intended to...

33 CFR 183.33 - Maximum weight capacity: Inboard and inboard-outdrive boats.

Code of Federal Regulations, 2013 CFR

2013-07-01

... and inboard-outdrive boats. 183.33 Section 183.33 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.33 Maximum weight capacity: Inboard and inboard-outdrive boats. (a) The maximum weight capacity (W...

33 CFR 183.35 - Maximum weight capacity: Outboard boats.

Code of Federal Regulations, 2013 CFR

2013-07-01

... boats. 183.35 Section 183.35 Navigation and Navigable Waters COAST GUARD, DEPARTMENT OF HOMELAND SECURITY (CONTINUED) BOATING SAFETY BOATS AND ASSOCIATED EQUIPMENT Safe Loading § 183.35 Maximum weight capacity: Outboard boats. (a) The maximum weight capacity marked on a boat that is designed or intended to...

Evolution of a Planar Wake in Adverse Pressure Gradient

NASA Technical Reports Server (NTRS)

Driver, David M.; Mateer, George G.

2016-01-01

In the interest of improving the predictability of high-lift systems at maximum lift conditions, a series of fundamental experiments were conducted to study the effects of adverse pressure gradient on a wake flow. Mean and fluctuating velocities were measured with a two-component laser-Doppler velocimeter. Data were obtained for several cases of adverse pressure gradient, producing flows ranging from no reversed flow to massively reversed flow. While the turbulent Reynolds stresses increase with increasing size of the reversed flow region, the gradient of Reynolds stress does not. Computations using various turbulence models were unable to reproduce the reversed flow.

Wall-modeled large eddy simulation of high-lift devices from low to post-stall angle of attacks

NASA Astrophysics Data System (ADS)

Bodart, Julien; Larsson, Johan; Moin, Parviz

2013-11-01

The flow around a McDonnell-Douglas 30P/30N multi-element airfoil at the flight Reynolds number of 9 million (based on chord) is computed using LES with an equilibrium wall-model with special treatment for transitional flows. Several different angles of attack are considered, up to and including stall, challenging the wall-model in several flow regimes. The maximum lift coefficient, which is generally difficult to predict with RANS approaches, is accurately predicted, as compared to experiments performed in the NASA LPT wind-tunnel. NASA grant: NNX11AI60A.

On Global Optimal Sailplane Flight Strategy

NASA Technical Reports Server (NTRS)

Sander, G. J.; Litt, F. X.

1979-01-01

The derivation and interpretation of the necessary conditions that a sailplane cross-country flight has to satisfy to achieve the maximum global flight speed is considered. Simple rules are obtained for two specific meteorological models. The first one uses concentrated lifts of various strengths and unequal distance. The second one takes into account finite, nonuniform space amplitudes for the lifts and allows, therefore, for dolphin style flight. In both models, altitude constraints consisting of upper and lower limits are shown to be essential to model realistic problems. Numerical examples illustrate the difference with existing techniques based on local optimality conditions.

Experimental and computational investigation of lift-enhancing tabs on a multi-element airfoil

NASA Technical Reports Server (NTRS)

Ashby, Dale

1996-01-01

An experimental and computational investigation of the effect of lift enhancing tabs on a two-element airfoil was conducted. The objective of the study was to develop an understanding of the flow physics associated with lift enhancing tabs on a multi-element airfoil. A NACA 63(sub 2)-215 ModB airfoil with a 30 percent chord Fowler flap was tested in the NASA Ames 7 by 10 foot wind tunnel. Lift enhancing tabs of various heights were tested on both the main element and the flap for a variety of flap riggings. Computations of the flow over the two-element airfoil were performed using the two-dimensional incompressible Navier-Stokes code INS2D-UP. The computer results predict all of the trends in the experimental data quite well. When the flow over the flap upper surface is attached, tabs mounted at the main element trailing edge (cove tabs) produce very little change in lift. At high flap deflections. however, the flow over the flap is separated and cove tabs produce large increases in lift and corresponding reductions in drag by eliminating the separated flow. Cove tabs permit high flap deflection angles to be achieved and reduce the sensitivity of the airfoil lift to the size of the flap gap. Tabs attached to the flap training edge (flap tabs) are effective at increasing lift without significantly increasing drag. A combination of a cove tab and a flap tab increased the airfoil lift coefficient by 11 percent relative to the highest lift tab coefficient achieved by any baseline configuration at an angle of attack of zero percent and the maximum lift coefficient was increased by more than 3 percent. A simple analytic model based on potential flow was developed to provide a more detailed understanding of how lift enhancing tabs work. The tabs were modeled by a point vortex at the training edge. Sensitivity relationships were derived which provide a mathematical basis for explaining the effects of lift enhancing tabs on a multi-element airfoil. Results of the modeling effort indicate that the dominant effects of the tabs on the pressure distribution of each element of the airfoil can be captured with a potential flow model for cases with no flow separation.

Computational Analysis of a Wing Designed for the X-57 Distributed Electric Propulsion Aircraft

NASA Technical Reports Server (NTRS)

Deere, Karen A.; Viken, Jeffrey K.; Viken, Sally A.; Carter, Melissa B.; Wiese, Michael R.; Farr, Norma L.

2017-01-01

A computational study of the wing for the distributed electric propulsion X-57 Maxwell airplane configuration at cruise and takeoff/landing conditions was completed. Two unstructured-mesh, Navier-Stokes computational fluid dynamics methods, FUN3D and USM3D, were used to predict the wing performance. The goal of the X-57 wing and distributed electric propulsion system design was to meet or exceed the required lift coefficient 3.95 for a stall speed of 58 knots, with a cruise speed of 150 knots at an altitude of 8,000 ft. The X-57 Maxwell airplane was designed with a small, high aspect ratio cruise wing that was designed for a high cruise lift coefficient (0.75) at angle of attack of 0deg. The cruise propulsors at the wingtip rotate counter to the wingtip vortex and reduce induced drag by 7.5 percent at an angle of attack of 0.6deg. The unblown maximum lift coefficient of the high-lift wing (with the 30deg flap setting) is 2.439. The stall speed goal performance metric was confirmed with a blown wing computed effective lift coefficient of 4.202. The lift augmentation from the high-lift, distributed electric propulsion system is 1.7. The predicted cruise wing drag coefficient of 0.02191 is 0.00076 above the drag allotted for the wing in the original estimate. However, the predicted drag overage for the wing would only use 10.1 percent of the original estimated drag margin, which is 0.00749.

The leading-edge vortex of yacht sails

NASA Astrophysics Data System (ADS)

Arredondo-Galeana, Abel; Viola, Ignazio Maria

2017-11-01

We experimentally show, for the first time, that a stable Leading-Edge Vortex (LEV) can be formed on an asymmetric spinnaker, which is a high-lift sail used by yachts to sail downwind. We tested a 3D printed rigid sail in a water flume at a chord-based Reynolds number of ca. 104. We found that on the leeward side of the sail (the suction side), the flow separates at the leading edge reattaching further downstream and forming a stable LEV. The LEV grows in diameter from the root to the tip of the sail, where it merges with the tip vortex. We detected the LEV using the γ criterion, and we verified its stability over time. The lift contribution provided by the LEV was computed solving a complex potential model of each sail section. This analysis indicated that the LEV provides a substantial contribution to the total sail's lift. These findings suggest that the maximum lift of low-aspect-ratio wings with a sharp leading edge, such as spinnakers, can be enhanced by promoting a stable LEV. This work was funded by the Consejo Nacional de Ciencia y Tecnologia (CONACYT).

Lift, Drag, Static Stability, and Buffet Boundaries of a Model of the McDonnell F3H-1N Airplane at Mach Numbers from 0.40 to 1.27, TED No. NACA DE 351

NASA Technical Reports Server (NTRS)

Crabill, Norman L.

1956-01-01

The National Advisory Committee for Aeronautics has conducted a flight test of a model approximating the McDonnell F3H-lN airplane configuration to determine its pitch-up and buffet boundaries, as well as the usual longitudinal stability derivatives obtainable from the pulsed- tail technique. The test was conducted by the freely flying rocket- boosted model technique developed at the Langley Laboratory; results were obtained at Mach numbers from 0.40 to 1.27 at corresponding Reynolds numbers of 2.6 x 10(exp 6) and 9.0 x 10(exp 6). The phenomena of pitch-up, buffet, and maximum lift were encountered at Mach numbers between 0.42 and 0.85. The lift-curve slope and wing-root bending-moment slope increased with increasing angle of attack, whereas the static stability decreased with angle of attack at subsonic speeds and increased at transonic speeds. There was little change in trim at low lift at transonic speeds.

Vortex leading edge flap assembly for supersonic airplanes

NASA Technical Reports Server (NTRS)

Rudolph, Peter K. C. (Inventor)

1997-01-01

A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29). The flap motion is essentially normal to the airloads and therefore requires only low actuation forces.

Vehicle concepts and technology requirements for buoyant heavy-lift systems

NASA Technical Reports Server (NTRS)

Ardema, M. D.

1981-01-01

Several buoyant-vehicle (airship) concepts proposed for short hauls of heavy payloads are described. Numerous studies identified operating cost and payload capacity advantages relative to existing or proposed heavy-lift helicopters for such vehicles. Applications involving payloads of from 15 tons up to 800 tons were identified. The buoyant quad-rotor concept is discussed in detail, including the history of its development, current estimates of performance and economics, currently perceived technology requirements, and recent research and technology development. It is concluded that the buoyant quad-rotor, and possibly other buoyant vehicle concepts, has the potential of satisfying the market for very heavy vertical lift but that additional research and technology development are necessary. Because of uncertainties in analytical prediction methods and small-scale experimental measurements, there is a strong need for large or full-scale experiments in ground test facilities and, ultimately, with a flight research vehicle.

Application of a Full Reynolds Stress Model to High Lift Flows

NASA Technical Reports Server (NTRS)

Lee-Rausch, E. M.; Rumsey, C. L.; Eisfeld, B.

2016-01-01

A recently developed second-moment Reynolds stress model was applied to two challenging high-lift flows: (1) transonic flow over the ONERA M6 wing, and (2) subsonic flow over the DLR-F11 wing-body configuration from the second AIAA High Lift Prediction Workshop. In this study, the Reynolds stress model results were contrasted with those obtained from one- and two{equation turbulence models, and were found to be competitive in terms of the prediction of shock location and separation. For an ONERA M6 case, results from multiple codes, grids, and models were compared, with the Reynolds stress model tending to yield a slightly smaller shock-induced separation bubble near the wing tip than the simpler models, but all models were fairly close to the limited experimental surface pressure data. For a series of high-lift DLR{F11 cases, the range of results was more limited, but there was indication that the Reynolds stress model yielded less-separated results than the one-equation model near maximum lift. These less-separated results were similar to results from the one-equation model with a quadratic constitutive relation. Additional computations need to be performed before a more definitive assessment of the Reynolds stress model can be made.

A Reynolds Number Study of Wing Leading-Edge Effects on a Supersonic Transport Model at Mach 0.3

NASA Technical Reports Server (NTRS)

Williams, M. Susan; Owens, Lewis R., Jr.; Chu, Julio

1999-01-01

A representative supersonic transport design was tested in the National Transonic Facility (NTF) in its original configuration with small-radius leading-edge flaps and also with modified large-radius inboard leading-edge flaps. Aerodynamic data were obtained over a range of Reynolds numbers at a Mach number of 0.3 and angles of attack up to 16 deg. Increasing the radius of the inboard leading-edge flap delayed nose-up pitching moment to a higher lift coefficient. Deflecting the large-radius leading-edge flap produced an overall decrease in lift coefficient and delayed nose-up pitching moment to even higher angles of attack as compared with the undeflected large- radius leading-edge flap. At angles of attack corresponding to the maximum untrimmed lift-to-drag ratio, lift and drag coefficients decreased while lift-to-drag ratio increased with increasing Reynolds number. At an angle of attack of 13.5 deg., the pitching-moment coefficient was nearly constant with increasing Reynolds number for both the small-radius leading-edge flap and the deflected large-radius leading-edge flap. However, the pitching moment coefficient increased with increasing Reynolds number for the undeflected large-radius leading-edge flap above a chord Reynolds number of about 35 x 10 (exp 6).

Numerical analysis of the transportation characteristics of a self-running sliding stage based on near-field acoustic levitation.

PubMed

Feng, Kai; Liu, Yuanyuan; Cheng, Miaomiao

2015-12-01

Owing to its distinct non-contact and oil-free characteristics, a self-running sliding stage based on near-field acoustic levitation can be used in an environment, which demands clean rooms and zero noise. This paper presents a numerical analysis on the lifting and transportation capacity of a non-contact transportation system. Two simplified structure models, namely, free vibration and force vibration models, are proposed for the study of the displacement amplitude distribution of two cases using the finite element method. After coupling the stage displacement into the film thickness, the Reynolds equation is solved by the finite difference method to obtain the lifting and thrusting forces. Parametric analyses of the effects of amplitude, frequency, and standing wave ratio (SWR) on the sliding stage dynamic performance are investigated. Numerical results show good agreement with published experimental values. The predictions also reveal that greater transportation capacity of the self-running sliding stage is generally achieved at less SWR and at higher amplitude.

X-Ray Studies of Delphi Diesel Injection Systems

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

Powell, Christopher

2017-01-01

This CRADA explored the performance of two different models of Delphi diesel injectors. For each injector, the valve needle motion was imaged from two lines of sight at three different injection pressures to characterize its 3D motion. The needle lift was quite repeatable, and followed the expected trend of faster lift with higher injection pressure. In addition, it was observed that the maximum lift increased with injection pressure, even after the valve reached its mechanical limit, indicating that the increased fuel pressure was causing compression or bending of the needle. The off-axis motion of the needle was found to bemore » significant in both measurement planes, though it was very repeatable from one injection event to the next. The effect of ambient pressure on the needle motion was explored at an injection pressure of 400 bar, with ambient pressure up to 15 bar. No effect of the elevated ambient pressure on the needle lift was observed. High-speed x-ray imaging of the spray as it first emerges from the injector nozzle was performed in order to characterize the near-nozzle morphology and breakup of the spray. While imaging was successful at low ambient pressure, the contrast of the images was reduced at high ambient pressures, and quantitative measurements of the morphology were precluded. The near-nozzle fuel distributions were measured using time-resolved x-ray radiography for three injection pressures at an ambient pressure of 33 bar. Increasing injection pressure caused the fuel distribution to narrow, as measured by the Full Width at Half Maximum of the mass distributions. The fuel distributions were quantified for the two injectors at each measurement condition, quantifying the impact that each experimental parameter has on the near-nozzle fuel and air mixture preparation.« less

Orion Entry Performance-Based Center-of-Gravity Box

NASA Technical Reports Server (NTRS)

Rea, Jeremy R.

2010-01-01

The Orion capsule has many performance requirements for its atmospheric entry trajectory. Requirements on landing accuracy, maximum heating rate, total heat load, propellant usage, and sensed acceleration must all be satised. It is desired to define a methodology to translate the many performance requirements for an atmospheric entry trajectory into language easily understood by vehicle designers in terms of an allowable center-of-gravity box. This is possible by noting that most entry performance parameters for a capsule vehicle are mainly determined by the lift-to-drag ratio of the vehicle. However, the lift-to- drag ratio should be considered a probabilistic quantity rather than deterministic, where variations in the lift-to-drag are caused by both aerodynamic and center-of-gravity un- certainties. This paper discusses the technique used by the Orion program to define the allowable dispersions in center-of-gravity to achieve the desired entry performance while accounting for aerodynamic uncertainty.

Large-scale wind-tunnel investigation of a close-coupled canard-delta-wing fighter model through high angles of attack

NASA Technical Reports Server (NTRS)

Stoll, F.; Koenig, D. G.

1983-01-01

Data obtained through very high angles of attack from a large-scale, subsonic wind-tunnel test of a close-coupled canard-delta-wing fighter model are analyzed. The canard delays wing leading-edge vortex breakdown, even for angles of attack at which the canard is completely stalled. A vortex-lattice method was applied which gave good predictions of lift and pitching moment up to an angle of attack of about 20 deg, where vortex-breakdown effects on performance become significant. Pitch-control inputs generally retain full effectiveness up to the angle of attack of maximum lift, beyond which, effectiveness drops off rapidly. A high-angle-of-attack prediction method gives good estimates of lift and drag for the completely stalled aircraft. Roll asymmetry observed at zero sideslip is apparently caused by an asymmetry in the model support structure.

Tests of Round and Flat Spoilers on a Tapered Wing in the NACA 19-Foot Pressure Wind Tunnel

NASA Technical Reports Server (NTRS)

Wenzinger, Carl J; Bowen, John D

1941-01-01

Several arrangements of round and flat spanwise spoilers attached to the upper surface of a tapered wing were tested in the NACA 19-foot pressure wind tunnel to determine the most effective type, location, and size of spoiler necessary to reduce greatly the lift on the wings of large flying boats when moored. The effect of the various spoilers on the lift, the drag, and the pitching-moment characteristics of the tapered wing was measured over a range of angles of attack from zero to maximum lift. The most effective type of spoiler was found to be the flat type with no space between it and the wing surface. The chordwise location of such a spoiler was not critical within the range investigated, from 5 to 20 percent of the wing chord from the leading edge.

Effect of High-Fidelity Ice Accretion Simulations on the Performance of a Full-Scale Airfoil Model

NASA Technical Reports Server (NTRS)

Broeren, Andy P.; Bragg, Michael B.; Addy, Harold E., Jr.; Lee, Sam; Moens, Frederic; Guffond, Didier

2010-01-01

The simulation of ice accretion on a wing or other surface is often required for aerodynamic evaluation, particularly at small scale or low-Reynolds number. While there are commonly accepted practices for ice simulation, there are no established and validated guidelines. The purpose of this article is to report the results of an experimental study establishing a high-fidelity, full-scale, iced-airfoil aerodynamic performance database. This research was conducted as a part of a larger program with the goal of developing subscale aerodynamic simulation methods for iced airfoils. Airfoil performance testing was carried out at the ONERA F1 pressurized wind tunnel using a 72-in. (1828.8-mm) chord NACA 23012 airfoil over a Reynolds number range of 4.5x10(exp 6) to 16.0 10(exp 6) and a Mach number range of 0.10 to 0.28. The high-fidelity, ice-casting simulations had a significant impact on the aerodynamic performance. A spanwise-ridge ice shape resulted in a maximum lift coefficient of 0.56 compared to the clean value of 1.85 at Re = 15.9x10(exp 6) and M = 0.20. Two roughness and streamwise shapes yielded maximum lift values in the range of 1.09 to 1.28, which was a relatively small variation compared to the differences in the ice geometry. The stalling characteristics of the two roughness and one streamwise ice simulation maintained the abrupt leading-edge stall type of the clean NACA 23012 airfoil, despite the significant decrease in maximum lift. Changes in Reynolds and Mach number over the large range tested had little effect on the iced-airfoil performance.

Effect of instruction, surface stability, and load intensity on trunk muscle activity.

PubMed

Bressel, Eadric; Willardson, Jeffrey M; Thompson, Brennan; Fontana, Fabio E

2009-12-01

The aim of this study was to assess the effect of verbal instruction, surface stability, and load intensity on trunk muscle activity levels during the free weight squat exercise. Twelve trained males performed a free weight squat under four conditions: (1) standing on stable ground lifting 50% of their 1-repetition maximum (RM), (2) standing on a BOSU balance trainer lifting 50% of their 1-RM, (3) standing on stable ground lifting 75% of their 1-RM, and (4) receiving verbal instructions to activate the trunk muscles followed by lifting 50% of their 1-RM. Surface EMG activity from muscles rectus abdominis (RA), external oblique (EO), transversus abdominis/internal oblique (TA/IO), and erector spinae (ES) were recorded for each condition and normalized for comparisons. Muscles RA, EO, and TA/IO displayed greater peak activity (39-167%) during squats with instructions compared to the other squat conditions (P=0.04-0.007). Peak EMG activity of muscle ES was greater for the 75% 1-RM condition than squats with instructions or lifting 50% of 1-RM (P=0.04-0.02). The results indicate that if the goal is to enhance EMG activity of the abdominal muscles during a multi-joint squat exercise then verbal instructions may be more effective than increasing load intensity or lifting on an unstable surface. However, in light of other research, conscious co-activation of the trunk muscles during the squat exercise may lead to spinal instability and hazardous compression forces in the lumbar spine.

Patient Obesity Influences Pelvic Lift During Cup Insertion in Total Hip Arthroplasty Through a Lateral Transgluteal Approach in Supine Position.

PubMed

Brodt, Steffen; Nowack, Dimitri; Jacob, Benjamin; Krakow, Linda; Windisch, Christoph; Matziolis, Georg

2017-09-01

Movement of the pelvis during implantation of total hip arthroplasty (THA) has a major influence on the positioning of the acetabular cup. Strong traction caused by retractors leads to iatrogenic pelvic lift and can thus be partly responsible for cup malpositioning. The objective of this study was to investigate such factors that influence pelvic lift. The dynamic movement of the pelvis was measured during implantation of THA in 67 patients. This was done by measuring the acceleration using the SensorLog app on a smartphone. At its maximum, the pelvis was lifted by an average of 6.7°. When impacting the press-fit cup, the surgical side was raised by 4.4° compared with the time of skin incision. This lift at the time of cup implantation correlates significantly with the body mass index and the patient's abdominal and pelvic circumference. Every surgeon performing THA must be aware of the pelvic lift during an operation. Especially in patients with a high body mass index, a large abdominal circumference, or a large pelvic circumference, there is an increased risk of malpositioning of the acetabular cup. When impacting the cup, we recommend releasing the traction of the retractor, so that the pelvis can tilt back into its natural position, and thus, the anticipated cup positioning can be implemented as exactly as possible. Copyright © 2017 Elsevier Inc. All rights reserved.

The Impacts of Rising Temperatures on Aircraft Takeoff Performance

NASA Technical Reports Server (NTRS)

Coffel, Ethan; Thompson, Terence R.; Horton, Radley M.

2017-01-01

Steadily rising mean and extreme temperatures as a result of climate change will likely impact the air transportation system over the coming decades. As air temperatures rise at constant pressure, air density declines, resulting in less lift generation by an aircraft wing at a given airspeed and potentially imposing a weight restriction on departing aircraft. This study presents a general model to project future weight restrictions across a fleet of aircraft with different takeoff weights operating at a variety of airports. We construct performance models for five common commercial aircraft and 19 major airports around the world and use projections of daily temperatures from the CMIP5 model suite under the RCP 4.5 and RCP 8.5 emissions scenarios to calculate required hourly weight restriction. We find that on average, 10 - 30% of annual flights departing at the time of daily maximum temperature may require some weight restriction below their maximum takeoff weights, with mean restrictions ranging from 0.5 to 4% of total aircraft payload and fuel capacity by mid- to late century. Both mid-sized and large aircraft are affected, and airports with short runways and high temperatures, or those at high elevations, will see the largest impacts. Our results suggest that weight restriction may impose a non-trivial cost on airlines and impact aviation operations around the world and that adaptation may be required in aircraft design, airline schedules, and/or runway lengths.

The Impact of Rising Temperatures on Aircraft Takeoff Performance

NASA Astrophysics Data System (ADS)

Coffel, E.; Horton, R. M.; Thompson, T. R.

2017-12-01

Steadily rising mean and extreme temperatures as a result of climate change will likely impact the air transportation system over the coming decades. As air temperatures rise at constant pressure, air density declines, resulting in less lift generation by an aircraft wing at a given airspeed and potentially imposing a weight restriction on departing aircraft. This study presents a general model to project future weight restrictions across a fleet of aircraft with different takeoff weights operating at a variety of airports. We construct performance models for five common commercial aircraft and 19 major airports around the world and use projections of daily temperatures from the CMIP5 model suite under the RCP 4.5 and RCP 8.5 emissions scenarios to calculate required hourly weight restriction. We find that on average, 10-30% of annual flights departing at the time of daily maximum temperature may require some weight restriction below their maximum takeoff weights, with mean restrictions ranging from 0.5 to 4% of total aircraft payload and fuel capacity by mid- to late century. Both mid-sized and large aircraft are affected, and airports with short runways and high tempera- tures, or those at high elevations, will see the largest impacts. Our results suggest that weight restriction may impose a non-trivial cost on airlines and impact aviation operations around the world and that adaptation may be required in aircraft design, airline schedules, and/or runway lengths.

Factors that affect functional capacity in patients with musculoskeletal pain: a Delphi study among scientists, clinicians, and patients.

PubMed

Lakke, Sandra E; Wittink, Harriët; Geertzen, Jan H; van der Schans, Cees P; Reneman, Michiel F

2012-03-01

To reach consensus on the most important biopsychosocial factors that influence functional capacity results in patients with chronic nonspecific musculoskeletal pain, arranged in the framework of the International Classification of Functioning, Disability and Health. Three-round, internet-based Delphi survey. Not applicable. Participants were scientists, clinicians, and patients familiar with functional capacity testing. Scientists were invited through purposive sampling based on the number of relevant publications in peer-reviewed journals. The scientists recruited clinicians and patients through snowball sampling. Not applicable. Consensus was reached if at least moderate influence (25%) was achieved and an interquartile range of no more than 1 point was reached. Thirty-three scientists, 21 clinicians, and 21 patients from 9 countries participated. Participants reached consensus on 6 factors that can influence the outcome of the lifting test, having a median of severe influence (50%-95%): catastrophic thoughts and fear, patient adherence to "doctor's orders," internal and external motivation, muscle power, chronic pain behavior, and avoidance behavior. Motivation, chronic pain behavior, and sensation of pain were the top 3 factors affecting postural tolerance and repetitive movement functional capacity tests. Furthermore, participants reported 28 factors having a median of moderate influence (25%-49%) that could influence the outcome of lifting, postural tolerance, and repetitive movement tests. Overall, chronic pain behavior, motivation, and sensation of pain are the main factors that can influence functional capacity results. We recommend that scientists and clinicians, respectively, consider the most important factors when planning future studies and when interpreting functional capacity test results. Copyright © 2012 American Congress of Rehabilitation Medicine. Published by Elsevier Inc. All rights reserved.

Predicting Endurance Time in a Repetitive Lift and Carry Task Using Linear Mixed Models

PubMed Central

Ham, Daniel J.; Best, Stuart A.; Carstairs, Greg L.; Savage, Robert J.; Straney, Lahn; Caldwell, Joanne N.

2016-01-01

Objectives Repetitive manual handling tasks account for a substantial portion of work-related injuries. However, few studies report endurance time in repetitive manual handling tasks. Consequently, there is little guidance to inform expected work time for repetitive manual handling tasks. We aimed to investigate endurance time and oxygen consumption of a repetitive lift and carry task using linear mixed models. Methods Fourteen male soldiers (age 22.4 ± 4.5 yrs, height 1.78 ± 0.04 m, body mass 76.3 ± 10.1 kg) conducted four assessment sessions that consisted of one maximal box lifting session and three lift and carry sessions. The relationships between carry mass (range 17.5–37.5 kg) and the duration of carry, and carry mass and oxygen consumption, were assessed using linear mixed models with random effects to account for between-subject variation. Results Results demonstrated that endurance time was inversely associated with carry mass (R2 = 0.24), with significant individual-level variation (R2 = 0.85). Normalising carry mass to performance in a maximal box lifting test improved the prediction of endurance time (R2 = 0.40). Oxygen consumption presented relative to total mass (body mass, external load and carried mass) was not significantly related to lift and carry mass (β1 = 0.16, SE = 0.10, 95%CI: -0.04, 0.36, p = 0.12), indicating that there was no change in oxygen consumption relative to total mass with increasing lift and carry mass. Conclusion Practically, these data can be used to guide work-rest schedules and provide insight into methods assessing the physical capacity of workers conducting repetitive manual handling tasks. PMID:27379902

Influences on lifetime of wire ropes in traction lifts

NASA Astrophysics Data System (ADS)

Vogel, W.

2016-05-01

Traction lifts are complex systems with rotating and translating moving masses, springs and dampers and several system inputs from the lifts and the users. The wire ropes are essential mechanical elements. The mechanical properties of the ropes in use depend on the rope construction, the load situation, nonlinearities and the lift dimensions. The mechanical properties are important for the proper use in lifts and the ride quality. But first of all the wire ropes (for all other suspension means as well) have to satisfy the safety relevant requirements sufficient lifetime, reliable determination of discard and sufficient and limited traction capacity. The lifetime of the wire ropes better the number of trips until rope discard depends on a lot of parameters of the rope and the rope application eg use of plastic deflection sheaves and reverse bending layouts. New challenges for rope lifetime are resulting from the more or less open D/d-ratio limits possible by certificates concerning the examination of conformity by notified bodies. This paper will highlight the basics of wire rope technology, the endurance and lifetime of wire ropes running over sheaves, and the different influences from the ropes and more and more important from the lift application parameters. Very often underestimated are the influences of transport, storage, installation and maintenance. With this background we will lead over to the calculation methods of wire rope lifetime considering the actual findings of wire rope endurance research. We'll show in this paper new and innovative facts as the influence of rope length and size factor in the lifetime formular, the reduction of lifetime caused by traction grooves, the new model for the calculation in reverse bending operations and the statistically firmed possibilities for machine roomless lifts (MRL) under very small bending conditions.

Development of maintenance practices for Oregon F-Mix : Interim report

DOT National Transportation Integrated Search

1999-08-01

The Oregon Department of Transportation (ODOT) produces an open-graded asphalt pavement(F-mix) unlike most open-graded pavements used in the United States. Its 25 mm maximum aggregate size and typical lift thickness of 50 mm is more like the porous a...

500-514 N. Peshtigo Ct, May 2018, Lindsay Light Radiological Survey

EPA Pesticide Factsheets

maximum gamma count rate for each lift was recorded on the attached RadiationSurvey Forms. Count rates in the excavation ranged from 1,800 cpm - 5,000 cpm.No count rates were found at any time that exceeded the instrument specific thresholdlimits.

550 E. Illinois, May 2018, Lindsay Light Radiological Survey

EPA Pesticide Factsheets

Maximum gamma count rate for each lift was recorded on the attached RadiationSurvey Forms. Count rates in the excavation ranged from 1,250 cpm to 4,880 cpm.No count rates were found at any time that exceeded the instrument specific thresholdlimits.

Wind-tunnel investigation of an N.A.C.A. 23012 airfoil with two arrangements of a wide-chord slotted flap

NASA Technical Reports Server (NTRS)

Harris, Thomas A

1939-01-01

An investigation has been made in the N.A.C.A. 7- by 10-foot wind tunnel of a large-chord N.A.C.A. 23012 airfoil with several arrangements of a 40-percent-chord slotted flap to determine the section aerodynamic characteristics of the airfoil as affected by slot shape, flap location, and flap deflection. The flap positions for maximum lift, the polar for arrangements considered favorable for take-off and climb, and the complete section aerodynamic characteristics for selected optimum arrangements were determined. A discussion is given of the relative merits of the various arrangements. A comparison is made of slotted flaps of different chords on the N.A.C.A. 23012 airfoil. The best 40-percent-chord slotted flap is only slightly superior to the 25-percent-chord slotted flap from considerations of maximum lift coefficient and low drag for take-off and initial climb.

Hydrodynamic characteristics of the double-winged otter board in the deep waters of the Mauritanian Sea

NASA Astrophysics Data System (ADS)

Su, Xin; Lu, Huosheng; Feng, Bo; Chen, Qiujie; Yan, Yunrong

2017-09-01

In this paper, we tested the hydrodynamic characteristics of a new, double-winged otter board that consists of a forewing, a leading edge slat and a trailing edge flap. Flume experiments were conducted in a circulating flume tank by using a model with an aspect ratio (AR) of 0.85 and a horizontal planform area (S) of 0.09 m2. The results indicated that the critical angle (αcr) of the model was 44°, whereas the maximum lift coefficient (C Lmax) was up to 1.715, and the door efficiency (K) was 1.122. The attack angle (α) ranged from 30° to 48° and from 10° to 46° when the lift coefficient (C L) and door efficiency (K) were greater than 1.2 and 1.0, respectively. To compare the difference between double-winged otter board and traditional Morgere Polyvalent Ovale, same model of Morgere Polyvalent Ovale was also tested under the same experimental conditions. The critical angle (αcr) and maximum of lift coefficient (C Lmax) of the doublewinged otter board were 37.5% and 14.6% larger than those of the Morgere Polyvalent Ovale. Therefore, we concluded that the novel, double-winged otter board was more suitable for bottom trawling fisheries in the deep water of the Mauretania Sea due to its better hydrodynamic characteristics and stability.

An Investigation of the Mechanics and Sticking Region of a One-Repetition Maximum Close-Grip Bench Press versus the Traditional Bench Press

PubMed Central

Lockie, Robert G.; Callaghan, Samuel J.; Moreno, Matthew R.; Risso, Fabrice G.; Liu, Tricia M.; Stage, Alyssa A.; Birmingham-Babauta, Samantha A.; Stokes, John J.; Giuliano, Dominic V.; Lazar, Adrina; Davis, DeShaun L.; Orjalo, Ashley J.

2017-01-01

The close-grip bench press (CGBP) is a variation of the traditional bench press (TBP) that uses a narrower grip (~95% of biacromial distance (BAD)) and has potential application for athletes performing explosive arm actions from positions where the hands are held close to the torso. Limited research has investigated CGBP mechanics compared to the TBP. Twenty-seven resistance-trained individuals completed a one-repetition maximum TBP and CGBP. The TBP was performed with the preferred grip; the CGBP with a grip width of 95% BAD. A linear position transducer measured lift distance and duration; peak and mean power, velocity, and force; distance and time when peak power occurred; and work. Pre-sticking region (PrSR), sticking region, and post-sticking region distance and duration for each lift was measured. A repeated measures ANOVA was used to derive differences between TBP and CGBP mechanics (p < 0.01); effect sizes (d) were also calculated. A greater load was lifted in the TBP, thus mean force was greater (d = 0.16–0.17). Peak power and velocity were higher in the CGBP, which had a longer PrSR distance (d = 0.49–1.32). The CGBP could emphasize power for athletes that initiate explosive upper-body actions with the hands positioned close to the torso.

The role of the leading edge vortex in lift augmentation of steadily revolving wings: a change in perspective.

PubMed

Nabawy, Mostafa R A; Crowther, William J

2017-07-01

The presence of a stable leading edge vortex (LEV) on steadily revolving wings increases the maximum lift coefficient that can be generated from the wing and its role is important to understanding natural flyers and flapping wing vehicles. In this paper, the role of LEV in lift augmentation is discussed under two hypotheses referred to as 'additional lift' and 'absence of stall'. The 'additional lift' hypothesis represents the traditional view. It presumes that an additional suction/circulation from the LEV increases the lift above that of a potential flow solution. This behaviour may be represented through either the 'Polhamus leading edge suction' model or the so-called 'trapped vortex' model. The 'absence of stall' hypothesis is a more recent contender that presumes that the LEV prevents stall at high angles of attack where flow separation would normally occur. This behaviour is represented through the so-called 'normal force' model. We show that all three models can be written in the form of the same potential flow kernel with modifiers to account for the presence of a LEV. The modelling is built on previous work on quasi-steady models for hovering wings such that model parameters are determined from first principles, which allows a fair comparison between the models themselves, and the models and experimental data. We show that the two models which directly include the LEV as a lift generating component are built on a physical picture that does not represent the available experimental data. The simpler 'normal force' model, which does not explicitly model the LEV, performs best against data in the literature. We conclude that under steady conditions the LEV as an 'absence of stall' model/mechanism is the most satisfying explanation for observed aerodynamic behaviour. © 2017 The Author(s).

Space Logistics: Launch Capabilities

NASA Technical Reports Server (NTRS)

Furnas, Randall B.

1989-01-01

The current maximum launch capability for the United States are shown. The predicted Earth-to-orbit requirements for the United States are presented. Contrasting the two indicates the strong National need for a major increase in Earth-to-orbit lift capability. Approximate weights for planned payloads are shown. NASA is studying the following options to meet the need for a new heavy-lift capability by mid to late 1990's: (1) Shuttle-C for near term (include growth versions); and (2) the Advanced Lauching System (ALS) for the long term. The current baseline two-engine Shuttle-C has a 15 x 82 ft payload bay and an expected lift capability of 82,000 lb to Low Earth Orbit. Several options are being considered which have expanded diameter payload bays. A three-engine Shuttle-C with an expected lift of 145,000 lb to LEO is being evaluated as well. The Advanced Launch System (ALS) is a potential joint development between the Air Force and NASA. This program is focused toward long-term launch requirements, specifically beyond the year 2000. The basic approach is to develop a family of vehicles with the same high reliability as the Shuttle system, yet offering a much greater lift capability at a greatly reduced cost (per pound of payload). The ALS unmanned family of vehicles will provide a low end lift capability equivalent to Titan IV, and a high end lift capability greater than the Soviet Energia if requirements for such a high-end vehicle are defined.In conclusion, the planning of the next generation space telescope should not be constrained to the current launch vehicles. New vehicle designs will be driven by the needs of anticipated heavy users.

The experimental and calculated characteristics of 22 tapered wings

NASA Technical Reports Server (NTRS)

Anderson, Raymond F

1938-01-01

The experimental and calculated aerodynamic characteristics of 22 tapered wings are compared, using tests made in the variable-density wind tunnel. The wings had aspect ratios from 6 to 12 and taper ratios from 1:6:1 and 5:1. The compared characteristics are the pitching moment, the aerodynamic-center position, the lift-curve slope, the maximum lift coefficient, and the curves of drag. The method of obtaining the calculated values is based on the use of wing theory and experimentally determined airfoil section data. In general, the experimental and calculated characteristics are in sufficiently good agreement that the method may be applied to many problems of airplane design.

Measurements of drag and lift on smooth balls in flight

NASA Astrophysics Data System (ADS)

Cross, Rod; Lindsey, Crawford

2017-07-01

Measurements are presented on the drag and lift coefficients for three relatively smooth balls launched in air and tracked with two cameras separated horizontally by 6.4 m. The ball spin was varied in order to investigate whether the Magnus force would increase or decrease when the ball spin was increased. For one ball, the Magnus force increased. For another ball, the Magnus force decreased almost to zero after reaching a maximum. For the third ball, the Magnus force was negative at low ball spins and positive at high ball spins. For one of the balls, the ball spin increased with time as it travelled through the air.

33 CFR 207.590 - Black Rock Canal and Lock at Buffalo, N.Y.; use, administration, and navigation.

Code of Federal Regulations, 2010 CFR

2010-07-01

... lifted. If the wind is dangerously strong, passage of the bridge shall not be attempted by large vessels... business incident to the transit. A maximum of only four (4) men will be permitted to go ashore from any...

75 FR 47905 - Cranes and Derricks in Construction

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-09

... guiding a large roof section, being lifted by another crane, into place. Winds gusting to 27 miles per... wind and other adverse weather conditions on the equipment's stability and rated capacity. In addition, Sec. 1926.1431, Hoisting personnel, requires that, when wind speed (sustained or gust) exceeds 20 mph...

Cryocooler Coldfinger Heat Interceptor

NASA Technical Reports Server (NTRS)

Johnson, D. L.; Ross, R. G., Jr.

1994-01-01

Spacecraft instruments requiring cryocoolers in their design struggle to keep overall power requirements in line with feasible solar array dimensions and launch vehicle lift capacities. Intermediate temperature (150 K to 200 K) radiators to cool radiation shields or optics on spacecraft instruments provide an as yet untapped resource for reducing the cryocooler power requirments.

What`s available in industrial vehicles

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

Holzhauer, R.

A large assortment of material handling vehicles are available for transporting and lifting products. Equipment is offered with electric (battery) and internal combustion power, operator walking alongside or riding, and inside or outside applications. Factors such as load capacity, turning radius, aisle width, travel speed, lifting height, controls, and cost also enter the selection equation. The various types of vehicles serving the industrial truck market are broken into seven classes, according to guidelines established by the Industrial Truck Association (ITA). This association deals with issues of common interests to manufacturers of fork lifts, tow tractors, rough terrain vehicles, hand palletmore » trucks, automated guided vehicles, and their suppliers; develops voluntary engineering practices; and collects and disseminates statistical information relating to the industrial truck marketplace. The seven classes are: Electric Motor Rider Trucks; Electric Motor Narrow Aisle Trucks; Electric Motor Hand Trucks; Internal Combustion Engine Trucks, cushion tired; Internal Combustion Engine Trucks, pneumatic tired; Electric and Internal Combustion Engine Tractors; and Rough Terrain Fork Lift Trucks. The following pages present a descriptive and pictorial overview of the equipment available in the first five vehicle classes. The last two categories are not covered because of their limited industrial use.« less

Vertical electrostatic force in MEMS cantilever IR sensor

NASA Astrophysics Data System (ADS)

Rezadad, Imen; Boroumand Azad, Javaneh; Smith, Evan M.; Alhasan, Ammar; Peale, Robert E.

2014-06-01

A MEMS cantilever IR detector that repetitively lifts from the surface under the influence of a saw-tooth electrostatic force, where the contact duty cycle is a measure of the absorbed IR radiation, is analyzed. The design is comprised of three parallel conducting plates. Fixed buried and surface plates are held at opposite potential. A moveable cantilever is biased the same as the surface plate. Calculations based on energy methods with position-dependent capacity and electrostatic induction coefficients demonstrate the upward sign of the force on the cantilever and determine the force magnitude. 2D finite element method calculations of the local fields confirm the sign of the force and determine its distribution across the cantilever. The upward force is maximized when the surface plate is slightly larger than the other two. The electrostatic repulsion is compared with Casimir sticking force to determine the maximum useful contact area. MEMS devices were fabricated and the vertical displacement of the cantilever was observed in a number of experiments. The approach may be applied also to MEMS actuators and micromirrors.

A note on chaotic unimodal maps and applications.

PubMed

Zhou, C T; He, X T; Yu, M Y; Chew, L Y; Wang, X G

2006-09-01

Based on the word-lift technique of symbolic dynamics of one-dimensional unimodal maps, we investigate the relation between chaotic kneading sequences and linear maximum-length shift-register sequences. Theoretical and numerical evidence that the set of the maximum-length shift-register sequences is a subset of the set of the universal sequence of one-dimensional chaotic unimodal maps is given. By stabilizing unstable periodic orbits on superstable periodic orbits, we also develop techniques to control the generation of long binary sequences.

Sex-based differences in lifting technique under increasing load conditions: A principal component analysis.

PubMed

Sheppard, P S; Stevenson, J M; Graham, R B

2016-05-01

The objective of the present study was to determine if there is a sex-based difference in lifting technique across increasing-load conditions. Eleven male and 14 female participants (n = 25) with no previous history of low back disorder participated in the study. Participants completed freestyle, symmetric lifts of a box with handles from the floor to a table positioned at 50% of their height for five trials under three load conditions (10%, 20%, and 30% of their individual maximum isometric back strength). Joint kinematic data for the ankle, knee, hip, and lumbar and thoracic spine were collected using a two-camera Optotrak motion capture system. Joint angles were calculated using a three-dimensional Euler rotation sequence. Principal component analysis (PCA) and single component reconstruction were applied to assess differences in lifting technique across the entire waveforms. Thirty-two PCs were retained from the five joints and three axes in accordance with the 90% trace criterion. Repeated-measures ANOVA with a mixed design revealed no significant effect of sex for any of the PCs. This is contrary to previous research that used discrete points on the lifting curve to analyze sex-based differences, but agrees with more recent research using more complex analysis techniques. There was a significant effect of load on lifting technique for five PCs of the lower limb (PC1 of ankle flexion, knee flexion, and knee adduction, as well as PC2 and PC3 of hip flexion) (p < 0.005). However, there was no significant effect of load on the thoracic and lumbar spine. It was concluded that when load is standardized to individual back strength characteristics, males and females adopted a similar lifting technique. In addition, as load increased male and female participants changed their lifting technique in a similar manner. Copyright © 2016. Published by Elsevier Ltd.

Kinematics and Kinetics of Taekwon-do Side Kick

PubMed Central

Wąsik, Jacek

2011-01-01

The aim of the paper is to present an analysis of the influence of selected kinematic factors on the side kick technique. This issue is especially important in the traditional version of taekwon-do, in which a single strike may reveal the winner. Six taekwon-do (International Taekwon-do Federation) athletes were asked to participate in this case study. Generally accepted criteria of sports technique biomechanical analysis were adhered to. The athletes executed a side kick three times (in Taekwon-do terminology referred to as yop chagi) in a way which they use the kick in board breaking. The obtained data were used to determine the mean velocity changes in the function of relative extension length of the kicking leg. The maximum knee and foot velocities in the Cartesian coordinate system were determined. The leg lifting time and the duration of kick execution as well as the maximum force which the standing foot exerted on the ground were also determined. On the basis of the obtained values, mean values and standard deviations were calculated. The correlation dependence (r=0.72) shows that greater knee velocity affects the velocity which the foot develops as well as the fact that the total time of kick execution depends on the velocity which the knee (r = −0.59) and the foot (r = − 0.86) develop in the leg lifting phase. The average maximum speed was obtained at the length of the leg equal to 82% of the maximum length of the fully extended leg. This length can be considered the optimum value for achieving the maximum dynamics of the kick. PMID:23486086

Space Launch System for Exploration and Science

NASA Astrophysics Data System (ADS)

Klaus, K.

2013-12-01

Introduction: The Space Launch System (SLS) is the most powerful rocket ever built and provides a critical heavy-lift launch capability enabling diverse deep space missions. The exploration class vehicle launches larger payloads farther in our solar system and faster than ever before. The vehicle's 5 m to 10 m fairing allows utilization of existing systems which reduces development risks, size limitations and cost. SLS lift capacity and superior performance shortens mission travel time. Enhanced capabilities enable a myriad of missions including human exploration, planetary science, astrophysics, heliophysics, planetary defense and commercial space exploration endeavors. Human Exploration: SLS is the first heavy-lift launch vehicle capable of transporting crews beyond low Earth orbit in over four decades. Its design maximizes use of common elements and heritage hardware to provide a low-risk, affordable system that meets Orion mission requirements. SLS provides a safe and sustainable deep space pathway to Mars in support of NASA's human spaceflight mission objectives. The SLS enables the launch of large gateway elements beyond the moon. Leveraging a low-energy transfer that reduces required propellant mass, components are then brought back to a desired cislunar destination. SLS provides a significant mass margin that can be used for additional consumables or a secondary payloads. SLS lowers risks for the Asteroid Retrieval Mission by reducing mission time and improving mass margin. SLS lift capacity allows for additional propellant enabling a shorter return or the delivery of a secondary payload, such as gateway component to cislunar space. SLS enables human return to the moon. The intermediate SLS capability allows both crew and cargo to fly to translunar orbit at the same time which will simplify mission design and reduce launch costs. Science Missions: A single SLS launch to Mars will enable sample collection at multiple, geographically dispersed locations and a low-risk, direct return of Martian material. For the Europa Clipper mission the SLS eliminates Venus and Earth flybys, providing a direct launch to the Jovian system, arriving four years earlier than missions utilizing existing launch vehicles. This architecture allows increased mass for radiation shielding, expansion of the science payload and provides a model for other outer planet missions. SLS provides a direct launch to the Uranus system, reducing travel time by two years when compared to existing launch capabilities. SLS can launch the Advanced Technology Large-Aperture Space Telescope (ATLAST 16 m) to SEL2, providing researchers 10 times the resolution of the James Webb Space Telescope and up to 300 times the sensitivity of the Hubble Space Telescope. SLS is the only vehicle capable of deploying telescopes of this mass and size in a single launch. It simplifies mission design and reduces risks by eliminating the need for multiple launches and in-space assembly. SLS greatly shortens interstellar travel time, delivering the Interstellar Explorer to 200 AU in about 15 years with a maximum speed of 63 km/sec--13.3 AU per year (Neptune orbits the sun at an approximate distance of 30 AU ).

Understanding the unsteady aerodynamics of a revolving wing with pitching-flapping perturbations

NASA Astrophysics Data System (ADS)

Chen, Long; Wu, Jianghao; Zhou, Chao; Hsu, Shih-Jung; Eslam Panah, Azar; Cheng, Bo

2017-11-01

Revolving wings become less efficient for lift generation at low Reynolds numbers. Unlike flying insects using reciprocating revolving wings to exploit unsteady mechanisms for lift enhancement, an alternative that introduces unsteadiness through vertical flapping perturbation, is studied via experiments and simulations. Substantial drag reduction, linearly dependent on Strouhal number, is observed for a flapping-perturbed revolving wing at zero angle of attack (AoA), which can be explained by changes in the effective angle of attack and formation of reverse Karman vortex streets. When the AoA increases, flapping perturbations improve the maximum lift coefficient attainable by the revolving wing, with minor increases of drag or even minor drag reductions depending on Strouhal number and normalized flapping amplitude. When the pitching perturbations are further introduced, more substantial drag reduction and lift enhancement can be achieved in zero and positive AoAs, respectively. As the flapping-perturbed wings are less efficient compared with revolving wings in terms of power loading, the pitching-flapping perturbations can achieve a higher power loading at 20°AoA and thus have potential applications in micro air vehicle designs. This research was supported by NSF, DURIP, NSFC and Penn State Multi-Campus SEED Grant.

In-flight lift-drag characteristics for a forward-swept wing aircraft and comparisons with contemporary aircraft)

NASA Technical Reports Server (NTRS)

Saltzman, Edwin J.; Hicks, John W.; Luke, Sue (Editor)

1994-01-01

Lift (L) and drag (D) characteristics have been obtained in flight for the X-29A airplane (a forward swept-wing demonstrator) for Mach numbers (M) from 0.4 to 1.3. Most of the data were obtained near an altitude of 30,000 ft. A representative Reynolds number for M = 0.9, and a pressure altitude of 30,000 ft, is 18.6 x 10(exp 6) based on the mean aerodynamic chord. The X-29A data (forward-swept wing) are compared with three high-performance fighter aircraft: the F-15C, F-16C, and F/A18. The lifting efficiency of the X-29A, as defined by the Oswald lifting efficiency factor, e, is about average for a cantilevered monoplane for M = 0.6 and angles of attack up to those required for maximum L/D. At M = 0.6 the level of L/D and e, as a function of load factor, for the X-29A was about the same as for the contemporary aircraft. The X-29A and its contemporaries have high transonic wave drag and equivalent parasite area compared with aircraft of the 1940's through 1960's.

Is subscapularis recruited in a similar manner during shoulder internal rotation exercises and belly press and lift off tests?

PubMed

Ginn, Karen A; Reed, Darren; Jones, Chelsea; Downes, Anthony; Cathers, Ian; Halaki, Mark

2017-06-01

Although the belly press and lift off tests are recommended to assess subscapularis function, shoulder internal rotation (IR) exercises performed in other shoulder positions are more commonly used to restore subscapularis function. It is not known if shoulder IR exercises specifically activate subscapularis to the same degree as the lift off and belly press tests, and thus have the potential to effect subscapularis strength gains. Therefore, the aim was to compare subscapularis activation levels with those of other shoulder internal rotator muscles during the belly press and lift off tests and shoulder IR exercise positions. Original research. Twenty asymptomatic volunteers performed maximal isometric contractions during the belly press and lift off tests and shoulder IR performed at 90° and 0° abduction in an upright position and supported at 90° abduction in supine. Muscle activation levels were recorded using a combination of indwelling and surface electrodes. Data were normalized to maximum voluntary contractions and averaged. Moderate average subscapularis activation levels were recorded during all shoulder IR tasks examined with no significant difference between tasks (p=0.18). The belly press test was the only IR task in which subscapularis activation levels were significantly higher than all other shoulder internal rotator muscles (p<0.05). Shoulder IR exercises activate subscapularis to similar moderate levels as the belly press and lift off tests and therefore, have similar potential to strengthen subscapularis. However, the belly press test, with significantly higher subscapularis activation than other shoulder internal rotators, more specifically targets subscapularis. Copyright © 2016. Published by Elsevier Ltd.

14 CFR 25.337 - Limit maneuvering load factors.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Limit maneuvering load factors. 25.337... Conditions § 25.337 Limit maneuvering load factors. (a) Except where limited by maximum (static) lift... maneuvering load factors prescribed in this section. Pitching velocities appropriate to the corresponding pull...

14 CFR 31.49 - Control systems.

Code of Federal Regulations, 2014 CFR

2014-01-01

.... (c) Each balloon using a captive gas as the lifting means must have an automatic valve or appendix... STANDARDS: MANNED FREE BALLOONS Design Construction § 31.49 Control systems. (a) Each control must operate... minute when the balloon is at its maximum operating pressure. (d) Each hot air balloon must have a means...

14 CFR 31.49 - Control systems.

Code of Federal Regulations, 2013 CFR

2013-01-01

.... (c) Each balloon using a captive gas as the lifting means must have an automatic valve or appendix... STANDARDS: MANNED FREE BALLOONS Design Construction § 31.49 Control systems. (a) Each control must operate... minute when the balloon is at its maximum operating pressure. (d) Each hot air balloon must have a means...

14 CFR 31.49 - Control systems.

Code of Federal Regulations, 2011 CFR

2011-01-01

.... (c) Each balloon using a captive gas as the lifting means must have an automatic valve or appendix... STANDARDS: MANNED FREE BALLOONS Design Construction § 31.49 Control systems. (a) Each control must operate... minute when the balloon is at its maximum operating pressure. (d) Each hot air balloon must have a means...

14 CFR 31.49 - Control systems.

Code of Federal Regulations, 2012 CFR

2012-01-01

.... (c) Each balloon using a captive gas as the lifting means must have an automatic valve or appendix... STANDARDS: MANNED FREE BALLOONS Design Construction § 31.49 Control systems. (a) Each control must operate... minute when the balloon is at its maximum operating pressure. (d) Each hot air balloon must have a means...

Measurements and performance prediction of an adaptive wing micro air vehicle

NASA Astrophysics Data System (ADS)

Shkarayev, Sergey V.; Jouse, Wayne C.; Null, William R.; Wagner, Matthew G.

2003-08-01

The mission space requirements imposed on the design of micro air vehicles (MAVs) typically consist of several distinct flight segments that generally conflict: the transit phases of flight require high speeds, while the loiter/surveillance phase requires lower flight velocities. Maximum efficiency must be sought in order to prolong battery life and aircraft endurance. The adaptive wing MAV developed at the University of Arizona features a thin, deformable flying wing with an efficient rudder-elevator control system. The wing camber is varied to accommodate different flight speeds while maintaining a constant total lift at a relatively low angle of attack. A new airfoil was developed from the Selig 5010 that features a small negative pitching moment for pitch stability. Wind tunnel tests were performed and stall angles and best lift-to-drag ratios were analyzed from the data. The wind tunnel data was used in a performance analysis in order to determine the flight speeds and throttle settings for maximum endurance at each camber, as well as the MAV's theoretical minimum and maximum flight speeds. The effectiveness of camber change on flight speed and endurance was examined with promising results; flight speed could be reduced by 25% by increasing the camber from 3 to 9% without any increase in power consumption.

Selective effects of weight and inertia on maximum lifting.

PubMed

Leontijevic, B; Pazin, N; Kukolj, M; Ugarkovic, D; Jaric, S

2013-03-01

A novel loading method (loading ranged from 20% to 80% of 1RM) was applied to explore the selective effects of externally added simulated weight (exerted by stretched rubber bands pulling downward), weight+inertia (external weights added), and inertia (covariation of the weights and the rubber bands pulling upward) on maximum bench press throws. 14 skilled participants revealed a load associated decrease in peak velocity that was the least associated with an increase in weight (42%) and the most associated with weight+inertia (66%). However, the peak lifting force increased markedly with an increase in both weight (151%) and weight+inertia (160%), but not with inertia (13%). As a consequence, the peak power output increased most with weight (59%), weight+inertia revealed a maximum at intermediate loads (23%), while inertia was associated with a gradual decrease in the peak power output (42%). The obtained findings could be of importance for our understanding of mechanical properties of human muscular system when acting against different types of external resistance. Regarding the possible application in standard athletic training and rehabilitation procedures, the results speak in favor of applying extended elastic bands which provide higher movement velocity and muscle power output than the usually applied weights. © Georg Thieme Verlag KG Stuttgart · New York.

A New Supercapacitor and Li-ion Battery Hybrid System for Electric Vehicle in ADVISOR

NASA Astrophysics Data System (ADS)

Peng, Xiao; Shuhai, Quan; Changjun, Xie

2017-02-01

The supercapacitor (SC) and Li-ion battery(BT) hybrid energy storage system(HESS) electric vehicle(EV) is gaining universal attention. The topology is of importance for the SC/BT HESS. A new SC/BT topology HESS with a rule-based energy management strategy for EV was proposed. The BT pack is connected directly to the DC link via a controlled switch. The SC pack is connected to the DC link via a controlled switch. A uni-directional DC/DC converter is connected between the SC pack and the BT pack. The braking regeneration energy is all harvested by the SC pack. The output power of BT pack is limited. The different SC/BT configurations with varied BT maximum Ah capacity factor and SC maximum capacity factor are simulated in ADVISOR. Simulation results show that BT maximum Ah capacity factor has little impact on vehicle acceleration performance and maximum speed. SC maximum capacity factor has significant impact on vehicle acceleration performance and maximum speed. The fuel economy isn’t affected.

Robots, Jobs, and Education. State-of-the-Art Paper.

ERIC Educational Resources Information Center

Benton, Oliver; Branch, Charles W.

The purpose of this paper is to assist those in education, government, and industry who are responsible for managing vocational and technical training in their decisions about what programs should be initiated to accommodate the growing use of robots. Section 1 describes robot characteristics (type of drive, method of teaching, lifting capacity,…

Blowing-Type Boundary-Layer Control as Applied to the Trailing-Edge Flaps of a 35 Degree Swept-Wing Airplane

NASA Technical Reports Server (NTRS)

Kelly, Mark W; Anderson, Seth B; Innis, Robert C

1958-01-01

A wind-tunnel investigation was made to determine the effects on the aerodynamic characteristics of a 35 degree swept-wing airplane of applying blowing-type boundary-layer control to the trailing-edge flaps. Flight tests of a similar airplane were then conducted to determine the effects of boundary-layer control on the handling qualities and operation of the airplane, particularly during landing and take-off. The wind-tunnel and flight tests indicated that blowing over the flaps produced large increases in flap lift increment, and significant increases in maximum lift. The use of blowing permitted reductions in the landing approach speeds of as much as 12 knots.

The Effect of Lift on Entry Corridor Depth and Guidance Requirements for the Return Lunar Flight

NASA Technical Reports Server (NTRS)

Wong, Thomas J.; Slye, Robert E.

1961-01-01

Corridors for manned vehicles are defined consistent with requirements for avoiding radiation exposure and for limiting values of peak deceleration. Use of lift increases the depth of the entry corridor. Mid-course guidance requirements appear to be critical only for the flight-path angle. Increasing the energy of the transport orbit increases the required guidance accuracy for the flight-path angle. Corrective thrust applied essentially parallel to the local horizontal produces the maximum change in perigee altitude for a given increment of velocity. Energy required to effect a given change in perigee altitude varies inversely with range measured from the center of the earth.

Parametric Mass Modeling for Mars Entry, Descent and Landing System Analysis Study

NASA Technical Reports Server (NTRS)

Samareh, Jamshid A.; Komar, D. R.

2011-01-01

This paper provides an overview of the parametric mass models used for the Entry, Descent, and Landing Systems Analysis study conducted by NASA in FY2009-2010. The study examined eight unique exploration class architectures that included elements such as a rigid mid-L/D aeroshell, a lifting hypersonic inflatable decelerator, a drag supersonic inflatable decelerator, a lifting supersonic inflatable decelerator implemented with a skirt, and subsonic/supersonic retro-propulsion. Parametric models used in this study relate the component mass to vehicle dimensions and mission key environmental parameters such as maximum deceleration and total heat load. The use of a parametric mass model allows the simultaneous optimization of trajectory and mass sizing parameters.

Natural laminar flow airfoil design considerations for winglets on low-speed airplanes

NASA Technical Reports Server (NTRS)

Vandam, C. P.

1984-01-01

Winglet airfoil section characteristics which significantly influence cruise performance and handling qualities of an airplane are discussed. A good winglet design requires an airfoil section with a low cruise drag coefficient, a high maximum lift coefficient, and a gradual and steady movement of the boundary layer transition location with angle of attack. The first design requirement provides a low crossover lift coefficient of airplane drag polars with winglets off and on. The other requirements prevent nonlinear changes in airplane lateral/directional stability and control characteristics. These requirements are considered in the design of a natural laminar flow airfoil section for winglet applications and chord Reynolds number of 1 to 4 million.

The aerodynamic characteristics of seven frequently used wing sections at full Reynolds number

NASA Technical Reports Server (NTRS)

Munk, Max M; Miller, Elton W

1927-01-01

This report contains the aerodynamic properties of the wing sections U.S.A. 5, U.S.A. 27, U.S.A. 35 A, U.S.A. 35 B, Clark Y, R.A.F. 15, and Gottingen 387, as determined at various Reynolds numbers up to an approximately full scale value in the variable density wind tunnel of the National Advisory Committee for Aeronautics. It is shown that the characteristics of the wings investigated are affected greatly and in a somewhat erratic manner by variation of the Reynolds number. In general there is a small increase in maximum lift and an appreciable decrease in drag at all lifts.

Computation of Turbulent Wake Flows in Variable Pressure Gradient

NASA Technical Reports Server (NTRS)

Duquesne, N.; Carlson, J. R.; Rumsey, C. L.; Gatski, T. B.

1999-01-01

Transport aircraft performance is strongly influenced by the effectiveness of high-lift systems. Developing wakes generated by the airfoil elements are subjected to strong pressure gradients and can thicken very rapidly, limiting maximum lift. This paper focuses on the effects of various pressure gradients on developing symmetric wakes and on the ability of a linear eddy viscosity model and a non-linear explicit algebraic stress model to accurately predict their downstream evolution. In order to reduce the uncertainties arising from numerical issues when assessing the performance of turbulence models, three different numerical codes with the same turbulence models are used. Results are compared to available experimental data to assess the accuracy of the computational results.

Wind Tunnel and Numerical Analysis of Thick Blunt Trailing Edge Airfoils

NASA Astrophysics Data System (ADS)

McLennan, Anthony William

Two-dimensional aerodynamic characteristics of several thick blunt trailing edge airfoils are presented. These airfoils are not only directly applicable to the root section of wind turbine blades, where they provide the required structural strength at a fraction of the material and weight of an equivalent sharp trailing edge airfoil, but are also applicable to the root sections of UAVs having high aspect ratios, that also encounter heavy root bending forces. The Reynolds averaged Navier-Stokes code, ARC2D, was the primary numerical tool used to analyze each airfoil. The UCD-38-095, referred to as the Pareto B airfoil in this thesis, was also tested in the University of California, Davis Aeronautical Wind Tunnel. The Pareto B has an experimentally determined maximum lift coefficient of 1.64 at 14 degrees incidence, minimum drag coefficient of 0.0385, and maximum lift over drag ratio of 35.9 at a lift coefficient of 1.38, 10 degrees incidence at a Reynolds number of 666,000. Zig-zag tape at 2% and 5% of the chord was placed on the leading edge pressure and suction side of the Pareto B model in order to determine the aerodynamic performance characteristics at turbulent flow conditions. Experimental Pareto B wind tunnel data and previous FB-3500-0875 data is also presented and used to validate the ARC2D results obtained in this study. Additionally MBFLO, a detached eddy simulation Navier-Stokes code, was used to analyze the Pareto B airfoil for comparison and validation purposes.

Experimental investigation of flow characteristics around four square-cylinder arrays at subcritical Reynolds numbers

NASA Astrophysics Data System (ADS)

Liu, Mingyue; Xiao, Longfei; Yang, Lijun

2015-09-01

The Deep Draft Semi-Submersible (DDS) concepts are known for their favourable vertical motion performance. However, the DDS may experience critical Vortex-Induced Motion (VIM) stemming from the fluctuating forces on the columns. In order to investigate the current-induced excitation forces of VIM, an experimental study of flow characteristics around four square-section cylinders in a square configuration is presented. A number of column spacing ratios and array attack angles were considered to investigate the parametric influences. The results comprise flow patterns, drag and lift forces, as well as Strouhal numbers. It is shown that both the drag and lift forces acting on the cylinders are slightly different between the various L/D values, and the fluctuating forces peak at L/D = 4.14. The lift force of downstream cylinders reaches its maximum at around α = 15°. Furthermore, the flow around circular-section-cylinder arrays is also discussed in comparison with that of square cylinders.

Experimental and theoretical study of aerodynamic characteristics of some lifting bodies at angles of attack from -10 degrees to 53 degrees at Mach numbers from 2.30 to 4.62

NASA Technical Reports Server (NTRS)

Spearman, M. Leroy; Torres, Abel O.

1994-01-01

Lifting bodies are of interest for possible use as space transportation vehicles because they have the volume required for significant payloads and the aerodynamic capability to negotiate the transition from high angles of attack to lower angles of attack (for cruise flight) and thus safely reenter the atmosphere and perform conventional horizontal landings. Results are presented for an experimental and theoretical study of the aerodynamic characteristics at supersonic speeds for a series of lifting bodies with 75 deg delta planforms, rounded noses, and various upper and lower surface cambers. The camber shapes varied in thickness and in maximum thickness location, and hence in body volume. The experimental results were obtained in the Langley Unitary Plan Wind Tunnel for both the longitudinal and the lateral aerodynamic characteristics. Selected experimental results are compared with calculated results obtained through the use of the Hypersonic Arbitrary-Body Aerodynamic Computer Program.

Experimental result analysis for scaled model of UiTM tailless blended wing-body (BWB) Baseline 7 unmanned aerial vehicle (UAV)

NASA Astrophysics Data System (ADS)

Nasir, R. E. M.; Ahmad, A. M.; Latif, Z. A. A.; Saad, R. M.; Kuntjoro, W.

2017-12-01

Blended wing-body (BWB) aircraft having planform configuration similar to those previously researched and published by other researchers does not guarantee that an efficient aerodynamics in term of lift-to-drag ratio can be achieved. In this wind tunnel experimental study, BWB half model is used. The model is also being scaled down to 71.5% from the actual size. Based on the results, the maximum lift coefficient is found to be 0.763 when the angle is at 27.5° after which the model starts to stall. The minimum drag coefficient is 0.014, measured at zero angle of attack. The corrected lift-to-drag ratio (L/D) is 15.9 at angle 7.8°. The scaled model has a big flat surface that surely gives an inaccurate data but the data obtained shall give some insights for future perspective towards the BWB model being tested.

Effect of wing planform and canard location and geometry on the longitudinal aerodynamic characteristics of a close-coupled canard wing model at subsonic speeds

NASA Technical Reports Server (NTRS)

Gloss, B. B.

1975-01-01

A generalized wind-tunnel model with canard and wing planforms typical of highly maneuverable aircraft was tested in the Langley 7- by 10-foot high-speed tunnel at a Mach number of 0.30 to determine the effect of canard location, canard size, wing sweep, and canard strake on canard-wing interference to high angles of attack. The major results of this investigation may be summarized as follows: the high-canard configuration (excluding the canard strake and canard flap), for both the 60 deg and 44 deg swept leading-edge wings, produced the highest maximum lift coefficient and the most linear pitching-moment curves; substantially larger gains in the canard lift and total lift were obtained by adding a strake to the canard located below the wing chord plane rather than by adding a strake to the canard located above the wing chord plane.

Decolorization of textile dyes in an air-lift bioreactor inoculated with Bjerkandera adusta OBR105.

PubMed

Sodaneath, Hong; Lee, Jung-In; Yang, Seung-Ok; Jung, Hyekyeng; Ryu, Hee Wook; Cho, Kyung-Suk

2017-09-19

A new decolorizing white-rot fungus, OBR105, was isolated from Mount Odae in South Korea and identified by the morphological characterization of its fruit body and spores and partial 18s rDNA sequences. The ligninolytic enzyme activity of OBR105 was studied to characterize their decolorizing mechanism using a spectrophotometric enzyme assay. For the evaluation of the decolorization capacity of OBR105, the isolate was incubated in an erlenmeyer flask and in an airlifte bioreator with potato dextrose broth (PDB) medium supplemented with each dye. In addition, the decolorization efficiency of real textile wastewater was evaluated in an airlift bioreactor inoculated with the isolate. The isolate was identified as Bjerkandera adusta and had ligninolytic enzymes such as laccase, lignin peroxidase (LiP), and Mn-dependent peroxidase (MnP). Its LiP activity was higher than its MnP and laccase activities. B. adusta OBR105 successfully decolorized reactive dyes (red 120, blue 4, orange 16, and black 5) and acid dyes (red 114, blue 62, orange 7, and black 172). B. adusta OBR105 decolorized 91-99% of 200 mg L -1 of each dye (except acid orange 7) within 3 days in a PDB medium at 28°C, pH 5, and 150 rpm. This fungus decolorized only 45% of 200 mg L -1 acid orange 7 (single azo-type dye) within 3 days, and the decolorization efficiency did not increase by prolonging the cultivation time. In the air-lift bioreactor, B. adusta OBR105 displayed a high decolorization capacity, greater than 90%, for 3 acid dyes (red 114, blue 62, and black 172) and 1 reactive dye (blue 4) within 10-15 h of treatment. B. adusta OBR105 could decolorize real textile wastewater in the air-lift bioreactor. This result suggests that an air-lift reactor employing B. adusta OBR105 is a promising bioreactor for the treatment of dye wastewater.

Maximum step length: relationships to age and knee and hip extensor capacities.

PubMed

Schulz, Brian W; Ashton-Miller, James A; Alexander, Neil B

2007-07-01

Maximum Step Length may be used to identify older adults at increased risk for falls. Since leg muscle weakness is a risk factor for falls, we tested the hypotheses that maximum knee and hip extension speed, strength, and power capacities would significantly correlate with Maximum Step Length and also that the "step out and back" Maximum Step Length [Medell, J.L., Alexander, N.B., 2000. A clinical measure of maximal and rapid stepping in older women. J. Gerontol. A Biol. Sci. Med. Sci. 55, M429-M433.] would also correlate with the Maximum Step Length of its two sub-tasks: stepping "out only" and stepping "back only". These sub-tasks will be referred to as versions of Maximum Step Length. Unimpaired younger (N=11, age=24[3]years) and older (N=10, age=73[5]years) women performed the above three versions of Maximum Step Length. Knee and hip extension speed, strength, and power capacities were determined on a separate day and regressed on Maximum Step Length and age group. Version and practice effects were quantified and subjective impressions of test difficulty recorded. Hypotheses were tested using linear regressions, analysis of variance, and Fisher's exact test. Maximum Step Length explained 6-22% additional variance in knee and hip extension speed, strength, and power capacities after controlling for age group. Within- and between-block and test-retest correlation values were high (>0.9) for all test versions. Shorter Maximum Step Lengths are associated with reduced knee and hip extension speed, strength, and power capacities after controlling for age. A single out-and-back step of maximal length is a feasible, rapid screening measure that may provide insight into underlying functional impairment, regardless of age.

What is the role of "nonorganic somatic components" in functional capacity evaluations in patients with chronic nonspecific low back pain undergoing fitness for work evaluation?

PubMed

Oesch, Peter; Meyer, Kathrin; Jansen, Beatrice; Mowinckel, Petter; Bachmann, Stefan; Hagen, Kare Birger

2012-02-15

Analytical cross-sectional study. To assess the association of "nonorganic somatic components" together with physical and other psychosocial factors on functional capacity evaluation (FCE) in patients with chronic nonspecific low back pain (NSLBP) undergoing fitness-for-work evaluation. Functional capacity evaluation is increasingly used for physical fitness-for-work evaluation in patients with chronic NSLBP, but results seem to be influenced by physical as well as psychosocial factors. The influence of nonorganic somatic components together with physical and other psychosocial factors on FCE performance has not yet been investigated. One hundred twenty-six patients with chronic NSLBP referred for physical fitness-for-work evaluation were included. The 4 FCE tests were lifting from floor to waist, forward bend standing, grip strength, and 6-minute walking. Nonorganic somatic components were assessed with the 8 nonorganic somatic signs as defined by Waddell and were adjusted for age, sex, days off work, salary in the previous occupation, pain intensity, fear avoidance belief, and perceived functional ability in multivariate regression analyses. Between 42% and 58% of the variation in the FCE tests was explained in the final multivariate regression models. Nonorganic somatic components were consistent independent predictors for all tests. Their influence was most important on forward bend standing and walking distance, and less on grip strength and lifting performance. The physical factors of age and/or sex were strongly associated with grip strength and lifting, less with walking distance, and not at all with forward bend standing. The influence of at least 1 other psychosocial factor was observed in all FCE tests, having the highest proportion in the 6-minute walking test. Nonorganic somatic components seem to be consistent independent predictors in FCE testing and should be considered for interpretation of test results.

Effects of powdered Montmorency tart cherry supplementation on an acute bout of intense lower body strength exercise in resistance trained males.

PubMed

Levers, Kyle; Dalton, Ryan; Galvan, Elfego; Goodenough, Chelsea; O'Connor, Abigail; Simbo, Sunday; Barringer, Nicholas; Mertens-Talcott, Susanne U; Rasmussen, Christopher; Greenwood, Mike; Riechman, Steven; Crouse, Stephen; Kreider, Richard B

2015-01-01

The purpose of this study was to examine whether short-term ingestion of a powdered tart cherry supplement prior to and following intense resistance-exercise attenuates muscle soreness and recovery strength loss, while reducing markers of muscle damage, inflammation, and oxidative stress. Twenty-three healthy, resistance-trained men (20.9 ± 2.6 yr, 14.2 ± 5.4% body fat, 63.9 ± 8.6 kg FFM) were matched based on relative maximal back squat strength, age, body weight, and fat free mass. Subjects were randomly assigned to ingest, in a double blind manner, capsules containing a placebo (P, n = 12) or powdered tart cherries [CherryPURE(®)] (TC, n = 11). Participants supplemented one time daily (480 mg/d) for 10-d including day of exercise up to 48-h post-exercise. Subjects performed ten sets of ten repetitions at 70% of a 1-RM back squat exercise. Fasting blood samples, isokinetic MVCs, and quadriceps muscle soreness ratings were taken pre-lift, 60-min, 24-h, and 48-h post-lift and analyzed by MANOVA with repeated measures. Muscle soreness perception in the vastus medialis (¼) (p = 0.10) and the vastus lateralis (¼) (p = 0.024) was lower in TC over time compared to P. Compared to pre-lift, TC vastus medialis (¼) soreness was significantly attenuated up to 48-h post-lift with vastus lateralis (¼) soreness significantly lower at 24-h post-lift compared to P. TC changes in serum creatinine (p = 0.03, delta p = 0.024) and total protein (p = 0.018, delta p = 0.006) were lower over time and smaller from pre-lift levels over time compared to P Significant TC group reductions from pre-lift levels were found for AST and creatinine 48-h post-lift, bilirubin and ALT 60-min and 48-h post-lift. No significant supplementation effects were observed for serum inflammatory or anti-inflammatory markers. None of the free radical production, lipid peroxidation, or antioxidant capacity markers (NT, TBARS, TAS, SOD) demonstrated significant changes with supplementation. Changes in TC whole blood lymphocyte counts (p = 0.013) from pre-lift were greater compared to P, but TC lymphocyte counts returned to pre-lift values quicker than P. Short-term supplementation of Montmorency powdered tart cherries surrounding a single bout of resistance exercise, appears to be an effective dietary supplement to attenuate muscle soreness, strength decrement during recovery, and markers of muscle catabolism in resistance trained individuals.

14 CFR 61.163 - Aeronautical experience: Powered-lift category rating.

Code of Federal Regulations, 2013 CFR

2013-01-01

... time in a flight simulator or flight training device. (ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements... training center certificated under part 142 of this chapter. (iii) Training in a flight simulator or flight...

14 CFR 61.163 - Aeronautical experience: Powered-lift category rating.

Code of Federal Regulations, 2014 CFR

2014-01-01

... time in a flight simulator or flight training device. (ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements... training center certificated under part 142 of this chapter. (iii) Training in a flight simulator or flight...

14 CFR 61.163 - Aeronautical experience: Powered-lift category rating.

Code of Federal Regulations, 2012 CFR

2012-01-01

... time in a flight simulator or flight training device. (ii) A maximum of 50 hours of training in a flight simulator or flight training device may be credited toward the instrument flight time requirements... training center certificated under part 142 of this chapter. (iii) Training in a flight simulator or flight...

14 CFR Appendix A to Part 23 - Simplified Design Load Criteria

Code of Federal Regulations, 2012 CFR

2012-01-01

... imposed when the particular items are installed in the airplane. The engine mount, however, must be.... (d) Supplementary conditions; rear lift truss; engine torque; side load on engine mount. Each of the... weight. (2) Each engine mount and its supporting structures must be designed for the maximum limit torque...

14 CFR Appendix A to Part 23 - Simplified Design Load Criteria

Code of Federal Regulations, 2014 CFR

2014-01-01

... imposed when the particular items are installed in the airplane. The engine mount, however, must be.... (d) Supplementary conditions; rear lift truss; engine torque; side load on engine mount. Each of the... weight. (2) Each engine mount and its supporting structures must be designed for the maximum limit torque...

14 CFR Appendix A to Part 23 - Simplified Design Load Criteria

Code of Federal Regulations, 2013 CFR

2013-01-01

... imposed when the particular items are installed in the airplane. The engine mount, however, must be.... (d) Supplementary conditions; rear lift truss; engine torque; side load on engine mount. Each of the... weight. (2) Each engine mount and its supporting structures must be designed for the maximum limit torque...

Wind-tunnel test results of airfoil modifications for the EA-6B

NASA Technical Reports Server (NTRS)

Sewall, W. G.; Mcghee, R. J.; Ferris, J. C.

1987-01-01

Wind-tunnel tests have been conducted (to determine the effects on airfoil performance for several airfoil modifications) for the EA-6B Wing Improvement Program. The modifications consist of contour changes to the leading-edge slat and trailing-edge flap to provide a higher low-speed maximum lift with no high-speed cruise-drag penalty. Airfoil sections from the 28- and 76-percent span stations were selected as baseline shapes with the major testing devoted to the inboard airfoil section (28-percent span station). The airfoil modifications increased the low-speed maximum lift coefficient between 20 and 35 percent over test conditions of 3 to 14 million chord Reynolds number and 0.14 to 0.34 Mach number. At the high-speed test conditions of 0.4 to 0.80 Mach number and 10 million chord Reynolds number, the modified airfoils had either matched or had lower drag coefficients for all normal-force coefficients above 0.2 as compared to the baseline airfoil. At normal-force coefficients less than 0.2, the baseline (original) airfoil had lower drag coefficients than any of the modified airfoils.

The aerodynamic characteristics of airfoils at negative angles of attack

NASA Technical Reports Server (NTRS)

Anderson, Raymond F

1932-01-01

A number of airfoils, including 14 commonly used airfoils and 10 NACA airfoils, were tested through the negative angle-of-attack range in the NACA variable-density wind tunnel at a Reynolds Number of approximately 3,000,000. The tests were made to supply data to serve as a basis for the structural design of airplanes in the inverted flight condition. In order to make the results immediately available for this purpose they are presented herein in preliminary form, together with results of previous tests of the airfoils at positive angles of attack. An analysis of the results made to find the variation of the ratio of the maximum negative lift coefficient to the maximum positive lift coefficient led to the following conclusions: 1) For airfoils of a given thickness, the ratio -C(sub L max) / +C(sub L max) tends to decrease as the mean camber is increased. 2) For airfoils of a given mean camber, the ratio -C(sub L max) / +C(sub L max) tends to increase as the thickness increases.

Microgravity heat pump for space station thermal management.

PubMed

Domitrovic, R E; Chen, F C; Mei, V C; Spezia, A L

2003-01-01

A highly efficient recuperative vapor compression heat pump was developed and tested for its ability to operate independent of orientation with respect to gravity while maximizing temperature lift. The objective of such a heat pump is to increase the temperature of, and thus reduce the size of, the radiative heat rejection panels on spacecrafts such as the International Space Station. Heat pump operation under microgravity was approximated by gravitational-independent experiments. Test evaluations include functionality, efficiency, and temperature lift. Commercially available components were used to minimize costs of new hardware development. Testing was completed on two heat pump design iterations--LBU-I and LBU--II, for a variety of operating conditions under the variation of several system parameters, including: orientation, evaporator water inlet temperature (EWIT), condenser water inlet temperature (CWIT), and compressor speed. The LBU-I system employed an ac motor, belt-driven scroll compressor, and tube-in-tube heat exchangers. The LBU-II system used a direct-drive AC motor compressor assembly and plate heat exchangers. The LBU-II system in general outperformed the LBU-I system on all accounts. Results are presented for all systems, showing particular attention to those states that perform with a COP of 4.5 +/- 10% and can maintain a temperature lift of 55 degrees F (30.6 degrees C) +/- 10%. A calculation of potential radiator area reduction shows that points with maximum temperature lift give the greatest potential for reduction, and that area reduction is a function of heat pump efficiency and a stronger function of temperature lift.

Leading-edge flow reattachment and the lateral static stability of low-aspect-ratio rectangular wings

NASA Astrophysics Data System (ADS)

Linehan, Thomas; Mohseni, Kamran

2017-11-01

The relationship between lateral static stability derivative, Clβ,lift coefficient, CL, and angle of attack was investigated for rectangular wings of aspect ratio A R =0.75 ,1 ,1.5 , and 3 using Stereo-Digital Particle Image Velocimetry (S-DPIV) and direct force and moment measurements. When the product Cl βA R is plotted with respect to CL, the lateral stability curves of each wing collapse to a single line for CL<0.7 . For CL>0.7 , the linearity and scaling of Clβwith respect to CL is lost. S-DPIV is used to elucidate the flow physics in this nonlinear regime. At α =10∘ , the leading-edge separation region emerges on the leeward portion of the sideslipped wing by means of vortex shedding. For the A R ≤1.5 wings at α >15∘ , the tip vortex downwash is sufficient to restrict the shedding of leading-edge vorticity thereby sustaining the lift of the leading-edge separation region at high angles of attack. Concurrently, the windward tip vortex grows in size and strength with increasing angle of attack, displacing the leading-edge separation region further toward the leeward wing. This reorganization of lift-generating vorticity results in the initial nonlinearities between Cl β and CL at angles of attack for which CL is still increasing. At angles of attack near that of maximum lift for the A R ≤1 wings, the windward tip vortex lifts off the wing, decreasing the lateral static stability of the wing prior to lift stall. For the A R =3 wing at α >10∘ , nonlinear trends in Cl β versus CL occur due to the spanwise evolution of stalled flow.

Does the sensorimotor system minimize prediction error or select the most likely prediction during object lifting?

PubMed Central

McGregor, Heather R.; Pun, Henry C. H.; Buckingham, Gavin; Gribble, Paul L.

2016-01-01

The human sensorimotor system is routinely capable of making accurate predictions about an object's weight, which allows for energetically efficient lifts and prevents objects from being dropped. Often, however, poor predictions arise when the weight of an object can vary and sensory cues about object weight are sparse (e.g., picking up an opaque water bottle). The question arises, what strategies does the sensorimotor system use to make weight predictions when one is dealing with an object whose weight may vary? For example, does the sensorimotor system use a strategy that minimizes prediction error (minimal squared error) or one that selects the weight that is most likely to be correct (maximum a posteriori)? In this study we dissociated the predictions of these two strategies by having participants lift an object whose weight varied according to a skewed probability distribution. We found, using a small range of weight uncertainty, that four indexes of sensorimotor prediction (grip force rate, grip force, load force rate, and load force) were consistent with a feedforward strategy that minimizes the square of prediction errors. These findings match research in the visuomotor system, suggesting parallels in underlying processes. We interpret our findings within a Bayesian framework and discuss the potential benefits of using a minimal squared error strategy. NEW & NOTEWORTHY Using a novel experimental model of object lifting, we tested whether the sensorimotor system models the weight of objects by minimizing lifting errors or by selecting the statistically most likely weight. We found that the sensorimotor system minimizes the square of prediction errors for object lifting. This parallels the results of studies that investigated visually guided reaching, suggesting an overlap in the underlying mechanisms between tasks that involve different sensory systems. PMID:27760821

Evaluation of Blended Wing-Body Combinations with Curved Plan Forms at Mach Numbers Up to 3.50

NASA Technical Reports Server (NTRS)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

This investigation is a continuation of the experimental and theoretical evaluation of the effects of wing plan-form variations on the aerodynamic performance characteristics of blended wing-body combinations. The present report compares previously tested straight-edged delta and arrow models which have leading-edge sweeps of 59.04 and 70-82 deg., respectively, with related models which have plan forms with curved leading and trailing edges designed to result in the same average sweeps in each case. All the models were symmetrical, without camber, and were generally similar having the same span, length, and aspect ratios. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local wing chords in a streamwise direction. The wing sections were computed by varying their shapes along with the body radii (blending process) to match the selected area distribution and the given plan form. The models were tested with transition fixed at Reynolds numbers of roughly 4,000,000 to 9,000,000, based on the mean aerodynamic chord of the wing. The characteristic effect of the wing curvature of the delta and arrow models was an increase at subsonic and transonic speeds in the lift-curve slopes which was partially reflected in increased maximum lift-drag ratios. Curved edges were not evaluated on a diamond plan form because a preliminary investigation indicated that the curvature considered would increase the supersonic zero-lift wave drag. However, after the test program was completed, a suitable modification for the diamond plan form was discovered. The analysis presented in the appendix indicates that large reductions in the zero-lift wave drag would be obtained at supersonic Mach numbers if the leading- and trailing-edge sweeps are made to differ by indenting the trailing edge and extending the root of the leading edge.

A metronome for controlling the mean velocity during the bench press exercise.

PubMed

Moras, Gerard; Rodríguez-Jiménez, Sergio; Busquets, Albert; Tous-Fajardo, Julio; Pozzo, Marco; Mujika, Iñigo

2009-05-01

Lifting velocity may have a great impact on strength training-induced adaptations. The purpose of this study was to validate a method including a metronome and a measurement tape as inexpensive tools for the estimation of mean lifting velocity during the bench press exercise. Fifteen subjects participated in this study. After determining their one repetition maximum (1RM) load, we estimated the maximum metronome rhythm (R) that each subject could maintain in the concentric phase for loads of 40 and 60% of 1RM. To estimate R, the 3 repetitions with highest concentric power, as measured by means of a linear encoder, were selected, and their average duration was calculated and converted to lifting rhythm in beats per minute (bpm) for each subject. The range of motion was measured using a regular tape and kept constant during all exercises. Subjects were instructed to begin with the barbell at arm lengths and lower it in correspondence with the metronome beep. They subsequently performed 5 repetitions at 3 different rhythms relative to R (50, 70, and 90% R) for each training load (40 and 60% of 1RM). A linear encoder was attached to the bar and used as a criterion to measure the vertical displacement over time. For each rhythm, the mean velocity was calculated with the metronome (time) and the reference distance and compared with that recorded by the linear encoder. The SEM for velocity between both testing methods ranged from 0.02 to 0.05 m.s (coefficient of variation, 4.0-6.4%; Pearson's correlation, 0.8-0.95). The present results showed that the use of a metronome and a measurement tape may be a valid method to estimate the mean velocity of execution during the bench press exercise. This simple method could help coaches and athletes achieve their strength training goals, which are partly determined by lifting velocity.

Small-Scale Transonic Investigation of the Effects of Partial-Span Leading-Edge Camber on the Aerodynamic Characteristics of a 50 Deg 38' Sweptback Wing of Aspect Ratio 2.98

NASA Technical Reports Server (NTRS)

Alford, William J., Jr.; Byrnes, Andrew L., Jr.

1952-01-01

A small-scale transonic investigation of two semispan wings of the same plan form was made in the Langley high-speed 7- by 10-foot tunnel through a Mach number range of 0.70 to 1.10 and a mean-test Reynolds number range of 745,000 to 845,000 to determine the effects of partial-span leading-edge camber on the aerodynamic characteristics of a swept-back wing. This paper presents the results of the investigation of wing-alone and wing-fuselage configurations of the two wings; one, was an uncambered wing and the other had the forward 45 percent of the chord cambered over the outboard 55 percent of the span. The semispan wings had 50deg 38ft sweepback of their quarter-chord lines, aspect ratio of 2.98, taper ratio of 0.45, and modified NACA 64A-series airfoil sections tapered in thickness ratio. Lift, drag, pitching moment, and root-bending moment were obtained for these configurations. The results indicated that, for the wing-alone configuration, use of the partial-span leading-edge camber provided an increase in maximum lift-drag ratios up to a Mach number of 0.95, after which no gain was realized. For the wing-fuselage combination, the partial-span leading-edge camber appeared to cause no gain in maximum lift-drag ratio throughout the test range of Mach numbers. The lift-curve slopes of the partial-span leading-edge camber configurations indicated no significant change over the basic configurations in the subsonic range but resulted in slight reductions at the higher Mach numbers. No significantly large changes in pitching-moment-curve slopes or lateral center of additional loading were indicated because of the modification.

The role of the leading edge vortex in lift augmentation of steadily revolving wings: a change in perspective

PubMed Central

Crowther, William J.

2017-01-01

The presence of a stable leading edge vortex (LEV) on steadily revolving wings increases the maximum lift coefficient that can be generated from the wing and its role is important to understanding natural flyers and flapping wing vehicles. In this paper, the role of LEV in lift augmentation is discussed under two hypotheses referred to as ‘additional lift' and ‘absence of stall’. The ‘additional lift' hypothesis represents the traditional view. It presumes that an additional suction/circulation from the LEV increases the lift above that of a potential flow solution. This behaviour may be represented through either the ‘Polhamus leading edge suction' model or the so-called ‘trapped vortex' model. The ‘absence of stall' hypothesis is a more recent contender that presumes that the LEV prevents stall at high angles of attack where flow separation would normally occur. This behaviour is represented through the so-called ‘normal force' model. We show that all three models can be written in the form of the same potential flow kernel with modifiers to account for the presence of a LEV. The modelling is built on previous work on quasi-steady models for hovering wings such that model parameters are determined from first principles, which allows a fair comparison between the models themselves, and the models and experimental data. We show that the two models which directly include the LEV as a lift generating component are built on a physical picture that does not represent the available experimental data. The simpler ‘normal force' model, which does not explicitly model the LEV, performs best against data in the literature. We conclude that under steady conditions the LEV as an ‘absence of stall’ model/mechanism is the most satisfying explanation for observed aerodynamic behaviour. PMID:28747395

A 5-year study of the transmalar subperiosteal midface lift with minimal skin and superficial musculoaponeurotic system dissection: a durable, natural-appearing lift with less surgery and recovery time.

PubMed

Finger, E R

2001-04-15

The transmalar subperiosteal midface lift is a simple, direct-approach procedure to be performed with a meloplasty. The entry into the midface is at the site of maximum suture tension, which allows for more elevation. The skin is elevated enough to expose the entry site, which is on the zygoma just cephalad to the origins of the zygomaticus muscles. Through a small hole at that site, a periosteal elevator is used for the midface dissection. This is a blind dissection, and the technique is described. The advantages of the technique are that there is (1) no lower-lid incision or risk of an ectropion, (2) a resultant tightening and elevation of the lower lid, (3) more elevation and durability because the zygomaticus muscle origins are elevated with the periosteum and are sutured to the very substantial deep temporal fascia, (4) a simple and fast procedure, and (5) no telltale sign of a face lift. Both the superficial musculoaponeurotic system (SMAS) and the skin are substantially elevated with the transmalar subperiosteal midface lift to the extent that they should be only minimally dissected. In the author's opinion, the extended dissection of the skin and/or the SMAS does not increase the amount of tissue lift and probably reduces it in most cases, considering that the goal is a natural look and not one that appears pulled or stretched. The skin is elevated only for exposure, and the SMAS is elevated only enough to create a preauricular SMAS-platysma flap to tighten the neck. With two fewer layers of dissection, there is significantly less postoperative swelling and recovery time. The article presents the technique, the results on 272 patients over a period of 5 years, and a discussion. No patients described have had secondary procedures such as lasers, so the transmalar subperiosteal midface lift can be evaluated on its own merit.

An experimental and theoretical analysis of the aerodynamic characteristics of a biplane-winglet configuration. M.D. Thesis

NASA Technical Reports Server (NTRS)

Gall, P. D.

1984-01-01

Improving the aerodynamic characteristics of an airplane with respect to maximizing lift and minimizing induced and parasite drag are of primary importance in designing lighter, faster, and more efficient aircraft. Previous research has shown that a properly designed biplane wing system can perform superiorly to an equivalent monoplane system with regard to maximizing the lift-to-drag ratio and efficiency factor. Biplanes offer several potential advantages over equivalent monoplanes, such as a 60-percent reduction in weight, greater structural integrity, and increased roll response. The purpose of this research is to examine, both theoretically and experimentally, the possibility of further improving the aerodynamic characteristics of the biplanes configuration by adding winglets. Theoretical predictions were carried out utilizing vortex-lattice theory, which is a numerical method based on potential flow theory. Experimental data were obtained by testing a model in the Pennsylvania State University's subsonic wind tunnel at a Reynolds number of 510,000. The results showed that the addition of winglets improved the performance of the biplane with respect to increasing the lift-curve slope, increasing the maximum lift coefficient, increasing the efficiency factor, and decreasing the induced drag. A listing of the program is included in the Appendix.

Bioinspired wingtip devices: a pathway to improve aerodynamic performance during low Reynolds number flight.

PubMed

Lynch, Michael; Mandadzhiev, Boris; Wissa, Aimy

2018-03-20

Birds are highly capable and maneuverable fliers, traits not currently shared with current small unmanned aerial vehicles. They are able to achieve these flight capabilities by adapting the shape of their wings during flight in a variety of complex manners. One feature of bird wings, the primary feathers, separate to form wingtip gaps at the distal end of the wing. This paper presents bio-inspired wingtip devices with varying wingtip gap sizes, defined as the chordwise distance between wingtip devices, for operation in low Reynolds number conditions of Re  =  100 000, where many bird species operate. Lift and drag data was measured for planar and nonplanar wingtip devices with the total wingtip gap size ranging from 0% to 40% of the wing's mean chord. For a planar wing with a gap size of 20%, the mean coefficient of lift in the pre-stall region is increased by 7.25%, and the maximum coefficient of lift is increased by 5.6% compared to a configuration with no gaps. The nonplanar wingtip device was shown to reduce the induced drag. The effect of wingtip gap sizes is shown to be independent of the planarity/nonplanarity of the wingtip device, thereby allowing designers to decouple the wingtip parameters to tune the desired lift and drag produced.

CO2 Fixation, Lipid Production, and Power Generation by a Novel Air-Lift-Type Microbial Carbon Capture Cell System.

PubMed

Hu, Xia; Liu, Baojun; Zhou, Jiti; Jin, Ruofei; Qiao, Sen; Liu, Guangfei

2015-09-01

An air-lift-type microbial carbon capture cell (ALMCC) was constructed for the first time by using an air-lift-type photobioreactor as the cathode chamber. The performance of ALMCC in fixing high concentration of CO2, producing energy (power and biodiesel), and removing COD together with nutrients was investigated and compared with the traditional microbial carbon capture cell (MCC) and air-lift-type photobioreactor (ALP). The ALMCC system produced a maximum power density of 972.5 mW·m(-3) and removed 86.69% of COD, 70.52% of ammonium nitrogen, and 69.24% of phosphorus, which indicate that ALMCC performed better than MCC in terms of power generation and wastewater treatment efficiency. Besides, ALMCC demonstrated 9.98- and 1.88-fold increases over ALP and MCC in the CO2 fixation rate, respectively. Similarly, the ALMCC significantly presented a higher lipid productivity compared to those control reactors. More importantly, the preliminary analysis of energy balance suggested that the net energy of the ALMCC system was significantly superior to other systems and could theoretically produce enough energy to cover its consumption. In this work, the established ALMCC system simultaneously achieved the high level of CO2 fixation, energy recycle, and municipal wastewater treatment effectively and efficiently.

Longitudinal Stability and Drag Characteristics at Mach Numbers from 0.70 to 1.37 of Rocket-propelled Models Having a Modified Triangular Wing

NASA Technical Reports Server (NTRS)

Chapman, Rowe, Jr; Morrow, John D

1952-01-01

A modified triangular wing of aspect ratio 2.53 having an airfoil section 3.7 percent thick at the root and 5.98 percent thick at the tip was designed in an attempt to improve the lift and drag characteristics of triangular wings. Free-flight drag and stability tests were made using rocket-propelled models equipped with the modified wing. The Mach number range of the test was from 0.70 to 1.37. Test results indicated the following: The lift-curve slope of wing plus fuselage approaches the theoretical value of wing alone at supersonic Mach numbers. The drag coefficient, based on total wing area, for wing plus interference was approximately 0.0035 at subsonic Mach numbers and 0.0080 at supersonic Mach numbers. The maximum shift in aerodynamic center for the complete configuration was 14 percent in the rearward direction from the forward position of 51.5 percent of mean aerodynamic chord at subsonic Mach numbers. The variation of lift and moment with angle of attack was linear at supersonic Mach numbers for the range of coefficients covered in the test. The high value of lift-curve slope was considered to be a significant result attributable to the wing modifications.

Effects of Smoking on Respiratory Capacity and Control

ERIC Educational Resources Information Center

Awan, Shaheen N.; Alphonso, Vania A.

2007-01-01

The purpose of this study was to provide information concerning the possible early effects of smoking on measures of respiratory capacity and control in young adult female smokers vs. nonsmokers. In particular, maximum performance test results (vital capacity and maximum phonation time) and measures of air pressures and airflows during voiceless,…

The effects of growth hormone on body composition and physical performance in recreational athletes: a randomized trial.

PubMed

Meinhardt, Udo; Nelson, Anne E; Hansen, Jennifer L; Birzniece, Vita; Clifford, David; Leung, Kin-Chuen; Graham, Kenneth; Ho, Ken K Y

2010-05-04

Growth hormone is widely abused by athletes, frequently with androgenic steroids. Its effects on performance are unclear. To determine the effect of growth hormone alone or with testosterone on body composition and measures of performance. Randomized, placebo-controlled, blinded study of 8 weeks of treatment followed by a 6-week washout period. Randomization was computer-generated with concealed allocation. (Australian-New Zealand Clinical Trials Registry registration number: ACTRN012605000508673) Clinical research facility in Sydney, Australia. 96 recreationally trained athletes (63 men and 33 women) with a mean age of 27.9 years (SD, 5.7). Men were randomly assigned to receive placebo, growth hormone (2 mg/d subcutaneously), testosterone (250 mg/wk intramuscularly), or combined treatments. Women were randomly assigned to receive either placebo or growth hormone (2 mg/d). Body composition variables (fat mass, lean body mass, extracellular water mass, and body cell mass) and physical performance variables (endurance [maximum oxygen consumption], strength [dead lift], power [jump height], and sprint capacity [Wingate value]). Body cell mass was correlated with all measures of performance at baseline. Growth hormone significantly reduced fat mass, increased lean body mass through an increase in extracellular water, and increased body cell mass in men when coadministered with testosterone. Growth hormone significantly increased sprint capacity, by 0.71 kJ (95% CI, 0.1 to 1.3 kJ; relative increase, 3.9% [CI, 0.0% to 7.7%]) in men and women combined and by 1.7 kJ (CI, 0.5 to 3.0 kJ; relative increase, 8.3% [CI, 3.0% to 13.6%]) when coadministered with testosterone to men; other performance measures did not significantly change. The increase in sprint capacity was not maintained 6 weeks after discontinuation of the drug. Growth hormone dosage may have been lower than that used covertly by competitive athletes. The athletic significance of the observed improvements in sprint capacity is unclear, and the study was too small to draw conclusions about safety. Growth hormone supplementation influenced body composition and increased sprint capacity when administered alone and in combination with testosterone. The World Anti-Doping Agency.

Modern control techniques in active flutter suppression using a control moment gyro

NASA Technical Reports Server (NTRS)

Buchek, P. M.

1974-01-01

Development of organized synthesis techniques, using concepts of modern control theory was studied for the design of active flutter suppression systems for two and three-dimensional lifting surfaces, utilizing a control moment gyro (CMG) to generate the required control torques. Incompressible flow theory is assumed, with the unsteady aerodynamic forces and moments for arbitrary airfoil motion obtained by using the convolution integral based on Wagner's indicial lift function. Linear optimal control theory is applied to find particular optimal sets of gain values which minimize a quadratic performance function. The closed loop system's response to impulsive gust disturbances and the resulting control power requirements are investigated, and the system eigenvalues necessary to minimize the maximum value of control power are determined.

A Split-Mouth Design Comparison for Lateral and Crestal Sinus Lift Techniques with Dental Implants Placements: Short Communication.

PubMed

Al-Almaie, Saad; Kavarodi, Abdul Majeed; Alorf, Ali; Alzahrani, Saeed

2017-01-01

The objective of this study is to compare and evaluate the effectiveness of implant placement and patient appraisal for two sinus lift techniques using both crestal and lateral techniques for bilateral sinus left in a split-mouth design. All implants were successfully osseointegrated without any clinical complications or peri-implant radiolucency during the follow-up period of maximum 3 years. In terms of outcomes postoperative vertigo showed to be a major concern with the crestal approach, this approach is preferred over the lateral technique because of the reduced time required for the procedure and because it is less invasive. Most patients preferred the crestal approach over the lateral approach due to the delay in implant placement.

Utilization of simulation tools in the HL-20 conceptual design process. [passenger-carrying lifting body portion of Personnel Launch System

NASA Technical Reports Server (NTRS)

Jackson, E. B.; Powell, Richard W.; Ragsdale, W. A.

1991-01-01

The role of simulations in the design of the HL-20, the crew-carrying unpowered lifting-body component of the NASA Personnel Launch System, is reviewed and illustrated with drawings and diagrams. Detailed consideration is given to the overall implementation of a real-time simulation of the HL-20 approach and landing phase, the baseline and experimental control laws used in the flight-control system, autoland guidance and control laws (vertical and lateral steering), the control-surface mixer and actuator model, and simulation results. The simulations allowed identification and correction of design problems with respect to the position of the landing gear and the original maximum L/D ratio of 3.2.

Low-Lift Drag of the Grumman F9F-9 Airplane as Obtained by a 1/7.5-Scale Rocket-Boosted Model and by Three 1/45.85-Scale Equivalent-Body Models between Mach Numbers of 0.8 and 1.3, TED No. NACA DE 391

NASA Technical Reports Server (NTRS)

Stevens, Joseph E.

1955-01-01

Low-lift drag data are presented herein for one 1/7.5-scale rocket-boosted model and three 1/45.85-scale equivalent-body models of the Grumman F9F-9 airplane, The data were obtained over a Reynolds number range of about 5 x 10(exp 6) to 10 x 10(exp 6) based on wing mean aerodynamic chord for the rocket model and total body length for the equivalent-body models. The rocket-boosted model showed a drag rise of about 0,037 (based on included wing area) between the subsonic level and the peak supersonic drag coefficient at the maximum Mach number of this test. The base drag coefficient measured on this model varied from a value of -0,0015 in the subsonic range to a maximum of about 0.0020 at a Mach number of 1.28, Drag coefficients for the equivalent-body models varied from about 0.125 (based on body maximum area) in the subsonic range to about 0.300 at a Mach number of 1.25. Increasing the total fineness ratio by a small amount raised the drag-rise Mach number slightly.

Greater Strength Gains after Training with Accentuated Eccentric than Traditional Isoinertial Loads in Already Strength-Trained Men

PubMed Central

Walker, Simon; Blazevich, Anthony J.; Haff, G. Gregory; Tufano, James J.; Newton, Robert U.; Häkkinen, Keijo

2016-01-01

As training experience increases it becomes more challenging to induce further neuromuscular adaptation. Consequently, strength trainers seek alternative training methods in order to further increase strength and muscle mass. One method is to utilize accentuated eccentric loading, which applies a greater external load during the eccentric phase of the lift as compared to the concentric phase. Based upon this practice, the purpose of this study was to determine the effects of 10 weeks of accentuated eccentric loading vs. traditional isoinertial resistance training in strength-trained men. Young (22 ± 3 years, 177 ± 6 cm, 76 ± 10 kg, n = 28) strength-trained men (2.6 ± 2.2 years experience) were allocated to concentric-eccentric resistance training in the form of accentuated eccentric load (eccentric load = concentric load + 40%) or traditional resistance training, while the control group continued their normal unsupervised training program. Both intervention groups performed three sets of 6-RM (session 1) and three sets of 10-RM (session 2) bilateral leg press and unilateral knee extension exercises per week. Maximum force production was measured by unilateral isometric (110° knee angle) and isokinetic (concentric and eccentric 30°.s−1) knee extension tests, and work capacity was measured by a knee extension repetition-to-failure test. Muscle mass was assessed using panoramic ultrasonography and dual-energy x-ray absorptiometry. Surface electromyogram amplitude normalized to maximum M-wave and the twitch interpolation technique were used to examine maximal muscle activation. After training, maximum isometric torque increased significantly more in the accentuated eccentric load group than control (18 ± 10 vs. 1 ± 5%, p < 0.01), which was accompanied by an increase in voluntary activation (3.5 ± 5%, p < 0.05). Isokinetic eccentric torque increased significantly after accentuated eccentric load training only (10 ± 9%, p < 0.05), whereas concentric torque increased equally in both the accentuated eccentric load (10 ± 9%, p < 0.01) and traditional (9 ± 6%, p < 0.01) resistance training groups; however, the increase in the accentuated eccentric load group was significantly greater (p < 0.05) than control (1 ± 7%). Knee extension repetition-to-failure improved in the accentuated eccentric load group only (28%, p < 0.05). Similar increases in muscle mass occurred in both intervention groups. In summary, accentuated eccentric load training led to greater increases in maximum force production, work capacity and muscle activation, but not muscle hypertrophy, in strength-trained individuals. PMID:27199764

Inside the Belly of a Mars Dust Storm

NASA Astrophysics Data System (ADS)

Rafkin, Scot; Pla-Garcia, Jorge

2017-04-01

There have never been in situ observations at or near the active lifting center of a regional dust storm on Mars. Landed meteorological packages have recorded the atmospheric environment during large and global dust storms, but only at a distance from the presumed active areas. In the absence of in situ data, it is common to employ numerical models to provide guidance on the physical processes and conditions operating in an unobserved location or weather system. This is a reasonable approach assuming the model has been adequately validated at other locations. Consequently, the Mars Regional Atmospheric Modeling System (MRAMS) is employed to study the structure and dynamics of a simulated large regional storm in the Isidis Basin area, and to provide the first ever glimpse of the conditions that might occur inside one of these storms. The simulation has five grids, and dust lifting is permitted only on grids three through five. Limiting the dust lifting to the three highest resolution grids forces the model to produce a dust storm no larger than the size of the third grid domain. The simulation is run for a total of five sols with the simulations starting at 0500 (local time). Dust lifting is activated at 0500 local on the second sol, and continues through sol 3. Lifting is deactivated on sol 4 in order to force dust storm decay. The simulated storm shows extremely complex structure, highly heterogenous lifting centers, and a variety of deep dust transport circulations. The active lifting centers show broader organization into a mesoscale system in much the same way that thunderstorms on Earth can organize into mesoscale convective structures. In many of the active dust plumes, the mixing ratio of dust peaks near the surface and drops off with height. The surface mixing ratio maximum is partly due to the surface being the source of dust, with entrainment of less dusty air as the plume rises. However, it is also because the mixing ratio can be dominated by a few large dust aerosol, since the mass is proportional to the cubed of the radius. Once lifted, the largest dust tends to sediment out while the smaller dust continues to be advected upward by the plume. This size-sorting process tends to drive the mixing ratio profile to a maximum near the surface. In dusty plumes near the surface, the air temperature is as much as 20K colder than nearby areas. This is due to solar absorption higher in the dust column limiting direct heating deeper into the atmosphere. Overall, within the plume, there is an inversion, and although the top of the plume is warmer than below, it is near neutral buoyancy compared to the less dusty air on either side. Apparently, adiabatic cooling nearly offsets the expected positive heating perturbation at the top of the dusty plume. A very strong low level jet forms in the vicinity of the storm, accompanied by system-wide negative pressure deficits and circulation patterns strongly suggestive of the wind-enhanced interaction of radiation and dust (WEIRD) feedback mechanism.

The Aerodynamic and Dynamic Loading of a Slender Structure by an Impacting Tornado-Like Vortex: The Influence of Relative Vortex-to-Structure Size on Structural Loading

NASA Astrophysics Data System (ADS)

Strasser, Matthew N.

Structural loading produced by an impacting vortex is a hazardous phenomenon that is encountered in numerous applications ranging from the destruction of residences by tornados to the chopping of tip vortices by rotors. Adequate design of structures to resist vortex-induced structural loading necessitates study of the phenomenon that control the structural loading produced by an impacting vortex. This body of work extends the current knowledge base of vortex-structure interaction by evaluating the influence of the relative vortex-to-structure size on the structural loading that the vortex produces. A computer model is utilized to directly simulate the two-dimensional impact of an impinging vortex with a slender, cylindrical structure. The vortex's tangential velocity profile (TVP) is defined by a normalization of the Vatistas analytical (TVP) which realistically replicates the documented spectrum of measured vortex TVPs. The impinging vortex's maximum tangential velocity is fixed, and the vortex's critical radius is incremented from one to one-hundred times the structure's diameter. When the impinging vortex is small, it interacts with vortices produced on the structure by the free stream, and maximum force coefficient amplitudes vary by more than 400% when the impinging vortex impacts the structure at different times. Maximum drag and lift force coefficient amplitudes reach asymptotic values as the impinging vortex's size increases that are respectively 94.77% and 10.66% less than maximum force coefficients produced by an equivalent maximum velocity free stream. The vortex produces maximum structural loading when its path is shifted above the structure's centerline, and maximum drag and lift force coefficients are respectively up to 4.80% and 34.07% greater than maximum force coefficients produced by an equivalent-velocity free stream. Finally, the dynamic load factor (DLF) concept is used to develop a generalized methodology to assess the dynamic amplification of a structure's response to vortex loading and to assess the dynamic loading threat that tornados pose. Typical civil and residential structures will not experience significant response amplification, but responses of very flexible structures may be amplified by up to 2.88 times.

A Fast and Scalable Algorithm for Calculating the Achievable Capacity of a Wireless Mesh Network

DTIC Science & Technology

2016-04-10

to interference from a given transmission . We then use our algorithm to perform a network capacity analysis comparing different wireless technologies...A Fast and Scalable Algorithm for Calculating the Achievable Capacity of a Wireless Mesh Network Greg Kuperman, Jun Sun, and Aradhana Narula-Tam MIT...the maximum achievable capacity of a multi-hop wireless mesh network subject to interference constraints. Being able to quickly determine the maximum

Root region airfoil for wind turbine

DOEpatents

Tangler, James L.; Somers, Dan M.

1995-01-01

A thick airfoil for the root region of the blade of a wind turbine. The airfoil has a thickness in a range from 24%-26% and a Reynolds number in a range from 1,000,000 to 1,800,000. The airfoil has a maximum lift coefficient of 1.4-1.6 that has minimum sensitivity to roughness effects.

Design of a Slotted, Natural-Laminar-Flow Airfoil for Business-Jet Applications

NASA Technical Reports Server (NTRS)

Somers, Dan M.

2012-01-01

A 14-percent-thick, slotted, natural-laminar-flow airfoil, the S204, for light business-jet applications has been designed and analyzed theoretically. The two primary objectives of high maximum lift, relatively insensitive to roughness, and low profile drag have been achieved. The drag-divergence Mach number is predicted to be greater than 0.70.

Chest wall mobility is related to respiratory muscle strength and lung volumes in healthy subjects.

PubMed

Lanza, Fernanda de Cordoba; de Camargo, Anderson Alves; Archija, Lilian Rocha Ferraz; Selman, Jessyca Pachi Rodrigues; Malaguti, Carla; Dal Corso, Simone

2013-12-01

Chest wall mobility is often measured in clinical practice, but the correlations between chest wall mobility and respiratory muscle strength and lung volumes are unknown. We investigate the associations between chest wall mobility, axillary and thoracic cirtometry values, respiratory muscle strength (maximum inspiratory pressure and maximum expiratory pressure), and lung volumes (expiratory reserve volume, FEV(1), inspiratory capacity, FEV(1)/FVC), and the determinants of chest mobility in healthy subjects. In 64 healthy subjects we measured inspiratory capacity, FVC, FEV(1), expiratory reserve volume, maximum inspiratory pressure, and maximum expiratory pressure, and chest wall mobility via axillary and thoracic cirtometry. We used linear regression to evaluate the influence of the measured variables on chest wall mobility. The subjects' mean ± SD values were: age 24 ± 3 years, axillary cirtometry 6.3 ± 2.0 cm, thoracic cirtometry 7.5 ± 2.3 cm; maximum inspiratory pressure 90.4 ± 10.6% of predicted, maximum expiratory pressure 92.8 ± 13.5% of predicted, inspiratory capacity 99.7 ± 8.6% of predicted, FVC 101.9 ± 10.6% of predicted, FEV(1) 98.2 ± 10.3% of predicted, expiratory reserve volume 90.9 ± 19.9% of predicted. There were significant correlations between axillary cirtometry and FVC (r = 0.32), FEV(1) (r = 0.30), maximum inspiratory pressure (r = 0.48), maximum expiratory pressure (r = 0.25), and inspiratory capacity (r = 0.24), and between thoracic cirtometry and FVC (r = 0.50), FEV(1) (r = 0.48), maximum inspiratory pressure (r = 0.46), maximum expiratory pressure (r = 0.37), inspiratory capacity (r = 0.39), and expiratory reserve volume (r = 0.47). In multiple regression analysis the variable that best explained the axillary cirtometry variation was maximum inspiratory pressure (R(2) 0.23), and for thoracic cirtometry it was FVC and maximum inspiratory pressure (R(2) 0.32). Chest mobility in healthy subjects is related to respiratory muscle strength and lung function; the higher the axillary cirtometry and thoracic cirtometry values, the greater the maximum inspiratory pressure, maximum expiratory pressure, and lung volumes in healthy subjects.

The progression of paraspinal muscle recruitment intensity in localized and global strength training exercises is not based on instability alone.

PubMed

Colado, Juan C; Pablos, Carlos; Chulvi-Medrano, Ivan; Garcia-Masso, Xavier; Flandez, Jorgez; Behm, David G

2011-11-01

To evaluate electromyographic activity of several paraspinal muscles during localized stabilizing exercises and multijoint or global stabilizing exercises. Cross-sectional counterbalanced repeated measures. Research laboratory. Volunteers (N=25) without low-back pain. Subjects performed (1) localized stabilizing exercises (callisthenic exercises with only body weight as resistance): static lumbar extension, stable (on floor) and unstable static unipedal forward flexion, stable dynamic unipedal forward flexion, and unstable supine bridge; and (2) global stabilizing exercises (70% of maximum voluntary isometric contraction [MVIC]): dead lift and lunge. Mean and maximum amplitude of the electromyographic RMS of the lumbar and thoracic multifidus spinae and erector spinae. Electromyographic signals were normalized to the MVIC achieved during a back-extension exercise. Normalizing to the MVIC, paraspinal muscles were significantly (P<.05) most active, with mean and peak amplitudes of 88.1% and 113.4% during the dynamic stable dead lift at 70% of MVIC, respectively. The supine bridge on the unstable surface obtained the significantly lowest values of 29.03% and 30.3%, respectively. The other exercises showed intermediate values that ranged from 35.4% to 61.6%. Findings from this study may be helpful to strength trainers and physical therapists in their choice of exercises for strengthening paraspinal muscles. Our results suggest that in asymptomatic young experienced subjects, the dead lift at 70% of MVIC provides higher levels of mean and peak electromyographic signals than localized stabilizing exercises and other types of global stabilizing exercises. Copyright © 2011 American Congress of Rehabilitation Medicine. Published by Elsevier Inc. All rights reserved.

Lifting properties of the alkamide fraction from the fruit husks of Zanthoxylum bungeanum.

PubMed

Artaria, C; Maramaldi, G; Bonfigli, A; Rigano, L; Appendino, G

2011-08-01

The fruits of various Zanthoxylum species are used as a spice in the Chinese and Japanese cuisine because of their delicate flavour and tingling properties. The lipophilic hydroxyalkamides hydroxy α- and β-sanshools (1a,b) have been identified as the tingling principles of these plants, and previous studies have validated a sanshool-rich lipophilic extract from the fruit husks of Z. bungeanum Maxim. (Zanthalene ® ) as an anti-itching cosmetic ingredient. Because tingling is a sort of 'paralytic pungency', and Zanthalene ® potently inhibits synaptic transmission, we have investigated its capacity to relax subcutaneous muscles and act as a topical lifting agent for wrinkles. An anti-wrinkles extract rich in spilanthol (2), a lipophilic alkamide having sensory properties similar to those of Zanthalene ® , was used as a reference. Short-term (lifting effect) and long-term (anti-wrinkle) improvements of skin roughness parameters were evaluated by both objectives' and subjectives' measurements. An immediate 'lifting' effect was observed with the sanshool-rich lipophilic extract, at dosages at which the reference alkamide extract was inactive in the objective assays. Limited desensitization after repeated application and good overall tolerability were observed, although a modest long-term anti-wrinkle effect was shown by both products. Taken together, these observations validate the use of sanshool-rich lipophilic extracts as an efficacious, immediate-action lifting agent, and exemplify the relevance of sensory observations to foster the development of innovative cosmetic ingredients. © 2011 The Authors. ICS © 2011 Society of Cosmetic Scientists and the Société Française de Cosmétologie.

41 CFR 102-37.230 - What must a letter of intent for obtaining surplus aircraft or vessels include?

Code of Federal Regulations, 2011 CFR

2011-01-01

..., name, class, size, displacement, length, beam, draft, lift capacity, and the hull or registry number... cannibalization process, how recovered parts are to be used, method of accounting for usable parts, disposition of... pilot(s) and where the vessel will be docked. If a vessel is requested for permanent docking on water or...

41 CFR 102-37.230 - What must a letter of intent for obtaining surplus aircraft or vessels include?

Code of Federal Regulations, 2012 CFR

2012-01-01

..., name, class, size, displacement, length, beam, draft, lift capacity, and the hull or registry number... cannibalization process, how recovered parts are to be used, method of accounting for usable parts, disposition of... pilot(s) and where the vessel will be docked. If a vessel is requested for permanent docking on water or...

41 CFR 102-37.230 - What must a letter of intent for obtaining surplus aircraft or vessels include?

Code of Federal Regulations, 2013 CFR

2013-07-01

..., name, class, size, displacement, length, beam, draft, lift capacity, and the hull or registry number... cannibalization process, how recovered parts are to be used, method of accounting for usable parts, disposition of... pilot(s) and where the vessel will be docked. If a vessel is requested for permanent docking on water or...

41 CFR 102-37.230 - What must a letter of intent for obtaining surplus aircraft or vessels include?

Code of Federal Regulations, 2014 CFR

2014-01-01

..., name, class, size, displacement, length, beam, draft, lift capacity, and the hull or registry number... cannibalization process, how recovered parts are to be used, method of accounting for usable parts, disposition of... pilot(s) and where the vessel will be docked. If a vessel is requested for permanent docking on water or...

Improved gas thrust bearings

NASA Technical Reports Server (NTRS)

Anderson, W. J.; Etsion, I.

1979-01-01

Two variations of gas-lubricated thrust bearings extend substantially load-carrying range over existing gas bearings. Dual-Action Gas Thrust Bearing's load-carrying capacity is more than ninety percent greater than that of single-action bearing over range of compressibility numbers. Advantages of Cantilever-mounted Thrust Bearing are greater tolerance to dirt ingestion, good initial lift-off characteristics, and operational capability over wide temperature range.

78 FR 76249 - Special Conditions: Airbus, Model A350-900 Series Airplane; Flight Envelope Protection: Normal...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-17

..., and accommodates side-by-side placement of LD-3 containers in the cargo compartment. The basic Airbus... availability of this excess maneuver capacity in case of extreme emergency such as upset recoveries or... factor must not be less than: (a) 2.5g for the EFCS normal state with the high lift devices retracted up...

The biomechanical and perceptual influence of chain resistance on the performance of the olympic clean.

PubMed

Berning, Joseph M; Coker, Cheryl A; Briggs, Doug

2008-03-01

Proponents of chain training suggest that using chains hung from the ends of barbells rather than using conventional barbells alone enhances strength, power, and neuromuscular adaptations. The purpose of this study was to determine whether a conventional barbell with chains compared to a conventional barbell without chains would affect the performance of an Olympic Clean. The subjects were also asked regarding their perception of how chains affected their lifting. Four male and 3 female competitive weightlifters who used chains as part of their training participated in the study. The testing protocol compared the subjects' lifting 80% and 85% of their 1 repetition maximum (1RM) using conventional barbells and their lifting 80% and 85% of their 1RM using chains (75% conventional barbells + 5% chains and 80% conventional barbells + 5% chains, respectively). Video analysis evaluated the bar's vertical displacement and velocity and the rate of force production. Vertical ground reaction forces for the first-pull, unweighting, and second-pull phases of the lift were evaluated by using a force plate. After testing, the subjects completed a 2-item questionnaire asking individual perception of the effects of the chains. The results showed no significant difference for condition for any of the variables examined. In contrast, all subjects perceived that the chains required a greater effort. In conclusion, the results indicated that the addition of chains provided no greater value over lifting conventional barbells alone in the performance of the Olympic Clean, although the subjects perceived the chains to have a positive effect.

Theoretical study of the effect of an AlGaAs double heterostructure on metal-semiconductor-metal photodetector performance

NASA Technical Reports Server (NTRS)

Salem, Ali F.; Smith, Arlynn W.; Brennan, Kevin F.

1994-01-01

The sizing and efficiency of an aircraft is largely determined by the performance of its high-lift system. Subsonic civil transports most often use deployable multi-element airfoils to achieve the maximum-lift requirements for landing, as well as the high lift-to-drag ratios for take-off. However, these systems produce very complex flow fields which are not fully understood by the scientific community. In order to compete in today's market place, aircraft manufacturers will have to design better high-lift systems. Therefore, a more thorough understanding of the flows associated with these systems is desired. Flight and wind-tunnel experiments have been conducted on NASA Langley's B737-100 research aircraft to obtain detailed full-scale flow measurements on a multi-element high-lift system at various flight conditions. As part of this effort, computational aerodynamic tools are being used to provide preliminary flow-field information for instrumentation development, and to provide additional insight during the data analysis and interpretation process. The purpose of this paper is to demonstrate the ability and usefulness of a three-dimensional low-order potentialflow solver, PMARC, by comparing computational results with data obtained from 1/8 scale wind-tunnel tests. Overall, correlation of experimental and computational data reveals that the panel method is able to predict reasonably well the pressures of the aircraft's multi-element wing at several spanwise stations. PMARC's versatility and usefulness is also demonstrated by accurately predicting inviscid threedimensional flow features for several intricate geometrical regions.

The influence of flight style on the aerodynamic properties of avian wings as fixed lifting surfaces

PubMed Central

Dimitriadis, Grigorios; Nudds, Robert L.

2016-01-01

The diversity of wing morphologies in birds reflects their variety of flight styles and the associated aerodynamic and inertial requirements. Although the aerodynamics underlying wing morphology can be informed by aeronautical research, important differences exist between planes and birds. In particular, birds operate at lower, transitional Reynolds numbers than do most aircraft. To date, few quantitative studies have investigated the aerodynamic performance of avian wings as fixed lifting surfaces and none have focused upon the differences between wings from different flight style groups. Dried wings from 10 bird species representing three distinct flight style groups were mounted on a force/torque sensor within a wind tunnel in order to test the hypothesis that wing morphologies associated with different flight styles exhibit different aerodynamic properties. Morphological differences manifested primarily as differences in drag rather than lift. Maximum lift coefficients did not differ between groups, whereas minimum drag coefficients were lowest in undulating flyers (Corvids). The lift to drag ratios were lower than in conventional aerofoils and data from free-flying soaring species; particularly in high frequency, flapping flyers (Anseriformes), which do not rely heavily on glide performance. The results illustrate important aerodynamic differences between the wings of different flight style groups that cannot be explained solely by simple wing-shape measures. Taken at face value, the results also suggest that wing-shape is linked principally to changes in aerodynamic drag, but, of course, it is aerodynamics during flapping and not gliding that is likely to be the primary driver. PMID:27781155

Innovative workover/drilling rigs to utilize hydraulics

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

Noran, D.

1975-09-29

While Western Gear Corp., Everett, Wash., is currently building 2 models of a hydraulic workover/drilling rig (one offshore and the other a trailer-mounted land rig), Bender Co., Bakersfield, Calif., already has an all-hydraulic servicing/drilling rig undergoing tests. The rigs are similar in that they eliminate the traveling block, crown block, draw works, chains, and sprockets found on the conventional rig. The major design innovation on the Western Gear model is the 260,000-lb-capacity hoisting system in which 2 hydraulic rams are anchored to the rig floor and carry all the pipe weight, thus eliminating the danger of the derrick's being pulledmore » in. Other changes involve the tripping system, a power swivel/elevator, and the control valves. Maintenance and labor cost reductions are expected to be substantial. The Bender Co. rig has a single-section mast that is a lever-lift-type derrick which serves as a guide for the rams and a support for the pipe-racking platform. Hoisting capacity depends on the number and size of the lifting rods (which support the crown sheaves) and the hydraulic pressure applied. Manufacturing and operating costs are expected to be less than for conventional rigs.« less

Orthotopic bladder substitution in men revisited: identification of continence predictors.

PubMed

Koraitim, M M; Atta, M A; Foda, M K

2006-11-01

We determined the impact of the functional characteristics of the neobladder and urethral sphincter on continence results, and determined the most significant predictors of continence. A total of 88 male patients 29 to 70 years old underwent orthotopic bladder substitution with tubularized ileocecal segment (40) and detubularized sigmoid (25) or ileum (23). Uroflowmetry, cystometry and urethral pressure profilometry were performed at 13 to 36 months (mean 19) postoperatively. The correlation between urinary continence and 28 urodynamic variables was assessed. Parameters that correlated significantly with continence were entered into a multivariate analysis using a logistic regression model to determine the most significant predictors of continence. Maximum urethral closure pressure was the only parameter that showed a statistically significant correlation with diurnal continence. Nocturnal continence had not only a statistically significant positive correlation with maximum urethral closure pressure, but also statistically significant negative correlations with maximum contraction amplitude, and baseline pressure at mid and maximum capacity. Three of these 4 parameters, including maximum urethral closure pressure, maximum contraction amplitude and baseline pressure at mid capacity, proved to be significant predictors of continence on multivariate analysis. While daytime continence is determined by maximum urethral closure pressure, during the night it is the net result of 2 forces that have about equal influence but in opposite directions, that is maximum urethral closure pressure vs maximum contraction amplitude plus baseline pressure at mid capacity. Two equations were derived from the logistic regression model to predict the probability of continence after orthotopic bladder substitution, including Z1 (diurnal) = 0.605 + 0.0085 maximum urethral closure pressure and Z2 (nocturnal) = 0.841 + 0.01 [maximum urethral closure pressure - (maximum contraction amplitude + baseline pressure at mid capacity)].

A Computational Study of the Effect of Winglets on the Performance of Micro-Aerial Vehicles

NASA Astrophysics Data System (ADS)

Mönttinen, Jarmo T.; Reed, Helen L.; Squires, Kyle D.; Saric, William S.

2003-11-01

Since mid-1990's an increased interest in developing Micro-Aerial Vehicles (MAVs) has been expressed by military and civilian entities. An MAV is required to have a nominal maximum dimension of 6 inches and to fly at 5 to 20 m/s, which leads to chord Reynolds numbers of 50,000 to 200,000. Despite a wide variety of research projects in universities, companies, and government agencies, the MAV-design problem remains unsolved to a satisfactory manner. The current study uses the Finite Volume solver Cobalt to computationally investigate the effect of winglets on the performance of MAVs. Historically the effectiveness of winglets is addressed in terms of drag reduction. For MAVs, the increase in lift obtained through the addition of winglets is more important as this increase is required to enable low-speed flight. The current results show that winglets can lead to an increase in lift that is sufficiently large to improve the lift-to-drag-ratio as well despite the increased form drag that is typically larger than the decrease in the induced drag.

Final design report of a personnel launch system and a family of heavy lift launch vehicles

NASA Technical Reports Server (NTRS)

Tupa, James; Merritt, Debbie; Riha, David; Burton, Lee; Kubinski, Russell; Drake, Kerry; Mann, Darrin; Turner, Ken

1991-01-01

The objective was to design both a Personnel Launch System (PLS) and a family of Heavy Lift Launch Vehicles (FHLLVs) that provide low cost and efficient operation in missions not suited for the Shuttle. The PLS vehicle is designed primarily for space station crew rotation and emergency crew return. The final design of the PLS vehicle and its interior is given. The mission of the FHLLVs is to place large, massive payloads into Earth orbit with payload flexibility being considered foremost in the design. The final design of three launch vehicles was found to yield a payload capacity range from 20 to 200 mt. These designs include the use of multistaged, high thrust liquid engines mounted on the core stages of the rocket.

Vortex Wakes of Subsonic Transport Aircraft

NASA Technical Reports Server (NTRS)

Rossow, Vernon J.; Nixon, David (Technical Monitor)

1999-01-01

A historical overview will be presented of the research conducted on the structure and modification of the vortices generated by the lifting surfaces of subsonic transport aircraft. The seminar will describe the three areas of vortex research; namely, the magnitude of the hazard posed, efforts to reduce the hazard to an acceptable level, and efforts to develop a systematic means for avoiding vortex wakes. It is first pointed out that the characteristics of lift-generated vortices are related to the aerodynamic shapes that produce them and that various arrangements of surfaces can be used to produce different vortex structures. The largest portion of the research conducted to date has been directed at finding ways to reduce the hazard potential of lift-generated vortices shed by subsonic transport aircraft in the vicinity of airports during landing and takeoff operations. It is stressed that lift-generated vortex wakes are so complex that progress towards a solution requires application of a combined theoretical and experimental research program because either alone often leads to incorrect conclusions. It is concluded that a satisfactory aerodynamic solution to the wake-vortex problem at airports has not yet been found but a reduction in the impact of the wake-vortex hazard on airport capacity may become available in the foreseeable future through wake-vortex avoidance concepts currently under study. The material to be presented in this overview is drawn from articles published in aerospace journals that are available publicly.

Root region airfoil for wind turbine

DOEpatents

Tangler, J.L.; Somers, D.M.

1995-05-23

A thick airfoil is described for the root region of the blade of a wind turbine. The airfoil has a thickness in a range from 24%--26% and a Reynolds number in a range from 1,000,000 to 1,800,000. The airfoil has a maximum lift coefficient of 1.4--1.6 that has minimum sensitivity to roughness effects. 3 Figs.

Wind tunnel tests on a tail-less swept wing span-distributed cargo aircraft configuration

NASA Technical Reports Server (NTRS)

Rao, D. M.; Huffman, J. K.

1978-01-01

The configuration consisted of a 30 deg -swept, untapered, untwisted wing utilizing a low-moment cambered airfoil of 20 percent streamwise thickness designed for low wave drag at M = 0.6, C sub L = 0.4. The tests covered a range of Mach numbers 0.3 to 0.725 and chord Reynolds number 1,100,000 to 2,040,000, angles of attack up to model buffet and sideslip angles + or - 4 deg. Configuration build up, wing pod filleting, airfoil modification and trailing edge control deflection effects were briefly investigated. Three wing tip vertical tail designs were also tested. Wing body filleting and a simple airfoil modification both produced increments to maximum lift/drag ratio. Addition of pods eliminated pitch instability of the basic wing. While the magnitude of these benefits probably was Reynolds number sensitive, they underline the potential for improving the aerodynamics of the present configuration. The cruise parameter (product of Mach number and lift/drag ratio) attained a maximum close to the airfoil design point. The configuration was found to be positively stable with normal control effectiveness about all three axes in the Mach number and C sub L range of interest.

Aerodynamics of sports balls

NASA Astrophysics Data System (ADS)

Mehta, R. D.

Research data on the aerodynamic behavior of baseballs and cricket and golf balls are summarized. Cricket balls and baseballs are roughly the same size and mass but have different stitch patterns. Both are thrown to follow paths that avoid a batter's swing, paths that can curve if aerodynamic forces on the balls' surfaces are asymmetric. Smoke tracer wind tunnel tests and pressure taps have revealed that the unbalanced side forces are induced by tripping the boundary layer on the seam side and producing turbulence. More particularly, the greater pressures are perpendicular to the seam plane and only appear when the balls travel at velocities high enough so that the roughness length matches the seam heigh. The side forces, once tripped, will increase with spin velocity up to a cut-off point. The enhanced lift coefficient is produced by the Magnus effect. The more complex stitching on a baseball permits greater variations in the flight path curve and, in the case of a knuckleball, the unsteady flow effects. For golf balls, the dimples trip the boundary layer and the high spin rate produces a lift coefficient maximum of 0.5, compared to a baseball's maximum of 0.3. Thus, a golf ball travels far enough for gravitational forces to become important.

Aerodynamics of sports balls

NASA Technical Reports Server (NTRS)

Mehta, R. D.

1985-01-01

Research data on the aerodynamic behavior of baseballs and cricket and golf balls are summarized. Cricket balls and baseballs are roughly the same size and mass but have different stitch patterns. Both are thrown to follow paths that avoid a batter's swing, paths that can curve if aerodynamic forces on the balls' surfaces are asymmetric. Smoke tracer wind tunnel tests and pressure taps have revealed that the unbalanced side forces are induced by tripping the boundary layer on the seam side and producing turbulence. More particularly, the greater pressures are perpendicular to the seam plane and only appear when the balls travel at velocities high enough so that the roughness length matches the seam heigh. The side forces, once tripped, will increase with spin velocity up to a cut-off point. The enhanced lift coefficient is produced by the Magnus effect. The more complex stitching on a baseball permits greater variations in the flight path curve and, in the case of a knuckleball, the unsteady flow effects. For golf balls, the dimples trip the boundary layer and the high spin rate produces a lift coefficient maximum of 0.5, compared to a baseball's maximum of 0.3. Thus, a golf ball travels far enough for gravitational forces to become important.

View northnortheast of drydock no. 2 and its portal cranes. ...

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

View north-northeast of drydock no. 2 and its portal cranes. Main crane, 50 long tons capacity/maximum height 118 "2", is at left; whip crane, 53 long tons capacity maximum height 173 "8" is at center; auxiliary crane, 15 long tons capacity/maximum height 161 "0" is at right. Building at left is the turret shed. The vessel at the lower right of the photograph is a receiving ship formerly used for processing and temporary housing of naval personnel. - Naval Base Philadelphia-Philadelphia Naval Shipyard, Drydock No. 2, League Island, Philadelphia, Philadelphia County, PA

76 FR 69720 - Don Pedro Hydro, LLC; Moccasin Pumped Storage, LLC; Notice of Competing Preliminary Permit...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-11-09

... storage capacity of 25,000 acre-feet and a surface area of 241 acres at maximum normal water surface... penstocks; (4) a powerhouse with four 250 MW pump/turbines having an installed capacity of approximately... capacity of 25,000 acre-feet and a surface area of 240 acres at maximum normal water surface elevation of 1...

Lubrication theory for a random fibrous medium

NASA Astrophysics Data System (ADS)

Mirbod, Parisa; Andreopoulos, Yiannis; Weinbaum, Sheldon

2007-11-01

In the classical theory for a slipper bearing one examines the relative motion of an inclined planar surface and a horizontal planar surface. The solution for the pressure distribution and lift force are independent of which boundary is moving and there is an optimum tilt k=h1/h2=2.2 for maximum lift. This symmetry is lost if the intervening space is filled with a soft porous fibrous material. In this paper the generalized Reynolds equation derived in Feng and Weinbaum (2000) J. Fluid Mech. 422:281 is extended to treat a random fiber matrix satisfying the widely used Carman-Kozeny equation. We show that the solutions are strikingly different depending on whether a) the inclined upper boundary moves or b) the upper boundary is stationary and the horizontal lower boundary moves beneath it. The behavior depends critically on the value of the dimensionless fiber interaction layer thickness α=H/√Kp . In a) the pressure and lift force increase as 2̂ and asymptotically approach a limiting behavior for large values of α since the fluid is pushed forward by the tilt of the upper boundary. In b) the pressure and lift force decay as &-2circ; since the fiber interaction layer thickness decreases and the amount of fluid dragged though the fluid gap decreases as α increases and vanishes for α>> 1.

Soft shape-adaptive gripping device made from artificial muscle

NASA Astrophysics Data System (ADS)

Hamburg, E.; Vunder, V.; Johanson, U.; Kaasik, F.; Aabloo, A.

2016-04-01

We report on a multifunctional four-finger gripper for soft robotics, suitable for performing delicate manipulation tasks. The gripping device is comprised of separately driven gripping and lifting mechanisms, both made from a separate single piece of smart material - ionic capacitive laminate (ICL) also known as artificial muscle. Compared to other similar devices the relatively high force output of the ICL material allows one to construct a device able to grab and lift objects exceeding multiple times its own weight. Due to flexible design of ICL grips, the device is able to adapt the complex shapes of different objects and allows grasping single or multiple objects simultaneously without damage. The performance of the gripper is evaluated in two different configurations: a) the ultimate grasping strength of the gripping hand; and b) the maximum lifting force of the lifting actuator. The ICL is composed of three main layers: a porous membrane consisting of non-ionic polymer poly(vinylidene fluoride-co-hexafluoropropene) (PVdF-HFP), ionic liquid 1-ethyl-3-methylimidazolium trifluoromethane-sulfonate (EMITFS), and a reinforcing layer of woven fiberglass cloth. Both sides of the membrane are coated with a carbonaceous electrode. The electrodes are additionally covered with thin gold layers, serving as current collectors. Device made of this material operates silently, requires low driving voltage (<3 V), and is suitable for performing tasks in open air environment.

Radiofrequency energy deposition and radiofrequency power requirements in parallel transmission with increasing distance from the coil to the sample.

PubMed

Deniz, Cem M; Vaidya, Manushka V; Sodickson, Daniel K; Lattanzi, Riccardo

2016-01-01

We investigated global specific absorption rate (SAR) and radiofrequency (RF) power requirements in parallel transmission as the distance between the transmit coils and the sample was increased. We calculated ultimate intrinsic SAR (UISAR), which depends on object geometry and electrical properties but not on coil design, and we used it as the reference to compare the performance of various transmit arrays. We investigated the case of fixing coil size and increasing the number of coils while moving the array away from the sample, as well as the case of fixing coil number and scaling coil dimensions. We also investigated RF power requirements as a function of lift-off, and tracked local SAR distributions associated with global SAR optima. In all cases, the target excitation profile was achieved and global SAR (as well as associated maximum local SAR) decreased with lift-off, approaching UISAR, which was constant for all lift-offs. We observed a lift-off value that optimizes the balance between global SAR and power losses in coil conductors. We showed that, using parallel transmission, global SAR can decrease at ultra high fields for finite arrays with a sufficient number of transmit elements. For parallel transmission, the distance between coils and object can be optimized to reduce SAR and minimize RF power requirements associated with homogeneous excitation. © 2015 Wiley Periodicals, Inc.

Advanced natural laminar flow airfoil with high lift to drag ratio

NASA Technical Reports Server (NTRS)

Viken, Jeffrey K.; Pfenninger, Werner; Mcghee, Robert J.

1986-01-01

An experimental verification of a high performance natural laminar flow (NLF) airfoil for low speed and high Reynolds number applications was completed in the Langley Low Turbulence Pressure Tunnel (LTPT). Theoretical development allowed for the achievement of 0.70 chord laminar flow on both surfaces by the use of accelerated flow as long as tunnel turbulence did not cause upstream movement of transition with increasing chord Reynolds number. With such a rearward pressure recovery, a concave type deceleration was implemented. Two-dimensional theoretical analysis indicated that a minimum profile drag coefficient of 0.0026 was possible with the desired laminar flow at the design condition. With the three-foot chord two-dimensional model constructed for the LTPT experiment, a minimum profile drag coefficient of 0.0027 was measured at c sub l = 0.41 and Re sub c = 10 x 10 to the 6th power. The low drag bucket was shifted over a considerably large c sub l range by the use of the 12.5 percent chord trailing edge flap. A two-dimensional lift to drag ratio (L/D) was 245. Surprisingly high c sub l max values were obtained for an airfoil of this type. A 0.20 chort split flap with 60 deg deflection was also implemented to verify the airfoil's lift capabilities. A maximum lift coefficient of 2.70 was attained at Reynolds numbers of 3 and 6 million.

On the estimation of jet-induced fountain lift and additional suckdown in hover for two-jet configurations

NASA Technical Reports Server (NTRS)

Kuhn, Richard E.; Bellavia, David C.; Corsiglia, Victor R.; Wardwell, Douglas A.

1991-01-01

Currently available methods for estimating the net suckdown induced on jet V/STOL aircraft hovering in ground effect are based on a correlation of available force data and are, therefore, limited to configurations similar to those in the data base. Experience with some of these configurations has shown that both the fountain lift and additional suckdown are overestimated but these effects cancel each other for configurations within the data base. For other configurations, these effects may not cancel and the net suckdown could be grossly overestimated or underestimated. Also, present methods do not include the prediction of the pitching moments associated with the suckdown induced in ground effect. An attempt to develop a more logically based method for estimating the fountain lift and suckdown based on the jet-induced pressures is initiated. The analysis is based primarily on the data from a related family of three two-jet configurations (all using the same jet spacing) and limited data from two other two-jet configurations. The current status of the method, which includes expressions for estimating the maximum pressure induced in the fountain regions, and the sizes of the fountain and suckdown regions is presented. Correlating factors are developed to be used with these areas and pressures to estimate the fountain lift, the suckdown, and the related pitching moment increments.

A Split-Mouth Design Comparison for Lateral and Crestal Sinus Lift Techniques with Dental Implants Placements: Short Communication

PubMed Central

Al-Almaie, Saad; Kavarodi, Abdul Majeed; Alorf, Ali; Alzahrani, Saeed

2017-01-01

Objective: The objective of this study is to compare and evaluate the effectiveness of implant placement and patient appraisal for two sinus lift techniques using both crestal and lateral techniques for bilateral sinus left in a split-mouth design. Introduction: All implants were successfully osseointegrated without any clinical complications or peri-implant radiolucency during the follow-up period of maximum 3 years. Methods: In terms of outcomes postoperative vertigo showed to be a major concern with the crestal approach, this approach is preferred over the lateral technique because of the reduced time required for the procedure and because it is less invasive. Results: Most patients preferred the crestal approach over the lateral approach due to the delay in implant placement. PMID:29290838

A toy model that predicts the qualitative role of bar bend in a push jerk.

PubMed

Santos, Aaron; Meltzer, Norman E

2009-11-01

In this work, we describe a simple coarse-grained model of a barbell that can be used to determine the qualitative role of bar bend during a jerk. In simulations of this model, we observed a narrow time window during which the lifter can leverage the elasticity of the bar in order to lift the weight to a maximal height. This time window shifted to later times as the weight was increased. In addition, we found that the optimal time to initiate the drive was strongly correlated with the time at which the bar had reached a maximum upward velocity after recoiling. By isolating the effect of the bar, we obtained a generalized strategy for lifting heavy weight in the jerk.

Longitudinal study of the effect of high intensity weight training on aerobic capacity.

PubMed

Nakao, M; Inoue, Y; Murakami, H

1995-01-01

To investigate the effect of a long-term weight lifting programme characterized by high intensity, low repetition and long rest period between sets on maximal oxygen consumption (VO2max) and to determine the advantage of this programme combined with jogging, 26 male untrained students were involved in weight training for a period of 3 years. The VO2max and body composition of the subjects were examined at beginning, 1 year, 2 years (T2), and 3 years after (T3) training. Of the group, 19 subjects performed the weight lifting programme 5 days each week for 3 years (W-group), 4 subjects performed the same weight lifting programme for 3 years with an additional running programme consisting of 2 miles of jogging once a week during the 3rd year (R1-group), and 3 subjects performed the weight lifting programme during the 1st year and the same combined jogging and weight lifting programme as the R1-group during the 2nd and 3rd years (R2-group). The average VO2max relative to their body mass of the W-group decreased significantly during the 1st year, followed by an insignificant decrease in the 2nd year and a levelling off in the 3rd year. The average VO2max of the W-group at T2 and T3 was 44.2 and 44.1 ml.kg-1.min-1, respectively. The tendency of VO2max changes in the R1- and R2-groups was similar to the W-group until they started the jogging programme, after which they recovered significantly to the initial level within a year of including that programme, and they then levelled off during the next year. Lean body mass estimated from skinfold thicknesses had increased by about 8% after 3 years of weight lifting. The maximal muscle strength, defined by total olympic lifts (snatch, and clean and jerk), of these three groups increased significantly and there was no significant difference among the amounts of the increase in the three groups.(ABSTRACT TRUNCATED AT 250 WORDS)

Effects of load proportioning on the capacity of multiple-hole composite joints

NASA Technical Reports Server (NTRS)

Hyer, M. W.; Chastain, P. A.

1985-01-01

This study addresses the issue of adjusting the proportion of load transmitted by each hole in a multiple-hole joint so that the joint capacity is a maximum. Specifically two-hole-in-series joints are examined. The results indicate that when each hole reacts 50% of the total load, the joint capacity is not a maximum. One hole generally is understressed at joint failure. The algorithm developed to determine the load proportion at each hole which results in maximum capacity is discussed. The algorithm includes two-dimensional finite-element stress analysis and failure criteria. The algorithm is used to study the effects of joint width, hole spacing, and hole to joint-end distance on load proportioning and capacity. To study hole size effects, two hole diameters are considered. Three laminates are considered: a quasi-isotropic laminate; a cross-ply laminate; and a 45 degree angle-ply laminate. By proportioning the load, capacity can be increased generally from 5 to 10%. In some cases a greater increase is possible.

Construct validity of functional capacity tests in healthy workers

PubMed Central

2013-01-01

Background Functional Capacity (FC) is a multidimensional construct within the activity domain of the International Classification of Functioning, Disability and Health framework (ICF). Functional capacity evaluations (FCEs) are assessments of work-related FC. The extent to which these work-related FC tests are associated to bio-, psycho-, or social factors is unknown. The aims of this study were to test relationships between FC tests and other ICF factors in a sample of healthy workers, and to determine the amount of statistical variance in FC tests that can be explained by these factors. Methods A cross sectional study. The sample was comprised of 403 healthy workers who completed material handling FC tests (lifting low, overhead lifting, and carrying) and static work FC tests (overhead working and standing forward bend). The explainable variables were; six muscle strength tests; aerobic capacity test; and questionnaires regarding personal factors (age, gender, body height, body weight, and education), psychological factors (mental health, vitality, and general health perceptions), and social factors (perception of work, physical workloads, sport-, leisure time-, and work-index). A priori construct validity hypotheses were formulated and analyzed by means of correlation coefficients and regression analyses. Results Moderate correlations were detected between material handling FC tests and muscle strength, gender, body weight, and body height. As for static work FC tests; overhead working correlated fair with aerobic capacity and handgrip strength, and low with the sport-index and perception of work. For standing forward bend FC test, all hypotheses were rejected. The regression model revealed that 61% to 62% of material handling FC tests were explained by physical factors. Five to 15% of static work FC tests were explained by physical and social factors. Conclusions The current study revealed that, in a sample of healthy workers, material handling FC tests were related to physical factors but not to the psychosocial factors measured in this study. The construct of static work FC tests remained largely unexplained. PMID:23758870

Motor Consciousness during Intention-Based and Stimulus-Based Actions: Modulating Attention Resources through Mindfulness Meditation

PubMed Central

Delevoye-Turrell, Yvonne Nathalie; Bobineau, Claudie

2012-01-01

Mindfulness-Based Stress Reduction meditation (MBSR) may offer optimal performance through heightened attention for increased body consciousness. To test this hypothesis, MBSR effects were assessed on the simple task of lifting an object. A dual task paradigm was included to assess the opposite effect of a limited amount of attention on motor consciousness. In a stimulus-based condition, the subjects’ task was to lift an object that was hefted with weights. In an intentional-based condition, subjects were required to lift a light object while imagining that the object was virtually heavier and thus, adjust their grip voluntarily. The degree of motor consciousness was evaluated by calculating correlation factors for each participant between the grip force level used during the lift trial (“lift the object”) and that used during its associated reproduce trial (“without lifting, indicate the force you think you used in the previous trial”). Under dual task condition, motor consciousness decreased for intention- and stimulus-based actions, revealing the importance of top-down attention for building the motor representation that guides action planning. For MBSR-experts, heightened attention provided stronger levels of motor consciousness; this was true for both intention and stimulus-based actions. For controls, heightened attention decreased the capacity to reproduce force levels, suggesting that voluntary top-down attention interfered with the automatic bottom-up emergence of body sensations. Our results provide strong arguments for involvement of two types of attention for the emergence of motor consciousness. Bottom-up attention would serve as an amplifier of motor-sensory afferences; top-down attention would help transfer the motor-sensory content from a preconscious to a conscious state of processing. MBSR would be a specific state for which both types of attention are optimally combined to provide experts with total experiences of their body in movement. PMID:22973242

[Physical activity and blood pressure. An epidemiological brief review of primary preventive effects of physical exercise activities].

PubMed

Marti, B

1992-04-07

The relation between physical exercise and blood pressure as well as the risk of hypertension has been investigated extensively during recent years. Cross-sectional studies on exercising and physically fit subjects have shown that endurance capacity (i. e. maximum aerobic capacity) is inversely related to resting blood pressure. However, not all physical activities are associated with lower blood pressure levels; e.g. swimming, weight lifting and competitive cross-country skiing were found to be related to elevated blood pressure values in some studies. Population-based investigations reveal a trend towards lower blood pressure values in physically habitually active persons, with the difference between active and inactive subjects not exceeding 5 mmHg. Three epidemiological cohort studies have consistently demonstrated that sedentary, unfit persons have a 20 to 50% higher prospective risk of hypertension, as compared to exercising, physically fit persons. Some intervention studies with normotensive subjects show a reduction in resting blood pressure of 5 to 10 mmHg at best after several months of aerobic training, while other studies show no effect. At least two factors could be responsible for these somewhat inconsistent observations: 1. exercise intensity may act as an 'effect modifier', since vigorous to maximally hard exercise rather increases than lowers resting blood pressure, 2. in statistical analysis on the effect of physical training on blood pressure, it is crucial whether concomitant changes in body weight and body composition are taken into account: any adjustment for changes in body composition will substantially reduce the magnitude of 'exercise-induced' reductions in blood pressure.(ABSTRACT TRUNCATED AT 250 WORDS)

Reducing greenhouse gas emissions: a duopoly market pricing competition and cooperation under the carbon emissions cap.

PubMed

Jian, Ming; He, Hua; Ma, Changsong; Wu, Yan; Yang, Hao

2017-05-17

This article studies the price competition and cooperation in a duopoly that is subjected to carbon emissions cap. The study assumes that in a departure from the classical Bertrand game, there is still a market for both firms' goods regardless of the product price, even though production capacity is limited by carbon emissions regulation. Through the decentralized decision making of both firms under perfect information, the results are unstable. The firm with the lower maximum production capacity under carbon emissions regulation and the firm with the higher maximum production capacity both seek market price cooperation. By designing an internal carbon credits trading mechanism, we can ensure that the production capacity of the firm with the higher maximum production capacity under carbon emissions regulation reaches price equilibrium. Also, the negotiation power of the duopoly would affect the price equilibrium.

Evaluation of lung volumes, vital capacity and respiratory muscle strength after cervical, thoracic and lumbar spinal surgery.

PubMed

Oliveira, Marcio Aparecido; Vidotto, Milena Carlos; Nascimento, Oliver Augusto; Almeida, Renato; Santoro, Ilka Lopes; Sperandio, Evandro Fornias; Jardim, José Roberto; Gazzotti, Mariana Rodrigues

2015-01-01

Studies have shown that physiopathological changes to the respiratory system can occur following thoracic and abdominal surgery. Laminectomy is considered to be a peripheral surgical procedure, but it is possible that thoracic spinal surgery exerts a greater influence on lung function. The aim of this study was to evaluate the pulmonary volumes and maximum respiratory pressures of patients undergoing cervical, thoracic or lumbar spinal surgery. Prospective study in a tertiary-level university hospital. Sixty-three patients undergoing laminectomy due to diagnoses of tumors or herniated discs were evaluated. Vital capacity, tidal volume, minute ventilation and maximum respiratory pressures were evaluated preoperatively and on the first and second postoperative days. Possible associations between the respiratory variables and the duration of the operation, surgical diagnosis and smoking status were investigated. Vital capacity and maximum inspiratory pressure presented reductions on the first postoperative day (20.9% and 91.6%, respectively) for thoracic surgery (P = 0.01), and maximum expiratory pressure showed reductions on the first postoperative day in cervical surgery patients (15.3%; P = 0.004). The incidence of pulmonary complications was 3.6%. There were reductions in vital capacity and maximum respiratory pressures during the postoperative period in patients undergoing laminectomy. Surgery in the thoracic region was associated with greater reductions in vital capacity and maximum inspiratory pressure, compared with cervical and lumbar surgery. Thus, surgical manipulation of the thoracic region appears to have more influence on pulmonary function and respiratory muscle action.

Longitudinal Stability Characteristics of the Consolidated Vultee XFY-1 Airplane with Windmilling Propellers as Obtained from Flight of 0.133-Scale Rocket-Propelled Model at Mach Numbers from 0.70 to 1.13

NASA Technical Reports Server (NTRS)

Hastings, Earl C.; Mitcham, Grady L.

1954-01-01

A flight test has been conducted to determine the longitudinal stability and control characteristics of a 0.133-scale model of the Consolidated Vultee XFY-1 airplane with windmilling propellers for the Mach number range between 0.70 and 1.13. The variation of lift-curve slope C(sub L(sub alpha) with Mach number was gradual with a maximum value of 0.074 occurring at a Mach number of 0.97. Propellers had little effect upon the values of lift-curve slope or the linearity of lift coefficient with angle of attack. At lift coefficients between approximately 0.25 and 0.45 with an elevon angle of approximately -l0 deg, there was a region of neutral longitudinal stability at Mach numbers below 0.93 introduced by the addition of windmilling propellers. Below a lift coefficient of 0.10 and above a lift coefficient of 0.45, the model was longitudinally stable throughout the Mach number range of the test. There was a forward shift in the aerodynamic center of about 3-percent mean aerodynamic chord introduced by the addition of propellers. The aerodynamic center as determined at low lift moved gradually from a value of 28.5-percent mean aerodynamic chord at a Mach number of 0.75 to a value of 47-percent mean aerodynamic chord at a Mach number of 1.10. There was an abrupt decrease in pitch damping between Mach numbers of 0.88 and 0.99 followed by a rapid increase in damping to a Mach number of 1.06. The propellers had little effect upon the pitch damping characteristics . The transonic trim change was a large pitching-down tendency with and without windmilling propellers. The elevons were effective pitch controls throughout the speed range; however, their effectiveness was reduced about 50 percent at supersonic speeds. The propellers had no appreciable effect upon the control effectiveness.

Wind-tunnel Investigation of High-lift and Stall-control Devices on a 37 Degree Sweptback Wing of Aspect Ratio 6 at High Reynolds Numbers

NASA Technical Reports Server (NTRS)

Koven, William; Graham, Robert R

1948-01-01

Results are presented of an investigation in the Langley 19-foot pressure tunnel of the longitudinal characteristics of a semispan model wing having 37 degrees sweepback of the leading edge, an aspect ratio of 6, and NACA 641-212 airfoil section perpendicular to the 27-percent-chord line. Several types of stall-control devices including extensible round-nose leading-edge flaps, a leading-edge slat, and a drooped leading edge were investigated; partial- and full-span trailing-edge split and double slotted flaps were also tested. In addition, various combinations of the aforementioned leading- and trailing-edge flaps were investigated. The tests covered a range of Reynolds numbers between 2.00 x 10(6) and 9.35 x 10(6). The wing with or without trailing-edge splity of double slotted flap was longitudinally unstable near maximum lift due to tip stalling. The addition of an outboard half-span leading-edge flap or a leading-edge slat to the plain wing or wing with inboard half-span split flaps eliminated tip stalling and resulted in stable moment variations at the stall. The drooped leading edge, on the other hand, was only effective when used in conjunction with an upper-surface fence. The combination of an outboard leading-edge device and inboard half-span double slotted flap resulted in an undesirable loop in the pitching-moment curve near maximum lift in spite of an inboard stall. The loop is attributed to the section characteristics of the double slotted flap. Air-flow surveys behind the wing indicated that a suitably placed horizontal tail would eliminate the loop in the moment curve.

Effect of resistance training on muscle use during exercise

NASA Technical Reports Server (NTRS)

Ploutz, Lori L.; Tesch, Per A.; Biro, Ronald L.; Dudley, Gary A.

1994-01-01

This study examined the effect of resistance training on exercise-induced contrast shift in magnetic resonance (MR) images. It was hypothesized that a given load could be lifted after training with less muscle showing contrast shift, thereby suggesting less muscle was used to perform the exercise. Nine males trained the left quadriceps femoris (QF) muscle 2 days/wk for 9 wk using 3-6 sets of 12 knee extensions each day. The right QF served as a control. Exercise-induced contrast shifts in MR images evoked by each of three bouts of exercise (5 sets of 10 knee extensions with a load equal to 50, 75, and 100% of the maximum pretraining load that could be lifted for 5 sets of 10 repetitions) were quantified pre- and posttraining. MR image contrast shift was quantified by determining QF cross-sectional area (CSA) showing increased spin-spin relaxation time. One repetition maximum increased 14% in the left trained QF and 7% in the right untrained QF. Left QF CSA increased 5%, with no change in right QSF CSA. Left QF CSA showing contrast shift was less after each bout of the exercise test posttraining. This was also true, to a lesser extent, for the right QF at the higher two loads. The results suggest that short-term resistance training reduces MR image contrast shift evoked by a given effort, thereby reflecting the use of less muscle to lift the load. Because this response was evident in both trained and contralateral untrained muscle, neural factors are suggested to be responsible. The consequence of this adaptation could be to increase 'stress' per unit area of active muscle during the course of training and thereby evoke hypertrophy.

Transport pathways for Asian pollution outflow over the Pacific: Interannual and seasonal variations

NASA Astrophysics Data System (ADS)

Liu, Hongyu; Jacob, Daniel J.; Bey, Isabelle; Yantosca, Robert M.; Duncan, Bryan N.; Sachse, Glen W.

2003-10-01

The meteorological pathways contributing to Asian pollution outflow over the Pacific are examined with a global three-dimensional model analysis of CO observations from the Transport and Chemical Evolution over the Pacific (TRACE-P) aircraft mission (February-April 2001). The model is used also to place the TRACE-P observations in an interannual (1994-2001) and seasonal context. The major process driving Asian pollution outflow in spring is frontal lifting ahead of southeastward-moving cold fronts (the leading edge of cold surges) and transport in the boundary layer behind the cold fronts. Orographic lifting over central and eastern China combines with the cold fronts to promote the transport of Chinese pollution to the free troposphere. Outflow of seasonal biomass burning in Southeast Asia during spring takes place mostly by deep convection but also by northeastward transport and frontal lifting, mixing with the anthropogenic outflow. Boundary layer outflow over the western Pacific is largely devoid of biomass burning influence. European and African (biomass burning) plumes in Asian outflow during TRACE-P were weak (<60 ppbv and 20 ppbv CO, respectively) and were not detectable in the observations because of superposition of the much larger Asian pollution signal. Spring 2001 (La Niña) was characterized by unusually frequent cold surge events in the Asian Pacific rim and strong convection in Southeast Asia, leading to unusually strong boundary layer outflow of anthropogenic emissions and convective outflow of biomass burning emissions in the upper troposphere. The Asian outflow flux of CO to the Pacific is found to vary seasonally by a factor of 3-4 (maximum in March and minimum in summer). The March maximum results from frequent cold surge events and seasonal biomass burning emissions.

Transport Pathways for Asian Pollution Outflow Over the Pacific: Interannual and Seasonal Variations

NASA Technical Reports Server (NTRS)

Liu, Hong-Yu; Jacob, Daniel J.; Bey, Isabelle; Yantosca, Robert M.; Duncan, Bryan N.; Sachse, Glen W.

2003-01-01

The meteorological pathways contributing to Asian pollution outflow over the Pacific are examined with a global three-dimensional model analysis of CO observations from the Transport and Chemical Evolution over the Pacific (TRACE-P) aircraft mission (February-April 2001). The model is used also to place the TRACE-P observations in an interannual (1994-2001) and seasonal context. The major process driving Asian pollution outflow in spring is frontal lifting ahead of southeastward-moving cold fronts (the leading edge of cold surges) and transport in the boundary layer behind the cold fronts. Orographic lifting over central and eastern China combines with the cold fronts to promote the transport of Chinese pollution to the free troposphere. Outflow of seasonal biomass burning in Southeast Asia during spring takes place mostly by deep convection but also by northeastward transport and frontal lifting, mixing with the anthropogenic outflow. Boundary layer outflow over the western Pacific is largely devoid of biomass burning influence. European and African (biomass burning) plumes in Asian outflow during TRACE-P were weak (less than 60 ppbv and 20 ppbv CO, respectively) and were not detectable in the observations because of superposition of the much larger Asian pollution signal. Spring 2001 (La Nina) was characterized by unusually frequent cold surge events in the Asian Pacific rim and strong convection in Southeast Asia, leading to unusually strong boundary layer outflow of anthropogenic emissions and convective outflow of biomass burning emissions in the upper troposphere. The Asian outflow flux of CO to the Pacific is found to vary seasonally by a factor of 3-4 (maximum in March and minimum in summer). The March maximum results from frequent cold surge events and seasonal biomass burning emissions.

Large-Vortex Capture by a Wing at Very High Angles of Attack

NASA Technical Reports Server (NTRS)

Wu, J. M.; Wu, J. Z.; Denny, G. A.; Lu, X. Y.

1996-01-01

In generating the lift on a wing, the static stall is a severe barrier. As the angle of attack, alpha, increases to the stall angle, alpha(sub stall) the flow separation point on the upper surface of the wing moves to the leading edge, so that on a two-dimensional airfoil or a large-aspect-ratio wing, the lift abruptly drops to a very low level. Therefore, the first generation of aeronautical flow type, i.e., the attached steady flow, has been limited to alpha less than alpha(sub stall). Owing to the obvious importance in applications, therefore, a great effort has been made in the past two decades to enlarge the range of usable angles of attack by various flow controls for a large-aspect-ratio wing. Basically, relevant works fall into two categories. The first category is usually refereed to as separation control, which concentrates on partially separated flow at alpha less than alpha(sub stall). Since the first experimental study of Collins and Zelenevitz, there has been ample literature showing that a partially separated flow can be turned to almost fully attached by flow controls, so that the lift is recovered and the stall is delayed (for a recent work see Seifert et al.). It has been well established that, in this category, unsteady controls are much more effective than steady ones and can be realized at a very low power-input level (Wu et al.; Seifert et al.). The second and more ambitious category of relevant efforts is the post-stall lift enhancement. Its possibility roots at the existence of a second lift peak at a very high angle of attack. In fact, As alpha further increases from alpha(sub stall), the completely separated flow develops and gradually becomes a bluff-body flow. This flow gives a normal force to the airfoil with a lift component, which reaches a peak at a maximum utilizable angle of attack, alpha(sub m) approx.= 40 deg. This second peak is of the same level as the first lift peak at alpha(sub stall). Meanwhile, the drag is also quickly increased (e.g., Fage and Johansen ; Critzos et al.). Figure 1 shows a typical experimental lift and drag coefficients of NACA-0012 airfoil in this whole range of angle of attack. Obviously, without overcoming the lift crisis at alpha(sub stall) the second lift peak is completely useless. Thus, the ultimate goal of post-stall lift enhancement is to fill the lift valley after stall by flow controls, so that a wing and/or flap can work at the whole range of 0 deg less than alpha less than alpha(sub m). Relevant early experimental studies have been extensively reviewed by Wu et al., who concluded that, first, similar to the leading-edge vortex on a slender wing, the lift enhancement on a large-aspect-ratio wing should be the result of capturing a vortex on the upper surface of the wing; and, second, using steady controls cannot reach the goal, and one must rely on unsteady controls with low-level power input as well. Wu et al. also conjectured that the underlying physics of post-stall lift enhancement by unsteady controls consists of a chain of mechanisms: vortex layer instability - receptivity resonance - nonlinear streaming.

Anticipatory scaling of grip forces when lifting objects of everyday life.

PubMed

Hermsdörfer, Joachim; Li, Yong; Randerath, Jennifer; Goldenberg, Georg; Eidenmüller, Sandra

2011-07-01

The ability to predict and anticipate the mechanical demands of the environment promotes smooth and skillful motor actions. Thus, the finger forces produced to grasp and lift an object are scaled to the physical properties such as weight. While grip force scaling is well established for neutral objects, only few studies analyzed objects known from daily routine and none studied grip forces. In the present study, eleven healthy subjects each lifted twelve objects of everyday life that encompassed a wide range of weights. The finger pads were covered with force sensors that enabled the measurement of grip force. A scale registered load forces. In a control experiment, the objects were wrapped into paper to prevent recognition by the subjects. Data from the first lift of each object confirmed that object weight was anticipated by adequately scaled forces. The maximum grip force rate during the force increase phase emerged as the most reliable measure to verify that weight was actually predicted and to characterize the precision of this prediction, while other force measures were scaled to object weight also when object identity was not known. Variability and linearity of the grip force-weight relationship improved for time points reached after liftoff, suggesting that sensory information refined the force adjustment. The same mechanism seemed to be involved with unrecognizable objects, though a lower precision was reached. Repeated lifting of the same object within a second and third presentation block did not improve the precision of the grip force scaling. Either practice was too variable or the motor system does not prioritize the optimization of the internal representation when objects are highly familiar.

Effectiveness of ice-vest cooling in prolonging work tolerance time during heavy exercise in the heat for personnel wearing Canadian forces chemical defense ensembles

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

Bain, B.

Effectiveness of a portable, ice-pack cooling vest (Steelevest) in prolonging work tolerance time in chemical defense clothing in the heat (33 C dry bulb, 33% relative humidity or 25 C WBGT) was evaluated while subjects exercised at a metabolic rate of approx. 700 watts. Subjects were six male volunteers. The protocol consisted of a 20 minute treadmill walk at 1.33 m/s. and 7.5% grade, followed by 15 minutes of a lifting task, 5 minutes rest, then another 20 minutes of lifting task for a total of one hour. The lifting task consisted of lifting of 20 kg box, carrying itmore » 3 meters and setting it down. This was followed by a 6 m walk (3m back to the start point and 3 m back to the box) 15 sec after which the lifting cycle began again. The work was classified as heavy as previously defined. This protocol was repeated until the subjects were unable to continue or they reached a physiological endpoint. Time to voluntary cessation or physiological endpoint was called the work tolerance time. Physiological endpoints were rectal temperature of 39 C, heart rate exceeding 95% of maximum for two consecutive minutes or visible loss of motor control or nausea. The cooling vest had no effect on work tolerance time, rate of rise of rectal temperature or sweat loss. It was concluded that the Steelvest ice-vest is ineffective in prolonging work tolerance time and preventing increases in rectal temperature while wearing chemical protective clothing.« less

Simulating Mars' Dust Cycle with a Mars General Circulation Model: Effects of Water Ice Cloud Formation on Dust Lifting Strength and Seasonality

NASA Technical Reports Server (NTRS)

Kahre, Melinda A.; Haberle, Robert; Hollingsworth, Jeffery L.

2012-01-01

The dust cycle is critically important for the current climate of Mars. The radiative effects of dust impact the thermal and dynamical state of the atmosphere [1,2,3]. Although dust is present in the Martian atmosphere throughout the year, the level of dustiness varies with season. The atmosphere is generally the dustiest during northern fall and winter and the least dusty during northern spring and summer [4]. Dust particles are lifted into the atmosphere by dust storms that range in size from meters to thousands of kilometers across [5]. Regional storm activity is enhanced before northern winter solstice (Ls200 degrees - 240 degrees), and after northern solstice (Ls305 degrees - 340 degrees ), which produces elevated atmospheric dust loadings during these periods [5,6,7]. These pre- and post- solstice increases in dust loading are thought to be associated with transient eddy activity in the northern hemisphere with cross-equatorial transport of dust leading to enhanced dust lifting in the southern hemisphere [6]. Interactive dust cycle studies with Mars General Circulation Models (MGCMs) have included the lifting, transport, and sedimentation of radiatively active dust. Although the predicted global dust loadings from these simulations capture some aspects of the observed dust cycle, there are marked differences between the simulated and observed dust cycles [8,9,10]. Most notably, the maximum dust loading is robustly predicted by models to occur near northern winter solstice and is due to dust lifting associated with down slope flows on the flanks of the Hellas basin. Thus far, models have had difficulty simulating the observed pre- and post- solstice peaks in dust loading.

Kinematics and wing shape across flight speed in the bat, Leptonycteris yerbabuenae

PubMed Central

Von Busse, Rhea; Hedenström, Anders; Winter, York; Johansson, L. Christoffer

2012-01-01

Summary The morphology and kinematics of a flying animal determines the resulting aerodynamic lift through the regulation of the speed of the air moving across the wing, the wing area and the lift coefficient. We studied the detailed three-dimensional wingbeat kinematics of the bat, Leptonycteris yerbabuenae, flying in a wind tunnel over a range of flight speeds (0–7 m/s), to determine how factors affecting the lift production vary across flight speed and within wingbeats. We found that the wing area, the angle of attack and the camber, which are determinants of the lift production, decreased with increasing speed. The camber is controlled by multiple mechanisms along the span, including the deflection of the leg relative to the body, the bending of the fifth digit, the deflection of the leading edge flap and the upward bending of the wing tip. All these measures vary throughout the wing beat suggesting active or aeroelastic control. The downstroke Strouhal number, Std, is kept relatively constant, suggesting that favorable flow characteristics are maintained during the downstroke, across the range of speeds studied. The Std is kept constant through changes in the stroke plane, from a strongly inclined stroke plane at low speeds to a more vertical stroke plane at high speeds. The mean angular velocity of the wing correlates with the aerodynamic performance and shows a minimum at the speed of maximum lift to drag ratio, suggesting a simple way to determine the optimal speed from kinematics alone. Taken together our results show the high degree of adjustments that the bats employ to fine tune the aerodynamics of the wings and the correlation between kinematics and aerodynamic performance. PMID:23259057

The NIOSH lifting equation and low-back pain, Part 1: Association with low-back pain in the backworks prospective cohort study.

PubMed

Garg, Arun; Boda, Sruthi; Hegmann, Kurt T; Moore, J Steven; Kapellusch, Jay M; Bhoyar, Parag; Thiese, Matthew S; Merryweather, Andrew; Deckow-Schaefer, Gwen; Bloswick, Donald; Malloy, Elizabeth J

2014-02-01

The aim of this study was to evaluate relationships between the revised NIOSH lifting equation (RNLE) and risk of low-back pain (LBP). The RNLE is commonly used to quantify job physical stressors to the low back from lifting and/or lowering of loads. There is no prospective study on the relationship between RNLE and LBP that includes accounting for relevant covariates. A cohort of 258 incident-eligible workers from 30 diverse facilities was followed for up to 4.5 years. Job physical exposures were individually measured. Worker demographics, medical history, psychosocial factors, hobbies, and current LBP were obtained at baseline. The cohort was followed monthly to ascertain development of LBP and quarterly to determine changes in job physical exposure. The relationship between LBP and peak lifting index (PLI) and peak composite lifting index (PCLI) were tested in multivariate models using proportional hazards regression. Point and lifetime prevalences of LBP at baseline were 7.1% and 75.1%, respectively. During follow-up, there were 123 incident LBP cases. Factors predicting development of LBP included job physical exposure (PLI and PCLI), history of LBP, psychosocial factors, and housework. In adjusted models, risk (hazard ratio [HR]) increased per-unit increase in PLI and PCLI (p = .05 and .02; maximum HR = 4.3 and 4.2, respectively). PLI suggested a continuous increase in risk with an increase in PLI, whereas the PCLI showed elevated, but somewhat reduced, risk at higher exposures. Job physical stressors are associated with increased risk of LBP. Data suggest that the PLI and PCLI are useful metrics for estimating exposure to job physical stressors.

DISK PUMP FEASIBILITY INVESTIGATION,

DTIC Science & Technology

system as an inducer and/or mainstage pump for liquid rocket applications. This investigation consisted of the analysis, design, and test of a disk...pumping action is a function of the viscous properties of the pumped fluid. (2) The pump does not require the conventional pump lifting forces. ( 3 ...with no apparent head deterioration. The representative maximum suction specific speed at a 3 % head drop was never reached. The pump demonstrated

Investigation at Mach Numbers of 0.20 to 3.50 of Blended Wing-Body Combinations of Sonic Design with Diamond, Delta, and Arrow Plan Forms

NASA Technical Reports Server (NTRS)

Holdaway, George H.; Mellenthin, Jack A.

1960-01-01

The models had aspect-ratio-2 diamond, delta, and arrow wings with the leading edges swept 45.00 deg, 59.04 deg, and 70.82 deg, respectively. The wing sections were computed by varying the section shape along with the body radii (blending process) to match the prescribed area distribution and wing plan form. The wing sections had an average value of maximum thickness ratio of about 4 percent of the local chords in a streamwise direction. The models were tested with transition fixed at Reynolds numbers of about 4,000,000 to 9,000,0000, based on the mean aerodynamic chord of the wings. The effect of varying Reynolds number was checked at both subsonic and supersonic speeds. The diamond model was superior to the other plan forms at transonic speeds ((L/D)max = 11.00 to 9.52) because of its higher lift-curve slope and near optimum wave drag due to the blending process. For the wing thickness tested with the diamond model, the marked body and wing contouring required for transonic conditions resulted in a large wave-drag penalty at the higher supersonic Mach numbers where the leading and trailing edges of the wing were supersonic. Because of the low sweep of the trailing edge of the delta model, this configuration was less adaptable to the blending process. Removing a body bump prescribed by the Mach number 1.00 design resulted in a good supersonic design. This delta model with 10 percent less volume was superior to the other plan forms at Mach numbers of 1.55 to 2.35 ((L/D)max = 8.65 to 7.24), but it and the arrow model were equally good at Mach numbers of 2.50 to 3.50 ((L/D)max - 6.85 to O.39). At transonic speeds the arrow model was inferior because of the reduced lift-curve slope associated with its increased sweep and also because of the wing base drag. The wing base-drag coefficients of the arrow model based on the wing planform area decreased from a peak value of 0.0029 at Mach number 1.55 to 0.0003 at Mach number 3.50. Linear supersonic theory was satisfactory for predicting the aerodynamic trends at Mach numbers from 1.55 to 3.50 of lift-curve slope, wave drag, drag due to lift, aerodynamic-center location, and maximum lift-drag ratios for each of the models.

Renewing solar science: The solar maximum repair mission

NASA Technical Reports Server (NTRS)

Neal, V.

1985-01-01

The purpose of the Solar Maximum Repair Mission is to restore the operational capacity of the satellite by replacing the attitude control system module and servicing two of the scientific instruments on board. The mission will demonstrate the satellite servicing capacity of the Space Shuttle for the first time.

40 CFR 57.203 - Contents of the application.

Code of Federal Regulations, 2010 CFR

2010-07-01

... emission of sulfur dioxide; the characteristics of all gas streams emitted from the smelter's process...'s maximum daily production capacity (as defined in § 57.103(r)), the operational rate (in pounds of... smelter is operating at that capacity; and the smelter's average and maximum daily production rate for...

Culture of East Indian sandalwood tree somatic embryos in air-lift bioreactors for production of santalols, phenolics and arabinogalactan proteins

PubMed Central

Misra, Biswapriya B.; Dey, Satyahari

2013-01-01

The East Indian sandalwood tree, Santalum album, yields one of the costliest heartwoods and precious essential oil. Unsurprisingly, this endangered forest species is severely affected due to unmet global demands, illegal trade and harvesting, overharvesting and an epidemic mycoplasmal spike disease. In vitro micropropagation endeavours have resulted in defined in vitro stages such as somatic embryos that are amenable to mass production in bioreactors. We report on somatic embryo production in a 10-L air-lift-type bioreactor, and compare the growth and biochemical parameters with those of a 2-L air-lift-type bioreactor. For the 10-L bioreactor with biomass (475.7 ± 18 g fresh weight; P < 0.01), concomitantly santalols (5.2 ± 0.15 mg L−1; P < 0.05), phenolics (31 ± 1.6 mg L−1) and arabinogalactan proteins (AGPs) (39 ± 3.1 mg L−1; P < 0.05) are produced in 28 days. In addition, we identified and quantified several santalols and phenolics by means of high-performance thin-layer chromatography and reverse-phase high-pressure liquid chromatography analyses, respectively. Results indicate that 10-L-capacity air-lift bioreactors are capable of supporting somatic embryo cultures, while the extracellular medium provides opportunities for production of industrial raw materials such as santalols, phenolics and AGPs. This will prove useful for further optimization and scale-up studies of plant-produced metabolites.

Quiet airfoils for small and large wind turbines

DOEpatents

Tangler, James L [Boulder, CO; Somers, Dan L [Port Matilda, PA

2012-06-12

Thick airfoil families with desirable aerodynamic performance with minimal airfoil induced noise. The airfoil families are suitable for a variety of wind turbine designs and are particularly well-suited for use with horizontal axis wind turbines (HAWTs) with constant or variable speed using pitch and/or stall control. In exemplary embodiments, a first family of three thick airfoils is provided for use with small wind turbines and second family of three thick airfoils is provided for use with very large machines, e.g., an airfoil defined for each of three blade radial stations or blade portions defined along the length of a blade. Each of the families is designed to provide a high maximum lift coefficient or high lift, to exhibit docile stalls, to be relatively insensitive to roughness, and to achieve a low profile drag.

Design study of an air pump and integral lift engine ALF-504 using the Lycoming 502 core

NASA Technical Reports Server (NTRS)

Rauch, D.

1972-01-01

Design studies were conducted for an integral lift fan engine utilizing the Lycoming 502 fan core with the final MQT power turbine. The fan is designed for a 12.5 bypass ratio and 1.25:1 pressure ratio, and provides supercharging for the core. Maximum sea level static thrust is 8370 pounds with a specific fuel consumption of 0.302 lb/hr-lb. The dry engine weight without starter is 1419 pounds including full-length duct and sound-attenuating rings. The engine envelope including duct treatment but not localized accessory protrusion is 53.25 inches in diameter and 59.2 inches long from exhaust nozzle exit to fan inlet flange. Detailed analyses include fan aerodynamics, fan and reduction gear mechanical design, fan dynamic analysis, engine noise analysis, engine performance, and weight analysis.

The joined wing - An overview. [aircraft tandem wings in diamond configurations

NASA Technical Reports Server (NTRS)

Wolkovitch, J.

1985-01-01

The joined wing is a new type of aircraft configuration which employs tandem wings arranged to form diamond shapes in plan view and front view. Wind-tunnel tests and finite-element structural analyses have shown that the joined wing provides the following advantages over a comparable wing-plus-tail system; lighter weight and higher stiffness, higher span-efficiency factor, higher trimmed maximum lift coefficient, lower wave drag, plus built-in direct lift and direct sideforce control capability. A summary is given of research performed on the joined wing. Calculated joined wing weights are correlated with geometric parameters to provide simple weight estimation methods. The results of low-speed and transonic wind-tunnel tests are summarized, and guidelines for design of joined-wing aircraft are given. Some example joined-wing designs are presented and related configurations having connected wings are reviewed.

Wind Tunnel Tests on Aerodynamic Characteristics of two types of Iced Conductors with Elastic Support

NASA Astrophysics Data System (ADS)

Yi, You; Cheng, He; Xinxin, Wang

2018-01-01

The wind tunnel tests were carried out to obtain the variation laws of static aerodynamic characteristics of crescent and D-shape iced conductor with different wind velocities, wind attack angles and torsional elastic support stiffness. Test results show that the variation of wind velocity has a relatively large influence on the aerodynamic coefficients of crescent conductor with torsional elastic support 1. However, the influence on that of D-shape conductor is not obvious. With the increase of the torsional elastic support stiffness, the lift and moment coefficient curves of the crescent iced conductor form an obvious peak phenomenon in the range of 0 ° ∼30°. Meanwhile, the wind attack angle position corresponding to the maximum value of the lift and moment coefficients of the D-shape iced conductor appear a backward moving phenomenon.

Numerical investigation of multi-element airfoils

NASA Technical Reports Server (NTRS)

Cummings, Russell M.

1993-01-01

The flow over multi-element airfoils with flat-plate lift-enhancing tabs was numerically investigated. Tabs ranging in height from 0.25 percent to 1.25 percent of the reference airfoil chord were studied near the trailing edge of the main-element. This two-dimensional numerical simulation employed an incompressible Navier-Stokes solver on a structured, embedded grid topology. New grid refinements were used to improve the accuracy of the solution near the overlapping grid boundaries. The effects of various tabs were studied at a constant Reynolds number on a two-element airfoil with a slotted flap. Both computed and measured results indicated that a tab in the main-element cove improved the maximum lift and lift-to-drag ratio relative to the baseline airfoil without a tab. Computed streamlines revealed that the additional turning caused by the tab may reduce the amount of separated flow on the flap. A three-element airfoil was also studied over a range of Reynolds numbers. For the optimized flap rigging, the computed and measured Reynolds number effects were similar. When the flap was moved from the optimum position, numerical results indicated that a tab may help to reoptimize the airfoil to within 1 percent of the optimum flap case.

Parametric entry corridors for lunar/Mars aerocapture missions

NASA Technical Reports Server (NTRS)

Ling, Lisa M.; Baseggio, Franco M.; Fuhry, Douglas P.

1991-01-01

Parametric atmospheric entry corridor data are presented for Earth and Mars aerocapture. Parameter ranges were dictated by the range of mission designs currently envisioned as possibilities for the Human Exploration Initiative (HEI). This data, while not providing a means for exhaustive evaluation of aerocapture performance, should prove to be a useful aid for preliminary mission design and evaluation. Entry corridors are expressed as ranges of allowable vacuum periapse altitude of the planetary approach hyperbolic orbit, with chart provided for conversion to an approximate flight path angle corridor at entry interface (125 km altitude). The corridor boundaries are defined by open-loop aerocapture trajectories which satisfy boundary constraints while utilizing the full aerodynamic control capability of the vehicle (i.e., full lift-up or full lift-down). Parameters examined were limited to those of greatest importance from an aerocapture performance standpoint, including the approach orbit hyperbolic excess velocity, the vehicle lift to drag ratio, maximum aerodynamic load factor limit, and the apoapse of the target orbit. The impact of the atmospheric density bias uncertainties are also included. The corridor data is presented in graphical format, and examples of the utilization of these graphs for mission design and evaluation are included.

Vortex-induced vibration of two parallel risers: Experimental test and numerical simulation

NASA Astrophysics Data System (ADS)

Huang, Weiping; Zhou, Yang; Chen, Haiming

2016-04-01

The vortex-induced vibration of two identical rigidly mounted risers in a parallel arrangement was studied using Ansys- CFX and model tests. The vortex shedding and force were recorded to determine the effect of spacing on the two-degree-of-freedom oscillation of the risers. CFX was used to study the single riser and two parallel risers in 2-8 D spacing considering the coupling effect. Because of the limited width of water channel, only three different riser spacings, 2 D, 3 D, and 4 D, were tested to validate the characteristics of the two parallel risers by comparing to the numerical simulation. The results indicate that the lift force changes significantly with the increase in spacing, and in the case of 3 D spacing, the lift force of the two parallel risers reaches the maximum. The vortex shedding of the risers in 3 D spacing shows that a variable velocity field with the same frequency as the vortex shedding is generated in the overlapped area, thus equalizing the period of drag force to that of lift force. It can be concluded that the interaction between the two parallel risers is significant when the risers are brought to a small distance between them because the trajectory of riser changes from oval to curve 8 as the spacing is increased. The phase difference of lift force between the two risers is also different as the spacing changes.

Which instruments can detect submaximal physical and functional capacity in patients with chronic nonspecific back pain? A systematic review.

PubMed

van der Meer, Suzan; Trippolini, Maurizio A; van der Palen, Job; Verhoeven, Jan; Reneman, Michiel F

2013-12-01

Systematic review. To evaluate the validity of instruments that claim to detect submaximal capacity when maximal capacity is requested in patients with chronic nonspecific musculoskeletal pain. Several instruments have been developed to measure capacity in patients with chronic pain. The detection of submaximal capacity can have major implications for patients. The validity of these instruments has never been systematically reviewed. A systematic literature search was performed including the following databases: Web of Knowledge (including PubMed and Cinahl), Scopus, and Cochrane. Two reviewers independently selected the articles based on the title and abstract according to the study selection criteria. Studies were included when they contained original data and when they objectified submaximal physical or functional capacity when maximal physical or functional capacity was requested. Two authors independently extracted data and rated the quality of the articles. The included studies were scored according to the subscales "Criterion Validity" and "Hypothesis Testing" of the COSMIN checklist. A Best Evidence Synthesis was performed. Seven studies were included, 5 of which used a reference standard for submaximal capacity. Three studies were of good methodological quality and validly detected submaximal capacity with specificity rates between 75% and 100%. There is strong evidence that submaximal capacity can be detected in patients with chronic low back pain with a lumbar motion monitor or visual observations accompanying a functional capacity evaluation lifting test.

An Objective Measure of Interconnection Usage for High Levels of Wind Integration

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

Yasuda, Yoh; Gomez-Lazaro, Emilio; Holttinen, Hannele

2014-11-13

This paper analyzes selected interconnectors in Europe using several evaluation factors; capacity factor, congested time, and congestion ratio. In a quantitative and objective evaluation, the authors propose to use publically available data on maximum net transmission capacity (NTC) levels during a single year to study congestion rates, realizing that the capacity factor depends upon the chosen capacity of the selected interconnector. This value will be referred to as 'the annual maximum transmission capacity (AMTC)', which gives a transparent and objective evaluation of interconnector usage based on the published grid data. While the method is general, its initial application is motivatedmore » by transfer of renewable energy.« less

38 CFR 4.96 - Special provisions regarding evaluation of respiratory conditions.

Code of Federal Regulations, 2012 CFR

2012-07-01

...-6845. (1) Pulmonary function tests (PFT's) are required to evaluate these conditions except: (i) When the results of a maximum exercise capacity test are of record and are 20 ml/kg/min or less. If a maximum exercise capacity test is not of record, evaluate based on alternative criteria. (ii) When...

40 CFR 436.62 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity level and the...

40 CFR 436.242 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity level and the...

40 CFR 436.232 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity level and the...

40 CFR 436.252 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity level and the...

40 CFR 436.72 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... process generated waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity...

40 CFR 436.262 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity level and the...

In situ preparation of MgCo2O4 nanosheets on Ni-foam as a binder-free electrode for high performance hybrid supercapacitors.

PubMed

Vijayakumar, Subbukalai; Nagamuthu, Sadayappan; Ryu, Kwang-Sun

2018-05-15

A binder-free, MgCo2O4 nanosheet-like architecture was prepared on Ni-foam using a hydrothermal method. MgCo2O4/Ni-foam was characterized by X-ray diffraction, field emission scanning electron microscopy (FESEM), and transmission electron microscopy techniques. The FESEM image revealed a nanosheet array-like architecture. The MgCo2O4 nanosheets grown on Ni-foam exhibited the maximum specific capacity of 947 C g-1 at a specific current of 2 A g-1. Approximately 96% of the specific capacity was retained from the maximum specific capacity after 5000 continuous charge-discharge cycles. This hybrid device exhibited a maximum specific capacity of 52 C g-1 at a specific current of 0.5 A g-1, and also exhibited a maximum specific energy of 12.99 W h kg-1 at a specific power of 448.7 W kg-1. These results confirmed that the binder-free MgCo2O4 nanosheets grown on Ni-foam are a suitable positive electrode material for hybrid supercapacitors.

Deliquification (SIC) of gas wells. Liberal District-Amoco Production Company

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

Smalley, R. Jr.

Various solutions are presented to the problem of deliquefying gas wells to achieve maximum ultimate recovery and avoid premature abandonment. Advantages and disadvantages of each method of deliquefication are discussed. The methods described include blowing up the casing, siphon strings (gas and liquids up tubing, or gas up casing-tubing annulus, and liquids up tubing), gas cycling, compression, bottomhole separators, plunger lift, and sucker rod pumping.

S825 and S826 Airfoils: 1994--1995

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

Somers, D. M.

2005-01-01

A family of airfoils, the S825 and S826, for 20- to 40-meter, variable-speed and variable-pitch (toward feather), horizontal-axis wind turbines has been designed and analyzed theoretically. The two primary objectives of high maximum lift, insensitive to roughness, and low profile drag have been achieved. The constraints on the pitching moments and the airfoil thicknesses have been satisfied. The airfoils should exhibit docile stalls.

Is Maximum Food Intake in Endotherms Constrained by Net or Factorial Aerobic Scope? Lessons from the Leaf-Eared Mouse.

PubMed

Maldonado, Karin; Sabat, Pablo; Piriz, Gabriela; Bogdanovich, José M; Nespolo, Roberto F; Bozinovic, Francisco

2016-01-01

Food availability varies substantially throughout animals' lifespans, thus the ability to profit from high food levels may directly influence animal fitness. Studies exploring the link between basal metabolic rate (BMR), growth, reproduction, and other fitness traits have shown varying relationships in terms of both magnitude and direction. The diversity of results has led to the hypothesis that these relationships are modulated by environmental conditions (e.g., food availability), suggesting that the fitness consequences of a given BMR may be context-dependent. In turn, there is indirect evidence that individuals with an increased capacity for aerobic work also have a high capacity for acquiring energy from food. Surprisingly, very few studies have explored the correlation between maximum rates of energy acquisition and BMR in endotherms, and to the best of our knowledge, none have attempted to elucidate relationships between the former and aerobic capacity [e.g., maximum metabolic rate (MMR), aerobic scope (Factorial aerobic scope, FAS; Net aerobic scope, NAS)]. In this study, we measured BMR, MMR, maximum food intake (recorded under low ambient temperature and ad libitum food conditions; MFI), and estimated aerobic scope in the leaf-eared mouse ( Phyllotis darwini ). We, then, examined correlations among these variables to determine whether metabolic rates and aerobic scope are functionally correlated, and whether an increased aerobic capacity is related to a higher MFI. We found that aerobic capacity measured as NAS is positively correlated with MFI in endotherms, but with neither FAS nor BMR. Therefore, it appears plausible that the capacity for assimilating energy under conditions of abundant resources is determined adaptively by NAS, as animals with higher NAS would be promoted by selection. In theory, FAS is an invariant measurement of the extreme capacity for energy turnover in relation to resting expenditure, whereas NAS represents the maximum capacity for simultaneous aerobic processes above maintenance levels. Accordingly, in our study, FAS and NAS represent different biological variables; FAS, in contrast to NAS, may not constrain food intake. The explanations for these differences are discussed in biological and mathematical terms; further, we encourage the use of NAS rather than FAS when analyzing the aerobic capacity of animals.

Effect of varying solid membrane area of bristled wings on clap and fling aerodynamics in the smallest flying insects

NASA Astrophysics Data System (ADS)

Ford, Mitchell; Kasoju, Vishwa; Santhanakrishnan, Arvind

2017-11-01

The smallest flying insects with body lengths under 1.5 mm, such as thrips, fairyflies, and some parasitoid wasps, show marked morphological preference for wings consisting of a thin solid membrane fringed with long bristles. In particular, thrips have been observed to use clap and fling wing kinematics at chord-based Reynolds numbers of approximately 10. More than 6,000 species of thrips have been documented, among which there is notable morphological diversity in bristled wing design. This study examines the effect of varying the ratio of solid membrane area to total wing area (including bristles) on aerodynamic forces and flow structures generated during clap and fling. Forewing image analysis on 30 species of thrips showed that membrane area ranged from 16%-71% of total wing area. Physical models of bristled wing pairs with ratios of solid membrane area to total wing area ranging from 15%-100% were tested in a dynamically scaled robotic platform mimicking clap and fling kinematics. Decreasing membrane area relative to total wing area resulted in significant decrease in maximum drag coefficient and comparatively smaller reduction in maximum lift coefficient, resulting in higher peak lift to drag ratio. Flow structures visualized using PIV will be presented.

Effect of deflector curvature on hydrodynamic performances of a double-slotted cambered otter-board

NASA Astrophysics Data System (ADS)

WANG, Lei; Wang, Lu Min; Shi, Jian Gao; Yu, Wen Wen; Qi, Guang Rui; Zhang, Xun; Zhang, Rong Jun; Zhang, Tian Shu

2018-06-01

The effect of deflector curvature on hydrodynamic performances of a double-slotted cambered otter-board was investigated using engineering models in a wind tunnel. Four different curvature (0.06,0.09, 0.12 and 0.15) were evaluated at a wind speed of 28 m/s. Parameters measured included: drag coefficient Cx, lift coefficient Cy, pitch moment coefficient Cm, center of pressure coefficient Cp , over a range of angle of attack (0° to 70°). These coefficients were used in analyzing the differences in the performance among the four otter-board models. Results showed that the maximum lift coefficient Cy of the otter-board model with the curvature (0.06) of two deflectors was highest (2.020 at °=55°). The maximum Cy/Cx of the otter-board with the curvature (0.12) of two deflectors was highest (3.655 at °=22.5°). A comparative analysis of Cm and Cp showed that the stability of otter-board model with the curvature (0.12) of two deflectors is better in pitch, and the stability of otter-board model with the curvature (0.06) of two deflectors is better in roll. The findings of this study can offer useful reference data for the structural optimization of otter-boards for trawling.

Effect of panel shape on hydrodynamic performances of vertical v-shaped double- slotted cambered otter-board

NASA Astrophysics Data System (ADS)

Wang, Lei; Zhang, Xun; Wang, Lu Min; Huang, Hong Liang; Zhang, Yu; Liu, Yong Li; Feng, Wei Dong; Zhang, Rong Jun

2018-06-01

The effect of panel shape on hydrodynamic performances of a vertical v-shaped double-slotted cambered otter-board was investigated using engineering models in a wind tunnel. Three different shape panels (rhomboid, left trapezoid and isosceles trapezoid) were evaluated at a wind speed of 28 m/s. Parameters measured included: drag coefficient Cx, lift coefficient Cy, pitch moment coefficient Cm, center of pressure coefficient Cp , over a range of angle of attack (0° to 70°). These coefficients were used in analyzing the differences in the performance among the three otter-board models. Results showed that the maximum lift coefficient Cy of the otter-board model with the isosceles trapezoid shape panels was highest (2.103 at α=45°). The maximum Cy/Cx of the otter-board with the rhomboid shape panels was highest (3.976 at α=15°). A comparative analysis of Cm and Cp showed that the stability of otter-board model with the isosceles trapezoid shape panels is better in pitch, and the stability of otter-board model with the left trapezoid shape panels is better in roll. The findings of this study can offer useful reference data for the structural optimization of otter-boards for trawling.

Aircraft of the future

NASA Technical Reports Server (NTRS)

Yeger, S.

1985-01-01

Some basic problems connected with attempts to increase the size and capacity of transport aircraft are discussed. According to the square-cubic law, the increase in structural weight is proportional to the third power of the increase in the linear dimensions of the aircraft when geomettric similarity is maintained, while the surface area of the aircraft increases according to the second power. A consequence is that the fraction of useful weight will decrease as aircraft increase in size. However, in flying-wing designs in which the whole load on the wing is proportional to the distribution of lifting forces, the total bending moment on the wing will be sharply reduced, enabling lighter construction. Flying wings may have an ultimate capacity of 3000 passengers.

STS-94 Mission Specialist Gernhardt in LC-39A White Room

NASA Technical Reports Server (NTRS)

1997-01-01

STS-94 Mission Specialist Michael L. Gernhardt prepares to enter the Space Shuttle Columbia at Launch Pad 39A in preparation for launch. He first flew in this capacity on STS-69. He has been a professional deep sea diver and engineer and holds a doctorate in bioengineering. Gernhardt will be in charge of the Blue shift and as flight engineer will operate and maintain the orbiter while Halsell and Still are asleep as members of the Red shift. He will also back them up on the flight deck during the ascent and re- entry phases of the mission. Gernhardt and six fellow crew members will lift off during a launch window that opens at 1:50 a.m. EDT, July 1. The launch window will open 47 minutes early to improve the opportunity to lift off before Florida summer rain showers reach the space center.

Design and test of the 172K fluidic rudder

NASA Technical Reports Server (NTRS)

Belsterling, C. A.

1978-01-01

Progress in the development of concepts for control of aircraft without moving parts or a separate source of power is described. The design and wind tunnel tests of a full scale fluidic rudder for a Cessna 172K aircraft, intended for subsequent flight tests were documented. The 172K fluidic rudder was designed to provide a control force equivalent to 3.3 degrees of deflection of the conventional rudder. In spite of an extremely thin airfoil, cascaded fluidic amplifiers were built to fit, with the capacity for generating the required level of control force. Wind tunnel tests demonstrated that the principles of lift control using ram air power are sound and reliable under all flight conditions. The tests also demonstrated that the performance of the 172K fluidic rudder is not acceptable for flight tests until the design of the scoop is modified to prevent interference with the lift control phenomenon.

C. G. Doris participation in the development of Abu-Al-Bu Koosh Field (in English and French)

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

Not Available

On behalf of the total-ABK group, the company, C.G. Doris, has taken an active part in the development of the gas-lift and water injection installations in the Abu-Al-Bu Koosh Fields. The gas lift platform is a 4-legged jacket in 30 m of water with 2 deck levels. It is joined by a bridge to the production platform. Total load of the new platform is 1000 tons of steel plus 200 tons of piles. The 2 water injection tripods in 41 and 27 m of water also are pile-supported jackets with the vertical and 2 inclined legs. Also, the 2 workovermore » platforms have been thoroughly rechecked by C.G. Doris. Furthermore, a living quarters platform was designed and contracted by the company on a turn-key basis. Capacity is 60 people, with a possibility of expansion.« less

Properties and processing characteristics of low density carbon cloth phenolic composites

NASA Technical Reports Server (NTRS)

Wang, C. Jeff

1993-01-01

Ply-lift and pocketing are two critical anomalies of carbon cloth phenolic composites (CCPC) in rocket nozzle applications. Ply lift occurs at low temperatures when the A/P and in-plane permeabilities of the composite materials are still very low and in-plane porous paths are blocked. Pocketing occurs at elevated temperatures when in-plane permeability is reduced by the A/P compressive stress. The thermostructural response of CCPC in a rapid heating environment involves simultaneous heat, mass, and momentum transfer along with the degradation of phenolic resin in a multiphase system with temperature- and time-dependent material properties as well as dynamic processing conditions. Three temperature regions represent the consequent chemical reactions, material transformations, and property transitions, and provide a quick qualitative method for characterizing the thermostructural behavior of a CCPC. In order to optimize the FM5939 LDCCP (low density carbon cloth phenolic) for the nozzle performance required in the Advanced Solid Rocket Motor (ASRM) program, a fundamental study on LDCCP materials was conducted. The cured composite has a density of 1.0 +/- 0.5 gm/cc which includes 10 to 25 percent void volume. The weight percent of carbon microballoon is low (7-15 percent). However, they account for approximately one third of the volume and historically their percentages have not been controlled very tightly. In addition, the composite properties show no correlation with microballoon weight percent or fiber properties (e.g. fiber density or fiber moisture adsorption capacity). Test results concerning the ply-lift anomaly in the MNASA motor firings were: (1) Steeper ply angle (shorter path lenght) designs minimized/eliminated by lifting, (2) material with higher void volume ply lifted less frequently, (3) materials with high (greater than 9 percent) microballoon content had a higher rate of ply lifting, and (4) LDCCP materials failed at microballoon-resin interfaces. The objectives of this project are: (1) to investigate the effects of carbon microballoon and cabosil fillers as well as fiber heat treatment on plylift-related mechanical properties, (2) to develop a science-based thermostructural process model for the carbon phenolics. The model can be used in the future for the selection of the improved ASRM materials, (3) to develop the micro-failure mechanisms for the ply-lift initiation and propagation processes during the thermoelastic region of phenolic degradation, i.e. postcuring and devolatilization.

Characterization of peak capacity of microbore liquid chromatography columns using gradient kinetic plots.

PubMed

Hetzel, Terence; Blaesing, Christina; Jaeger, Martin; Teutenberg, Thorsten; Schmidt, Torsten C

2017-02-17

The performance of micro-liquid chromatography columns with an inner diameter of 0.3mm was investigated on a dedicated micro-LC system for gradient elution. Core-shell as well as fully porous particle packed columns were compared on the basis of peak capacity and gradient kinetic plot limits. The results for peak capacity showed the superior performance of columns packed with sub-2μm fully porous particles compared to 3.0μm fully porous and 2.7μm core-shell particles within a range of different gradient time to column void time ratios. For ultra-fast chromatography a maximum peak capacity of 16 can be obtained using a 30s gradient for the sub-2μm fully porous particle packed column. A maximum peak capacity of 121 can be achieved using a 5min gradient. In addition, the influence of an alternative detector cell on the basis of optical waveguide technology and contributing less to system variance was investigated showing an increased peak capacity for all applied gradient time/column void time ratios. Finally, the influence of pressure was evaluated indicating increased peak capacity for maximum performance whereas a limited benefit for ultra-fast chromatography with gradient times below 30s was observed. Copyright © 2017 Elsevier B.V. All rights reserved.

40 CFR 436.192 - Effluent limitations guidelines representing the degree of effluent reduction attainable by the...

Code of Federal Regulations, 2011 CFR

2011-07-01

... of process waste water pollutants into navigable waters. (b) Only that volume of water resulting from precipitation that exceeds the maximum safe surge capacity of a process waste water impoundment may be discharged from that impoundment. The height difference between the maximum safe surge capacity level and the...

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.

Oscillating fluid power generator

DOEpatents

Morris, David C

2014-02-25

A system and method for harvesting the kinetic energy of a fluid flow for power generation with a vertically oriented, aerodynamic wing structure comprising one or more airfoil elements pivotably attached to a mast. When activated by the moving fluid stream, the wing structure oscillates back and forth, generating lift first in one direction then in the opposite direction. This oscillating movement is converted to unidirectional rotational movement in order to provide motive power to an electricity generator. Unlike other oscillating devices, this device is designed to harvest the maximum aerodynamic lift forces available for a given oscillation cycle. Because the system is not subjected to the same intense forces and stresses as turbine systems, it can be constructed less expensively, reducing the cost of electricity generation. The system can be grouped in more compact clusters, be less evident in the landscape, and present reduced risk to avian species.

Aerodynamic evaluation of wing shape and wing orientation in four butterfly species using numerical simulations and a low-speed wind tunnel, and its implications for the design of flying micro-robots.

PubMed

Ortega Ancel, Alejandro; Eastwood, Rodney; Vogt, Daniel; Ithier, Carter; Smith, Michael; Wood, Rob; Kovač, Mirko

2017-02-06

Many insects are well adapted to long-distance migration despite the larger energetic costs of flight for small body sizes. To optimize wing design for next-generation flying micro-robots, we analyse butterfly wing shapes and wing orientations at full scale using numerical simulations and in a low-speed wind tunnel at 2, 3.5 and 5 m s -1 . The results indicate that wing orientations which maximize wing span lead to the highest glide performance, with lift to drag ratios up to 6.28, while spreading the fore-wings forward can increase the maximum lift produced and thus improve versatility. We discuss the implications for flying micro-robots and how the results assist in understanding the behaviour of the butterfly species tested.

Historical background and design evolution of the transonic aircraft technology supercritical wing

NASA Technical Reports Server (NTRS)

Ayers, T. G.; Hallissy, J. B.

1981-01-01

Two dimensional wind tunnel test results obtained for supercritical airfoils indicated that substantial improvements in aircraft performance at high subsonic speeds could be achieved by shaping the airfoil to improve the supercritical flow above the upper surface. Significant increases in the drag divergence Mach number, the maximum lift coefficient for buffer onset, and the Mach number for buffet onset at a given lift coefficient were demonstrated for the supercritical airfoil, as compared with a NACA 6 series airfoil of comparable thickness. These trends were corroborated by results from three dimensional wind tunnel and flight tests. Because these indicated extensions of the buffet boundaries could provide significant improvements in the maneuverability of a fighter airplane, an exploratory wind tunnel investigation was initiated which demonstrated that significant aerodynamic improvements could be achieved from the direct substitution of a supercritical airfoil on a variable wing sweep multimission airplane model.

Low-speed investigation of effects of wing leading- and trailing-edge flap deflections and canard incidence on a fighter configuration equipped with a forward-swept wing

NASA Technical Reports Server (NTRS)

Gainer, T. G.; Mann, M. J.; Huffman, J. K.

1984-01-01

An advanced fighter configuration with a forward-swept wing of aspect ratio 3.28 is tested in the Langley 7 by 10 Foot High Speed Tunnel at a Mach number of 0.3. The wing has 29.5 degrees of forward sweep of the quarter chord line and is equipped with 15 percent chord leading edge and 30 percent chord trailing edge flaps. The canard is sweptback 45 degrees. Tests were made through a range of angle of attack from about -2 degrees to 22 degrees. Deflecting the flaps significantly improves the lift drag characteristics at the higher angles of attack. The canard is able to trim the configurations with different flap deflections over most of the range of angle of attack. The penalty in maximum lift coefficient due to trimming is about 0.10.

Interset stretching does not influence the kinematic profile of consecutive bench-press sets.

PubMed

García-López, David; Izquierdo, Mikel; Rodríguez, Sergio; González-Calvo, Gustavo; Sainz, Nuria; Abadía, Olaia; Herrero, Azael J

2010-05-01

This study was undertaken to examine the role of interset stretching on the time course of acceleration portion AP and mean velocity profile during the concentric phase of 2 bench-press sets with a submaximal load (60% of the 1 repetition maximum). Twenty-five college students carried out, in 3 different days, 2 consecutive bench-press sets leading to failure, performing between sets static stretching, ballistic stretching, or no stretching. Acceleration portion and lifting velocity patterns of the concentric phase were not altered during the second set, regardless of the stretching treatment performed. However, when velocity was expressed in absolute terms, static stretching reduced significantly (p <0.05) the average lifting velocity during the second set compared to the first one. Therefore, if maintenance of a high absolute velocity over consecutive sets is important for training-related adaptations, static stretching should be avoided or replaced by ballistic stretching.

Effect of vertical-tail location on the aerodynamic characteristics at subsonic speeds of a close-coupled canard configuration

NASA Technical Reports Server (NTRS)

Huffman, J. K.

1975-01-01

The effects were studied of various vertical-tail configurations on the longitudinal and lateral directional-stability characteristics of a general research fighter model utilizing wing-body-canard. The study indicates that the addition of the high canard resulted in an increase in total lift at angles of attack above 4 deg with a maximum lift coefficient about twice as large as that for the wing-body configuration. For the wing-body (canard off) configuration, the center-line vertical tail indicates positive vertical-tail effectiveness throughout the test angle-of-attack range; however, for this configuration none of the wing-mounted vertical-tail locations tested resulted in a positive directional-stability increment at the higher angles of attack. For the wing-body-canard configuration several outboard locations of the wing-mounted vertical tails were found.

Correlation Between Geometric Similarity of Ice Shapes and the Resulting Aerodynamic Performance Degradation: A Preliminary Investigation Using WIND

NASA Technical Reports Server (NTRS)

Wright, William B.; Chung, James

1999-01-01

Aerodynamic performance calculations were performed using WIND on ten experimental ice shapes and the corresponding ten ice shapes predicted by LEWICE 2.0. The resulting data for lift coefficient and drag coefficient are presented. The difference in aerodynamic results between the experimental ice shapes and the LEWICE ice shapes were compared to the quantitative difference in ice shape geometry presented in an earlier report. Correlations were generated to determine the geometric features which have the most effect on performance degradation. Results show that maximum lift and stall angle can be correlated to the upper horn angle and the leading edge minimum thickness. Drag coefficient can be correlated to the upper horn angle and the frequency-weighted average of the Fourier coefficients. Pitching moment correlated with the upper horn angle and to a much lesser extent to the upper and lower horn thicknesses.

Fuel-optimal trajectories of aeroassisted orbital transfer with plane change

NASA Technical Reports Server (NTRS)

Naidu, Desineni Subbaramaiah; Hibey, Joseph L.

1989-01-01

The problem of minimization of fuel consumption during the atmospheric portion of an aeroassisted, orbital transfer with plane change is addressed. The complete mission has required three characteristic velocities, a deorbit impulse at high earth orbit (HEO), a boost impulse at the atmospheric exit, and a reorbit impulse at low earth orbit (LEO). A performance index has been formulated as the sum of these three impulses. Application of optimal control principles has led to a nonlinear, two-point, boundary value problem which was solved by using a multiple shooting algorithm. The strategy for the atmospheric portion of the minimum-fuel transfer is to start initially with the maximum positive lift in order to recover from the downward plunge, and then to fly with a gradually decreasing lift such that the vehicle skips out of the atmosphere with a flight path angle near zero degrees.

Aerodynamic evaluation of wing shape and wing orientation in four butterfly species using numerical simulations and a low-speed wind tunnel, and its implications for the design of flying micro-robots

PubMed Central

Eastwood, Rodney; Vogt, Daniel; Ithier, Carter; Smith, Michael; Wood, Rob; Kovač, Mirko

2017-01-01

Many insects are well adapted to long-distance migration despite the larger energetic costs of flight for small body sizes. To optimize wing design for next-generation flying micro-robots, we analyse butterfly wing shapes and wing orientations at full scale using numerical simulations and in a low-speed wind tunnel at 2, 3.5 and 5 m s−1. The results indicate that wing orientations which maximize wing span lead to the highest glide performance, with lift to drag ratios up to 6.28, while spreading the fore-wings forward can increase the maximum lift produced and thus improve versatility. We discuss the implications for flying micro-robots and how the results assist in understanding the behaviour of the butterfly species tested. PMID:28163879

Enhancement in lipid content of Chlorella sp. MJ 11/11 from the spent medium of thermophilic biohydrogen production process.

PubMed

Ghosh, Supratim; Roy, Shantonu; Das, Debabrata

2017-01-01

The present study investigates the effect of spent media of acetogenic dark fermentation for mixotrophic algal cultivation for biodiesel production. Mixotrophic growth conditions were optimized in culture flask (250mL) using Chlorella sp. MJ 11/11. Maximum lipid accumulation (58% w/w) was observed under light intensity, pH, nitrate and phosphate concentration of 100μmolm -2 s -1 , 7, 2.7mM and 1.8mM, respectively. Air lift (1.4L) and flat panel (1.4L) reactors were considered for algal cultivation. Air lift showed significant improvement in biomass and lipid production as compared to flat panel reactor. The results could help in development of sustainable technology involving acetogenic hydrogen production integrated with sequential mitigation of spent media by algal cultivation for improved energy recovery. Copyright © 2016 Elsevier Ltd. All rights reserved.

Kinematics of flap-bounding flight in the zebra finch over a wide range of speeds

PubMed

Tobalske; Peacock; Dial

1999-07-01

It has been proposed elsewhere that flap-bounding, an intermittent flight style consisting of flapping phases interspersed with flexed-wing bounds, should offer no savings in average mechanical power relative to continuous flapping unless a bird flies 1.2 times faster than its maximum range speed (Vmr). Why do some species use intermittent bounds at speeds slower than 1.2Vmr? The 'fixed-gear hypothesis' suggests that flap-bounding is used to vary mean power output in small birds that are otherwise constrained by muscle physiology and wing anatomy to use a fixed muscle shortening velocity and pattern of wing motion at all flight speeds; the 'body-lift hypothesis' suggests that some weight support during bounds could make flap-bounding flight aerodynamically advantageous in comparison with continuous flapping over most forward flight speeds. To test these predictions, we studied high-speed film recordings (300 Hz) of wing and body motion in zebra finches (Taenopygia guttata, mean mass 13.2 g, N=4) taken as the birds flew in a variable-speed wind tunnel (0-14 m s-1). The zebra finches used flap-bounding flight at all speeds, so their flight style was unique compared with that of birds that facultatively shift from continuous flapping or flap-gliding at slow speeds to flap-bounding at fast speeds. There was a significant effect of flight speed on all measured aspects of wing motion except percentage of the wingbeat spent in downstroke. Changes in angular velocity of the wing indicated that contractile velocity in the pectoralis muscle changed with flight speed, which is not consistent with the fixed-gear hypothesis. Although variation in stroke-plane angle relative to the body, pronation angle of the wing and wing span at mid-upstroke showed that the zebra finch changed within-wingbeat geometries according to speed, a vortex-ring gait with a feathered upstroke appeared to be the only gait used during flapping. In contrast, two small species that use continuous flapping during slow flight (0-4 m s-1) either change wingbeat gait according to flight speed or exhibit more variation in stroke-plane and pronation angles relative to the body. Differences in kinematics among species appear to be related to wing design (aspect ratio, skeletal proportions) rather than to pectoralis muscle fiber composition, indicating that the fixed-gear hypothesis should perhaps be modified to exclude muscle physiology and to emphasize constraints due to wing anatomy. Body lift was produced during bounds at speeds from 4 to 14 m s-1. Maximum body lift was 0.0206 N (15.9 % of body weight) at 10 m s-1; body lift:drag ratio declined with increasing air speed. The aerodynamic function of bounds differed with increasing speed from an emphasis on lift production (4-10 m s-1) to an emphasis on drag reduction with a slight loss in lift (12 and 14 m s-1). From a mathematical model of aerodynamic costs, it appeared that flap-bounding offered the zebra finch an aerodynamic advantage relative to continuous flapping at moderate and fast flight speeds (6-14 m s-1), with body lift augmenting any savings offered solely by flap-bounding at speeds faster than 7.1 m s-1. The percentage of time spent flapping during an intermittent flight cycle decreased with increasing speed, so the mechanical cost of transport was likely to be lowest at faster flight speeds (10-14 m s-1).

Effect of Coffee and Caffeine Ingestion on Resistance Exercise Performance.

PubMed

Richardson, Darren L; Clarke, Neil D

2016-10-01

Richardson, DL and Clarke, ND. Effect of coffee and caffeine ingestion on resistance exercise performance. J Strength Cond Res 30(10): 2892-2900, 2016-The aim of the present study was to determine the effect of ingesting caffeine dose-matched anhydrous caffeine, coffee, or decaffeinated coffee plus anhydrous caffeine during resistance exercise on performance. Nine resistance-trained men (mean ± SD: age, 24 ± 2 years; weight, 84 ± 8 kg; height, 180 ± 8 cm) completed a squat and bench press exercise protocol at 60% 1 repetition maximum until failure on 5 occasions consuming 0.15 g·kg caffeinated coffee (COF), 0.15 g·kg decaffeinated coffee (DEC), 0.15 g·kg decaffeinated coffee plus 5 mg·kg anhydrous caffeine (D + C), 5 mg·kg anhydrous caffeine (CAF), or a placebo (PLA). Felt arousal and rating of perceived exertion (RPE) were used to assess perceptual variables and heart rate (HR) to assess physiological responses between trials. There were significant differences in total weight lifted for the squat between conditions (p < 0.01; (Equation is included in full-text article.)= 0.54) with a greater amount lifted during D + C compared with DEC (p < 0.01), CAF (p ≤ 0.05), and PLA (p ≤ 0.05) conditions. Total weight lifted during the COF condition was significantly greater than that lifted under PLA (p < 0.01), although not significantly greater than the amount of weight lifted during the DEC condition (p = 0.082). No significant differences were observed in total weight lifted in the bench press protocol between conditions (p = 0.186; (Equation is included in full-text article.)= 0.17). Significant differences in HR (p < 0.01; (Equation is included in full-text article.)= 0.39) but not RPE (squat: p = 0.690; (Equation is included in full-text article.)= 0.07; bench press: p = 0.165; (Equation is included in full-text article.)= 0.18) and felt arousal (p = 0.056; (Equation is included in full-text article.)= 0.24) were observed between conditions. Coffee and decaffeinated coffee plus caffeine have the ability to improve performance during a resistance exercise protocol, although possibly not over multiple bouts.

Evaluation of the impact of the revised National Institute for Occupational Safety and Health Lifting Equation

PubMed Central

Lu, Ming-Lun; Putz-Anderson, Vern; Garg, Arun; Davis, Kermit

2016-01-01

Objective To evaluate the impact of the revised National Institute for Occupational Safety and Health lifting equation (RNLE). Background The RNLE has been used extensively as a risk assessment method for prevention of low back pain (LBP). However, the impact of the RNLE has not been documented. Methods A systematic review of the literature on the RNLE was conducted. The review consisted of three parts: characterization of the RNLE publications; assessment of the impact of the RNLE; and evaluation of the influences of the RNLE on ergonomic standards. The literature for assessing the impact was categorized into four research areas: methodology, laboratory, field and risk assessment studies using the Lifting Index (LI) or Composite LI (CLI), both of which are the products of the RNLE. Results The impact of the RNLE has been both widespread and influential. We found 24 studies that examined the criteria used to define lifting capacity used by the RNLE, 28 studies that compared risk assessment methods for identifying LBP, 23 studies that found the RNLE useful in identifying the risk of LBP with different work populations, and 13 studies on the relationship between LI/CLI and LBP outcomes. We also found evidence on the adoption of the RNLE as an ergonomic standard for use by various local, state, and international entities. Conclusion The review found 13 studies that link LI/CLI to adverse LBP outcomes. These studies showed a positive relationship between LI/CLI metrics and the severity of LBP outcomes. PMID:26822795

Airfoils for wind turbine

DOEpatents

Tangler, James L.; Somers, Dan M.

1996-01-01

Airfoils for the blade of a wind turbine wherein each airfoil is characterized by a thickness in a range from 16%-24% and a maximum lift coefficient designed to be largely insensitive to roughness effects. The airfoils include a family of airfoils for a blade 15 to 25 meters in length, a family of airfoils for a blade 1 to 5 meters in length, and a family of airfoils for a blade 5 to 10 meters in length.

Low-Speed Static Stability and Control Characteristics of a Model of a Right Triangular Pyramid Reentry Configuration

NASA Technical Reports Server (NTRS)

Paulson, John W.

1959-01-01

An investigation of the low-speed static stability and control characteristics of a model of a right triangular pyramid reentry configuration has been made in the Langley free-flight tunnel. The investigation showed that the model had generally satisfactory longitudinal and lateral static stability characteristics. The maximum lift-drag ratio was increased from about 3 to 5 by boattailing the base of the model.

Energy from solar balloons

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

Grena, Roberto

2010-04-15

Solar balloons are hot air balloons in which the air is heated directly by the sun, by means of a black absorber. The lift force of a tethered solar balloon can be used to produce energy by activating a generator during the ascending motion of the balloon. The hot air is then discharged when the balloon reaches a predefined maximum height. A preliminary study is presented, along with an efficiency estimation and some considerations on possible realistic configurations. (author)

Commissioning and operational results of helium refrigeration system at JLab for the 12GeV upgrade

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

Knudsen, Peter N.; Ganni, Venkatarao; Dixon, Kelly D.

The new 4.5 K refrigerator system at the Jefferson Lab (JLab) Central Helium Liquefier (CHL-2) for the 12 GeV upgrade was commissioned in late spring of 2013, following the commissioning of the new compressor system, and has been supporting 12 GeV LINAC commissioning since that time. Six design modes were tested during commissioning, consisting of a maximum capacity, nominal capacity, maximum liquefaction, maximum refrigeration, maximum fill and a stand-by/reduced load condition. The maximum capacity was designed to support a 238 g/s, 30 K and 1.16 bar cold compressor return flow, a 15 g/s, 4.5 K liquefaction load and a 12.6more » kW, 35-55 K shield load. The other modes were selected to ensure proper component sizing and selection to allow the cold box to operate over a wide range of conditions and capacities. The cold box system is comprised of two physically independent cold boxes with interconnecting transfer-lines. The outside (upper) 300-60 K vertical cold box has no turbines and incorporates a liquid nitrogen pre-cooler and 80-K beds. The inside (lower) 60-4.5 K horizontal cold box houses seven turbines that are configured in four expansion stages including one Joule-Thompson expander and a 20-K bed. The helium compression system has five compressors to support three pressure levels in the cold box. This paper will summarize the analysis of the test data obtained over the wide range of operating conditions and capacities which were tested.« less

Analysis of water use strategies of the desert riparian forest plant community in inland rivers of two arid regions in northwestern China

NASA Astrophysics Data System (ADS)

Chen, Y. N.; Li, W. H.; Zhou, H. H.; Chen, Y. P.; Hao, X. M.; Fu, A. H.; Ma, J. X.

2014-10-01

Studies of the water use of the desert riparian forest plant community in arid regions and analyses of the response and adaptive strategies of plants to environmental stress are of great significance to the formulation of effective ecological conservation and restoration strategies. Taking two inland rivers in the arid regions of northwestern China, downstream of the Tarim River and Heihe River Basin as the research target regions, this paper explored the stem water potential, sap flow, root hydraulic lift, and characteristics of plant water sources of the major constructive species in the desert riparian forest, Populus euphratica and Tamarix ramosissima. Specifically, this was accomplished by combining the monitoring of field physiological and ecological indicators, and the analysis of laboratory tests. Then, the water use differences of species in different ecological environments and their ecological significance were analyzed. This study indicated that: (1) in terms of water sources, Populus euphratica and Tamarix ramosissima mainly used deep subsoil water and underground water, but the plant root system in the downstream of the Tarim River was more diversified than that in the downstream of the Heihe River in water absorption, (2) in terms of water distribution, Populus euphratica root possessed hydraulic lift capacity, but Populus euphratica root in the downstream of the Tarim River presented stronger hydraulic lift capacity and more significant ecological effect of water redistribution, (3) in terms of water transport, the plants in the downstream of the Heihe River can adapt to the environment through the current limiting of branch xylem, while plants in the downstream of the Tarim River substantially increased the survival probability of the whole plant by sacrificing weak branches and improving the water acquisition capacity of dominant branches; and (4) in terms of water dissipation, the water use and consumption of Populus euphratica at night exhibited no significant difference, but the water use and consumption of Populus euphratica in the downstream of the Tarim River in the day was significantly higher than that in the downstream of the Heihe River, and the essential reason for this is the groundwater depth. The ecology in the downstream of the Heihe River has been in balance in the maintenance and development stage, while desert riparian forest plants in the downstream of the Tarim River are still in severe arid stress.

A Lifting Ball Valve for cryogenic fluid applications

NASA Astrophysics Data System (ADS)

Cardin, Joseph M.; Reinicke, Robert H.; Bruneau, Stephen D.

1993-11-01

Marotta Scientific Controls, Inc. has designed a Lifting Ball Valve (LBV) capable of both flow modulation and tight shutoff for cryogenic and other applications. The LBV features a thin-walled visor valving element that lifts off the seal with near axial motion before rotating completely out of the flow path. This is accomplished with a simple, robust mechanism that minimizes cost and weight. Conventional spherical rotating seats ar plagued by leakage due to 'scuffing' as the seal and seat slide against one another while opening. Cryogenic valves, which typically utilize plastic seals, are particularly susceptible to this type of damage. The seat in the LBV lifts off the seal without 'scuffing' making it immune to this failure mode. In addition, the LBV lifting mechanism is capable of applying the very high seating loads required to seal at cryogenic temperatures. These features make the LBV ideally suited for cryogenic valve applications. Another major feature of the LBV is the fact that the visor rotates completely out of the flow path. This allows for a smaller, lighter valve for a given flow capacity, especially for line sizes above one inch. The LBV is operated by a highly integrated 'wetted' DC brushless motor. The motor rotor is 'wetted' ion that it is immersed in the fluid. To ensure compatibility, the motor rotor is encased in a thin-walled CRES weldment. The motor stator is outside the fluid containment weldment and therefore is not in direct contact with the fluid. To preclude the potential for external leakage there are no static or dynamic seals or bellows across the pressure boundary. The power required to do the work of operating the valving mechanism is transmitted across the pressure boundary by electromagnetic interaction between the motor rotor and the stator. Commutation of the motor is accomplished using the output of a special 'wetted' resolver. This paper describes the design, operation, and element testing of the LBV.

40 CFR 62.15030 - What are my obligations under this subpart if I reduce my small municipal waste combustion unit's...

Code of Federal Regulations, 2011 CFR

2011-07-01

... (CONTINUED) AIR PROGRAMS (CONTINUED) APPROVAL AND PROMULGATION OF STATE PLANS FOR DESIGNATED FACILITIES AND... submit a final control plan according to the schedule in table 1 of this subpart and comply with § 62...) Calculations of the current maximum combustion capacity and the planned maximum combustion capacity after the...

75 FR 78985 - County of DuPage; Notice of Preliminary Permit Application Accepted for Filing and Soliciting...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-17

... (upper reservoir) having a total storage capacity of 8,145 acre- feet at a normal maximum operating... reservoir) 250 feet below the bottom of the upper reservoir having a total/usable storage capacity of 7,465 acre-feet at normal maximum operation elevation of 210 feet msl; (5) a powerhouse with approximate...

Low-Speed Wind-Tunnel Investigation to Determine the Aerodynamic Characteristics of a Rectangular Wing Equipped with a Full-Span and an Inboard Half-Span Jet-Augmented Flap Deflected 55 deg

NASA Technical Reports Server (NTRS)

Gainer, Thomas G.

1959-01-01

An investigation to determine the aerodynamic characteristics of a rectangular wing equipped with a full-span and an inboard half-span jet-augmented flap has been made in the Langley 300 MPH 7- by 10-foot tunnel. The wing had an aspect ratio of 8.3 and a thickness-chord ratio of 0.167. A jet of air was blown backward through a small gap, tangentially to the upper surface of a round trailing edge, and was separated from the trailing edge by a very small flap at an angle of 55 deg with respect to the wing-chord plane. The results of the investigation showed that the ratio of total lift to jet-reaction lift for the wing was about 35 percent less for the half-span jet-augmented flap than for the full-span jet-augmented flap. The reduction of the span of the jet-augmented flap from full to half span reduced the maximum value of jet-circulation lift coefficient that could be produced from about 6.8 to a value of about 2.2. The half-span jet- augmented flap gave thrust recoveries considerably poorer than those obtained with the full-span jet-augmented flap. Large nose-down pitching- moment coefficients were produced by the half-span flap, with the greater part of these being the result of the larger jet reactions required to produce a given lift for the half-spin flap compared with that required for the full-span flap.

The effects of training volume and competition on the salivary cortisol concentrations of Olympic weightlifters.

PubMed

Crewther, Blair T; Heke, Taati; Keogh, Justin W L

2011-01-01

This study examined the effects of training volume and competition on the salivary cortisol (Sal-C) concentrations of Olympic weightlifters. Male (n = 5) and female (n = 4) Olympic weightlifters provided saliva samples across a 5-week experimental = period. The first aim was to assess the weekly effects of high (≥ 200 sets) and low (≤ 100 sets) training volume on Sal-C. The second aim was to compare Sal-C concentrations and 1 repetition maximum (1RM) performance during 2 simulated and 2 actual competitions. Performance was assessed using the snatch, clean and jerk, and the Olympic total lift. Data from each competition setting were pooled before analysis. There were no significant weekly changes in Sal-C levels (p > 0.05). The actual competitions produced higher (128-130%) Sal-C concentrations (p < 0.001) and superior 1RM lifts (1.9-2.6%) for the clean and jerk, and the Olympic total, than the simulated competitions (p < 0.05). Individual Sal-C concentrations before the simulated competitions were positively correlated to all of the 1RM lifts (r = 0.48-0.49, p < 0.05). In conclusion, actual competitions produced greater Sal-C responses than simulated competitions, and this appeared to benefit the 1RM performance of Olympic weightlifters. Individuals with higher Sal-C concentrations also tended to exhibit superior 1RM lifts during the simulated competitions. Given these findings, greater emphasis should be placed upon the monitoring of C to establish normative values, training standards and to assist with performance prediction.

Influence of Surgical Approach on Pelvic Lift in Hip Arthroplasty During Cup Insertion.

PubMed

Brodt, Steffen; Windisch, Christoph; Krakow, Linda; Nowack, Dimitri; Matziolis, Georg

2017-07-01

The position of the acetabular cup is a major factor in the long-term outcome of total hip arthroplasty (THA). Malpositioning of the acetabular cup frequently has been reported with the use of a minimally invasive implantation technique. It remains unclear whether the limited visibility or the increased retractor traction and thus tilting of the pelvis during cup implantation is the cause. This study investigated the influence of iatrogenically related pelvic lift using an anterolateral minimally invasive THA technique. In a group of 30 consecutive patients who underwent THA via a minimally invasive anterolateral approach, iatrogenic lifting of the pelvis was measured with a smartphone using a 3-axis accelerometer and compared with patients in a historical age- and sex-matched control group who underwent THA using a transgluteal approach. Postoperatively, the inclination and anteversion of the cup was determined on pelvic radiographs. In the anterolateral group, the pelvis was lifted by a maximum of 6.3° and by an average of 3.9° when the acetabular cup was impacted; no difference was noted compared with the transgluteal group. In contrast, the cups in the anterolateral group showed significantly increased inclination and reduced anteversion. In both techniques, the iatrogenic tilting of the pelvis at the time of cup implantation occurred to a comparable extent. Therefore, the significant differences in postoperative radiographs cannot be attributed to increased retractor traction on exposure of the acetabulum, which means that the limited visibility must be responsible. [Orthopedics. 2017; 40(4):e589-e593.]. Copyright 2017, SLACK Incorporated.

A Biomechanical Analysis of the Effects of Bouncing the Barbell in the Conventional Deadlift.

PubMed

Krajewski, Kellen; LeFavi, Robert; Riemann, Bryan

2018-02-27

The purpose of this study is to analyze biomechanical differences between the bounce and pause styles of deadlifting. Twenty physically active males performed deadlifts at their 75% one repetition maximum testing utilizing both pause and bounce techniques in a within-subjects randomized study design. The average peak height the barbell attained from the three bounce style repetitions was used to compute a compatible phase for analysis of the pause style repetitions. Net joint moment impulse (NJMI), work, average vertical ground reaction force (vGRF), vGRF impulse and phase time were computed for two phases, lift off to peak barbell height and the entire ascent. Additionally, the ankle, knee, hip, and trunk angles at the location of peak barbell height. During the lift off to peak barbell height phase, although each of the joints demonstrated significantly less NJMI and work during the bounce style, the hip joint was impacted the most. The average vGRF was greater for the bounce however the vGRF impulse was greater for the pause. The NJMI results for the ascent phase were similar to the lift off to peak barbell height phase, while work was significantly less for the bounce condition compared to the pause condition across all three joints. Strength and conditioning specialists utilizing the deadlift should be aware that the bounce technique does not allow the athlete to develop maximal force production in the early portion of the lift. Further analyses should focus on joint angles and potential vulnerability to injury when the barbell momentum generated from the bounce is lost.

Comparison of isometric exercises for activating latissimus dorsi against the upper body weight.

PubMed

Park, Se-yeon; Yoo, Won-gyu; An, Duk-hyun; Oh, Jae-seop; Lee, Jung-hoon; Choi, Bo-ram

2015-02-01

Because there is little agreement as to which exercise is the most effective for activating the latissimus dorsi, and its intramuscular components are rarely compared, we investigated the intramuscular components of the latissimus dorsi during both trunk and shoulder exercises. Sixteen male subjects performed four isometric exercises: inverted row, body lifting, trunk extension, and trunk lateral bending. Surface electromyography (sEMG) was used to collect data from the medial and lateral components of the latissimus dorsi, lower trapezius, and the erector spinae at the 12th thoracic level during the isometric exercises. Two-way repeated analysis of variance with two within-subject factors (muscles and exercise conditions) was used to determine the significance of differences between the muscles and differences between exercise variations. The inverted row showed the highest values for the medial latissimus dorsi, which were significantly higher than those of the body lifting or trunk extension exercises. For the lateral latissimus dorsi, lateral bending showed significantly higher muscle activity than the inverted row or trunk extension. During body lifting, the % maximum voluntary isometric contraction (MVIC) of the erector spinae showed the lowest value, significantly lower than those of the other isometric exercises. The inverted row exercise was effective for activating the medial latissimus dorsi versus the shoulder depression and trunk exertion exercises. The lateral bending and body lifting exercises were favorable for activating the lateral component of the latissimus dorsi. Evaluating trunk lateral bending is essential for examining the function of the latissimus dorsi. Copyright © 2014 Elsevier Ltd. All rights reserved.

Conditions and Dynamics Within a Regional Mars Dust Storm

NASA Astrophysics Data System (ADS)

Rafkin, S. C.; Pla-García, J.; Leung, C. W. S.

2017-12-01

There have never been in situ observations at or near the active lifting center of a regional dust storm on Mars. In the absence of in situ data, it is common to employ numerical models to provide guidance on the physical processes and conditions operating in an unobserved location or weather system. Consequently, the Mars Regional Atmospheric Modeling System (MRAMS) is employed to study the structure and dynamics of a simulated large regional storm using a fully interactive dust cycle. The simulations provide the first ever glimpse of the conditions that might occur inside one of these storms. The simulated storm shows extremely complex structure, highly heterogeneous lifting centers, and a variety of deep dust transport circulations. The active lifting centers show broader organization into a mesoscale system in much the same way that thunderstorms on Earth can organize into mesoscale convective structures. In many of the active dust plumes, the mixing ratio of dust peaks near the surface and drops off with height. The surface mixing ratio maximum is partly due to the surface being the source of dust, with entrainment of less dusty air as the plume rises. However, it is also because the mixing ratio can be dominated by a few large dust aerosol, since the mass is proportional to the cubed of the radius. Once lifted, the largest dust tends to sediment out while the smaller dust continues to be advected upward by the plume. This size-sorting process tends to drive the mixing ratio profile to a maximum near the surface. In dusty plumes near the surface, the air temperature is as much as 20K colder than nearby areas. This is due to solar absorption higher in the dust column limiting direct heating deeper into the atmosphere. Overall, within the plume, there is an inversion, and although the top of the plume is warmer than below, it is near neutral buoyancy compared to the less dusty air on either side. Apparently, adiabatic cooling nearly offsets the expected positive heating perturbation at the top of the dusty plume. A very strong low level just forms in the vicinity of the storm, accompanied by system-wide negative pressure deficits and circulation patterns strongly suggestive of the wind-enhanced interaction of radiation and dust (WEIRD) feedback mechanism.

Effects of a Short Physical Exercise Intervention on Patients with Multiple Sclerosis (MS).

PubMed

Kerling, Arno; Keweloh, Karin; Tegtbur, Uwe; Kück, Momme; Grams, Lena; Horstmann, Hauke; Windhagen, Anja

2015-07-10

The aim of this prospective randomized controlled trial was to investigate if a short-term endurance or combined endurance/resistance exercise program was sufficient to improve aerobic capacity and maximum force in adult patients (18-65 years) with multiple sclerosis (MS). All patients performed a three-month exercise program consisting of two training sessions per week, lasting 40 min each, with moderate intensity. All patients had a maximum value of 6 (low to moderate disability) on the Expanded Disability Status Scale (EDSS). One group (combined workout group (CWG); 15 females, 4 males) completed a combined endurance/resistance workout (20 min on a bicycle ergometer, followed by 20 min of resistance training), while the other group (endurance workout group (EWG); 13 females, 5 males) completed a 40 min endurance training program. Aerobic capacity was assessed as peak oxygen uptake, ventilatory anaerobic threshold, and workload expressed as Watts. Maximum force of knee and shoulder extensors and flexors was measured using isokinetic testing. Quality of life was assessed with the SF-36 questionnaire, and fatigue was measured using the Modified Fatigue Impact Scale. Both training groups increased in aerobic capacity and maximum force. EWG, as well as CWG, showed improvement in several subscales of the SF-36 questionnaire and decrease of their fatigue. A short exercise intervention increased both aerobic capacity and maximum force independent of whether endurance or combined endurance/resistance workouts were performed.

Flight-Path Characteristics for Decelerating From Supercircular Speed

NASA Technical Reports Server (NTRS)

Luidens, Roger W.

1961-01-01

Characteristics of the following six flight paths for decelerating from a supercircular speed are developed in closed form: constant angle of attack, constant net acceleration, constant altitude" constant free-stream Reynolds number, and "modulated roll." The vehicles were required to remain in or near the atmosphere, and to stay within the aerodynamic capabilities of a vehicle with a maximum lift-drag ratio of 1.0 and within a maximum net acceleration G of 10 g's. The local Reynolds number for all the flight paths for a vehicle with a gross weight of 10,000 pounds and a 600 swept wing was found to be about 0.7 x 10(exp 6). With the assumption of a laminar boundary layer, the heating of the vehicle is studied as a function of type of flight path, initial G load, and initial velocity. The following heating parameters were considered: the distribution of the heating rate over the vehicle, the distribution of the heat per square foot over the vehicle, and the total heat input to the vehicle. The constant G load path at limiting G was found to give the lowest total heat input for a given initial velocity. For a vehicle with a maximum lift-drag ratio of 1.0 and a flight path with a maximum G of 10 g's, entry velocities of twice circular appear thermo- dynamically feasible, and entries at velocities of 2.8 times circular are aerodynamically possible. The predominant heating (about 85 percent) occurs at the leading edge of the vehicle. The total ablated weight for a 10,000-pound-gross-weight vehicle decelerating from an initial velocity of twice circular velocity is estimated to be 5 percent of gross weight. Modifying the constant G load flight path by a constant-angle-of-attack segment through a flight- to circular-velocity ratio of 1.0 gives essentially a "point landing" capability but also results in an increased total heat input to the vehicle.

26 CFR 1.141-7 - Special rules for output facilities.

Code of Federal Regulations, 2010 CFR

2010-04-01

... nameplate capacity or the equivalent (or where there is no nameplate capacity or the equivalent, its maximum capacity), which is not reduced for reserves, maintenance or other unutilized capacity. (ii) Transmission and other output facilities—(A) In general. For transmission, distribution, cogeneration, and other...

26 CFR 1.141-7 - Special rules for output facilities.

Code of Federal Regulations, 2012 CFR

2012-04-01

... nameplate capacity or the equivalent (or where there is no nameplate capacity or the equivalent, its maximum capacity), which is not reduced for reserves, maintenance or other unutilized capacity. (ii) Transmission and other output facilities—(A) In general. For transmission, distribution, cogeneration, and other...

26 CFR 1.141-7 - Special rules for output facilities.

Code of Federal Regulations, 2013 CFR

2013-04-01

... nameplate capacity or the equivalent (or where there is no nameplate capacity or the equivalent, its maximum capacity), which is not reduced for reserves, maintenance or other unutilized capacity. (ii) Transmission and other output facilities—(A) In general. For transmission, distribution, cogeneration, and other...

26 CFR 1.141-7 - Special rules for output facilities.

Code of Federal Regulations, 2014 CFR

2014-04-01

... nameplate capacity or the equivalent (or where there is no nameplate capacity or the equivalent, its maximum capacity), which is not reduced for reserves, maintenance or other unutilized capacity. (ii) Transmission and other output facilities—(A) In general. For transmission, distribution, cogeneration, and other...

26 CFR 1.141-7 - Special rules for output facilities.

Code of Federal Regulations, 2011 CFR

2011-04-01

... nameplate capacity or the equivalent (or where there is no nameplate capacity or the equivalent, its maximum capacity), which is not reduced for reserves, maintenance or other unutilized capacity. (ii) Transmission and other output facilities—(A) In general. For transmission, distribution, cogeneration, and other...

USSR Report: Earth Sciences. No. 26

DTIC Science & Technology

1983-06-07

supplied with an automated drill rig with a great load- lifting capacity, screws for self-movement, and also an automated anchorless system for holding...is compensated by the Archimedes force acting from the direction of the denser subcrustal matter — the substrate. A disrup- tion of this equilibrium...held on the lower end of a column of drilling pipes [7] which can be rotated by means of a drive pipe [8] imparted a torque by the rotor. In

Electric propulsion options for the SP-100 reference mission

NASA Technical Reports Server (NTRS)

Hardy, T. L.; Rawlin, V. K.; Patterson, M. J.

1987-01-01

Analyses were performed to characterize and compare electric propulsion systems for use on a space flight demonstration of the SP-100 nuclear power system. The component masses of resistojet, arcjet, and ion thruster systems were calculated using consistent assumptions and the maximum total impulse, velocity increment, and thrusting time were determined, subject to the constraint of the lift capability of a single Space Shuttle launch. From the study it was found that for most systems the propulsion system dry mass was less than 20 percent of the available mass for the propulsion system. The maximum velocity increment was found to be up to 2890 m/sec for resistojet, 3760 m/sec for arcjet, and 23 000 m/sec for ion thruster systems. The maximum thruster time was found to be 19, 47, and 853 days for resistojet, arcjet, and ion thruster systems, respectively.

Design and Performance of the NASA SCEPTOR Distributed Electric Propulsion Flight Demonstrator

NASA Technical Reports Server (NTRS)

Borer, Nicholas K.; Patterson, Michael D.; Viken, Jeffrey K.; Moore, Mark D.; Clarke, Sean; Redifer, Matthew E.; Christie, Robert J.; Stoll, Alex M.; Dubois, Arthur; Bevirt, JoeBen;

A Limited Study of a Hypothetical Winged Anti-ICBM Point-Defense Missile

NASA Technical Reports Server (NTRS)

Brown, Clarence A., Jr.; Edwards, Frederick G.

1959-01-01

A preliminary investigation was conducted to determine whether a warhead stage of an antimissile missile could be placed within an arbitrary 2-nautical-mile-radius maneuver cylinder around an intercontinental-ballistic-missile (ICBM) flight path above an altitude of 140,000 feet, a horizontal range of 40 nautical miles, at a flight-path angle of approximately 20 deg, and within 50 seconds after take-off using only aerodynamic forces to turn the antimissile missile. The preliminary investigation indicated that an antimissile missile using aerodynamic forces for turning was capable of intercepting the ICBM for the stated conditions of this study although the turning must be completed below an altitude of approximately 70,000 feet to insure that the antimissile missile will be at the desired flight-path angle. Trim lift coefficients on the order of 2 to 3 and a maximum normal-acceleration force of from 25g to 35g were necessary to place the warhead stage in intercept position. The preliminary investigation indicated that for the two boosters investigated the booster having a burning time of 10 seconds gave greater range up the ICBM flight path than did the booster having a burning time of 15 seconds for the same trim lift coefficient and required the least trim lift coefficient for the same range.

Applications of low lift to drag ratio aerobrakes using angle of attack variation for control

NASA Technical Reports Server (NTRS)

Mulqueen, J. A.

1991-01-01

Several applications of low lift to drag ratio aerobrakes are investigated which use angle of attack variation for control. The applications are: return from geosynchronous or lunar orbit to low Earth orbit; and planetary aerocapture at Earth and Mars. A number of aerobrake design considerations are reviewed. It was found that the flow impingement behind the aerobrake and the aerodynamic heating loads are the primary factors that control the sizing of an aerobrake. The heating loads and other loads, such as maximum acceleration, are determined by the vehicle ballistic coefficient, the atmosphere entry conditions, and the trajectory design. Several formulations for defining an optimum trajectory are reviewed, and the various performance indices that can be used are evaluated. The 'nearly grazing' optimal trajectory was found to provide the best compromise between the often conflicting goals of minimizing the vehicle propulsive requirements and minimizing vehicle loads. The relationship between vehicle and trajectory design is investigated further using the results of numerical simulations of trajectories for each aerobrake application. The data show the sensitivity of the trajectories to several vehicle parameters and atmospheric density variations. The results of the trajectory analysis show that low lift to drag ratio aerobrakes, which use angle of attack variation for control, can potentially be used for a wide range of aerobrake applications.

Study of Theoretical and Numerical Fluid Characteristics of Plain Wing with Winglets

NASA Astrophysics Data System (ADS)

Nabhan, Mohamed B. W.

2018-05-01

Aerodynamic characteristics of plain wing designed for Light Sport Aircraft has been studied. The fluid characteristics include induced drag and lift to drag ratio. Then, winglets are added to reduce the induced drag and increase the lift to drag ratio which are affected by the wing tip vortices. The theoretical and numerical approaches are used to verify the results. A rectangular untwisted 9.528 m wing spans with an Airfoil NACA 4412 was used for the basic design. Winglets are added with a tip airfoil of NACA 0012, side angle of 65° and new projected area of 10.328 m2. Lift and drag coefficients are used as means to measure the improvement of the aerodynamic characteristics. The wing tip vortices increase the induced drag and spoil the lift over the wing's surface. The winglets design main objectives are to decrease the induced drag, decrease the fuel consumption, and increase the flight safety, especially in take-off condition. The wing with winglets model was simulated first using 3-D Fluent ANSYS version 14 at 50 m/s velocity and (0°, 5°, and 10°) angles of attack with laminar flow and standard atmospheric conditions at 15°C, and 101 kPa and all other flow parameters as well. The second verification method was to simulate the 3-D model using the 3-D Foil Multi-Surfaces code again with the same flow parameters. Finally, the last verification method was to solve the problem theoretically using the theoretical governing equations. The theoretical solutions were used as a base line for all other results. The total drag reduction observed from the calculation is about 2% to 14.5% during the takeoff regime, where the induced drag contributes about 60% of total drag of the wings. The lift to drag ratio improved also in our designed model wing with winglets by a maximum of 18.6% from the plain wing design.

Heavy-Load Lifting: Acute Response in Breast Cancer Survivors at Risk for Lymphedema

PubMed Central

BLOOMQUIST, KIRA; OTURAI, PETER; STEELE, MEGAN L.; ADAMSEN, LIS; MØLLER, TOM; CHRISTENSEN, KARL BANG; EJLERTSEN, BENT; HAYES, SANDRA C.

2018-01-01

ABSTRACT Purpose Despite a paucity of evidence, prevention guidelines typically advise avoidance of heavy lifting in an effort to protect against breast cancer–related lymphedema. This study compared acute responses in arm swelling and related symptoms after low- and heavy-load resistance exercise among women at risk for lymphedema while receiving adjuvant taxane-based chemotherapy. Methods This is a randomized, crossover equivalence trial. Women receiving adjuvant taxane-based chemotherapy for breast cancer who had undergone axillary lymph node dissection (n = 21) participated in low-load (60%–65% 1-repetition maximum, two sets of 15–20 repetitions) and heavy-load (85%–90% 1-repetition maximum, three sets of 5–8 repetitions) upper-extremity resistance exercise separated by a 1-wk wash-out period. Swelling was determined by bioimpedance spectroscopy and dual-energy x-ray absorptiometry, with breast cancer–related lymphedema symptoms (heaviness, swelling, pain, tightness) reported using a numeric rating scale (0–10). Order of low- versus heavy-load was randomized. All outcomes were assessed before, immediately after, and 24 and 72 h after exercise. Generalized estimating equations were used to evaluate changes over time between groups, with equivalence between resistance exercise loads determined using the principle of confidence interval inclusion. Results The acute response to resistance exercise was equivalent for all outcomes at all time points irrespective of loads lifted, with the exception of extracellular fluid at 72 h after exercise with less swelling after heavy loads (estimated mean difference, −1.00; 95% confidence interval, −3.17 to 1.17). Conclusions Low- and heavy-load resistance exercise elicited similar acute responses in arm swelling and breast cancer–related lymphedema symptoms in women at risk for lymphedema receiving adjuvant taxane-based chemotherapy. These represent important preliminary findings, which can be used to inform future prospective evaluation of the long-term effects of repeated exposure to heavy-load resistance exercise. PMID:28991039

Robust Features Of Surface Electromyography Signal

NASA Astrophysics Data System (ADS)

Sabri, M. I.; Miskon, M. F.; Yaacob, M. R.

2013-12-01

Nowadays, application of robotics in human life has been explored widely. Robotics exoskeleton system are one of drastically areas in recent robotic research that shows mimic impact in human life. These system have been developed significantly to be used for human power augmentation, robotics rehabilitation, human power assist, and haptic interaction in virtual reality. This paper focus on solving challenges in problem using neural signals and extracting human intent. Commonly, surface electromyography signal (sEMG) are used in order to control human intent for application exoskeleton robot. But the problem lies on difficulty of pattern recognition of the sEMG features due to high noises which are electrode and cable motion artifact, electrode noise, dermic noise, alternating current power line interface, and other noise came from electronic instrument. The main objective in this paper is to study the best features of electromyography in term of time domain (statistical analysis) and frequency domain (Fast Fourier Transform).The secondary objectives is to map the relationship between torque and best features of muscle unit activation potential (MaxPS and RMS) of biceps brachii. This project scope use primary data of 2 male sample subject which using same dominant hand (right handed), age between 20-27 years old, muscle diameter 32cm to 35cm and using single channel muscle (biceps brachii muscle). The experiment conduct 2 times repeated task of contraction and relaxation of biceps brachii when lifting different load from no load to 3kg with ascending 1kg The result shows that Fast Fourier Transform maximum power spectrum (MaxPS) has less error than mean value of reading compare to root mean square (RMS) value. Thus, Fast Fourier Transform maximum power spectrum (MaxPS) show the linear relationship against torque experience by elbow joint to lift different load. As the conclusion, the best features is MaxPS because it has the lowest error than other features and show the linear relationship with torque experience by elbow joint to lift different load.

33 CFR 183.37 - Maximum weight capacity: Boats rated for manual propulsion and boats rated for outboard motors of...

Code of Federal Regulations, 2014 CFR

2014-07-01

... rated for manual propulsion and boats rated for outboard motors of 2 horsepower or less. 183.37 Section... for manual propulsion and boats rated for outboard motors of 2 horsepower or less. (a) The maximum weight capacity marked on a boat that is rated for manual propulsion or for motors of 2 horsepower or...

33 CFR 183.37 - Maximum weight capacity: Boats rated for manual propulsion and boats rated for outboard motors of...

Code of Federal Regulations, 2013 CFR

2013-07-01

... rated for manual propulsion and boats rated for outboard motors of 2 horsepower or less. 183.37 Section... for manual propulsion and boats rated for outboard motors of 2 horsepower or less. (a) The maximum weight capacity marked on a boat that is rated for manual propulsion or for motors of 2 horsepower or...

33 CFR 183.37 - Maximum weight capacity: Boats rated for manual propulsion and boats rated for outboard motors of...

Code of Federal Regulations, 2012 CFR

2012-07-01

... rated for manual propulsion and boats rated for outboard motors of 2 horsepower or less. 183.37 Section... for manual propulsion and boats rated for outboard motors of 2 horsepower or less. (a) The maximum weight capacity marked on a boat that is rated for manual propulsion or for motors of 2 horsepower or...

33 CFR 183.37 - Maximum weight capacity: Boats rated for manual propulsion and boats rated for outboard motors of...

Code of Federal Regulations, 2010 CFR

2010-07-01

... rated for manual propulsion and boats rated for outboard motors of 2 horsepower or less. 183.37 Section... for manual propulsion and boats rated for outboard motors of 2 horsepower or less. (a) The maximum weight capacity marked on a boat that is rated for manual propulsion or for motors of 2 horsepower or...

33 CFR 183.37 - Maximum weight capacity: Boats rated for manual propulsion and boats rated for outboard motors of...

Code of Federal Regulations, 2011 CFR

2011-07-01

... rated for manual propulsion and boats rated for outboard motors of 2 horsepower or less. 183.37 Section... for manual propulsion and boats rated for outboard motors of 2 horsepower or less. (a) The maximum weight capacity marked on a boat that is rated for manual propulsion or for motors of 2 horsepower or...

Effects of accuracy constraints on reach-to-grasp movements in cerebellar patients.

PubMed

Rand, M K; Shimansky, Y; Stelmach, G E; Bracha, V; Bloedel, J R

2000-11-01

Reach-to-grasp movements of patients with pathology restricted to the cerebellum were compared with those of normal controls. Two types of paradigms with different accuracy constraints were used to examine whether cerebellar impairment disrupts the stereotypic relationship between arm transport and grip aperture and whether the variability of this relationship is altered when greater accuracy is required. The movements were made to either a vertical dowel or to a cross bar of a small cross. All subjects were asked to reach for either target at a fast but comfortable speed, grasp the object between the index finger and thumb, and lift it a short distance off the table. In terms of the relationship between arm transport and grip aperture, the control subjects showed a high consistency in grip aperture and wrist velocity profiles from trial to trial for movements to both the dowel and the cross. The relationship between the maximum velocity of the wrist and the time at which grip aperture was maximal during the reach was highly consistent throughout the experiment. In contrast, the time of maximum grip aperture and maximum wrist velocity of the cerebellar patients was quite variable from trial to trial, and the relationship of these measurements also varied considerably. These abnormalities were present regardless of the accuracy requirement. In addition, the cerebellar patients required a significantly longer time to grasp and lift the objects than the control subjects. Furthermore, the patients exhibited a greater grip aperture during reach than the controls. These data indicate that the cerebellum contributes substantially to the coordination of movements required to perform reach-to-grasp movements. Specifically, the cerebellum is critical for executing this behavior with a consistent, well-timed relationship between the transport and grasp components. This contribution is apparent even when accuracy demands are minimal.

Impact of limited solvent capacity on metabolic rate, enzyme activities, and metabolite concentrations of S. cerevisiae glycolysis.

PubMed

Vazquez, Alexei; de Menezes, Marcio A; Barabási, Albert-László; Oltvai, Zoltan N

2008-10-01

The cell's cytoplasm is crowded by its various molecular components, resulting in a limited solvent capacity for the allocation of new proteins, thus constraining various cellular processes such as metabolism. Here we study the impact of the limited solvent capacity constraint on the metabolic rate, enzyme activities, and metabolite concentrations using a computational model of Saccharomyces cerevisiae glycolysis as a case study. We show that given the limited solvent capacity constraint, the optimal enzyme activities and the metabolite concentrations necessary to achieve a maximum rate of glycolysis are in agreement with their experimentally measured values. Furthermore, the predicted maximum glycolytic rate determined by the solvent capacity constraint is close to that measured in vivo. These results indicate that the limited solvent capacity is a relevant constraint acting on S. cerevisiae at physiological growth conditions, and that a full kinetic model together with the limited solvent capacity constraint can be used to predict both metabolite concentrations and enzyme activities in vivo.

Impact of Limited Solvent Capacity on Metabolic Rate, Enzyme Activities, and Metabolite Concentrations of S. cerevisiae Glycolysis

PubMed Central

Vazquez, Alexei; de Menezes, Marcio A.; Barabási, Albert-László; Oltvai, Zoltan N.

2008-01-01

The cell's cytoplasm is crowded by its various molecular components, resulting in a limited solvent capacity for the allocation of new proteins, thus constraining various cellular processes such as metabolism. Here we study the impact of the limited solvent capacity constraint on the metabolic rate, enzyme activities, and metabolite concentrations using a computational model of Saccharomyces cerevisiae glycolysis as a case study. We show that given the limited solvent capacity constraint, the optimal enzyme activities and the metabolite concentrations necessary to achieve a maximum rate of glycolysis are in agreement with their experimentally measured values. Furthermore, the predicted maximum glycolytic rate determined by the solvent capacity constraint is close to that measured in vivo. These results indicate that the limited solvent capacity is a relevant constraint acting on S. cerevisiae at physiological growth conditions, and that a full kinetic model together with the limited solvent capacity constraint can be used to predict both metabolite concentrations and enzyme activities in vivo. PMID:18846199

Blade Pressure Distribution for a Moderately Loaded Propeller.

DTIC Science & Technology

1980-09-01

lifting surface, ft 2 s chordwise location as fraction of chord length t time , sec t maximum thickness of blade, ft0 U free stream velocity, ft/sec (design...developed in Reference 1, it takes into account the quadratic form of the Bernoulli equation, since the pertubation velocities are some- times of the...normal derivatives at the loading and control point, respectively. It should be noted that the time factor has been eliminated from both sides of Eq. (3

Optimum reentry trajectories of a lifting vehicle

NASA Technical Reports Server (NTRS)

Chern, J. S.; Vinh, N. X.

1980-01-01

Research results are presented of an investigation of the optimum maneuvers of advanced shuttle type spacecraft during reentry. The equations are formulated by means of modified Chapman variables resulting in a general set of equations for flight analysis which are exact for reentry and for flight in a vacuum. Four planar flight typical optimum manuevers are investigated. For three-dimensional flight the optimum trajectory for maximum cross range is discussed in detail. Techniques for calculating reentry footprints are presented.

Airfoils for wind turbine

DOEpatents

Tangler, J.L.; Somers, D.M.

1996-10-08

Airfoils are disclosed for the blade of a wind turbine wherein each airfoil is characterized by a thickness in a range from 16%-24% and a maximum lift coefficient designed to be largely insensitive to roughness effects. The airfoils include a family of airfoils for a blade 15 to 25 meters in length, a family of airfoils for a blade 1 to 5 meters in length, and a family of airfoils for a blade 5 to 10 meters in length. 10 figs.

Students Learning Physics While Lifting Themselves: A Simple Analysis of a Scissors Jack

ERIC Educational Resources Information Center

Haugland, Ole Anton

2017-01-01

Every time I have to jack up my car, I am a bit surprised by how slowly the scissors jack works the higher I raise it, and close to maximum height I need very little force to turn the crank. This agrees well with the principle of simple machines. Since I have to jack up my car at least twice a year to change between winter tires and summer tires,…

Preliminary Rotary Wing Full Spectrum Crashworthiness Criteria

DTIC Science & Technology

2010-01-01

6.2.1 Injury Risk Due to Occupant Loads Cervical forces and moments are to be used to evaluate injury to the head/neck, torso acceleration is used to...injury) for dynamic neck tension (lifting forces) at the occipital condyles (C0-C1, upper neck) and cervical vertebrae (C7-T1, lower neck) are defined...Neck Compression and Shear Force Limits The maximum acceptable cervical compression and shear force limits are defined in the following table

Interaction of a turbulent vortex with a lifting surface

NASA Technical Reports Server (NTRS)

Lee, D. J.; Roberts, L.

1985-01-01

The impulsive noise due to blade-vortex-interaction is analyzing in the time domain for the extreme case when the blade cuts through the center of the vortex core with the assumptions of no distortion of the vortex path or of the vortex core. An analytical turbulent vortex core model, described in terms of the tip aerodynamic parameters, is used and its effects on the unsteady loading and maximum acoustic pressure during the interaction are determined.

Turbine blade unsteady aerodynamic loading and heat transfer

NASA Astrophysics Data System (ADS)

Johnston, David Alan

Stator indexing to minimize the unsteady aerodynamic loading of closely spaced airfoil rows in turbomachinery is a new technique for the passive control of flow-induced vibrations. This technique, along with the effects of steady blade loading, were studied by means of experiments performed in a two-stage low-speed research turbine. With the second vane row fixed, the inlet vane row was indexed to six positions over one vane-pitch cycle for a range of stage loadings. The aerodynamic forcing function to the first-stage rotor was measured in the rotating reference frame, with the resulting rotor blade unsteady aerodynamic response quantified by rotor blades instrumented with dynamic pressure transducers. Reductions in the unsteady lift magnitude were achieved at all turbine operating conditions, with attenuation ranging from 37% to 74% of the maximum unsteady lift. Additionally, in complementary experiments, the effects of stator indexing and steady blade loading on the unsteady heat transfer of the first- and second-stage rotors was studied for the design and highest blade loading conditions using platinum-film heat gages. The attenuation of unsteady heat transfer coefficient was blade-loading dependent and location dependent along the chord and span, ranging 10% to 90% of maximum. Due to the high degree of location dependence of attenuation, stator indexing is therefore best suited to minimize unsteady heat transfer in local hot spots of the blade rather than the blade as a whole.

Aeromechanics of a High Speed Coaxial Helicopter Rotor

NASA Astrophysics Data System (ADS)

Schmaus, Joseph Henry

The current work seeks to understand the aeromechanics of lift offset coaxial rotors in high speeds. Future rotorcraft will need to travel significantly faster that modern rotorcraft do while maintaining hovering efficiency and low speed maneuverability. The lift offset coaxial rotor has been shown to have those capabilities. A majority of existing coaxial research is focused on hovering performance, and few studies examine the forward flight performance of a coaxial rotor with lift offset. There are even fewer studies of a single rotor with lift offset. The current study used comprehensive analysis and a new set of wind tunnel experiments to explore the aeromechanics of a lift offset coaxial rotor in high speed forward flight. The simulation was expanded from UMARC to simultaneously solve multiple rotors with coupled aerodynamics. It also had several modifications to improve the aerodynamics of the near-wake model in reverse flow and improve the modeling of blade passages. Existing coaxial hovering tests and flight test data from the XH-59A were used to validate the steady performance and blade loads of the comprehensive analysis. It was used to design the structural layout of the blades used in the wind tunnel experiment as well as the test envelope and testing procedure. The wind tunnel test of a model rotor developed by the University of Texas at Austin and the University of Maryland was performed in the Glenn L Martin Wind Tunnel. The test envelope included advance ratios 0.21-0.53, collectives 4°- 8°, and lift offsets 0%-20% for both rotors tested in isolation and as a coaxial system operating at 900 RPM. Rotating frame hub loads, pushrod loads, and pitch angle were recorded independently for each rotor. Additional studies were performed at 1200 RPM to isolate Reynold effects and with varying rotor-to-rotor phase to help quantify aerodynamic interactions. Lift offset fundamentally changes the lift distribution around the rotor disk, doing so increases the maximum thrust of the rotor at a given speed while at the same time increasing the rotor efficiency. The cost of lift offset is increased blade loads. While this can be seen in the experimental data, it was taken at constant collective and as lift offset increased so did the thrust. The simulation is used to provide performance and loads sweeps at constant thrust to help provide a more basic understanding of how the rotor performance is changing. Additionally, rotor thrust and drag distributions provide a physical insight on how the distribution of lift changes cause the resulting trends that have been observed. Coaxial rotors have been shown to have significant rotor-to-rotor interactions in hover, but the magnitude of those interactions at high speed are studied here in detail. Generally, the aerodynamic interactions decrease significantly with increasing speed, and finally the lower rotor wake convects off the upper rotor. A comparison between the single rotor and coaxial rotor performance shows a newly observed trend of thrust inversion, where the more efficient rotor changes from the top in hover to the bottom in forward flight. The vibratory loads show limited evident of direct coaxial interference, although it is shown that the relative phase of the two rotors significantly alters the resultant total loads.

Aero Spacelines B377SG Super Guppy on Ramp Loading the X-24B and HL-10 Lifting Bodies.

NASA Technical Reports Server (NTRS)

1976-01-01

The Aero Spacelines B377SG Super Guppy was at Dryden in May, 1976, to ferry the X-24 and HL-10 lifting bodies from the Center to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. The oversized cargo aircraft is a further modification of the B377PG Pregnant Guppy, which was built to transport outsized cargo for NASA's Apollo program, primarily to carry portions of the Saturn V rockets from the manufacturer to Cape Canaveral. The original Guppy modification incorporated the wings, engines, lower fuselage and tail from a Boeing 377 Stratocruiser with a huge upper fuselage more than 20 feet in diameter. The Super Guppy further expanded the fuselage added a taller vertical tail for better lateral stability. A later version, the Super Guppy Turbine, is still in occasional use by NASA to transport oversize structures. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph--Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated that accurate unpowered reentry vehicle landings were operationally feasible. Top speed achieved by the X-24B was 1,164 mph and the highest altitude it reached was 74,130 feet. The vehicle is on display at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The pilot on the last powered flight of the X-24B was Bill Dana, who also flew the last X-15 flight about seven years earlier. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station. The X-24B is on public display at the Air Force Museum, Wright-Patterson AFB, Ohio. The HL-10 was delivered to the FRC by Northrop in January 1966. Its first flight was on Dec. 22 of the same year. The pilot was Bruce Peterson. The HL-10 was flown 37 times and it set several program records. On Feb. 18, 1970, Air Force test pilot Maj. Peter Hoag flew it to 1,228 mph (Mach 1.86), fastest speed of any of the lifting bodies. Nine days later, NASA's Bill Dana flew the HL-10 to 90,303 feet, the highest altitude reached by any of the lifting body vehicles. The HL-10 was also the first lifting body to fly supersonically--on May 9, 1969, with Manke at the controls. The HL-10 featured a flat bottom and rounded top -- much like an airfoil -- and it had a delta planform. In its final configuration, three vertical fins, two of them canted outwards from the body and a tall center fin, gave the craft directional control. A flush canopy blended into the smooth rounded nose. It was about 21 feet long, with a span of 13.6 feet. Its glide-flight weight was 6,473 lbs. and its maximum gross weight was over 10,000 lbs. Flights with the HL-10 contributed substantially to the decision to design the space shuttles without air-breathing engines that would have been used for landings. Its final flight was on July 17, 1970. The HL-10 is now on public display at Dryden.

Noise generated by a flight weight, air flow control valve in a vertical takeoff and landing aircraft thrust vectoring system

NASA Technical Reports Server (NTRS)

Huff, Ronald G.

1989-01-01

Tests were conducted in the NASA Lewis Research Center's Powered Lift Facility to experimentally evaluate the noise generated by a flight weight, 12 in. butterfly valve installed in a proposed vertical takeoff and landing thrust vectoring system. Fluctuating pressure measurements were made in the circular duct upstream and downstream of the valve. This data report presents the results of these tests. The maximum overall sound pressure level is generated in the duct downstream of the valve and reached a value of 180 dB at a valve pressure ratio of 2.8. At the higher valve pressure ratios the spectra downstream of the valve is broad banded with its maximum at 1000 Hz.

Morphological and physiological studies on Indian national kabaddi players.

PubMed Central

Dey, S K; Khanna, G L; Batra, M

1993-01-01

Twenty-five national kabaddi players (Asiad gold medalists 1990), mean age 27.91 years, who attended a national camp at the Sports Authority of India, Bangalore before the Beijing Asian Games in 1990, were investigated for their physical characteristics, body fat, lean body mass (LBM) and somatotype. The physiological characteristics assessed included back strength, maximum oxygen uptake capacity and anaerobic capacity (oxygen debt) and related cardiorespiratory parameters (oxygen pulse, breathing equivalent, maximum pulmonary ventilation, maximum heart rate). Body fat was calculated from skinfold thicknesses taken at four different sites, using Harpenden skinfold calipers. An exercise test (graded protocol) was performed on a bicycle ergometer (ER-900) using a computerized EOS Sprint (Jaeger, West Germany). The mean(s.d.) percentage body fat (17.56(3.48)) of kabaddi players was found to be higher than normal sedentary people. Their physique was found to be endomorphic mesomorph (3.8-5.2-1.7). Mean(s.d.) back strength, maximum oxygen uptake capacity (VO2max) and oxygen debt were found to be 162.6(18.08) kg, 42.6(4.91) ml kg-1 min-1 and 5.02(1.29) litre respectively. Physical characteristics, percentage body fat, somatotype, maximum oxygen uptake capacity and anaerobic capacity (oxygen debt) and other cardiorespiratory parameters were compared with other national counterparts. Present data are comparable with data for judo, wrestling and weightlifting. Since no such study has been conducted on international counterparts, these data could not be compared. These data may act as a guideline in the selection of future kabaddi players and to attain the physiological status comparable to the present gold medalists. Images Figure 4 Figure 5 p242-a PMID:8130960

A theoretical model to determine the capacity performance of shape-specific electrodes

NASA Astrophysics Data System (ADS)

Yue, Yuan; Liang, Hong

2018-06-01

A theory is proposed to explain and predict the electrochemical process during reaction between lithium ions and electrode materials. In the model, the process of reaction is proceeded into two steps, surface adsorption and diffusion of lithium ions. The surface adsorption is an instantaneous process for lithium ions to adsorb onto the surface sites of active materials. The diffusion of lithium ions into particles is determined by the charge-discharge condition. A formula to determine the maximum specific capacity of active materials at different charging rates (C-rates) is derived. The maximum specific capacity is correlated to characteristic parameters of materials and cycling - such as size, aspect ratio, surface area, and C-rate. Analysis indicates that larger particle size or greater aspect ratio of active materials and faster C-rates can reduce maximum specific capacity. This suggests that reducing particle size of active materials and slowing the charge-discharge speed can provide enhanced electrochemical performance of a battery cell. Furthermore, the model is validated by published experimental results. This model brings new understanding in quantification of electrochemical kinetics and capacity performance. It enables development of design strategies for novel electrodes and future generation of energy storage devices.

The basic characteristics of hybrid aircraft. [structural design criteria and weight analysis of airships for materials handling

NASA Technical Reports Server (NTRS)

Nichols, J. B.

1975-01-01

The transportation of very heavy or very bulky loads by airships, and the ability to carry out extended duration flights at low speeds and low costs was studied. Structural design and weight factors for airship construction are examined. The densities of various light gases to be used in airships are given, along with their lifting capacities. The aerodynamic characteristics of various airship configurations was studied. Propulsion system requirements for airships are briefly considered.

Logistics Aloft

DTIC Science & Technology

2011-02-17

inefficient. While the initial purchase cost of the CH-47 and UH-60 can be significantly less than the C-130J or C-27J (the C-27J is in procurement...to replace the C-23), the operating costs of the UH-60 is approximately equal to a small fixed wing aircraft such as the C-23, C-130J, or C-27J...Furthermore, CH-47 operating costs are four to five times that of these fixed wing aircraft.19 In fact, when comparing the increased lift capacity

Dredging Research Program: Practices and Problems Associated with Economic Loading and Overflow of Dredge Hoppers and Scows

DTIC Science & Technology

1990-10-01

Services No. EB687D020, 20 January 1987, as a part of the Dredging Research Program (DRP), managed by the WES Coastal Engineering Research Center (CERC...with the bottom. The bottom sediments are entrained with the ambient water, lifted hydraulically by the dredge pumps, and discharged into the hop - pers...in a hopper. Some of these are particle size, hopper capacity and opening area, settling velocity, flow velocity in the hop - per, inflow

Equilibrium, kinetic and thermodynamic studies on the removal of U(VI) by low cost agricultural waste.

PubMed

Kausar, Abida; Bhatti, Haq Nawaz; MacKinnon, Gillian

2013-11-01

In this research, biosorption efficiency of different agro-wastes was evaluated with rice husk showing maximum biosorption capacity among the selected biosorbents. Optimization of native, SDS-treated and immobilized rice husk adsorption parameters including pH, biosorbent amount, contact time, initial U(VI) concentration and temperature for maximum U(VI) removal was investigated. Maximum biosorption capacity for native (29.56 mg g(-1)) and immobilized biomass (17.59 mg g(-1)) was observed at pH 4 while SDS-treated biomass showed maximum removal (28.08 mg g(-1)) at pH 5. The Langmuir sorption isotherm model correlated best with the U(IV) biosorption equilibrium data for the 10-100 mg L(-1) concentration range. The kinetics of the reaction followed pseudo-second order kinetic model. Thermodynamic parameters like free energy (ΔG(0)) and enthalpy (ΔH°) confirmed the spontaneous and exothermic nature of the process. Experiments to determine the regeneration capacity of the selected biosorbents and the effect of competing metal ions on biosorption capacity were also conducted. The biomass was characterized using scanning electron microscopy, surface area analysis, Fourier transformed infra-red spectroscopy and thermal gravimetric analysis. The study proved that rice husk has potential to treat uranium in wastewater. Copyright © 2013 Elsevier B.V. All rights reserved.

Light dependence of carboxylation capacity for C3 photosynthesis models

USDA-ARS?s Scientific Manuscript database

Photosynthesis at high light is often modelled by assuming limitation by the maximum capacity of Rubisco carboxylation at low carbon dioxide concentrations, by electron transport capacity at higher concentrations, and sometimes by triose-phosphate utilization rate at the highest concentrations. Pho...

Establishment of Class e1 Mass Standard of 50 kg

NASA Astrophysics Data System (ADS)

Yao, Hong; Wang, Jian; Ding, Jingan; Zhong, Ruilin; Ren, Xiaoping

Because of the equipment limit, the dissemination of large mass has been realized by a large amount of higher class of 20 kg weights since 1950s in China. But with improvement of the technique and customer's requirements, it is necessary to establish the mass standard of 50 kg weight. In 1990s, mass standard laboratory has set up Class E1 weight sets from 20 kg to 1 mg. To extend the mass capacity up to 50 kg of Class E1, it is not only to produce Class E1 50 kg weight and import a mass comparator, but also need to lift the heavy weight from weight box to balance receptor safely. Up to now, the mass comparator has been installed in Hepingli campus of NIM. Two pieces of Class E1 50 kg weights are determined by combination weighing method. A lifting device has been mounted close to the mass comparator in order to move the 50 kg easily.

Sensitivity of forces to wall transpiration in flow past an aerofoil

PubMed Central

Mao, X.

2015-01-01

The adjoint-based sensitivity analyses well explored in hydrodynamic stability studies are extended to calculate the sensitivity of forces acting on an aerofoil with respect to wall transpiration. The magnitude of the sensitivity quantifies the controllability of the force, and the distribution of the sensitivity represents a most effective control when the control magnitude is small enough. Since the sensitivity to streamwise control is one order smaller than that to the surface-normal one, the work is concentrated on the normal control. In direct numerical simulations of flow around a NACA0024 aerofoil, the unsteady controls are far less effective than the steady control owing to the lock-in effect. At a momentum coefficient of 0.0008 and a maximum control velocity of 3.6% of the free-stream velocity, the steady surface-normal control reduces drag by 20% or enhances lift by up to 140% at Re=1000. A suction around the low-pressure region on the upper surface upstream of the separation point is found to reduce drag and enhance lift. At higher Reynolds numbers, the uncontrolled flow becomes three dimensional and the sensitivity diverges owing to the chaotic dynamics of the flow. Then the mechanism identified at lower Reynolds numbers is exploited to obtain the control, which is localized and can be generated by a limited number of actuators. The control to reduce drag or enhance lift is found to suppress unsteadiness, e.g. vortex shedding and three-dimensional developments. For example, at Re=2000 and α=10°, the control with a momentum coefficient of 0.0001 reduces drag by 20%, enhances lift by up to 200% and leads to a steady controlled flow. PMID:26807041

Launch Vehicle Demonstrator Using Shuttle Assets

NASA Technical Reports Server (NTRS)

Creech, Dennis M.; Threet, Grady E., Jr.; Philips, Alan D.; Waters, Eric D.

2011-01-01

The Advanced Concepts Office at NASA's George C. Marshall Space Flight Center undertook a study to define candidate early heavy lift demonstration launch vehicle concepts derived from existing space shuttle assets. The objective was to determine the performance capabilities of these vehicles and characterize potential early demonstration test flights. Given the anticipated budgetary constraints that may affect America's civil space program, and a lapse in U.S. heavy launch capability with the retirement of the space shuttle, an early heavy lift launch vehicle demonstration flight would not only demonstrate capabilities that could be utilized for future space exploration missions, but also serve as a building block for the development of our nation s next heavy lift launch system. An early heavy lift demonstration could be utilized as a test platform, demonstrating capabilities of future space exploration systems such as the Multi Purpose Crew Vehicle. By using existing shuttle assets, including the RS-25D engine inventory, the shuttle equipment manufacturing and tooling base, and the segmented solid rocket booster industry, a demonstrator concept could expedite the design-to-flight schedule while retaining critical human skills and capital. In this study two types of vehicle designs are examined. The first utilizes a high margin/safety factor battleship structural design in order to minimize development time as well as monetary investment. Structural design optimization is performed on the second, as if an operational vehicle. Results indicate low earth orbit payload capability is more than sufficient to support various vehicle and vehicle systems test programs including Multi-Purpose Crew Vehicle articles. Furthermore, a shuttle-derived, hydrogen core vehicle configuration offers performance benefits when trading evolutionary paths to maximum capability.

Effect of kinetically altering a repetition via the use of chain resistance on velocity during the bench press.

PubMed

Baker, Daniel G; Newton, Robert U

2009-10-01

It is theorized that the force and velocity profile of a repetition performed during a standard barbell exercise may be altered by substituting suspended chains for some portion of the total resistance. The purpose of this study was to document the alterations in lifting velocity that occur when the bench press exercise is performed as standard (BP) or with the substitution of resistance via chains draped over the barbell (BP+CH). Thirteen professional rugby league players participated in this study as part of their usual training program. Each subject performed 2 sets of 3 repetitions under the following conditions: The BP+CH condition, where the barbell resistance of 60% 1RM (repetition maximum) was supplemented by 17.5-kg in chains draped over the barbell (total resistance was about 75% 1RM), and the BP condition, where the total resistance was the same but was constituted in the form of standard barbell weights. The BP+CH condition resulted in increases in mean and peak concentric lifting velocities of around 10% in both sets as compared to both BP sets. Eccentric peak velocities were more varied in response, but generally the addition of chain resistance could be said to allow for increased velocities. The result may be partially explained by the eccentric unloading that occurs as the chain links furl upon the floor in the latter stages of the eccentric range. This eccentric unloading precipitates a more rapid stretch-shorten cycle (SSC) transition and possibly a within-repetition postactivation potentiation (PAP) that allows the subject to utilize faster lifting velocities in the initial concentric portion, which flow through to the remainder of the concentric phase. Therefore the use of chains appears warranted when athletes need to lift heavy resistances explosively.

Transonic and Supersonic Wind-Tunnel Tests of Wing-Body Combinations Designed for High Efficiency at a Mach Number of 1.41

NASA Technical Reports Server (NTRS)

Grant, Frederick C.; Sevier, John R., Jr.

1960-01-01

Wind-tunnel force tests of a number of wing-body combinations designed for high lift-drag ratio at a Mach number of 1.41 are reported. Five wings and six bodies were used in making up the various wing-body combinations investigated. All the wings had the same highly swept dis- continuously tapered plan form with NACA 65A-series airfoil sections 4 percent thick at the root tapering linearly to 3 percent thick at the tip. The bodies were based on the area distribution of a Sears-Haack body of revolution for minimum drag with a given length and volume. These wings and bodies were used to determine the effects of wing twist., wing twist and camber, wing leading-edge droop, a change from circular to elliptical body cross-sectional shape, and body indentation by the area-rule and streamline methods. The supersonic test Mach numbers were 1.41 and 2.01. The transonic test Mach number range was from 0.6 to 1.2. For the transition-fixed condition and at a Reynolds number of 2.7 x 10(exp 6) based on the mean aerodynamic chord, the maximum value of lift- drag ratio at a Mach number of 1.41 was 9.6 for a combination with a twisted wing and an indented body of elliptical cross section. The tests indicated that the transonic rise in minimum drag was low and did not change appreciably up to the highest test Mach number of 2.01. The lower values of lift-drag ratio obtained at a Mach number of 2.01 can be attributed to the increase of drag due to lift with Mach number.

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.

On the design of airfoils in which the transition of the boundary layer is delayed

NASA Technical Reports Server (NTRS)

Tani, Itiro

1952-01-01

A method is presented for designing suitable thickness distributions and mean camber lines for airfoils permitting extensive chordwise laminar flow. Wind tunnel and flight tests confirming the existence of laminar flow; possible maintenance of laminar flow by area suction; and the effects of wind tunnel turbulence and surface roughness on the promotion of premature boundary layer transition are discussed. In addition, estimates of profile drag and scale effect on maximum lift of the derived airfoils are made.

Design and Experimental Results for the S411 Airfoil

DTIC Science & Technology

2010-08-01

the Lower Critical Speed Range. Transonic Aerodynamics. AGARD CP No. 35, Sept. 1968, pp. 17-1–17-10. 15. Allen, H. Julian; and Vincenti, Walter G...Units. Cp pressure coefficient, c airfoil chord, mm (in.) cc section chord-force coefficient, cd section profile-drag coefficient, , except post...maximum min minimum S separation T transition ul upper limit of low-drag range 0 zero lift ∞ free-stream conditions Cp x c -- 0.25–⎝ ⎠ ⎛ ⎞ d xc

The Effects of Warhead-Induced Damage on the Aeroelastic Characteristics of Lifting Surfaces. Volume I. Aeroelastic Effects.

DTIC Science & Technology

1980-07-01

Arnold. Some further insight into the problem is obtained here, however, when it is demonstrated that highly optimized structural designs may...aircraft of this type are normally designed to withstand loads up to 1.5 times the maximum limit load (load factor 8.0 to 8.67), the structure should...on the wing, for example, give rise to concentrated drag and chordwise loadings as does the recoil from firing wing mounted gun systems . The drag on

Some effects of wing and body geometry on the aerodynamic characteristics of configurations designed for high supersonic Mach numbers

NASA Technical Reports Server (NTRS)

Spearman, M. L.; Tice, David C.; Braswell, Dorothy O.

1992-01-01

Experimental and theoretical results are presented for a family of aerodynamic configurations for flight Mach numbers as high as Mach 8. All of these generic configurations involved 70-deg sweep delta planform wings of three different areas and three fuselage shapes with circular-to-elliptical cross sections. It is noted that fuselage ellipticity enhances lift-curve slope and maximum L/D, while decreasing static longitudinal stability (especially with smaller wing areas).

Conceptual Design Study of Air Bearing/Suction Hold-Down Devices for Vertical Landing Aircraft

DTIC Science & Technology

1977-03-21

Brakes are locked. (e) Pilot can control hold-down force. (f) System can be operated from ship’s power after engine shutdown. (g) Low translation... pneumatic snubbers also serve to lift the skirt to its maximum height, when the system is ietracted, by reversing the pressure in the cylinder. A bellows...drag of the Elastic Trunk System is a function of the trunk reaction against the deck (flattening) and the braking coefficient of friction. For rubber