14 CFR 135.217 - IFR: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false IFR: Takeoff limitations. 135.217 Section 135.217 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Operating Limitations and Weather Requirements § 135.217 IFR: Takeoff limitations. No person may takeoff an...

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows...

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For each commuter category airplane, the takeoff flight path must be determined as follows...

DC-9 flight demonstration program with refanned JT8D engines. Volume 4: Flyover noise

NASA Technical Reports Server (NTRS)

1975-01-01

Flyover noise tests were conducted to determine the noise reductions achievable by modifying the engines and nacelles of DC-9-30 airplanes. The two stage fan of the JT8D-9 engine was replaced with a larger diameter, single stage fan and sound absorbing materials were incorporated in the engines and nacelles. The noise levels were determined to be 95.3 EPNdB at the sideline, 96.2 EPNdB for a full thrust takeoff, 87.5 EPNdB for takeoff with thrust cutback, and 97.4 EPNdB for landing approach. The noise reductions relative to the hardwall JT8D-9 were 8.2 EPNdB for takeoff with cutback and 8.7 EPNdB for landing. The 90 EPNdB noise contour areas were reduced by 40% for missions requiring maximum design takeoff and landing weights. For typical mission weights, the reductions were 19% for full thrust takeoff and 34% for takeoff with cutback. The 95 EPNdB contour areas were reduced by 50% for takeoff and 30% for takeoff with cutback for both missions.

76 FR 52239 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-08-22

... Minimums & Obstacle DP, Orig-A Red Oak, IA, Red Oak Muni, Takeoff Minimums & Obstacle DP, Amdt 3 Storm Lake, IA, Storm Lake Muni, Takeoff Minimums & Obstacle DP, Orig Dwight, IL, Dwight, Takeoff Minimums..., Florence Rgnl, RNAV (GPS) RWY 9, Orig-A Spearfish, SD, Black Hills-Clydes Ice Field, RNAV (GPS) RWY 13...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

14 CFR 121.651 - Takeoff and landing weather minimums: IFR: All certificate holders.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: IFR... Flight Release Rules § 121.651 Takeoff and landing weather minimums: IFR: All certificate holders. (a) Notwithstanding any clearance from ATC, no pilot may begin a takeoff in an airplane under IFR when the weather...

77 FR 9169 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-02-16

... on 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex... (GPS) Y RWY 20, Amdt 1B Cambridge, MN, Cambridge Muni, Takeoff Minimums and Obstacle DP, Orig Pipestone, MN, Pipestone Muni, NDB RWY 36, Amdt 7, CANCELLED Rushford, MN, Rushford Muni, Takeoff Minimums and...

75 FR 12657 - Airworthiness Directives; The Boeing Company Model 777-200, -200LR, -300, -300ER, and 777F Series...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-03-17

... director computers. This AD results from reports of rejected takeoffs at speeds above takeoff decision speed following inadvertent autopilot engagement on the ground, and from the discovery during flight... takeoff roll, which could result in rejected takeoff at rotation speed, and consequent possible overrun of...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Design and Construction Control Systems § 25.703 Takeoff... approved range of takeoff positions. (2) Wing spoilers (except lateral control spoilers meeting the...

76 FR 28171 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-16

...-Clyde Ice Field, Takeoff Minimum and Obstacle DP, Amdt 1 Gladewater, TX, Gladewater Muni, Takeoff... Field, VOR/DME RWY 12, Amdt 4 Devil's Lake, ND, Devil's Lake Rgnl, ILS OR LOC/DME RWY 31, Amdt 2 Devil's Lake, ND, Devil's Lake Rgnl, RNAV (GPS) RWY 3, Amdt 1 Ely, NV, Ely Airport-Yelland Field, Takeoff...

78 FR 48800 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-08-12

... 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and..., Takeoff Minimums and Obstacle DP, Amdt 2 Perham, MN, Perham Muni, RNAV (GPS) RWY 13, Orig Perham, MN, Perham Muni, RNAV (GPS) RWY 31, Amdt 1 Perham, MN, Perham Muni, Takeoff Minimums and Obstacle DP, Amdt 1...

76 FR 35327 - Airworthiness Directives; The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-17

... stabilizer takeoff warning switches, and corrective actions if necessary. This AD was prompted by reports that the warning horn did not sound during the takeoff warning system test of the S132 ``nose up stab takeoff warning switch.'' We are issuing this AD to detect and correct a takeoff warning system switch...

75 FR 55691 - Airworthiness Directives; The Boeing Company Model 737-600, -700, -700C, -800, -900, and -900ER...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-14

... takeoff warning switches, and corrective actions if necessary. This proposed AD results from reports that the warning horn did not sound during the takeoff warning system test of the S132 ``nose up stab takeoff warning switch.'' We are proposing this AD to detect and correct a takeoff warning system switch...

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

NASA Technical Reports Server (NTRS)

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

1973-01-01

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

The Calculated Effect of Various Hydrodynamic and Aerodynamic Factors on the Take-Off of a Large Flying Boat

NASA Technical Reports Server (NTRS)

Olson, R.E.; Allison, J.M.

1939-01-01

Present designs for large flying boats are characterized by high wing loading, high aspect ratio, and low parasite drag. The high wing loading results in the universal use of flaps for reducing the takeoff and landing speeds. These factors have an effect on takeoff performance and influence to a certain extent the design of the hull. An investigation was made of the influence of various factors and design parameters on the takeoff performance of a hypothetical large flying boat by means of takeoff calculations. The parameters varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The takeoff times and distances were calculated to the stalling speeds and the performance above these speeds was studied separately to determine piloting technique for optimum takeoff. The advantage of quick deflection of the flap at high water speeds is shown.

The calculated effect of various hydrodynamic and aerodynamic factors on the take-off of a large flying boat

NASA Technical Reports Server (NTRS)

Olson, R E; Allison, J M

1940-01-01

Report presents the results of an investigation made to determine the influence of various factors on the take-off performance of a hypothetical large flying boat by means of take-off calculations. The factors varied in the calculations were size of hull (load coefficient), wing setting, trim, deflection of flap, wing loading, aspect ratio, and parasite drag. The take-off times and distances were calculated to the stalling speeds and the performance above these speeds was separately studied to determine piloting technique for optimum take-off.

Behaviour of coconut mites preceding take-off to passive aerial dispersal.

PubMed

Melo, J W S; Lima, D B; Sabelis, M W; Pallini, A; Gondim, M G C

2014-12-01

For more than three decades the coconut mite Aceria guerreronis Keifer is one of the most important pests of coconut palms and has recently spread to many coconut production areas worldwide. Colonization of coconut palms is thought to arise from mites dispersing aerially after take-off from other plants within the same plantation or other plantations. The underlying dispersal behaviour of the mite at take-off, in the airborne state and after landing is largely unknown and this is essential to understand how they spread from tree to tree. In this article we studied whether take-off to aerial dispersal of coconut mites is preceded by characteristic behaviour, whether there is a correlation between the body position preceding aerial dispersal and the direction of the wind, and whether the substrate (outer surface of coconut bracts or epidermis) and the wind speed matter to the decision to take-off. We found that take-off can sometimes be preceded by a raised body stance, but more frequently take-off occurs while the mite is walking or resting on its substrate. Coconut mites that become airborne assumed a body stance that had no relation to the wind direction. Take-off was suppressed on a substrate providing food to coconut mites, but occurred significantly more frequently on the outer surface of coconut bracts than on the surface of the fruit. For both substrates, take-off frequency increased with wind speed. We conclude that coconut mites have at least some degree of control over take-off for aerial dispersal and that there is as yet no reason to infer that a raised body stance is necessary to become airborne.

Aircraft Takeoff Characteristics

DOT National Transportation Integrated Search

2001-08-01

The document investigates three essential characteristics of takeoff; rotation point, liftoff : point, and takeoff angle. In this memorandum distributions of the data are provided and : analyzed. Trends in the data can be used to find the ideal locat...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2011 CFR

2011-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2010 CFR

2010-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2012 CFR

2012-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2013 CFR

2013-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

14 CFR 29.63 - Takeoff: Category B.

Code of Federal Regulations, 2014 CFR

2014-01-01

... unfavorable center of gravity. The takeoff may be begun in any manner if— (a) The takeoff surface is defined; (b) Adequate safeguards are maintained to ensure proper center of gravity and control positions; and...

Comparative Analysis of the Tour Jete and Aerial with Detailed Analysis of Aerial Takeoff Mechanics

NASA Astrophysics Data System (ADS)

Pierson, Mimi; Coplin, Kim

2006-10-01

Whether internally as muscle tension or from external sources, forces are necessary for all motion. This research focused on athletic rotations where conditions of flight are established during takeoff. By studying reaction forces that produce torques, moments of inertia, and linear and angular differences between distinct rotations around different principle axes of the body (tour jete in ballet - longitudinal axis; aerial in gymnastics - anteroposterior axis), and by looking at the values of angular momentum in the specific mechanics of aerial takeoff, we can gain insight into possible causes of injury, flaws in technique and limitations of athletes. Results showed significant differences in the horizontal and vertical components of takeoff between the tour jete and the aerial, and a realization that torque was produced in different biomechanical planes. Both rotations showed braking forces before takeoff to counteract forward momentum and increase vertical lift, but the angle of applied force varied, and the horizontal components of velocity and force and vertical velocity as well as moment of inertia throughout flight were consistently greater for the aerial. Breakdown of aerial takeoff highlighted the relative importance of the takeoff phases, showing that completion depends fundamentally upon the rotation of the rear foot and torso twisting during takeoff rather than the last foot in contact with the ground.

Towing tests of models as an aid in the design of seaplanes

NASA Technical Reports Server (NTRS)

Schroder, P

1932-01-01

This report concerns the making and evaluation of a towing test of a seaplane float system. Some of the topics considered are: 1) the influence of the wing cell and power plant on the take-off performance; 2) the determination of the resistance curve for the take-off free to trim; 3) the resistance curves with elevator control (at fixed trims); 4) take-off time and take-off run.

A simplified flight-test method for determining aircraft takeoff performance that includes effects of pilot technique

NASA Technical Reports Server (NTRS)

Larson, T. J.; Schweikhard, W. G.

1974-01-01

A method for evaluating aircraft takeoff performance from brake release to air-phase height that requires fewer tests than conventionally required is evaluated with data for the XB-70 airplane. The method defines the effects of pilot technique on takeoff performance quantitatively, including the decrease in acceleration from drag due to lift. For a given takeoff weight and throttle setting, a single takeoff provides enough data to establish a standardizing relationship for the distance from brake release to any point where velocity is appropriate to rotation. The lower rotation rates penalized takeoff performance in terms of ground roll distance; the lowest observed rotation rate required a ground roll distance that was 19 percent longer than the highest. Rotations at the minimum rate also resulted in lift-off velocities that were approximately 5 knots lower than the highest rotation rate at any given lift-off distance.

75 FR 76626 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-09

..., Norman County Ada/Twin Valley, Takeoff Minimums and Obstacle DP, Orig Buffalo, MN, Buffalo Muni, Takeoff... 10 Bowling Green, OH, Wood County, RNAV (GPS) RWY 10, Orig-B Bowling Green, OH, Wood County, RNAV...

78 FR 54564 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-05

... Linder Rgnl, Takeoff Minimums and Obstacle DP, Amdt 1 Venice, FL, Venice Muni, RNAV (GPS) RWY 5, Orig Venice, FL, Venice Muni, RNAV (GPS) RWY 23, Orig Venice, FL, Venice Muni, Takeoff Minimums and Obstacle...

75 FR 72942 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-29

..., Takeoff Minimums and Obstacle DP, Amdt 3 Harvard, NE, Harvard State, RNAV (GPS) RWY 35, Orig Harvard, NE, Harvard State, Takeoff Minimums and Obstacle DP, Orig Harvard, NE, Harvard State, VOR/DME RNAV OR GPS RWY...

Ski jump takeoff performance predictions for a mixed-flow, remote-lift STOVL aircraft

NASA Technical Reports Server (NTRS)

Birckelbaw, Lourdes G.

1992-01-01

A ski jump model was developed to predict ski jump takeoff performance for a short takeoff and vertical landing (STOVL) aircraft. The objective was to verify the model with results from a piloted simulation of a mixed flow, remote lift STOVL aircraft. The prediction model is discussed. The predicted results are compared with the piloted simulation results. The ski jump model can be utilized for basic research of other thrust vectoring STOVL aircraft performing a ski jump takeoff.

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Turbine engine powered: Takeoff... OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a...

Performance Improvement of Diagonal Type MHD Generator by Modification of PTO Electrode Configuration

NASA Astrophysics Data System (ADS)

Takahashi, Toru; Fujino, Takayasu; Ishikawa, Motoo

Time dependent three-dimensional numerical analysis is carried out in order to clarify causes of voltage loss occurring near power takeoff regions and to suggest how to reduce the voltage loss for the scramjet engine driven MHD generator which was developed under the hypersonic vehicle electric power system program in USA. The numerical results under the experimental condition show that the local positive electric field is induced near the power takeoff electrodes. The phenomenon is due to the electric field loss by the high electric current through the weakly ionized plasma with low temperature and also by the low electromotive force near the power takeoff electrodes. When the configuration of power takeoff electrodes is modified, the current density near the power takeoff electrodes becomes small and the electromotive force becomes strong. The electric power output under the optimum electrode configuration of power takeoff is improved by 22 percent, compared with the value under the experimental condition.

14 CFR 23.61 - Takeoff flight path.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Takeoff flight path. 23.61 Section 23.61... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.61 Takeoff flight path. For normal, utility, and acrobatic category multiengine jets of more than 6,000 pounds...

14 CFR 25.904 - Automatic takeoff thrust control system (ATTCS).

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Automatic takeoff thrust control system... Automatic takeoff thrust control system (ATTCS). Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when...

14 CFR 25.904 - Automatic takeoff thrust control system (ATTCS).

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Automatic takeoff thrust control system... Automatic takeoff thrust control system (ATTCS). Each applicant seeking approval for installation of an engine power control system that automatically resets the power or thrust on the operating engine(s) when...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... engine powered: Takeoff limitations. 135.379 Section 135.379 Aeronautics and Space FEDERAL AVIATION... category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine... existing at take- off. (b) No person operating a turbine engine powered large transport category airplane...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... engine powered: Takeoff limitations. 135.379 Section 135.379 Aeronautics and Space FEDERAL AVIATION... category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine... existing at take- off. (b) No person operating a turbine engine powered large transport category airplane...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

14 CFR 125.381 - Takeoff and landing weather minimums: IFR.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: IFR... § 125.381 Takeoff and landing weather minimums: IFR. (a) Regardless of any clearance from ATC, if the reported weather conditions are less than that specified in the certificate holder's operations...

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

Code of Federal Regulations, 2013 CFR

2013-01-01

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

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

Code of Federal Regulations, 2010 CFR

2010-01-01

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

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

Code of Federal Regulations, 2014 CFR

2014-01-01

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

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

Code of Federal Regulations, 2012 CFR

2012-01-01

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

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

Code of Federal Regulations, 2011 CFR

2011-01-01

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

14 CFR 23.53 - Takeoff performance.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff performance. 23.53 Section 23.53... STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Flight Performance § 23.53 Takeoff performance. Link to an amendment published at 76 FR 75753, December 2, 2011. (a) For normal, utility, and...

14 CFR 135.225 - IFR: Takeoff, approach and landing minimums.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false IFR: Takeoff, approach and landing minimums. 135.225 Section 135.225 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... VFR/IFR Operating Limitations and Weather Requirements § 135.225 IFR: Takeoff, approach and landing...

14 CFR 135.225 - IFR: Takeoff, approach and landing minimums.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false IFR: Takeoff, approach and landing minimums. 135.225 Section 135.225 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... VFR/IFR Operating Limitations and Weather Requirements § 135.225 IFR: Takeoff, approach and landing...

14 CFR 135.225 - IFR: Takeoff, approach and landing minimums.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false IFR: Takeoff, approach and landing minimums. 135.225 Section 135.225 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF... VFR/IFR Operating Limitations and Weather Requirements § 135.225 IFR: Takeoff, approach and landing...

High speed propeller performance and noise predictions at takeoff/landing conditions

NASA Technical Reports Server (NTRS)

Nallasamy, M.; Woodward, R. P.; Groeneweg, J. F.

1988-01-01

The performance and noise of a high speed SR-7A model propeller under takeoff/landing conditions are considered. The blade loading distributions are obtained by solving the three-dimensional Euler equations and the sound pressure levels are computed using a time domain approach. At the nominal takeoff operating point, the blade sections near the hub are lightly or negatively loaded. The chordwise loading distributions are distinctly different from those of cruise conditions. The noise of the SR-7A model propeller at takeoff is dominated by the loading noise, similar to that at cruise conditions. The waveforms of the acoustic pressure signature are nearly sinusoidal in the plane of the propeller. The computed directivity of the blade passing frequency tone agrees fairly well with the data at nominal takeoff blade angle.

High speed propeller performance and noise predictions at takeoff/landing conditions

NASA Technical Reports Server (NTRS)

Nallasamy, M.; Woodward, R. P.; Groeneweg, J. F.

1987-01-01

The performance and noise of a high speed SR-7A model propeller under takeoff/landing conditions are considered. The blade loading distributions are obtained by solving the three-dimensional Euler equations and the sound pressure levels are computed using a time domain approach. At the nominal takeoff operating point, the blade sections near the hub are lightly or negatively loaded. The chordwise loading distributions are distinctly different from those of cruise conditions. The noise of the SR-7A model propeller at takeoff is dominated by the loading noise, similar to that at cruise conditions. The waveforms of the acoustic pressure signature are nearly sinusoidal in the plane of the propeller. The computed directivity of the blade passing frequency tone agrees fairly well with the data at nominal takeoff blade angle.

How Insects Initiate Flight: Computational Analysis of a Damselfly in Takeoff Flight

NASA Astrophysics Data System (ADS)

Bode-Oke, Ayodeji; Zeyghami, Samane; Dong, Haibo; Flow Simulation Research Group Team

2017-11-01

Flight initiation is essential for survival in biological fliers and can be classified into jumping and non-jumping takeoffs. During jumping takeoffs, the legs generate most of the initial impulse. Whereas the wings generate most of the forces in non-jumping takeoffs, which are usually voluntary, slow, and stable. It is of interest to understand how non-jumping takeoffs occur and what strategies insects use to generate the required forces. Using a high fidelity computational fluid dynamics simulation, we identify the flow features and compute the wing aerodynamic forces to elucidate how flight forces are generated by a damselfly performing a non-jumping takeoff. Our results show that a damselfly generates about three times its bodyweight during the first half-stroke for liftoff while flapping through a steeply inclined stroke plane and slicing the air at high angles of attack. Consequently, a Leading Edge Vortex (LEV) is formed during both the downstroke and upstroke on all the four wings. The formation of the LEV, however, is inhibited in the subsequent upstrokes following takeoff. Accordingly, we observe a drastic reduction in the magnitude of the aerodynamic force, signifying the importance of LEV in augmenting force production. This work was supported by National Science Foundation [CBET-1313217] and Air Force Research Laboratory [FA9550-12-1-007].

CFD-Based Design Optimization Tool Developed for Subsonic Inlet

NASA Technical Reports Server (NTRS)

1995-01-01

The traditional approach to the design of engine inlets for commercial transport aircraft is a tedious process that ends with a less-than-optimum design. With the advent of high-speed computers and the availability of more accurate and reliable computational fluid dynamics (CFD) solvers, numerical optimization processes can effectively be used to design an aerodynamic inlet lip that enhances engine performance. The designers' experience at Boeing Corporation showed that for a peak Mach number on the inlet surface beyond some upper limit, the performance of the engine degrades excessively. Thus, our objective was to optimize efficiency (minimize the peak Mach number) at maximum cruise without compromising performance at other operating conditions. Using a CFD code NPARC, the NASA Lewis Research Center, in collaboration with Boeing, developed an integrated procedure at Lewis to find the optimum shape of a subsonic inlet lip and a numerical optimization code, ADS. We used a GRAPE-based three-dimensional grid generator to help automate the optimization procedure. The inlet lip shape at the crown and the keel was described as a superellipse, and the superellipse exponents and radii ratios were considered as design variables. Three operating conditions: cruise, takeoff, and rolling takeoff, were considered in this study. Three-dimensional Euler computations were carried out to obtain the flow field. At the initial design, the peak Mach numbers for maximum cruise, takeoff, and rolling takeoff conditions were 0.88, 1.772, and 1.61, respectively. The acceptable upper limits on the takeoff and rolling takeoff Mach numbers were 1.55 and 1.45. Since the initial design provided by Boeing was found to be optimum with respect to the maximum cruise condition, the sum of the peak Mach numbers at takeoff and rolling takeoff were minimized in the current study while the maximum cruise Mach number was constrained to be close to that at the existing design. With this objective, the optimum design satisfied the upper limits at takeoff and rolling takeoff while retaining the desirable cruise performance. Further studies are being conducted to include static and cross-wind operating conditions in the design optimization procedure. This work was carried out in collaboration with Dr. E.S. Reddy of NYMA, Inc.

14 CFR 25.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.533 Hull and main... figure 2 of appendix B; V S 1=seaplane stalling speed (Knots) at the design water takeoff weight with... design water takeoff weight with flaps extended in the appropriate takeoff position; and β=angle of dead...

14 CFR 23.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Water Loads § 23.533 Hull and main float bottom pressures. (a) General. The hull and main float...=seaplane stalling speed (knots) at the design water takeoff weight with flaps extended in the appropriate...) at the design water takeoff weight with flaps extended in the appropriate takeoff position; and β...

14 CFR 25.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.533 Hull and main... figure 2 of appendix B; V S 1=seaplane stalling speed (Knots) at the design water takeoff weight with... design water takeoff weight with flaps extended in the appropriate takeoff position; and β=angle of dead...

14 CFR 23.533 - Hull and main float bottom pressures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Water Loads § 23.533 Hull and main float bottom pressures. (a) General. The hull and main float...=seaplane stalling speed (knots) at the design water takeoff weight with flaps extended in the appropriate...) at the design water takeoff weight with flaps extended in the appropriate takeoff position; and β...

14 CFR 25.491 - Taxi, takeoff and landing roll.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Taxi, takeoff and landing roll. 25.491..., takeoff and landing roll. Within the range of appropriate ground speeds and approved weights, the airplane structure and landing gear are assumed to be subjected to loads not less than those obtained when the...

14 CFR 25.491 - Taxi, takeoff and landing roll.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Taxi, takeoff and landing roll. 25.491..., takeoff and landing roll. Within the range of appropriate ground speeds and approved weights, the airplane structure and landing gear are assumed to be subjected to loads not less than those obtained when the...

14 CFR 25.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float takeoff condition. 25... AIRCRAFT AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Water Loads § 25.531 Hull and main float takeoff condition. For the wing and its attachment to the hull or main float— (a) The aerodynamic...

14 CFR 23.531 - Hull and main float takeoff condition.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Hull and main float takeoff condition. 23.531 Section 23.531 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Water Loads § 23.531 Hull and main float takeoff condition. For the wing and its attachment to the hull...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Turbine engine powered: Takeoff... Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the...

14 CFR 121.189 - Airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Turbine engine powered: Takeoff... Limitations § 121.189 Airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine powered airplane may take off that airplane at a weight greater than that listed in the...

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... not one during which component and the engine fluid temperatures would stabilize (in which case... investigated in order to allow temperatures to reach their natural levels at the time of entry). The takeoff... reaches an altitude of 1,500 feet above the takeoff surface or reaches a point in the takeoff where the...

Hot Water Propulsion for Horizontal Rocket Assisted Take-Off Systems for Future Reusable Launch Vehicles

NASA Astrophysics Data System (ADS)

Pilz, N.; Adirim, H.; Lo, R.; Schildknecht, A.

2004-10-01

Among other concepts, reusable space transportation systems that comprise winged reusable launch vehicles (RLV) with horizontal take-off and horizontal landing (HTHL) are under worldwide investigation, e.g. the respective concepts within ESA's FESTIP-Study (Future European Space Transportation Integration Program) or the HOPPER concept by EADS-ST. The payload of these RLVs could be significantly increased by means of a ground-based take-off assistance system that would accelerate the vehicle along a horizontal track until it reaches the desired speed to ignite its onboard engines for leaving the ground and launching into orbit. This paper illustrates the advantages of horizontal take-off for winged RLVs and provides an overview of launch-assist options for HTHL RLVs. It presents hot water propulsion for ground-based take-off assistance systems for future RLVs as an attractive choice besides magnetic levitation and acceleration (maglev) technology. Finally, preliminary design concepts are presented for a rocket assisted take-off system (RATOS) with hot water propulsion followed by an analysis of its improvement potential.

A Conceptual Design of a Short Takeoff and Landing Regional Jet Airliner

NASA Technical Reports Server (NTRS)

Hahn, Andrew S.

2010-01-01

Most jet airliner conceptual designs adhere to conventional takeoff and landing performance. Given this predominance, takeoff and landing performance has not been critical, since it has not been an active constraint in the design. Given that the demand for air travel is projected to increase dramatically, there is interest in operational concepts, such as Metroplex operations that seek to unload the major hub airports by using underutilized surrounding regional airports, as well as using underutilized runways at the major hub airports. Both of these operations require shorter takeoff and landing performance than is currently available for airliners of approximately 100-passenger capacity. This study examines the issues of modeling performance in this now critical flight regime as well as the impact of progressively reducing takeoff and landing field length requirements on the aircraft s characteristics.

Biomechanical analysis of standing long jump from varying starting positions.

PubMed

Mackala, Krzysztof; Stodółka, Jacek; Siemienski, Adam; Coh, Milan

2013-10-01

The purpose of this study was (a) to investigate the effect of the different foot movement (placement) during take-off and the initial knee joint angle used in standing long jump by the ground reaction forces analysis and 3-dimensional motion analysis (BTS SMART motion) and (b) investigate how the jump performances of different foot placement is related to the electromyography (EMG) activity (Noraxon) of 3 selected muscle groups (m. gastrocnemius, m. gluteus maximus, m. rectus femoris, m. tibialis anterior, m. biceps femoris, and m. vastus medialis). Six high caliber sprinters (100 m: 10.87 ± 0.38 seconds and 400 m: 46.75 ± 1.05 seconds) performed a series of jumps from parallel and straddle foot placement at take-off on a 2 force platform (Kistler model 9286B) to determine if a different pattern of take-off improves jumping distance. Using kinematic and kinetic data, the knee joint angle, the trajectories of center of mass (COM), magnitude of take-off peak force, and impulse during take-off phase were calculated. Average standing long jump performances with straddle foot placement were 13.58 cm (5.18%) above that from parallel feet placement. The take-off velocity with 90° knee initial angle initiation of take-off was not different (1.18 and 1.17 m·s, respectively) between the 2 jumps. The take-off angles on the COM trajectory also showed differences (69.87 and 66.8°, respectively) between each other. The contribution (EMG activation) made by the 6 muscles were almost the same during all phases for the 2 jumps; however, some differences can be found, in either unilateral (single leg) or sums of both legs (bilateral) measurements. A recommendation can be formulated that the contribution of straddle foot placement during take-off can significantly increase the value of power measurement especially when the evaluation requires a complex movement structure with the division on the left and right legs, for example, sprint start from block.

Coronary anatomy in children with bicuspid aortic valves and associated congenital heart disease.

PubMed

Koenraadt, Wilke M C; Bartelings, Margot M; Bökenkamp, Regina; Gittenberger-de Groot, Adriana C; DeRuiter, Marco C; Schalij, Martin J; Jongbloed, Monique Rm

2018-03-01

In patients with bicuspid aortic valve (BAV), coronary anatomy is variable. High take-off coronary arteries have been described, but data are scarce, especially when associated with complex congenital heart disease (CHD). The purpose of this study was to describe coronary patterns in these patients. In 84 postmortem heart specimens with BAV and associated CHD, position and height of the coronary ostia were studied and related to BAV morphology. High take-off right (RCA) and left coronary arteries (LCA) were observed in 23% and 37% of hearts, respectively, most frequently in hearts with hypoplastic left ventricle (HLV) and outflow tract anomalies. In HLV, high take-off was observed in 18/40 (45%) more frequently of LCA (n=14) than RCA (n=6). In hearts with aortic hypoplasia, 8/13 (62%) had high take-off LCA and 6/13 (46%) high take-off RCA. High take-off was seen 19 times in 22 specimens with perimembranous ventricular septal defect (RCA 8, LCA 11). High take-off was associated with type 1A BAV (raphe between right and left coronary leaflets), more outspoken for the RCA. Separate ostia of left anterior descending coronary artery and left circumflex coronary artery were seen in four hearts (5%), not related to specific BAV morphology. High take-off coronary arteries, especially the LCA, occur more frequently in BAV with associated CHD than reported in normal hearts and isolated BAV. Outflow tract defects and HLV are associated with type 1A BAV and high take-off coronary arteries. Although it is unclear whether these findings in infants with detrimental outcome can be related to surviving adults, clinical awareness of variations in coronary anatomy is warranted. © Article author(s) (or their employer(s) unless otherwise stated in the text of the article) 2018. All rights reserved. No commercial use is permitted unless otherwise expressly granted.

Accident of the DC-10 EC-DEG aircraft at Malaga on September 13, 1982

NASA Technical Reports Server (NTRS)

1986-01-01

The present analysis of the abortive takeoff-type accident of a DC-10 at Malaga airport gives attention to the velocity profiles of the aircraft from takeoff to ground impact. A fire followed ground impact. Takeoff was initiated by the crew with only 1295 m of runway left beneath the aircraft. On the basis of the data obtained by this analysis, it is recommended that both pilots and other flight crew members be trained to respond to takeoff failures due to causes other than loss of engine power, such as landing gear collapse.

75 FR 32653 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-09

... Giddings, TX, Giddings-Lee County, Takeoff Minimum and Obstacle DP, Orig Hebbronville, TX, Jim Hogg County, GPS RWY 13, Amdt 1A, CANCELLED Hebbronville, TX, Jim Hogg County, NDB RWY 13, Amdt 4 Hebbronville, TX, Jim Hogg County, RNAV (GPS) RWY 13, Orig Hebbronville, TX, Jim Hogg County, Takeoff Minimum and...

14 CFR 29.923 - Rotor drive system and control mechanism tests.

Code of Federal Regulations, 2010 CFR

2010-01-01

...; and (ii) Absorbed by the rotors to be approved for the rotorcraft. (b) Endurance tests; takeoff run. The takeoff run must be conducted as follows: (1) Except as prescribed in paragraphs (b)(2) and (b)(3) of this section, the takeoff torque run must consist of 1 hour of alternate runs of 5 minutes at...

14 CFR 29.923 - Rotor drive system and control mechanism tests.

Code of Federal Regulations, 2011 CFR

2011-01-01

...; and (ii) Absorbed by the rotors to be approved for the rotorcraft. (b) Endurance tests; takeoff run. The takeoff run must be conducted as follows: (1) Except as prescribed in paragraphs (b)(2) and (b)(3) of this section, the takeoff torque run must consist of 1 hour of alternate runs of 5 minutes at...

14 CFR 29.923 - Rotor drive system and control mechanism tests.

Code of Federal Regulations, 2012 CFR

2012-01-01

...; and (ii) Absorbed by the rotors to be approved for the rotorcraft. (b) Endurance tests; takeoff run. The takeoff run must be conducted as follows: (1) Except as prescribed in paragraphs (b)(2) and (b)(3) of this section, the takeoff torque run must consist of 1 hour of alternate runs of 5 minutes at...

14 CFR 29.923 - Rotor drive system and control mechanism tests.

Code of Federal Regulations, 2013 CFR

2013-01-01

...; and (ii) Absorbed by the rotors to be approved for the rotorcraft. (b) Endurance tests; takeoff run. The takeoff run must be conducted as follows: (1) Except as prescribed in paragraphs (b)(2) and (b)(3) of this section, the takeoff torque run must consist of 1 hour of alternate runs of 5 minutes at...

14 CFR 29.923 - Rotor drive system and control mechanism tests.

Code of Federal Regulations, 2014 CFR

2014-01-01

...; and (ii) Absorbed by the rotors to be approved for the rotorcraft. (b) Endurance tests; takeoff run. The takeoff run must be conducted as follows: (1) Except as prescribed in paragraphs (b)(2) and (b)(3) of this section, the takeoff torque run must consist of 1 hour of alternate runs of 5 minutes at...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 121.649 - Takeoff and landing weather minimums: VFR: Domestic operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoff and landing weather minimums: VFR... Flight Release Rules § 121.649 Takeoff and landing weather minimums: VFR: Domestic operations. (a) Except... weather minimums in this section do not apply to the VFR operation of fixed-wing aircraft at any of the...

14 CFR 25.105 - Takeoff.

Code of Federal Regulations, 2010 CFR

2010-01-01

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

75 FR 19541 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-15

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need... DP, Amdt 2 Alexandria, MN, Chandler Field, RNAV (GPS) RWY 22, Orig Bemidji, MN, Bemidji Rgnl, RNAV (GPS) RWY 25, Orig Granite Falls, MN, Granite Falls Muni/Lenzen-Roe Meml Fld, Takeoff Minimums and...

Flight test of takeoff performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B.; Srivatsan, Raghavachari; Person, Lee H., Jr.

1994-01-01

The Takeoff Performance Monitoring System (TOPMS) is a computer software and hardware graphics system that visually displays current runway position, acceleration performance, engine status, and other situation advisory information to aid pilots in their decision to continue or to abort a takeoff. The system was developed at the Langley Research Center using the fixed-base Transport Systems Research Vehicle (TSRV) simulator. (The TSRV is a highly modified Boeing 737-100 research airplane.) Several versions of the TOPMS displays were evaluated on the TSRV B-737 simulator by more than 40 research, United States Air Force, airline and industry and pilots who rated the system satisfactory and recommended further development and testing. In this study, the TOPMS was flight tested on the TSRV. A total of 55 takeoff and 30 abort situations were investigated at 5 airfields. TOPMS displays were observed on the navigation display screen in the TSRV research flight deck during various nominal and off-nominal situations, including normal takeoffs; reduced-throttle takeoffs; induced-acceleration deficiencies; simulated-engine failures; and several gross-weight, runway-geometry, runway-surface, and ambient conditions. All tests were performed on dry runways. The TOPMS software executed accurately during the flight tests and the displays correctly depicted the various test conditions. Evaluation pilots found the displays easy to monitor and understand. The algorithm provides pretakeoff predictions of the nominal distances that are needed to accelerate the airplane to takeoff speed and to brake it to a stop; these predictions agreed reasonably well with corresponding values measured during several fully executed and aborted takeoffs. The TOPMS is operational and has been retained on the TSRV for general use and demonstration.

A biomechanical analysis of the long-jump technique of elite female amputee athletes.

PubMed

Nolan, Lee; Patritti, Benjamin L; Simpson, Kathy J

2006-10-01

The purpose of this study was to investigate whether female lower-limb amputees conform to the established long-jump model and to compare the kinematics of the approach and take-off phases for elite female transfemoral and transtibial amputee long jumpers. Eight female transfemoral and nine female transtibial amputee athletes were videotaped (sagittal plane movements at 50 Hz) from third-to-last step to take-off during the 2004 Paralympic Games long-jump finals. After digitizing and reconstruction of 2D coordinates, key variables were calculated at each stride and during contact with the take-off board. Additionally, approach speed during the run-up of each jump was recorded (100 Hz) using a laser Doppler device (LDM 300 C Sport, Jenoptik Laser, Jena, Germany). The transfemoral amputees had a consistently higher center of mass height on the last three steps before take-off than the transtibial amputees. However, at touch-down onto the take-off board, they lowered their center of mass excessively so that from touch-down to take-off, they were actually lower than the transtibial amputees. This resulted in a greater negative vertical velocity at touch-down and may have inversely affected their jump performance. Female transtibial athletes conformed to the long-jump model, although adaptations to this technique were displayed. Female transfemoral athletes, however, exhibited no relationship between take-off speed and distance jumped, which may be attributable to their excessive lowering of their center-of-mass height at touch-down onto the take-off board. It is recommended that coaches and athletes proceed with caution when trying to replicate techniques used by able-bodied athletes because adaptations to the constraints of a prosthesis should be considered.

Aerodynamics and flow features of a damselfly in takeoff flight.

PubMed

Bode-Oke, Ayodeji T; Zeyghami, Samane; Dong, Haibo

2017-09-26

Flight initiation is fundamental for survival, escape from predators and lifting payload from one place to another in biological fliers and can be broadly classified into jumping and non-jumping takeoffs. During jumping takeoffs, the legs generate most of the initial impulse. Whereas the wings generate most of the forces in non-jumping takeoffs, which are usually voluntary, slow, and stable. It is of great interest to understand how these non-jumping takeoffs occur and what strategies insects use to generate large amount of forces required for this highly demanding flight initiation mode. Here, for the first time, we report accurate wing and body kinematics measurements of a damselfly during a non-jumping takeoff. Furthermore, using a high fidelity computational fluid dynamics simulation, we identify the 3D flow features and compute the wing aerodynamics forces to unravel the key mechanisms responsible for generating large flight forces. Our numerical results show that a damselfly generates about three times its body weight during the first half-stroke for liftoff. In generating these forces, the wings flap through a steeply inclined stroke plane with respect to the horizon, slicing through the air at high angles of attack (45°-50°). Consequently, a leading edge vortex (LEV) is formed during both the downstroke and upstroke on all the four wings. The formation of the LEV, however, is inhibited in the subsequent upstrokes following takeoff. Accordingly, we observe a drastic reduction in the magnitude of the aerodynamic force, signifying the importance of LEV in augmenting force production. Our analysis also shows that forewing-hindwing interaction plays a favorable role in enhancing both lift and thrust production during takeoff.

Trajectory-Based Takeoff Time Predictions Applied to Tactical Departure Scheduling: Concept Description, System Design, and Initial Observations

NASA Technical Reports Server (NTRS)

Engelland, Shawn A.; Capps, Alan

2011-01-01

Current aircraft departure release times are based on manual estimates of aircraft takeoff times. Uncertainty in takeoff time estimates may result in missed opportunities to merge into constrained en route streams and lead to lost throughput. However, technology exists to improve takeoff time estimates by using the aircraft surface trajectory predictions that enable air traffic control tower (ATCT) decision support tools. NASA s Precision Departure Release Capability (PDRC) is designed to use automated surface trajectory-based takeoff time estimates to improve en route tactical departure scheduling. This is accomplished by integrating an ATCT decision support tool with an en route tactical departure scheduling decision support tool. The PDRC concept and prototype software have been developed, and an initial test was completed at air traffic control facilities in Dallas/Fort Worth. This paper describes the PDRC operational concept, system design, and initial observations.

The calculated effect of trailing-edge flaps on the take-off of flying boats

NASA Technical Reports Server (NTRS)

Parkinson, J E; Bell, J W

1934-01-01

The results of take-off calculations are given for an application of simple trailing-edge flaps to two hypothetical flying boats, one having medium wing and power loading and consequently considerable excess of thrust over total resistance during the take-off run, the other having high wing and power loading and a very low excess thrust. For these seaplanes the effect of downward flap settings was: (1) to increase the total resistance below the stalling speed, (2) to decrease the get-away speed, (3) to improve the take-off performance of the seaplane having considerable excess thrust, and (4) to hinder the take-off of the seaplane having low excess thrust. It is indicated that flaps would allow a decrease in the high angles of wing setting necessary with most seaplanes, provided that the excess thrust is not too low.

A model for nocturnal frost formation on a wing section: Aircraft takeoff performance penalties

NASA Technical Reports Server (NTRS)

Dietenberger, M. A.

1983-01-01

The nocturnal frost formation on a wing section, to explain the hazard associated with frost during takeoff was investigated. A model of nocturnal frost formation on a wing section which predicts when the nocturnal frost will form and also its thickness and density as a function of time was developed. The aerodynamic penalities as related to the nocturnal frost formation properties were analyzed to determine how much the takeoff performance would be degraded by a specific frost layer. With an aircraft takeoff assuming equations representing a steady climbing flight, it is determined that a reduction in the maximum gross weight or a partial frost clearance and a reduction in the takeoff angle of attack is needed to neutralize drag and life penalities which are due to frost. Atmospheric conditions which produce the most hazardous frost buildup are determined.

14 CFR Appendix I to Part 25 - Installation of an Automatic Takeoff Thrust Control System (ATTCS)

Code of Federal Regulations, 2011 CFR

2011-01-01

... Appendix I to Part 25—Installation of an Automatic Takeoff Thrust Control System (ATTCS) I25.1General. (a... crew to increase thrust or power. I25.2Definitions. (a) Automatic Takeoff Thrust Control System (ATTCS... Control System (ATTCS) I Appendix I to Part 25 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION...

76 FR 70053 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-11-10

... 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and... Three Rivers, MI, Three Rivers Muni Dr. Haines, Takeoff Minimums and Obstacle DP, Orig Brainerd, MN, Brainerd Lakes Rgnl, ILS OR LOC/DME RWY 34, Amdt 1 Park Rapids, MN, Park Rapids Muni-Konshok Field, NDB RWY...

78 FR 18806 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-28

... on 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex..., ILS OR LOC/DME RWY 24, Amdt 2B Faribault, MN, Faribault Muni, RNAV (GPS) RWY 12, Amdt1 Faribault, MN, Faribault Muni, RNAV (GPS) RWY 30, Amdt1 Minneapolis, MN, Minneapolis-St Paul Intl/Wold-Chamberlain, Takeoff...

76 FR 43580 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-07-21

..., Raleigh Exec Jetport at Sanford-Lee County, Takeoff Minimums and Obstacle DP, Amdt 1 Rugby, ND, Rugby Muni, GPS RWY 12, Orig, CANCELLED Rugby, ND, Rugby Muni, GPS RWY 30, Orig-B, CANCELLED Rugby, ND, Rugby Muni, RNAV (GPS) RWY 12, Orig Rugby, ND, Rugby Muni, RNAV (GPS) RWY 30, Orig Rugby, ND, Rugby Muni, Takeoff...

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

PubMed

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

2016-01-01

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

A Reduced Ejector Equation,

DTIC Science & Technology

Ejectors , * Thrust augmentation , * Thrust augmentor nozzles, *Mathematical models, Equations, Supersonic characteristics, Inlets, Exits, Aerodynamics, Vertical takeoff aircraft, Short takeoff aircraft, Workshops

Monitoring techniques for the X-29A aircraft's high-speed rotating power takeoff shaft

NASA Technical Reports Server (NTRS)

Voracek, David F.

1990-01-01

The experimental X-29A forward swept-wing aircraft has many unique and critical systems that require constant monitoring during ground or flight operation. One such system is the power takeoff shaft, which is the mechanical link between the engine and the aircraft-mounted accessory drive. The X-29A power takeoff shaft opertes in a range between 0 and 16,810 rpm, is longer than most jet engine power takeoff shafts, and is made of graphite epoxy material. Since the X-29A aircraft operates on a single engine, failure of the shaft during flight could lead to loss of the aircraft. The monitoring techniques and test methods used during power takeoff shaft ground and flight operations are discussed. Test data are presented in two case studies where monitoring and testing of the shaft dynamics proved instrumental in discovering and isolating X-29A power takeoff shaft problems. The first study concerns the installation of an unbalanced shaft. The effect of the unbalance on the shaft vibration data and the procedure used to correct the problem are discussed. The second study deals with the shaft exceeding the established vibration limits during flight. This case study found that the vibration of connected rotating machinery unbalances contributed to the excessive vibration level of the shaft. The procedures used to identify the contributions of other rotating machinery unbalances to the power takeoff shaft unbalance are discussed.

77 FR 12452 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-01

... OR LOC Z RWY 8, Amdt 37 Burbank, CA, Bob Hope, LOC Y RWY 8, Amdt 4 Colorado Springs, CO, City of Colorado Springs Muni, Takeoff Minimums and Obstacle DP, Amdt 10 Craig, CO, Craig-Moffat, Takeoff Minimums and Obstacle DP, Amdt 4 Durango, CO, Durango-La Plata County, VOR/DME RWY 3, Amdt 5 Pueblo, CO, Pueblo...

Viability of Cross-Flow Fan for Vertical Take-Off and Landing Aircraft

DTIC Science & Technology

2012-06-01

NAVAL POSTGRADUATE SCHOOL MONTEREY, CALIFORNIA THESIS Approved for public release; distribution is unlimited VIABILITY OF CROSS...FLOW FAN FOR VERTICAL TAKE-OFF AND LANDING AIRCRAFT by Christopher T. Delagrange June 2012 Thesis Advisor: Garth V. Hobson Second...AND DATES COVERED Master’s Thesis 4. TITLE AND SUBTITLE Viability of Cross-Flow Fan for Vertical Take-Off and Landing Aircraft 5. FUNDING

Preliminary design of a supersonic Short-Takeoff and Vertical-Landing (STOVL) fighter aircraft

NASA Technical Reports Server (NTRS)

1990-01-01

A preliminary study of a supersonic short takeoff and vertical landing (STOVL) fighter is presented. Three configurations (a lift plus lift/cruise concept, a hybrid fan vectored thrust concept, and a mixed flow vectored thrust concept) were initially investigated with one configuration selected for further design analysis. The selected configuration, the lift plus lift/cruise concept, was successfully integrated to accommodate the powered lift short takeoff and vertical landing requirements as well as the demanding supersonic cruise and point performance requirements. A supersonic fighter aircraft with a short takeoff and vertical landing capability using the lift plus lift/cruise engine concept seems a viable option for the next generation fighter.

Lower Extremity Kinematics Differed Between a Controlled Drop-Jump and Volleyball-Takeoffs.

PubMed

Beardt, Bradley S; McCollum, Myranda R; Hinshaw, Taylour J; Layer, Jacob S; Wilson, Margaret A; Zhu, Qin; Dai, Boyi

2018-04-03

Previous studies utilizing jump-landing biomechanics to predict anterior cruciate ligament injuries have shown inconsistent findings. The purpose of this study was to quantify the differences and correlations in jump-landing kinematics between a drop-jump, a controlled volleyball-takeoff, and a simulated-game volleyball-takeoff. Seventeen female volleyball players performed these three tasks on a volleyball court while three-dimensional kinematic data were collected by three calibrated camcorders. Participants demonstrated significantly increased jump height, shorter stance time, increased time differences in initial contact between two feet, increased knee and hip flexion at initial contact and decreased peak knee and hip flexion for both left and right legs, and decreased knee-ankle distance ratio at the lowest height of mid-hip for the two volleyball-takeoffs compared with the drop-jump (p < 0.05, Cohen's dz ≥ 0.8). Significant correlations were observed for all variables between the two volleyball-takeoffs (p < 0.05, ρ ≥ 0.6), but were not for most variables between the drop-jump and two volleyball-takeoffs. Controlled drop-jump kinematics may not represent jump-landing kinematics exhibited during volleyball competition. Jump-landing mechanics during sports-specific tasks may better represent those exhibited during sports competition and their associated risk of ACL injury compared with the drop-jump.

Relative Efficiencies and Design Charts for Various Engine-Propeller Combinations, Special Report

NASA Technical Reports Server (NTRS)

Biermann, David

1936-01-01

The relative efficiencies of various engine-propeller combinations were the subject of a study that covered the important flight conditions, particularly the take-off. Design charts that graphically correlate the various propeller parameters were prepared to facilitate the solution of problems and also to c1arify the conception of the relationships of the various engine-propeller design factors. It is shown that, among the many methods for improving the take-off thrust, the use of high-pitch, large-diameter controllable propellers turning at low rotational speeds is probably the most generally promising. With such a combination the take-off thrust may be further increased, at the expense of a small loss in cruising efficiency, by compromise designs wherein the pitch setting is slightly reduced and the diameter is further increased. The degree of compromise necessary to accomplish the maximum possible take-off improvement depends on such design factors as overspeeding and overboosting at take-off as well as depending on the design altitude. Both overspeeding and designing for altitude operation have the same effect on the take-off thrust as compromising in that the propulsive efficiency is increased thereby; boosting the engine, however, has the reverse effect on the propulsive efficiency, although the brake horsepower is increased.

Reducing gravity takes the bounce out of running.

PubMed

Polet, Delyle T; Schroeder, Ryan T; Bertram, John E A

2018-02-13

In gravity below Earth-normal, a person should be able to take higher leaps in running. We asked 10 subjects to run on a treadmill in five levels of simulated reduced gravity and optically tracked centre-of-mass kinematics. Subjects consistently reduced ballistic height compared with running in normal gravity. We explain this trend by considering the vertical take-off velocity (defined as maximum vertical velocity). Energetically optimal gaits should balance the energetic costs of ground-contact collisions (favouring lower take-off velocity), and step frequency penalties such as leg swing work (favouring higher take-off velocity, but less so in reduced gravity). Measured vertical take-off velocity scaled with the square root of gravitational acceleration, following energetic optimality predictions and explaining why ballistic height decreases in lower gravity. The success of work-based costs in predicting this behaviour challenges the notion that gait adaptation in reduced gravity results from an unloading of the stance phase. Only the relationship between take-off velocity and swing cost changes in reduced gravity; the energetic cost of the down-to-up transition for a given vertical take-off velocity does not change with gravity. Because lower gravity allows an elongated swing phase for a given take-off velocity, the motor control system can relax the vertical momentum change in the stance phase, thus reducing ballistic height, without great energetic penalty to leg swing work. Although it may seem counterintuitive, using less 'bouncy' gaits in reduced gravity is a strategy to reduce energetic costs, to which humans seem extremely sensitive. © 2018. Published by The Company of Biologists Ltd.

Whole-body 3D kinematics of bird take-off: key role of the legs to propel the trunk

NASA Astrophysics Data System (ADS)

Provini, Pauline; Abourachid, Anick

2018-02-01

Previous studies showed that birds primarily use their hindlimbs to propel themselves into the air in order to take-off. Yet, it remains unclear how the different parts of their musculoskeletal system move to produce the necessary acceleration. To quantify the relative motions of the bones during the terrestrial phase of take-off, we used biplanar fluoroscopy in two species of birds, diamond dove ( Geopelia cuneata) and zebra finch ( Taeniopygia guttata). We obtained a detailed 3D kinematics analysis of the head, the trunk and the three long bones of the left leg. We found that the entire body assisted the production of the needed forces to take-off, during two distinct but complementary phases. The first one, a relatively slow preparatory phase, started with a movement of the head and an alignment of the different groups of bones with the future take-off direction. It was associated with a pitch down of the trunk and a flexion of the ankle, of the hip and, to a lesser extent, of the knee. This crouching movement could contribute to the loading of the leg muscles and store elastic energy that could be released in the propulsive phase of take-off, during the extension of the leg joints. Combined with the fact that the head, together with the trunk, produced a forward momentum, the entire body assisted the production of the needed forces to take-off. The second phase was faster with mostly horizontal forward and vertical upward translation motions, synchronous to an extension of the entire lower articulated musculoskeletal system. It led to the propulsion of the bird in the air with a fundamental role of the hip and ankle joints to move the trunk upward and forward. Take-off kinematics were similar in both studied species, with a more pronounced crouching movement in diamond dove, which can be related to a large body mass compared to zebra finch.

The Effects of System and Environmental Factors Upon Experienced Pilot Performance in the Advanced Simulator for Pilot Training

DTIC Science & Technology

1977-04-01

System by System Variable Interactions Across All Maneuvers ... .......... 23 11 Field of View by Motion Interaction Cell Means for Takeoff...23 12 Motion by Field :f View Interaction Cell Means for GCA ..... ................. 24 13 Motion by FOV Interaction Mc--n Ratings for the...GCA and Takeoff Maneuvers ... ....... 24 14 Motion by G.Seat Interaction Cell Means for Takeoff ...... ................... 25 15 Motion by G.Seat

Prediction of noise constrained optimum takeoff procedures

NASA Technical Reports Server (NTRS)

Padula, S. L.

1980-01-01

An optimization method is used to predict safe, maximum-performance takeoff procedures which satisfy noise constraints at multiple observer locations. The takeoff flight is represented by two-degree-of-freedom dynamical equations with aircraft angle-of-attack and engine power setting as control functions. The engine thrust, mass flow and noise source parameters are assumed to be given functions of the engine power setting and aircraft Mach number. Effective Perceived Noise Levels at the observers are treated as functionals of the control functions. The method is demonstrated by applying it to an Advanced Supersonic Transport aircraft design. The results indicate that automated takeoff procedures (continuously varying controls) can be used to significantly reduce community and certification noise without jeopardizing safety or degrading performance.

Dancers with achilles tendinopathy demonstrate altered lower extremity takeoff kinematics.

PubMed

Kulig, Kornelia; Loudon, Janice K; Popovich, John M; Pollard, Christine D; Winder, Brooke R

2011-08-01

Controlled laboratory study using a cross-sectional design. To analyze lower extremity kinematics during takeoff of a "saut de chat" (leap) in dancers with and without a history of Achilles tendinopathy (AT). We hypothesized that dancers with AT would demonstrate different kinematic strategies compared to dancers without pathology, and that these differences would be prominent in the transverse and frontal planes. AT is a common injury experienced by dancers. Dance leaps such as the saut de chat place a large demand on the Achilles tendon. Sixteen female dancers with and without a history of AT (mean ± SD age, 18.8 ± 1.2 years) participated. Three-dimensional kinematics at the hip, knee, and ankle were quantified for the takeoff of the saut de chat, using a motion analysis system. A force platform was used to determine braking and push-off phases of takeoff. Peak sagittal, frontal, and transverse plane joint positions during the braking and push-off phases of the takeoff were examined statistically. Independent samples t tests were used to evaluate group differences (α = .05). The dancers in the tendinopathy group demonstrated significantly higher peak hip adduction during the braking phase of takeoff (mean ± SD, 13.5° ± 6.1° versus 7.7° ± 4.2°; P = .046). During the push-off phase, dancers with AT demonstrated significantly more internal rotation at the knee (13.2° ± 5.2° versus 6.9° ± 4.9°; P = .024). Dancers with AT demonstrate increased peak transverse and frontal plane kinematics when performing the takeoff of a saut de chat. These larger displacements may be either causative or compensatory factors in the development of AT.

Aerodynamic Ground Effect in Fruitfly Sized Insect Takeoff

PubMed Central

Kolomenskiy, Dmitry; Maeda, Masateru; Engels, Thomas; Liu, Hao; Schneider, Kai; Nave, Jean-Christophe

2016-01-01

Aerodynamic ground effect in flapping-wing insect flight is of importance to comparative morphologies and of interest to the micro-air-vehicle (MAV) community. Recent studies, however, show apparently contradictory results of either some significant extra lift or power savings, or zero ground effect. Here we present a numerical study of fruitfly sized insect takeoff with a specific focus on the significance of leg thrust and wing kinematics. Flapping-wing takeoff is studied using numerical modelling and high performance computing. The aerodynamic forces are calculated using a three-dimensional Navier–Stokes solver based on a pseudo-spectral method with volume penalization. It is coupled with a flight dynamics solver that accounts for the body weight, inertia and the leg thrust, while only having two degrees of freedom: the vertical and the longitudinal horizontal displacement. The natural voluntary takeoff of a fruitfly is considered as reference. The parameters of the model are then varied to explore possible effects of interaction between the flapping-wing model and the ground plane. These modified takeoffs include cases with decreased leg thrust parameter, and/or with periodic wing kinematics, constant body pitch angle. The results show that the ground effect during natural voluntary takeoff is negligible. In the modified takeoffs, when the rate of climb is slow, the difference in the aerodynamic forces due to the interaction with the ground is up to 6%. Surprisingly, depending on the kinematics, the difference is either positive or negative, in contrast to the intuition based on the helicopter theory, which suggests positive excess lift. This effect is attributed to unsteady wing-wake interactions. A similar effect is found during hovering. PMID:27019208

Measurement of the Errors of Service Altimeter Installations During Landing-Approach and Take-Off Operations

NASA Technical Reports Server (NTRS)

Gracey, William; Jewel, Joseph W., Jr.; Carpenter, Gene T.

1960-01-01

The overall errors of the service altimeter installations of a variety of civil transport, military, and general-aviation airplanes have been experimentally determined during normal landing-approach and take-off operations. The average height above the runway at which the data were obtained was about 280 feet for the landings and about 440 feet for the take-offs. An analysis of the data obtained from 196 airplanes during 415 landing approaches and from 70 airplanes during 152 take-offs showed that: 1. The overall error of the altimeter installations in the landing- approach condition had a probable value (50 percent probability) of +/- 36 feet and a maximum probable value (99.7 percent probability) of +/- 159 feet with a bias of +10 feet. 2. The overall error in the take-off condition had a probable value of +/- 47 feet and a maximum probable value of +/- 207 feet with a bias of -33 feet. 3. The overall errors of the military airplanes were generally larger than those of the civil transports in both the landing-approach and take-off conditions. In the landing-approach condition the probable error and the maximum probable error of the military airplanes were +/- 43 and +/- 189 feet, respectively, with a bias of +15 feet, whereas those for the civil transports were +/- 22 and +/- 96 feet, respectively, with a bias of +1 foot. 4. The bias values of the error distributions (+10 feet for the landings and -33 feet for the take-offs) appear to represent a measure of the hysteresis characteristics (after effect and recovery) and friction of the instrument and the pressure lag of the tubing-instrument system.

Pesticides and passive dispersal: acaricide- and starvation-induced take-off of the predatory mite Neoseiulus baraki.

PubMed

Monteiro, Vaneska Barbosa; Silva, Vanessa Farias; Lima, Debora Barbosa; Guedes, Raul Narciso Carvalho; Gondim, Manoel Guedes Correa

2018-06-01

An understanding of the causes and consequences of dispersal is vital for managing populations. Environmental contaminants, such as pesticides, provide potential environmental context-dependent stimuli for dispersal of targeted and non-targeted species, which may occur not only for active but also for passive dispersal, although such a possibility is frequently neglected. Here, we assessed the potential of food deprivation and acaricides to interfere with the take-off for passive (wind) dispersal of the predatory mite Neoseiulus baraki. Wind tunnel bioassays indicated that starvation favoured the take-off for wind dispersal by the mite predator, which also varied with wind velocity, and dispersal increased at higher velocities within the 1-7 (m s -1 ) range tested. For the acaricides tested, particularly the biopesticide azadirachtin but also abamectin and fenpyroximate, the rate of predator take-off for dispersal increased, and further increased with wind velocity up to 7 m/s. Such responses were associated with changes in the predator behavioural preparation for wind-mediated passive dispersal, with a greater incidence of the standing posture that permitted take-off. The rate of take-off for passive dispersal by N. baraki increased with food deprivation and exposure to the residues of agricultural acaricides. Azadirachtin exposure resulted in a particularly strong response, although abamectin and fenpyroximate also stimulated dispersal. © 2018 Society of Chemical Industry. © 2018 Society of Chemical Industry.

Acoustic and aerodynamic performance of a variable-pitch 1.83-meter-(6-ft) diameter 1.20-pressure-ratio fan stage (QF-9)

NASA Technical Reports Server (NTRS)

Glaser, F. W.; Woodward, R. P.; Lucas, J. G.

1977-01-01

Far field noise data and related aerodynamic performance are presented for a variable pitch fan stage having characteristics suitable for low noise, STOL engine application. However, no acoustic suppression material was used in the flow passages. The fan was externally driven by an electric motor. Tests were made at several forward thrust rotor blade pitch angles and one for reverse thrust. Fan speed was varied from 60 to 120 percent of takeoff (design) speed, and exhaust nozzles having areas 92 to 105 percent of design were tested. The fan noise level was at a minimum at the design rotor blade pitch angles of 64 deg for takeoff thrust and at 57 deg for approach (50 percent takeoff thrust). Perceived noise along a 152.4-m sideline reached 100.1 PNdb for the takeoff (design) configuration for a stage pressure ratio of 1.17 and thrust of 57,600 N. For reverse thrust the PNL values were 4 to 5 PNdb above the takeoff values at comparable fan speeds.

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. For commuter category airplanes, unless it can be shown...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. For commuter category airplanes, unless it can be shown...

The effect of windshear during takeoff roll on aircraft stopping distance

NASA Technical Reports Server (NTRS)

Zweifel, Terry

1990-01-01

A simulation of a Boeing 727 aircraft during acceleration on the runway is used to determine the effect of windshear on stopping distance. Windshears of various magnitudes, durations, and onset times are simulated to assess the aircraft performance during an aborted takeoff on five different runway surfaces. A windshear detection system, active during the takeoff roll and similar to the Honeywell Windshear Detection System is simulated to provide a discrete system to activate aircraft braking upon shear detection. The results of the simulation indicate that several factors effect the distance required to stop the aircraft. Notable among these are gross weight, takeoff flap position, runway characteristics, and pilot reaction time. Of the windshear parameters of duration, onset and magnitude, magnitude appears to have the most significant effect.

Hybrid vehicle powertrain system with power take-off driven vehicle accessory

DOEpatents

Beaty, Kevin D.; Bockelmann, Thomas R.; Zou, Zhanijang; Hope, Mark E.; Kang, Xiaosong; Carpenter, Jeffrey L.

2006-09-12

A hybrid vehicle powertrain system includes a first prime mover, a first prime mover driven power transmission mechanism having a power take-off adapted to drive a vehicle accessory, and a second prime mover. The second prime mover is operable to drive the power transmission mechanism alone or in combination with the first prime mover to provide power to the power take-off through the power transmission mechanism. The invention further includes methods for operating a hybrid vehicle powertrain system.

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2011 CFR

2011-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2014 CFR

2014-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2010 CFR

2010-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2012 CFR

2012-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 25.111 - Takeoff path.

Code of Federal Regulations, 2013 CFR

2013-01-01

... gear retraction may not be begun until the airplane is airborne. (c) During the takeoff path... changed, except for gear retraction and automatic propeller feathering, and no change in power or thrust...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. Link to an amendment published at 76 FR 75757, December 2...

14 CFR 23.703 - Takeoff warning system.

Code of Federal Regulations, 2014 CFR

2014-01-01

... AIRWORTHINESS STANDARDS: NORMAL, UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES Design and Construction Control Systems § 23.703 Takeoff warning system. For all airplanes with a maximum weight more than 6,000...

14 CFR 157.2 - Definition of terms.

Code of Federal Regulations, 2012 CFR

2012-01-01

... takeoff area. Heliport means any landing or takeoff area intended for use by helicopters or other rotary... water and whether the controlling entity be local, State, or Federal Government. Public use means...

14 CFR 157.2 - Definition of terms.

Code of Federal Regulations, 2013 CFR

2013-01-01

... takeoff area. Heliport means any landing or takeoff area intended for use by helicopters or other rotary... water and whether the controlling entity be local, State, or Federal Government. Public use means...

14 CFR 157.2 - Definition of terms.

Code of Federal Regulations, 2010 CFR

2010-01-01

... takeoff area. Heliport means any landing or takeoff area intended for use by helicopters or other rotary... water and whether the controlling entity be local, State, or Federal Government. Public use means...

14 CFR 157.2 - Definition of terms.

Code of Federal Regulations, 2011 CFR

2011-01-01

... takeoff area. Heliport means any landing or takeoff area intended for use by helicopters or other rotary... water and whether the controlling entity be local, State, or Federal Government. Public use means...

14 CFR 157.2 - Definition of terms.

Code of Federal Regulations, 2014 CFR

2014-01-01

... takeoff area. Heliport means any landing or takeoff area intended for use by helicopters or other rotary... water and whether the controlling entity be local, State, or Federal Government. Public use means...

14 CFR 23.57 - Takeoff path.

Code of Federal Regulations, 2012 CFR

2012-01-01

..., landing gear retraction must not be initiated until the airplane is airborne. (c) During the takeoff path... three-engine airplanes; (iii) 1.7 percent for four-engine airplanes; and (4) Except for gear retraction...

Advanced Noise Abatement Procedures for a Supersonic Business Jet

NASA Technical Reports Server (NTRS)

Berton, Jeffrey J.; Jones, Scott M.; Seidel, Jonathan A.; Huff, Dennis L.

2017-01-01

Supersonic civil aircraft present a unique noise certification challenge. High specific thrust required for supersonic cruise results in high engine exhaust velocity and high levels of jet noise during takeoff. Aerodynamics of thin, low-aspect-ratio wings equipped with relatively simple flap systems deepen the challenge. Advanced noise abatement procedures have been proposed for supersonic aircraft. These procedures promise to reduce airport noise, but they may require departures from normal reference procedures defined in noise regulations. The subject of this report is a takeoff performance and noise assessment of a notional supersonic business jet. Analytical models of an airframe and a supersonic engine derived from a contemporary subsonic turbofan core are developed. These models are used to predict takeoff trajectories and noise. Results indicate advanced noise abatement takeoff procedures are helpful in reducing noise along lateral sidelines.

Flight investigation of the use of a nose gear jump strut to reduce takeoff ground roll distance of STOL aircraft

NASA Technical Reports Server (NTRS)

Eppel, Joseph C.; Hardy, Gordon; Martin, James L.

1994-01-01

A series of flight tests was conducted to evaluate the reduction of takeoff ground roll distance obtainable from a rapid extension of the nose gear strut. The NASA Quiet Short-haul Research Aircraft (QSRA) used for this investigation is a transport-size short takeoff and landing (STOL) research vehicle with a slightly swept wing that employs the upper surface blowing (USB) concept to attain the high lift levels required for its low speed, short-field performance. Minor modifications to the conventional nose gear assembly and the addition of a high pressure pneumatic system and a control system provided the extendible nose gear, or 'jump strut,' capability. The limited flight test program explored the effects of thrust-to-weight ratio, storage tank initial pressure, and control valve open time duration on the ground roll distance. The data show that the predicted reduction of takeoff ground roll on the order of 10 percent was achieved with the use of the jump strut. Takeoff performance with the jump strut was also found to be essentially independent of the pneumatic supply pressure and was only slightly affected by control valve open time within the range of the parameters examined.

14 CFR 29.59 - Takeoff path: Category A.

Code of Federal Regulations, 2010 CFR

2010-01-01

... addition— (1) The takeoff path must remain clear of the height-velocity envelope established in accordance with § 29.87; (2) The rotorcraft must be flown to the engine failure point; at which point, the...

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

DTIC Science & Technology

1992-03-01

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

NACA Photographer North American F-100A (NACA-200) Super Sabre Airplane take-off. The blowing-tupe

NASA Technical Reports Server (NTRS)

1957-01-01

NACA Photographer North American F-100A (NACA-200) Super Sabre Airplane take-off. The blowing-tupe boundary-layer control on the leading- and trailing-edge provided large reductions in takeoff and landing approach speeds. Approach speeds were reduced by about 10 knots (Mar 1960). Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 102 and and Memoirs of a Flight Test Engneer NASA SP-2002-4525

Visual Confirmation of Voice Takeoff Clearance (VICON) Alternative Study

DOT National Transportation Integrated Search

1980-05-01

This report presents the results of a program undertaken to study potential alternatives to the VICON (Visual Confirmation of Voice Takeoff Clearance) System which has undergone operational field tests at Bradley International Airport, Windsor Locks,...

77 FR 56764 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-14

... August 31, 2012. Ray Towles, Deputy Director, Flight Standards Service. Adoption of the Amendment... Muni, RNAV (GPS) RWY 36, Amdt 1 Mountain View, CA, Moffett Federal Airfield, Takeoff Minimums and...

77 FR 42627 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-20

... CONTACT: Richard A. Dunham III, Flight Procedure Standards Branch (AFS-420), Flight Technologies and... 2012 Red Cloud, NE., Red Cloud Muni, Takeoff Minimums and Obstacle DP, Orig Effective 23 AUGUST 2012...

Factors affecting measured aircraft sound levels in the vicinity of start-of-takeoff roll

NASA Astrophysics Data System (ADS)

Richard, Horonjeff; Fleming, Gregg G.; Rickley, Edward J.; Connor, Thomas L.

This paper presents the findings of a recently conducted measurement and analysis program of jet transport aircraft sound levels in the vicinity of the star-of-takeoff roll. The purpose of the program was two-fold: (1) to evaluate the computational accuracy of the Federal Aviation Administration's Integrated Noise Model (INM) in the vicinity of start-of-takeoff roll with a recently updated database (INM 3.10), and (2) to provide guidance for future model improvements. Focusing on the second of these two goals, this paper examines several factors affecting Sound Exposure Levels (SELs) in the hemicircular area behind the aircraft brake release point at the start-of-takeoff. In addition to the aircraft type itself, these factors included the geometric relationship of the measurement site to the runway, the wind velocity (speed and direction), aircraft grow weight, and start-of-roll mode (static or rolling start).

Development of a takeoff performance monitoring system. Ph.D. Thesis. Contractor Report, Jan. 1984 - Jun. 1985

NASA Technical Reports Server (NTRS)

Srivatsan, Raghavachari; Downing, David R.

1987-01-01

Discussed are the development and testing of a real-time takeoff performance monitoring algorithm. The algorithm is made up of two segments: a pretakeoff segment and a real-time segment. One-time imputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data for that takeoff. The real-time segment uses the scheduled performance data generated in the pretakeoff segment, runway length data, and measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. An important feature of this algorithm is the one-time estimation of the runway rolling friction coefficient. The algorithm was tested using a six-degree-of-freedom airplane model in a computer simulation. Results from a series of sensitivity analyses are also included.

A simulator study for the development and evaluation of operating procedures on a supersonic cruise research transport to minimize airport-community noise

NASA Technical Reports Server (NTRS)

Grantham, W. D.; Smith, P. M.; Deal, P. L.

1980-01-01

Piloted-simulator studies were conducted to determine takeoff and landing operating procedures for a supersonic cruise research transport concept that result in predicted noise levels which meet current Federal Aviation Administration (FAA) certification standards. With the use of standard FAA noise certification test procedures, the subject simulated aircraft did not meet the FAA traded-noise-level standards during takeoff and landing. However, with the use of advanced procedures, this aircraft meets the traded-noise-level standards for flight crews with average skills. The advanced takeoff procedures developed involved violating some of the current Federal Aviation Regulations (FAR), but it was not necessary to violate any FAR noise-test conditions during landing approach. Noise contours were also determined for some of the simulated takeoffs and landings in order to indicate the noise-reduction advantages of using operational procedures other than standard.

Visual Confirmation (VICON) of Takeoff Clearance Signal System Impact Study

DOT National Transportation Integrated Search

1980-11-01

A study was performed to evaluate the impact on airport capacity and voice communications of the Visual Confirmation of Takeoff Clearance (VICON) Signal System. Befoe-and-after test data collection and analysis were conducted at Bradley International...

14 CFR 25.231 - Longitudinal stability and control.

Code of Federal Regulations, 2010 CFR

2010-01-01

... takeoff. In addition— (1) Wheel brakes must operate smoothly and may not cause any undue tendency to nose over; and (2) If a tail-wheel landing gear is used, it must be possible, during the takeoff ground run...

77 FR 50014 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-20

... navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed.... Intl. 20-Sep-12 TX Houston Sugar Land Rgnl.... 2/8058 7/19/12 TAKEOFF MINIMUMS AND (OBSTACLE) DP, Amdt...

75 FR 25760 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-05-10

..., ME, Wiscasset, Takeoff Minimums and Obstacle DP, Amdt 2 Alpena, MI, Alpena County Rgnl, RNAV (GPS) RWY 19, Orig Alpena, MI, Alpena County Rgnl, VOR RWY 19, Amdt 15 Oscoda, MI, Oscoda-Wurtsmith, RNAV...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

An analysis of runway-taxiway transgressions at controlled airports

DOT National Transportation Integrated Search

1981-04-01

The purpose of this study was to determine the cause of aircraft making inadvertent or unauthorized takeoffs and transgressions onto active runways during takeoff and landing operations. The study was conducted in four phases: (1) Prior studies by FA...

26 CFR 48.4041-7 - Dual use of taxable liquid fuel.

Code of Federal Regulations, 2011 CFR

2011-04-01

... operates special equipment by means of a power take-off or power transfer, tax applies to all taxable... truck if the mixing unit is operated by means of a power take-off from the motor of the vehicle...

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

Code of Federal Regulations, 2010 CFR

2010-01-01

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

14 CFR 121.177 - Airplanes: Reciprocating engine-powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplanes: Reciprocating engine-powered... AND OPERATIONS OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL OPERATIONS Airplane Performance Operating Limitations § 121.177 Airplanes: Reciprocating engine-powered: Takeoff limitations. (a...

77 FR 37799 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-06-25

..., individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA... number of SIAPs, their complex nature, and the need for a special format make their verbatim publication...

NASA progress in aircraft noise prediction

NASA Technical Reports Server (NTRS)

Raney, J. P.; Padula, S. L.; Zorumski, W. E.

1981-01-01

Some of the essential features of aircraft noise prediction are described and the basis for evaluating its capability and future potential is discussed. A takeoff noise optimizing procedure is described which calculates a minimum noise takeoff procedure subject to multiple site noise constraints.

76 FR 25232 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-04

... Patterson, LA, Harry P Williams Memorial, NDB RWY 6, Amdt 11 Slidell, LA, Slidell, Takeoff Minimums and... Harrisonville, MO, Lawrence Smith Memorial, VOR/DME RWY 35, Orig-A, CANCELLED Lincoln Park, NJ, Lincoln Park...

A comparison of optimal and noise-abatement trajectories of a tilt-rotor aircraft

NASA Technical Reports Server (NTRS)

Schmitz, F. H.; Stepniewski, W. Z.; Gibs, J.; Hinterkeuser, W. Z.

1972-01-01

The potential benefits of flight path control to optimize performance and/or reduce the noise of a tilt-rotor aircraft operating in the takeoff and landing phases of flight are investigated. A theoretical performance-acoustic model is developed and then mathematically flown to yield representative takeoff and landing profiles. Minimum-time and minimum-fuel trajectories are compared to proposed noise-abatement profiles to assess the reductions in annoyance possible through flight path control. Significant reductions are feasible if a nearly vertical-takeoff flight profile is flown near the landing site; however, the time expended and fuel consumed increase.

A fuel conservation study for transport aircraft utilizing advanced technology and hydrogen fuel

NASA Technical Reports Server (NTRS)

Berry, W.; Calleson, R.; Espil, J.; Quartero, C.; Swanson, E.

1972-01-01

The conservation of fossil fuels in commercial aviation was investigated. Four categories of aircraft were selected for investigation: (1) conventional, medium range, low take-off gross weight; (2) conventional, long range, high take-off gross weights; (3) large take-off gross weight aircraft that might find future applications using both conventional and advanced technology; and (4) advanced technology aircraft of the future powered with liquid hydrogen fuel. It is concluded that the hydrogen fueled aircraft can perform at reduced size and gross weight the same payload/range mission as conventionally fueled aircraft.

Aerodynamics of a beetle in take-off flights

NASA Astrophysics Data System (ADS)

Lee, Boogeon; Park, Hyungmin; Kim, Sun-Tae

2015-11-01

In the present study, we investigate the aerodynamics of a beetle in its take-off flights based on the three-dimensional kinematics of inner (hindwing) and outer (elytron) wings, and body postures, which are measured with three high-speed cameras at 2000 fps. To track the highly deformable wing motions, we distribute 21 morphological markers and use the modified direct linear transform algorithm for the reconstruction of measured wing motions. To realize different take-off conditions, we consider two types of take-off flights; that is, one is the take-off from a flat ground and the other is from a vertical rod mimicking a branch of a tree. It is first found that the elytron which is flapped passively due to the motion of hindwing also has non-negligible wing-kinematic parameters. With the ground, the flapping amplitude of elytron is reduced and the hindwing changes its flapping angular velocity during up and downstrokes. On the other hand, the angle of attack on the elytron and hindwing increases and decreases, respectively, due to the ground. These changes in the wing motion are critically related to the aerodynamic force generation, which will be discussed in detail. Supported by the grant to Bio-Mimetic Robot Research Center funded by Defense Acquisition Program Administration (UD130070ID).

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)

1991-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane and engine performance deficiencies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a predicted nominal performance based upon given conditions, performance deficiencies are detected by the system.

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2013 CFR

2013-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2014 CFR

2014-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2012 CFR

2012-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

14 CFR 25.107 - Takeoff speeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

...., applying brakes, reducing thrust, deploying speed brakes) to stop the airplane during accelerate-stop tests... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff speeds. 25.107 Section 25.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT AIRWORTHINESS...

The effects of altered distances between obstacles on the jump kinematics and apparent joint angulations of large agility dogs.

PubMed

Birch, E; Boyd, J; Doyle, G; Pullen, A

2015-05-01

Canine agility is a rapidly growing sport in the UK. However, there is a paucity of scientific research examining jump kinematics and associated health and welfare implications of the discipline. The aim of this research was to examine differences in jump kinematics and apparent joint angulation of large (>431 mm at the withers) agility dogs (n = 54), when the distance between hurdles was altered (3.6 m, 4 m and 5 m apart) and to determine how level of skill impacted upon jump kinematics. Significant differences were observed for both the take-off (P <0.001) and landing distances (P <0.001) between the 3.6 m, 4 m and 5 m distances. Further differences were observed when level of skill was controlled for; take-off (F[3,55] = 5.686, P = 0.002) and landing (F[3,55] = 7.552, P <0.001) distances differed at the 3.6 m distance, as did the take-off distance at the 4 m hurdle distance (F[3,50] = 6.168, P = 0.001). Take-off and landing speeds differed for hurdle distances (P <0.001) and level of skill (P <0.001). There were significant differences in apparent neck angle during take-off and landing (P <0.001), lumbar spine angles during take-off, bascule and landing (P <0.01), and in shoulder angles during the bascule phase (P <0.05). The results indicate that agility dogs alter their jumping patterns to accommodate the spacing between hurdles, which ultimately may impact long term health and welfare due to altered kinematics. Copyright © 2015 Elsevier Ltd. All rights reserved.

Escaping blood-fed malaria mosquitoes minimize tactile detection without compromising on take-off speed.

PubMed

Muijres, F T; Chang, S W; van Veen, W G; Spitzen, J; Biemans, B T; Koehl, M A R; Dudley, R

2017-10-15

To escape after taking a blood meal, a mosquito must exert forces sufficiently high to take off when carrying a load roughly equal to its body weight, while simultaneously avoiding detection by minimizing tactile signals exerted on the host's skin. We studied this trade-off between escape speed and stealth in the malaria mosquito Anopheles coluzzii using 3D motion analysis of high-speed stereoscopic videos of mosquito take-offs and aerodynamic modeling. We found that during the push-off phase, mosquitoes enhanced take-off speed using aerodynamic forces generated by the beating wings in addition to leg-based push-off forces, whereby wing forces contributed 61% of the total push-off force. Exchanging leg-derived push-off forces for wing-derived aerodynamic forces allows the animal to reduce peak force production on the host's skin. By slowly extending their long legs throughout the push-off, mosquitoes spread push-off forces over a longer time window than insects with short legs, thereby further reducing peak leg forces. Using this specialized take-off behavior, mosquitoes are capable of reaching take-off speeds comparable to those of similarly sized fruit flies, but with weight-normalized peak leg forces that were only 27% of those of the fruit flies. By limiting peak leg forces, mosquitoes possibly reduce the chance of being detected by the host. The resulting combination of high take-off speed and low tactile signals on the host might help increase the mosquito's success in escaping from blood-hosts, which consequently also increases the chance of transmitting vector-borne diseases, such as malaria, to future hosts. © 2017. Published by The Company of Biologists Ltd.

Transition from leg to wing forces during take-off in birds.

PubMed

Provini, Pauline; Tobalske, Bret W; Crandell, Kristen E; Abourachid, Anick

2012-12-01

Take-off mechanics are fundamental to the ecology and evolution of flying animals. Recent research has revealed that initial take-off velocity in birds is driven mostly by hindlimb forces. However, the contribution of the wings during the transition to air is unknown. To investigate this transition, we integrated measurements of both leg and wing forces during take-off and the first three wingbeats in zebra finch (Taeniopygia guttata, body mass 15 g, N=7) and diamond dove (Geopelia cuneata, body mass 50 g, N=3). We measured ground reaction forces produced by the hindlimbs using a perch mounted on a force plate, whole-body and wing kinematics using high-speed video, and aerodynamic forces using particle image velocimetry (PIV). Take-off performance was generally similar between species. When birds were perched, an acceleration peak produced by the legs contributed to 85±1% of the whole-body resultant acceleration in finch and 77±6% in dove. At lift-off, coincident with the start of the first downstroke, the percentage of hindlimb contribution to initial flight velocity was 93.6±0.6% in finch and 95.2±0.4% in dove. In finch, the first wingbeat produced 57.9±3.4% of the lift created during subsequent wingbeats compared with 62.5±2.2% in dove. Advance ratios were <0.5 in both species, even when taking self-convection of shed vortices into account, so it was likely that wing-wake interactions dominated aerodynamics during wingbeats 2 and 3. These results underscore the relatively low contribution of the wings to initial take-off, and reveal a novel transitional role for the first wingbeat in terms of force production.

Rocket-based combined-cycle (RBCC) powered spaceliner class vehicle can advantageously employ vertical takeoff and landing (VTOL)

NASA Technical Reports Server (NTRS)

Escher, William J. D.

1995-01-01

The subject is next generation orbital space transporation, taken to be fully reusable non-staged 'aircraft like' systems targeted for routine, affordable access to space. Specifically, the takeoff and landing approach to be selected for such systems is considered, mainly from a propulsion viewpoint. Conventional wisdom has it that any transatmospheric-class vehicle which uses high-speed airbreathing propulsion modes (e.g., scramjet) intrinsically must utilize horizontal takeoff and landing, HTOHL. Although this may be true for all-airbreathing propulsion (i.e., no rocket content as in turboramjet propulsion), that emerging class of powerplant which integrally combines airbreathing and rocket propulsion, referred to as rocket-based combined-cycle (RBCC) propulsion, is considerably more flexible with respect to selecting takeoff/landing modes. In fact, it is proposed that any of the modes of interest may potentially be selected: HTOHL, VTOHL, VTOVL. To illustrate this surmise, the case of a previously documented RBCC-powered 'Spaceliner' class space transport concept, which is designed for vertical takeoff and landing, is examined. The 'RBCC' and 'Spaceliner' categories are first described for background. Departing form an often presumed HTOHL baseline, the leading design and operational advantages of moving to VTOVL are then elucidated. Technical substantiation that the RBCC approach, in fact, enables this capability (but also that of HTOHL and VTOVL) is provided, with extensive reference to case-in-point supporting studies. The paper closes with a set of conditional surmises bearing on its set of conclusions, which point up the operational cost advantages associated with selecting the vertical takeoff and landing mode combination (VTOL), uniquely offered by RBCC propulsion.

Rocket-based combined-cycle (RBCC) powered spaceliner class vehicle can advantageously employ vertical takeoff and landing (VTOL)

NASA Astrophysics Data System (ADS)

Escher, William J. D.

The subject is next generation orbital space transporation, taken to be fully reusable non-staged 'aircraft like' systems targeted for routine, affordable access to space. Specifically, the takeoff and landing approach to be selected for such systems is considered, mainly from a propulsion viewpoint. Conventional wisdom has it that any transatmospheric-class vehicle which uses high-speed airbreathing propulsion modes (e.g., scramjet) intrinsically must utilize horizontal takeoff and landing, HTOHL. Although this may be true for all-airbreathing propulsion (i.e., no rocket content as in turboramjet propulsion), that emerging class of powerplant which integrally combines airbreathing and rocket propulsion, referred to as rocket-based combined-cycle (RBCC) propulsion, is considerably more flexible with respect to selecting takeoff/landing modes. In fact, it is proposed that any of the modes of interest may potentially be selected: HTOHL, VTOHL, VTOVL. To illustrate this surmise, the case of a previously documented RBCC-powered 'Spaceliner' class space transport concept, which is designed for vertical takeoff and landing, is examined. The 'RBCC' and 'Spaceliner' categories are first described for background. Departing form an often presumed HTOHL baseline, the leading design and operational advantages of moving to VTOVL are then elucidated. Technical substantiation that the RBCC approach, in fact, enables this capability (but also that of HTOHL and VTOVL) is provided, with extensive reference to case-in-point supporting studies. The paper closes with a set of conditional surmises bearing on its set of conclusions, which point up the operational cost advantages associated with selecting the vertical takeoff and landing mode combination (VTOL), uniquely offered by RBCC propulsion.

Particle number concentrations near the Rome-Ciampino city airport

NASA Astrophysics Data System (ADS)

Stafoggia, M.; Cattani, G.; Forastiere, F.; Di Menno di Bucchianico, A.; Gaeta, A.; Ancona, C.

2016-12-01

Human exposure to ultrafine particles (UFP) has been postulated to be associated with adverse health effects, and there is interest regarding possible measures to reduce primary emissions. One important source of UFP are airport activities, with aircraft take-offs being the most relevant one. We implemented two measurement campaigns of total particle number concentrations (PNC), a proxy for UFP, near a medium-size airport in central Italy. One-minute PNC averages were collected on June 2011 and January 2012 concurrently with 30-min average meteorological data on temperature and wind speed/direction. Data on minute-specific take-offs and landings were obtained by the airport authorities. We applied statistical regression models to relate PNC data to the presence of aircraft activities while adjusting for time trends and meteorology, and estimated the increases in PNC ±15 min before and after take-offs and landings. We repeated the analyses considering prevalent wind direction and by size of the aircraft. We estimated PNC increases of 5400 particles/cm3/minute during the 15 min before and after take-offs, with a peak of 19,000 particles/cm3/minute within 5 min after take-offs. Corresponding figures for landings were 1300 and 1000 particles, respectively. The highest PNC estimates were obtained when the prevailing wind came from the runway direction, and led to estimated PNC increases of 60,000 particles/cm3/minute within 5 min after take-offs. No main differences were noted from the exhaust of different types of aircrafts. The area surrounding Ciampino airport is densely inhabited, raising concerns about the potential adverse effects of long-term and short-term exposure to airport-borne UFP. A close monitoring of airport activities and emissions is mandatory to reduce the public health impact of the airport on the nearby population.

Concept Development of a Mach 1.6 High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Shields, Elwood W.; Fenbert, James W.; Ozoroski, Lori P.; Geiselhart, Karl A.

1999-01-01

A high-speed civil transport configuration with a Mach number of 1.6 was developed as part of the NASA High-Speed Research Program to serve as a baseline for assessing advanced technologies required for an aircraft with a service entry date of 2005. This configuration offered more favorable solutions to environmental concerns than configurations with higher Mach numbers. The Mach 1.6 configuration was designed for a 6500 n.mi. mission with a 250-passenger payload. The baseline configuration has a wing area of 8732 square feet a takeoff gross weight of 591570 lb, and four 41000-lb advanced turbine bypass engines defined by NASA. These engines have axisymmetric mixer-ejector nozzles that are assumed to yield 20 dB of noise suppression during takeoff, which is assumed to satisfy, the FAR Stage III noise requirements. Any substantial reduction in this assumed level of suppression would require oversizing the engines to meet community noise regulations and would severly impact the gross weight of the aircraft at takeoff. These engines yield a ratio of takeoff thrust to weight of 0.277 and a takeoff wing loading of 67.8 lb/square feet that results in a rotation speed of 169 knots. The approach velocity of the sized configuration at the end of the mission is 131 knots. The baseline configuration was resized with an engine having a projected life of 9000 hr for hot rotating parts and 18000 hr for the rest of the engine, as required for commercial use on an aircraft with a service entry date of 2005. Results show an increase in vehicle takeoff gross weight of approximately 58700 lb. This report presents the details of the configuration development, mass properties, aerodynamic design, propulsion system and integration, mission performance, and sizing.

77 FR 71495 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-03

..., Butler Memorial, VOR-A, Amdt 5 Deer Lodge, MT, Deer Lodge-City-County, RNAV (GPS)-A, Orig Deer Lodge, MT, Deer Lodge-City-County, Takeoff Minimums and Obstacle DP, Orig Mount Olive, NC, Mount Olive Muni, VOR-A...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large nontransport category airplanes: Takeoff limitations. 135.389 Section 135.389 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.389 Large nontransport...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large nontransport category airplanes: Takeoff limitations. 135.389 Section 135.389 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.389 Large nontransport...

Parametric study of supersonic STOVL flight characteristics

NASA Technical Reports Server (NTRS)

Rapp, David C.

1985-01-01

A number of different control devices and techniques are evaluated to determine their suitability for increasing the short takeoff performance of a supersonic short-takeoff/vertical landing (STOVL) aircraft. Analysis was based on a rigid-body mathematical model of the General Dynamics E-7, a single engine configuration that utilizes ejectors and thrust deflection for propulsive lift. Alternatives investigated include increased static pitch, the addition of a close-coupled canard, use of boundary layer control to increase the takeoff lift coefficient, and the addition of a vectorable aft fan air nozzle. Other performance studies included the impact of individual E-7 features, the sensitivity to ejector performance, the effect of removing the afterburners, and a determination of optional takeoff and landing transition methods. The results pertain to both the E-7 and other configurations. Several alternatives were not as well suited to the E-7 characteristics as they would be to an alternative configuration, and vice versa. A large amount of supporting data for each analysis is included.

Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Huff, Dennis L.; Henderson, Brenda S.; Berton, Jeffrey J.; Seidel, Jonathan A.

2016-01-01

A systems analysis was performed with experimental jet noise data, engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable engine cycles that meet NASAs N+2 goals for noise and performance. Model scale data from offset jets was used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called programmed lapse rate was evaluated for noise reduction benefits. Results show there are two types of engines that provide acceptable range performance; one is a standard mixed-flow turbofan with a single-stage fan, and the other is a three-stream variable-cycle engine with a multi-stage fan. The engine with a single-stage fan has a lower specific thrust and is 8 to 10 EPNdB quieter for takeoff. Offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced and the bypass-to-core area ratio increases. At the systems level for a three-engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10 reduction in thrust just after takeoff rotation, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust engines with a 10 reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with additional reduction in takeoff thrust using programmed lapse rate, but studies are needed to investigate the practical limits for safety and takeoff regulations.

A Mathematical Model for Vertical Attitude Takeoff and Landing (VATOL) Aircraft Simulation. Volume 1; Model Description Application

NASA Technical Reports Server (NTRS)

Fortenbaugh, R. L.

1980-01-01

A mathematical model of a high performance airplane capable of vertical attitude takeoff and landing (VATOL) was developed. An off line digital simulation program incorporating this model was developed to provide trim conditions and dynamic check runs for the piloted simulation studies and support dynamic analyses of proposed VATOL configuration and flight control concepts. Development details for the various simulation component models and the application of the off line simulation program, Vertical Attitude Take-Off and Landing Simulation (VATLAS), to develop a baseline control system for the Vought SF-121 VATOL airplane concept are described.

NASA Dryden Flight Research Center

NASA Technical Reports Server (NTRS)

Navarro, Robert

2009-01-01

This DVD has several short videos showing some of the work that Dryden is involved in with experimental aircraft. These are: shots showing the Active AeroElastic Wing (AAW) loads calibration tests, AAW roll maneuvers, AAW flight control surface inputs, Helios flight, and takeoff, and Pathfinder takeoff, flight and landing.

14 CFR 77.21 - Scope.

Code of Federal Regulations, 2011 CFR

2011-01-01

... of the runway. At those airports having defined strips or pathways that are used regularly for the... defined landing and takeoff area with no defined pathways for the landing and taking off of aircraft, a... and takeoff pathways. Those pathways so determined shall be considered runways and an appropriate...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2012 CFR

2012-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2014 CFR

2014-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

14 CFR 49.1 - Applicability.

Code of Federal Regulations, 2013 CFR

2013-01-01

... absorb 750 or more rated takeoff shaft horsepower; and (4) Any aircraft engine, propeller, or appliance... aircraft, aircraft engine, or propeller, or any spare part, maintained at a designated location or... 49 U.S.C. 44101-44104; (2) Any specifically identified aircraft engine of 750 or more rated takeoff...

FY 1978 aeronautics and space technology program summary

NASA Technical Reports Server (NTRS)

1977-01-01

Highlights of the aeronautics program include research on aircraft energy efficiency, supersonic cruise aircraft, vertical takeoff and landing aircraft, short haul/short takeoff and landing aircraft, and general aviation aircraft. The space technology program includes work on space structures, propulsion systems, power systems, materials, and electronics.

14 CFR 135.367 - Large transport category airplanes: Reciprocating engine powered: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes... AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.367 Large transport category airplanes: Reciprocating engine powered: Takeoff limitations. (a) No...

Update of aircraft profile data for the Integrated Noise Model computer program, vol. 2 : appendix A aircraft takeoff and landing profiles

DOT National Transportation Integrated Search

1992-03-01

This report provides aircraft takeoff and landing profiles, aircraft aerodynamic performance coefficients and engine performance coefficients for the aircraft data base (Database 9) in the Integrated Noise Model (INM) computer program. Flight profile...

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H., Jr. (Inventor)

1994-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (VR) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Jr., Lee H. (Inventor)

1996-01-01

The invention is a real-time takeoff and landing performance monitoring system for an aircraft which provides a pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V.sub.R) within the safe zone of a runway, or stopping the aircraft on the runway after landing or take-off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. Airplane acceleration and engine-performance anomalies are detected and annunciated. A novel and important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in head wind occurring as the takeoff roll progresses. The system provides a head-down display and a head-up display. The head-up display is projected onto a partially reflective transparent surface through which the pilot views the runway. By comparing the present performance of the airplane with a continually predicted nominal performance based upon given conditions, performance deficiencies are detected by the system and conveyed to pilot in form of both elemental information and integrated information.

76 FR 6050 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-03

... Medford Rogue Valley Intl- 1/0369 1/5/11 ILS OR LOC/DME RWY 14, Amdt 2 Medford. 10-Mar-11 NM Roswell Roswell Intl Air 1/0543 1/7/11 Takeoff Minimums and Obstacle DP, Orig Center. 10-Mar-11 TX El Paso Horizon...

77 FR 58327 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-09-20

... proposing this AD to prevent loss of the hydraulic locking function during take-off and go-around phases... comments by any of the following methods: Federal eRulemaking Portal: Go to http://www.regulations.gov... occurring during take-off and go-around phases in combination with one engine inoperative, could jeopardize...

77 FR 76228 - Airworthiness Directives; Airbus Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-27

.... We are issuing this AD to prevent loss of the hydraulic locking function during take-off and go... corrected, if occurring during take-off and go-around phases in combination with one engine inoperative... and go-around phases, which, in combination with malfunction of one engine, could result in reduced...

77 FR 67309 - Special Conditions: Embraer S.A., Model EMB-550 Airplanes; Flight Envelope Protection...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-09

... Envelope Protection: Performance Credit for Automatic Takeoff Thrust Control System (ATTCS) During Go... Automatic Takeoff Thrust Control System (ATTCS) during go-around. The applicable airworthiness regulations... FAA-2012-1199 using any of the following methods: Federal eRegulations Portal: Go to http://www...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2010 CFR

2010-01-01

... minutes after the occurence of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2014 CFR

2014-01-01

... minutes after the occurance of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2013 CFR

2013-01-01

... minutes after the occurance of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2011 CFR

2011-01-01

... minutes after the occurence of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 29.1047 - Takeoff cooling test procedures.

Code of Federal Regulations, 2012 CFR

2012-01-01

... minutes after the occurence of the highest temperature recorded. (5) The cooling test must be conducted at... takeoff and subsequent climb as follows: (1) Each temperature must be stabilized while hovering in ground...; and (iii) The maximum weight. (2) After the temperatures have stabilized, a climb must be started at...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

14 CFR 135.379 - Large transport category airplanes: Turbine engine powered: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Large transport category airplanes: Turbine... PERSONS ON BOARD SUCH AIRCRAFT Airplane Performance Operating Limitations § 135.379 Large transport category airplanes: Turbine engine powered: Takeoff limitations. (a) No person operating a turbine engine...

Future V/STOL Aircraft For The Pacific Basin

NASA Technical Reports Server (NTRS)

Albers, James A.; Zuk, John

1992-01-01

Report describes geography and transportation needs of Asian Pacific region, and describes aircraft configurations suitable for region and compares performances. Examines applications of high-speed rotorcraft, vertical/short-takeoff-and-landing (V/STOL) aircraft, and short-takeoff-and landing (STOL) aircraft. Configurations benefit commerce, tourism, and development of resources.

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

14 CFR 121.199 - Nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... airplane can be safely controlled in flight after an engine becomes inoperative) or 115 percent of the... this section— (1) It may be assumed that takeoff power is used on all engines during the acceleration... reported tailwind component, may be taken into account; (3) The average runway gradient (the difference...

Fuel Line Study

DTIC Science & Technology

1994-08-01

prevea.ied the destruction of both an ONA DC-10 following an engine explosion and fire during takeoff at JFK Airport , and the EAL DC-9 following failure of...explosion and fire during takeoff at JFK Airport , and the EAL DC-9, following failure of the fuselage at the aft pressure bulkhead on landing at Fort

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2013 CFR

2013-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2011 CFR

2011-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2010 CFR

2010-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

14 CFR 25.703 - Takeoff warning system.

Code of Federal Regulations, 2012 CFR

2012-01-01

... requirements of § 25.671), speed brakes, or longitudinal trim devices are in a position that would not allow a... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Takeoff warning system. 25.703 Section 25.703 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT...

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

NASA Technical Reports Server (NTRS)

2001-01-01

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

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

NASA Image and Video Library

2001-05-08

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

Take-off Stability Characteristics of a 1/13-scale Model of the Consolidated Vultee Skate 7 Seaplane (TED No. NACA DE 338)

NASA Technical Reports Server (NTRS)

McKann, Robert; Coffee, Claude W.; Abrabian, Donald D.

1949-01-01

The take-off stability characteristics of a Consolidated Vultee Aircraft Corporation Skate 7 seaplane were determined in the Langley tank no. 2. Trim limits of stability, trim tracks, and elevator limits of stability are presented.

14 CFR 135.227 - Icing conditions: Operating limitations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... flight attitude instrument system, except under the following conditions: (1) Takeoffs may be made with... flight attitude instrument system. (d) No pilot may fly a helicopter under IFR into known or forecast..., flight attitude instrument system, or wing, except that takeoffs may be made with frost under the wing in...

Preliminary noise tests of the engine-over-the-wing concept. 2: 10 deg - 20 deg flap position

NASA Technical Reports Server (NTRS)

Reshotko, M.; Olsen, W. A.; Dorsch, R. G.

1972-01-01

Preliminary acoustic tests of the engine-over-the-wing concept as a method for reducing the aerodynamic noise created by conventional and short takeoff aircraft are discussed. Tests were conducted with a small wing section model having two flaps which can be set for either the landing or takeoff positions. Data was acquired with the flaps set at 10 degrees and 20 degrees for takeoff and 30 and 60 degrees for landing. The engine exhaust was simulated by an air jet from a convergent nozzle. Far field noise data are presented for nominal pressure ratios of 1.25, 1.4 and 1.7 for both the flyover and sideline modes.

A mathematical model for Vertical Attitude Takeoff and Landing (VATOL) aircraft simulation. Volume 3: User's manual for VATOL simulation program

NASA Technical Reports Server (NTRS)

Fortenbaugh, R. L.

1980-01-01

Instructions for using Vertical Attitude Takeoff and Landing Aircraft Simulation (VATLAS), the digital simulation program for application to vertical attitude takeoff and landing (VATOL) aircraft developed for installation on the NASA Ames CDC 7600 computer system are described. The framework for VATLAS is the Off-Line Simulation (OLSIM) routine. The OLSIM routine provides a flexible framework and standardized modules which facilitate the development of off-line aircraft simulations. OLSIM runs under the control of VTOLTH, the main program, which calls the proper modules for executing user specified options. These options include trim, stability derivative calculation, time history generation, and various input-output options.

The Contribution of Population Health and Demographic Change to Economic Growth in China and India

PubMed Central

Bloom, David E.; Canning, David; Hu, Linlin; Liu, Yuanli; Mahal, Ajay; Yip, Winnie

2010-01-01

We find that a cross-country model of economic growth successfully tracks the growth takeoffs in China and India. The major drivers of the predicted takeoffs are improved health, increased openness to trade, and a rising labor force-to-population ratio due to fertility decline. We also explore the effect of the reallocation of labor from low-productivity agriculture to the higher-productivity industry and service sectors. Including the money value of longevity improvements in a measure of full income reduces the gap between the magnitude of China's takeoff relative to India's due to the relative stagnation in life expectancy in China since 1980. PMID:20419074

KSC-06pd0219

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Pilot Steve Fossett talks to the media about the reason the takeoff of the Virgin Atlantic GlobalFlyer was postponed. Behind Fossett is Sir Richard Branson, chairman and founder of Virgin Atlantic. Behind both is the GlobalFlyer aircraft. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett was expected to take off from the KSC SLF before the takeoff was postponed due to the fuel leak that appeared in the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

76 FR 10564 - Takes of Marine Mammals Incidental to Specified Activities; St. George Reef Light Station...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-25

.... Acoustic and visual stimuli generated by: (1) Helicopter landings/takeoffs; (2) noise generated during... minimize acoustic and visual disturbances) as described in NMFS' December 22, 2010 (75 FR 80471) notice of... Activity on Marine Mammals Acoustic and visual stimuli generated by: (1) Helicopter landings/ takeoffs; (2...

14 CFR 23.177 - Static directional and lateral stability.

Code of Federal Regulations, 2011 CFR

2011-01-01

... positive for any landing gear and flap position appropriate to the takeoff, climb, cruise, approach, and... that at which full rudder is used or a control force limit in § 23.143 is reached, whichever occurs... takeoff, climb, cruise, and approach configurations. For the landing configuration, the power must be that...

14 CFR 23.177 - Static directional and lateral stability.

Code of Federal Regulations, 2010 CFR

2010-01-01

... positive for any landing gear and flap position appropriate to the takeoff, climb, cruise, approach, and... that at which full rudder is used or a control force limit in § 23.143 is reached, whichever occurs... takeoff, climb, cruise, and approach configurations. For the landing configuration, the power must be that...

14 CFR Appendix I to Part 25 - Installation of an Automatic Takeoff Thrust Control System (ATTCS)

Code of Federal Regulations, 2010 CFR

2010-01-01

...) This appendix specifies additional requirements for installation of an engine power control system that... crew to increase thrust or power. I25.2Definitions. (a) Automatic Takeoff Thrust Control System (ATTCS... mechanical and electrical, that sense engine failure, transmit signals, actuate fuel controls or power levers...

77 FR 51896 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-28

... provisions. The incorporation by reference of certain publications listed in the regulations is approved by... incorporated by reference in the amendment is as follows: For Examination-- 1. FAA Rules Docket, FAA..., individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA...

14 CFR 137.51 - Operation over congested areas: General.

Code of Federal Regulations, 2013 CFR

2013-01-01

... engine aircraft must be operated as follows: (i) Except for helicopters, no person may take off a loaded... effective length of the runway from any point on takeoff up to the time of attaining, with all engines operating at normal takeoff power, 105 percent of the minimum control speed with the critical engine...

14 CFR 137.51 - Operation over congested areas: General.

Code of Federal Regulations, 2014 CFR

2014-01-01

... engine aircraft must be operated as follows: (i) Except for helicopters, no person may take off a loaded... effective length of the runway from any point on takeoff up to the time of attaining, with all engines operating at normal takeoff power, 105 percent of the minimum control speed with the critical engine...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in... assumed that takeoff power is used on all engines during the acceleration; (2) Not more than 50 percent of... be taken into account; (3) The average runway gradient (the difference between the elevations of the...

14 CFR 137.51 - Operation over congested areas: General.

Code of Federal Regulations, 2010 CFR

2010-01-01

... engine aircraft must be operated as follows: (i) Except for helicopters, no person may take off a loaded... effective length of the runway from any point on takeoff up to the time of attaining, with all engines operating at normal takeoff power, 105 percent of the minimum control speed with the critical engine...

14 CFR 137.51 - Operation over congested areas: General.

Code of Federal Regulations, 2012 CFR

2012-01-01

... engine aircraft must be operated as follows: (i) Except for helicopters, no person may take off a loaded... effective length of the runway from any point on takeoff up to the time of attaining, with all engines operating at normal takeoff power, 105 percent of the minimum control speed with the critical engine...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in... assumed that takeoff power is used on all engines during the acceleration; (2) Not more than 50 percent of... be taken into account; (3) The average runway gradient (the difference between the elevations of the...

14 CFR 137.51 - Operation over congested areas: General.

Code of Federal Regulations, 2011 CFR

2011-01-01

... engine aircraft must be operated as follows: (i) Except for helicopters, no person may take off a loaded... effective length of the runway from any point on takeoff up to the time of attaining, with all engines operating at normal takeoff power, 105 percent of the minimum control speed with the critical engine...

14 CFR 135.389 - Large nontransport category airplanes: Takeoff limitations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... controlled in flight after an engine becomes inoperative) or 115 percent of the power off stalling speed in... assumed that takeoff power is used on all engines during the acceleration; (2) Not more than 50 percent of... be taken into account; (3) The average runway gradient (the difference between the elevations of the...

The Physics of Bird Flight: An Experiment

ERIC Educational Resources Information Center

Mihail, Michael D.; George, Thomas F.; Feldman, Bernard J.

2008-01-01

This article describes an experiment that measures the forces acting on a flying bird during takeoff. The experiment uses a minimum of equipment and only an elementary knowledge of kinematics and Newton's second law. The experiment involves first digitally videotaping a bird during takeoff, analyzing the video to determine the bird's position as a…

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2014 CFR

2014-01-01

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

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2012 CFR

2012-01-01

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

14 CFR 25.1045 - Cooling test procedures.

Code of Federal Regulations, 2013 CFR

2013-01-01

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

Nox Emission Reduction in Commercial Jets Through Water Injection

NASA Technical Reports Server (NTRS)

Balepin, Vladimir; Ossello, Chris; Snyder, Chris

2002-01-01

This paper discusses a method of the nitrogen oxides (NOx) emission reduction through the injection of water in commercial turbofan engines during the takeoff and climbout cycles. In addition to emission reduction, this method can significantly reduce turbine temperature during the most demanding operational modes (takeoff and climbout) and increase engine reliability and life.

75 FR 35627 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-23

... Diego Montgomery Field.... 0/4634 6/9/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 3. 29-Jul-10 CQ Saipan Francisco C. Ada/ 0/9757 3/16/10 ILS OR LOC/DME RWY 7, AMDT 5A. Saipan Intl. [FR Doc. 2010-14980 Filed 6-22...

77 FR 50012 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-20

..., Amdt 2 Oklahoma City, OK, Will Rogers World, Takeoff Minimums and Obstacle DP, Amdt 1 Portland, OR... CLOSE PARALLEL), Amdt 4, CANCELED Philadelphia, PA, Philadelphia Intl, ILS PRM RWY 27L (SIMULTANEOUS CLOSE PARALLEL), Amdt 3, CANCELED Pittsburgh, PA, Allegheny County, ILS OR LOC RWY 10, Amdt 6 Pittsburgh...

14 CFR 23.51 - Takeoff speeds.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Takeoff speeds. 23.51 Section 23.51... speeds. (a) For normal, utility, and acrobatic category airplanes, rotation speed, VR, is the speed at... seaplanes and amphibians taking off from water, VR, may be any speed that is shown to be safe under all...

14 CFR 23.51 - Takeoff speeds.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Takeoff speeds. 23.51 Section 23.51... speeds. (a) For normal, utility, and acrobatic category airplanes, rotation speed, VR, is the speed at... seaplanes and amphibians taking off from water, VR, may be any speed that is shown to be safe under all...

75 FR 32094 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-07

... OBSTACLE DP, ORIG 1-Jul-10 TX DALLAS ADDISON 0/6690 4/21/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 5 1-Jul.../10 ILS OR LOC RWY 10R, AMDT 3 1-Jul-10 PA LOCK HAVEN WILLIAM T. PIPER 0/9245 5/12/10 RNAV (GPS)-1...

Annoyance caused by advanced turboprop aircraft flyover noise: Single-rotating propeller configuration

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1988-01-01

Two experiments were conducted to quantify the annoyance of people to advanced turboprop (propfan) aircraft flyover noise. The objectives were to: (1) determine the effects on annoyance of various tonal characteristics; and (2) compare annoyance to advanced turboprops with annoyance to conventional turboprops and jets. A computer was used to produce realistic, time-varying simulations of advanced turboprop aircraft takeoff noise. In the first experiment, subjects judged the annoyance of 45 advanced turboprop noises in which the tonal content was systematically varied to represent the factorial combinations of five fundamental frequencies, three frequency envelope shapes, and three tone-to-broadband noise ratios. Each noise was presented at three sound levels. In the second experiment, 18 advanced turboprop takeoffs, 5 conventional turboprop takeoffs, and 5 conventional jet takeoffs were presented at three sound pressure levels to subjects. Analysis indicated that frequency envelope shape did not significantly affect annoyance. The interaction of fundamental frequency with tone-to-broadband noise ratio did have a large and complex effect on annoyance. The advanced turboprop stimuli were slightly less annoying than the conventional stimuli.

Concept Development of a Mach 2.4 High-Speed Civil Transport

NASA Technical Reports Server (NTRS)

Fenbert, James W.; Ozoroski, Lori P.; Geiselhart, Karl A.; Shields, Elwood W.; McElroy, Marcus O.

1999-01-01

In support of the NASA High-Speed Research Program, a Mach 2.4 high-speed civil transport concept was developed to serve as a baseline for studies to assess advanced technologies required for a feasible year 2005 entry-into-service vehicle. The configuration was designed to carry 251 passengers at Mach 2.4 cruise with a 6500-n.mi. range and operate in the existing world airport structure. The details of the configuration development, aerodynamic design, propulsion system and integration, mass properties, sizing, and mission performance are presented. The baseline configuration has a wing area of 9l00 sq ft and a takeoff gross weight of 614300 lb. The four advanced turbine bypass engines have 39 000 lb thrust with a weight of 9950 lb each, yielding a vehicle takeoff thrust-to-weight ratio of 0.254 and a takeoff wing loading of 67.5 lb/sq ft. The configuration was sized by the 11000-ft takeoff field length requirement and the usable fuel volume limit, which results in a rotation speed of 179 knots and an end-of-mission landing approach velocity of 134 knots.

A remote augmentor lift system with a turbine bypass engine

NASA Technical Reports Server (NTRS)

Fishbach, L. H.; Franciscus, L. C.

1982-01-01

Two supersonic vertical takeoff or landing (VTOL) aircraft engine types, a conventional medium bypass ratio turbofan, and a turbine bypass turbojet were studied. The aircraft assumed was a clipped delta wing with canard configuration. A VTOL deck launched intercept, DLI, mission with Mach 1.6 dash and cruise segments was used as the design mission. Several alternate missions requiring extended subsonic capabilities were analyzed. Comparisons were made between the turbofan (TF) and the turbine bypass turbojet (TBE) engines in airplane types using a Remote Augmented Lift Systems, RALS and a Lift plus Lift Cruise system (L+LC). The figure of merit was takeoff gross weight for the VTOL DLI mission. The results of the study show that the turbine bypass turbojet and the conventional turbofan are competitive engines for both type of aircraft in terms of takeoff gross weight and range. However, the turbine bypass turbojet would be a simpler engine and may result in more attractive life cycle costs and reduced maintenance. The RALS and L+LC airplane types with either TBE or TF engines have approximately the same aircraft takeoff gross weight.

Performance of arrays of direct-driven wave energy converters under optimal power take-off damping

NASA Astrophysics Data System (ADS)

Wang, Liguo; Engström, Jens; Leijon, Mats; Isberg, Jan

2016-08-01

It is well known that the total power converted by a wave energy farm is influenced by the hydrodynamic interactions between wave energy converters, especially when they are close to each other. Therefore, to improve the performance of a wave energy farm, the hydrodynamic interaction between converters must be considered, which can be influenced by the power take-off damping of individual converters. In this paper, the performance of arrays of wave energy converters under optimal hydrodynamic interaction and power take-off damping is investigated. This is achieved by coordinating the power take-off damping of individual converters, resulting in optimal hydrodynamic interaction as well as higher production of time-averaged power converted by the farm. Physical constraints on motion amplitudes are considered in the solution, which is required for the practical implementation of wave energy converters. Results indicate that the natural frequency of a wave energy converter under optimal damping will not vary with sea states, but the production performance of a wave energy farm can be improved significantly while satisfying the motion constraints.

Methods for predicting unsteady takeoff and landing trajectories of the aircraft

NASA Astrophysics Data System (ADS)

Shevchenko, A.; Pavlov, B.; Nachinkina, G.

2017-01-01

Informational and situational awareness of the aircrew greatly affects the probability of accidents, during takeoff and landing in particular. For the purpose of assessing the current and predicting the future states of an aircraft the energy approach to the flight control is used. Key energy balance equation is generalized to the ground phases. The equation describes the process of accumulating of the total energy of the aircraft along the entire trajectory, including the segment ahead. This segment length is defined by the required terminal energy state. For the takeoff phase the predict algorithm calculates the aircraft position on a runway after which it is possible to accelerate up to the speed of steady level flight and to reach the altitude sufficient for overcoming the high-rise obstacles. For the landing phase the braking distance length is determined. For increasing the likelihood of predicting the correction of the algorithm is introduced. The results of modeling many takeoffs and landings of passenger liner with different weights with the ahead obstacle and the engine failure are given. Working availability of the algorithm correction is shown.

Reducing Propulsion Airframe Aeroacoustic Interactions With Uniquely Tailored Chevrons: 3. Jet-Flap Interaction

NASA Technical Reports Server (NTRS)

Thomas, Russ H.; Mengle, Vinod G.; Brunsniak, Leon; Elkoby, Ronen

2006-01-01

Propulsion airframe aeroacoustic (PAA) interactions, resulting from the integration of engine and airframe, lead to azimuthal asymmetries in the flow/acoustic field, e.g., due to the interaction between the exhaust jet flow and the pylon, the wing and its high-lift devices, such as, flaps and flaperons. In the first two parts of this series we have presented experimental results which show that isolated and installed nozzles with azimuthally varying chevrons (AVCs) can reduce noise more than conventional chevrons when integrated with a pylon and a wing with flaps at take-off conditions. In this paper, we present model-scale experimental results for the reduction of jet-flap interaction noise source due to these AVCs and document the PAA installation effects (difference in noise between installed and isolated nozzle configurations) at both approach and take-off conditions. It is found that the installation effects of both types of chevron nozzles, AVCs and conventional, are reversed at approach and take-off, in that there is more installed noise reduction at approach and less at take-off compared to that of the isolated nozzles. Moreover, certain AVCs give larger total installed noise benefits at both conditions compared to conventional chevrons. Phased microphone array results show that at approach conditions (large flap deflection, low jet speed and low ambient Mach number), chevrons gain more noise benefit from reducing jetflap interaction noise than they do from quieting the jet plume noise source which is already weak at these low jet speeds. In contrast, at take-off (small flap deflection, high jet speed and high ambient Mach number) chevrons reduce the dominant jet plume noise better than the reduction they create in jet-flap interaction noise source. In addition, fan AVCs with enhanced mixing near the pylon are found to reduce jet-flap interaction noise better than conventional chevrons at take-off.

78 FR 43782 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-22

..., CANCELED Kalamazoo, MI, Kalamazoo/Battle Creek Intl, RNAV (GPS) RWY 17, Amdt 1 Traverse City, MI, Cherry Capitol, GPS RWY 36, Orig-B, CANCELED Traverse City, MI, Cherry Capitol, RNAV (GPS) RWY 36, Orig Dodge..., Cassville Muni, Takeoff Minimums and Obstacle DP, Amdt 1 Fredericktown, MO, A. Paul Vance Fredericktown Rgnl...

75 FR 45047 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-02

...;Prices of new books are listed in the first FEDERAL REGISTER issue of each #0;week. #0; #0; #0; #0;#0..., individual SIAP and Takeoff Minimums and ODP copies may be obtained from: 1. FAA Public Inquiry Center (APA... for a special format make publication in the Federal Register expensive and impractical. Furthermore...

14 CFR 135.159 - Equipment requirements: Carrying passengers under VFR at night or under VFR over-the-top conditions.

Code of Federal Regulations, 2013 CFR

2013-01-01

... chapter. (2) Helicopters with a third attitude instrument system usable through flight attitudes of ±80.... (3) Helicopters with a maximum certificated takeoff weight of 6,000 pounds or less. (b) A slip skid...) Notwithstanding provisions of paragraphs (b), (c), and (d), helicopters having a maximum certificated takeoff...

14 CFR 135.159 - Equipment requirements: Carrying passengers under VFR at night or under VFR over-the-top conditions.

Code of Federal Regulations, 2012 CFR

2012-01-01

... chapter. (2) Helicopters with a third attitude instrument system usable through flight attitudes of ±80.... (3) Helicopters with a maximum certificated takeoff weight of 6,000 pounds or less. (b) A slip skid...) Notwithstanding provisions of paragraphs (b), (c), and (d), helicopters having a maximum certificated takeoff...

14 CFR 135.159 - Equipment requirements: Carrying passengers under VFR at night or under VFR over-the-top conditions.

Code of Federal Regulations, 2011 CFR

2011-01-01

... chapter. (2) Helicopters with a third attitude instrument system usable through flight attitudes of ±80.... (3) Helicopters with a maximum certificated takeoff weight of 6,000 pounds or less. (b) A slip skid...) Notwithstanding provisions of paragraphs (b), (c), and (d), helicopters having a maximum certificated takeoff...

14 CFR 135.159 - Equipment requirements: Carrying passengers under VFR at night or under VFR over-the-top conditions.

Code of Federal Regulations, 2014 CFR

2014-01-01

... chapter. (2) Helicopters with a third attitude instrument system usable through flight attitudes of ±80.... (3) Helicopters with a maximum certificated takeoff weight of 6,000 pounds or less. (b) A slip skid...) Notwithstanding provisions of paragraphs (b), (c), and (d), helicopters having a maximum certificated takeoff...

Optimal Ski Jump

ERIC Educational Resources Information Center

Rebilas, Krzysztof

2013-01-01

Consider a skier who goes down a takeoff ramp, attains a speed "V", and jumps, attempting to land as far as possible down the hill below (Fig. 1). At the moment of takeoff the angle between the skier's velocity and the horizontal is [alpha]. What is the optimal angle [alpha] that makes the jump the longest possible for the fixed magnitude of the…

76 FR 55233 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-09-07

... as the anticipated impact is so minimal. For the same reason, the FAA certifies that this amendment will not have a significant economic impact on a substantial number of small entities under the... Rgnl, Takeoff Minimums and Obstacle DP, Orig Beaver Falls, PA, Beaver County, LOC RWY 10, Amdt 4...

78 FR 40383 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-05

..., WI, Baraboo Wisconsin Dells, LOC/DME RWY 1, Amdt 1 Baraboo, WI, Baraboo Wisconsin Dells, RNAV (GPS) RWY 1, Amdt 1 Baraboo, WI, Baraboo Wisconsin Dells, RNAV (GPS) RWY 19, Amdt 1 Baraboo, WI, Baraboo Wisconsin Dells, Takeoff Minimums and Obstacle DP, Amdt 1 Charleston, WV, Yeager, RNAV (RNP) Z RWY 5, Orig...

77 FR 26669 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-05-07

...., Oklahoma City, OK 73169 or, 4. The National Archives and Records Administration (NARA). For information on the availability of this material at NARA, call 202-741- 6030, or go to: http://www.archives.gov..., Amdt 1 Leesburg, VA, Leesburg Executive, RNAV (GPS) RWY 17, Amdt 3 New Market, VA, New Market, Takeoff...

76 FR 17332 - Special Conditions: Embraer S.A.; Model EMB 500; Single-Place Side-Facing Seat Dynamic Test...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-03-29

... locked open during taxi, takeoff and landing. The adjacent forward wall/bulkhead interior structure will... inches of energy absorbing protective padding (foam or equivalent), such as Ensolite. 3. Thoracic Trauma... occupied, the lavatory door must be latched open for takeoff and landing and must remain latched under the...

14 CFR Appendix C to Part 25 - Appendix C to Part 25

Code of Federal Regulations, 2011 CFR

2011-01-01

... height of 1,500 feet above the level of the takeoff surface. Part II—Airframe Ice Accretions for Showing Compliance With Subpart B. (a) Ice accretions—General. The most critical ice accretion in terms of airplane... altitude). The ice accretions for each flight phase are defined as follows: (1) Takeoff ice is the most...

14 CFR Appendix C to Part 25 - Appendix C to Part 25

Code of Federal Regulations, 2013 CFR

2013-01-01

... height of 1,500 feet above the level of the takeoff surface. Part II—Airframe Ice Accretions for Showing Compliance With Subpart B. (a) Ice accretions—General. The most critical ice accretion in terms of airplane... altitude). The ice accretions for each flight phase are defined as follows: (1) Takeoff ice is the most...

77 FR 45922 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-08-02

..., Atkinson Muni, RNAV (GPS) RWY 34, Amdt 2 Gonzales, LA, Louisiana Rgnl, RNAV (GPS) RWY 17, Amdt 1 Gonzales, LA, Louisiana Rgnl, RNAV (GPS) RWY 35, Amdt 1 Gonzales, LA, Louisiana Rgnl, Takeoff Minimums and Obstacle DP, Amdt 1 Slidell, LA, Slidell, NDB RWY 36, Orig-E, CANCELED Vineyard Haven, MA, Marthas Vineyard...

78 FR 36691 - Airworthiness Directives; Piaggio Aero Industries S.p.A Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-19

... that the cracks were initiated by an unforeseen friction in the MLG wheel lever sub-assembly. This... in loss of control of the aeroplane during take-off or landing runs. To address this potential unsafe... loss of control during take-off or landing runs. (f) Actions and Compliance Unless already done, do the...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 3 2012-01-01 2012-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 3 2011-01-01 2011-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 3 2013-01-01 2013-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

14 CFR 121.637 - Takeoffs from unlisted and alternate airports: Domestic and flag operations.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 3 2014-01-01 2014-01-01 false Takeoffs from unlisted and alternate airports: Domestic and flag operations. 121.637 Section 121.637 Aeronautics and Space FEDERAL AVIATION... weather conditions at that airport are equal to or better than the following: (i) Airports in the United...

KSC-06pd0220

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Pilot Steve Fossett (far right), Sir Richard Branson (center) and Jon Karkow (far left) talk to the media about the reason the takeoff of the Virgin Atlantic GlobalFlyer was postponed. Branson is chairman and founder of Virgin Atlantic. Karkow, with Scaled Composites, is chief engineer for the GlobalFlyer. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett was expected to take off from the KSC SLF before the takeoff was postponed due to the fuel leak that appeared in the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

Quiet Clean Short-haul Experimental Engine (QCSEE); acoustic performance of a 50.8-cm (20 inch) diameter variable pitch fan and inlet, test results and analysis, volume 1

NASA Technical Reports Server (NTRS)

Bilwakesh, K. R.; Clemons, A.; Stimpert, D. L.

1979-01-01

Tests were run both in forward and in reverse thrust modes with a bellmouth inlet, five accelerating inlets (one hard wall and four treated) with a design throat Mach number of 0.79 at the takeoff condition, and four low Mach inlets (one hard wall and three treated) with a design throat Mach number of 0.6 at the takeoff condition. Unsuppressed and suppressed inlet radiated noise levels were measured at conditions representative of QCSEE takeoff, approach, and reverse thrust operations. Measured aerodynamic performance of the accelerating inlet is also included. The test objectives, facility, configurations, are described as well as the data analysis, results, and comparisons.

A comparison of take-off dynamics during three different spikes, block and counter-movement jump in female volleyball players.

PubMed

Kabacinski, Jaroslae; Dworak, Lecholslaw B; Murawa, Michal; Ostarello, John; Rzepnicka, Agata; Maczynski, Jacek

2016-12-01

The purpose of the study was to compare the take-off dynamics in counter-movement jump (CMJ), volleyball block and spikes. Twelve professional female players, representing the highest volleyball league in Poland, participated in the laboratory tests. A force platform was used to record ground reaction force (GRF) during take-off phase in CMJ test, block from a run-up and spikes: front row attack, slide attack, back row attack. Vertical (v) GRF (peak: Rmax and integral mean: ), impulse of vGRF (J) and mechanical power (peak: Pmax and integral mean:

) were analyzed. Significant differences (P<0.05) of values of the dynamic parameters (Rmax, , J, Pmax, and

) were found between CMJ, block from a run-up and three different technique spikes. The highest values were recorded during take-off in the back row attack: peak vGRF (2.93±0.05 BW), integral mean vGRF (1.90±0.08 BW), impulse of vGRF (354±40 Ns), peak power (5320±918 W) and integral mean power (3604±683 W). Peak power (2608±217 W) and integral mean power (1417±94 W) were determined in CMJ test to evaluate the force-velocity capabilities of the players. In terms of GRF and the mechanical power, high level of dynamics in take-off influences positively the jumping height and significantly increases the effectiveness of attacks during spike of the ball over the block of the opponent.

A Performance Assessment of Eight Low-Boom High-Speed Civil Transport Concepts

NASA Technical Reports Server (NTRS)

Baize, Daniel G.; McElroy, Marcus O.; Fenbert, James A.; Coen, Peter G.; Ozoroski, Lori P.; Domack, Chris S.; Needleman, Kathy E.; Geiselhart, Karl A.

1999-01-01

A performance assessment of eight low-boom high speed civil transport (HSCT) configurations and a reference HSCT configuration has been performed. Although each of the configurations was designed with different engine concepts, for consistency, a year 2005 technology, 0.4 bypass ratio mixed-flow turbofan (MFTF) engine was used for all of the performance assessments. Therefore, all original configuration nacelles were replaced by a year 2005 MFRF nacelle design which corresponds to the engine deck utilized. The engine thrust level was optimized to minimize vehicle takeoff gross weight. To preserve the configuration's sonic-boom shaping, wing area was not optimized or altered from its original design value. Performance sizings were completed when possible for takeoff balanced field lengths of 11,000 ft and 12,000 ft, not considering FAR Part 36 Stage III noise compliance. Additionally, an arbitrary sizing with thrust-to-weight ratio equal to 0.25 was performed, enabling performance levels to be compared independent of takeoff characteristics. The low-boom configurations analyzed included designs from the Boeing Commercial Airplane Group, Douglas Aircraft Company, Ames Research Center, and Langley Research Center. This paper discusses the technology level assumptions, mission profile, analysis methodologies, and the results of the assessment. The results include maximum lift-to-drag ratios, total fuel consumption, number of passengers, optimum engine sizing plots, takeoff performance, mission block time, and takeoff gross weight for all configurations. Results from the low-boom configurations are also compared with a non-low-boom reference configuration. Configuration dependent advantages or deficiencies are discussed as warranted.

Intra-specific variation in wing morphology and its impact on take-off performance in blue tits (Cyanistes caeruleus) during escape flights

PubMed Central

McFarlane, Laura; Altringham, John D.; Askew, Graham N.

2016-01-01

ABSTRACT Diurnal and seasonal increases in body mass and seasonal reductions in wing area may compromise a bird's ability to escape, as less of the power available from the flight muscles can be used to accelerate and elevate the animal's centre of mass. Here, we investigated the effects of intra-specific variation in wing morphology on escape take-off performance in blue tits (Cyanistes caeruleus). Flights were recorded using synchronised high-speed video cameras and take-off performance was quantified as the sum of the rates of change of the kinetic and potential energies of the centre of mass. Individuals with a lower wing loading, WL (WL=body weight/wing area) had higher escape take-off performance, consistent with the increase in lift production expected from relatively larger wings. Unexpectedly, it was found that the total power available from the flight muscles (estimated using an aerodynamic analysis) was inversely related to WL. This could simply be because birds with a higher WL have relatively smaller flight muscles. Alternatively or additionally, variation in the aerodynamic load on the wing resulting from differences in wing morphology will affect the mechanical performance of the flight muscles via effects on the muscle's length trajectory. Consistent with this hypothesis is the observation that wing beat frequency and relative downstroke duration increase with decreasing WL; both are factors that are expected to increase muscle power output. Understanding how wing morphology influences take-off performance gives insight into the potential risks associated with feather loss and seasonal and diurnal fluctuations in body mass. PMID:26994175

77 FR 1629 - Authorization To Use Lower Than Standard Takeoff, Approach and Landing Minimums at Military and...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-11

... is not prepared. Such a determination has been made for this direct final rule. The reasoning for... guidance to pilots making an IFR takeoff or approach and landing at a military or foreign airport. Under... determination, and the reasoning should be clear. As noted above, the proposed changes to Sec. 135.225(f) are...

An economic assessment of STOL aircraft potential including terminal area environmental considerations. Volume 2: Appendices

NASA Technical Reports Server (NTRS)

Solomon, H. L.; Sokolsky, S.

1973-01-01

An economic assessment of short takeoff aircraft for short haul air transportation applications is presented. The economic viability and environmental compatibility of short takeoff aircraft service in high density areas were evaluated. The subjects discussed are: (1) aircraft configurations and performance, (2) airfield and terminal requirements, and (3) direct and indirect operating costs.

75 FR 32655 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-09

............ WILLOWS-GLENN 0/9850 5/18/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 1 COUNTY. 29-Jul-10........ NY DUNKIRK......... CHAUTAUQUA 0/1647 5/25/10 VOR RWY 6, AMDT 2 COUNTY/DUNKIRK. 29-Jul-10........ NY DUNKIRK......... CHAUTAUQUA 0/1648 5/25/10 VOR RWY 24, AMDT 7 COUNTY/DUNKIRK. 29-Jul-10........ MS INDIANOLA....... INDIANOLA...

75 FR 35629 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-23

... West Union, IA, George L Scott Muni, GPS RWY 17, Orig, CANCELLED West Union, IA, George L Scott Muni, GPS RWY 35, Orig, CANCELLED West Union, IA, George L Scott Muni, RNAV (GPS) RWY 17, Orig West Union, IA, George L Scott Muni, RNAV (GPS) RWY 35, Orig West Union, IA, George L Scott Muni, Takeoff...

76 FR 27244 - Airworthiness Directives; The Boeing Company Model 747-400, 747-400D, and 747-400F Series...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-05-11

... the flap control unit (FCU). This AD was prompted by a report of automatic retraction of the leading... takeoff. We are issuing this AD to prevent automatic retraction of the leading edge flaps during takeoff... automatic retraction of the leading edge flaps due to indications transmitted to the flap control unit (FCU...

75 FR 74665 - Airworthiness Directives; Airbus Model A310 Airplanes, and Airbus Model A300 B4-600, B4-600R, and...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-01

... landing gear retraction. * * * * * Uncommanded movement of the pilot and co-pilot seats during takeoff or... landing gear retraction. AD 2009-0084 required the deactivation of the electrical power of SOGERMA pilot... retraction. * * * * * Uncommanded movement of the pilot and co-pilot seats during takeoff or landing could...

78 FR 10058 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-02-13

...: Effective 7 MARCH 2013 Tatitlek, AK, Tatitlek, RNAV (GPS) RWY 31, Orig-A Jonesboro, AR, Jonesboro Muni, RNAV (GPS) RWY 5, Amdt 1 Jonesboro, AR, Jonesboro Muni, RNAV (GPS) RWY 23, Amdt 1 Jonesboro, AR, Jonesboro Muni, RNAV (GPS) RWY 31, Amdt 1 Jonesboro, AR, Jonesboro Muni, Takeoff Minimums and Obstacle DP, Amdt 3...

Aircraft accident report : runway departure during attempted takeoff Tower Air Flight 41 Boeing 747-136, N605FF JFK International Airport, New York December 20, 1995

DOT National Transportation Integrated Search

1996-12-01

This report explains the runway departure during attempted takeoff of Tower Air flight 41, N605FF, a Boeing 747-136 at John F. Kennedy International Airport, New York, on December 20, 1995. The safety issues discussed in this report include the adequ...

76 FR 35101 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-06-16

... Mobridge, SD, Mobridge Muni, Takeoff Minimums and Obstacle DP, Amdt 1 Spearfish, SD, Black Hills-Clyde Ice Field, GPS RWY 12, Orig-D, CANCELLED Spearfish, SD, Black Hills-Clyde Ice Field, NDB-A, Amdt 1 Spearfish, SD, Black Hills-Clyde Ice Field, RNAV (GPS) RWY 13, Orig Spearfish, SD, Black Hills-Clyde Ice Field...

Strapdown system redundancy management flight demonstration. [vertical takeoff and landing aircraft

NASA Technical Reports Server (NTRS)

1978-01-01

The suitability of strapdown inertial systems in providing highly reliable short-term navigation for vertical take-off and landing (VTOL) aircraft operating in an intra-urban setting under all-weather conditions was assessed. A preliminary design configuration of a skewed sensor inertial reference system employing a redundancy management concept to achieve fail-operational, fail-operational performance, was developed.

75 FR 32096 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-07

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need... Rivers, MI, Three Rivers Muni Dr. Haines, NDB RWY 27, Amdt 7A, CANCELLED Brainerd, MN, Brainerd Lakes Rgnl, RNAV (GPS) RWY 5, Amdt 1 Brainerd, MN, Brainerd Lakes Rgnl, RNAV (GPS) RWY 12, Amdt 1 Brainerd...

77 FR 71497 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-03

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need.../Springfield, MA, Barnes Muni, RNAV (GPS) RWY 20, Amdt 1 Moose Lake, MN, Moose Lake Carlton County, GPS RWY 4, Orig, CANCELED Moose Lake, MN, Moose Lake Carlton County, RNAV (GPS) RWY 4, Orig Indianola, MS...

76 FR 8291 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-02-14

... 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and... DP, Amdt 3A Ely, MN, Ely Muni, VOR-A, Orig, CANCELLED Paynesville, MN, Paynesville Muni, RNAV (GPS) RWY 11, Orig Paynesville, MN, Paynesville Muni, RNAV (GPS) RWY 29, Orig Kansas City, MO, Kansas City...

78 FR 56830 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-09-16

... Muncie, IN, Delaware County Rgnl, Takeoff Minimums and Obstacle DP, Amdt 4 Bowling Green, KY, Bowling Green-Warren County Rgnl, ILS OR LOC RWY 3, Amdt 1 Bowling Green, KY, Bowling Green-Warren County Rgnl, NDB RWY 3, Amdt 2 Bowling Green, KY, Bowling Green-Warren County Rgnl, RNAV (GPS) RWY 3, Amdt 1...

Dutch Viking TROS Aktua Special

NASA Technical Reports Server (NTRS)

1986-01-01

Footage shows the night vertical takeoff of the Viking Hollan hot air balloon. The crew is shown participating in survival technique training, boarding the plane to depart to Canada, and preparing for the vertical takeoff in the hot air balloon across the Atlantic Ocean. Scenes also include the making of the capsule for the balloon, some flight activities, and the landing of the balloon.

The reduction of takeoff ground roll by the application of a nose gear jump strut

NASA Technical Reports Server (NTRS)

Eppel, Joseph C.; Maisel, Martin D.; Mcclain, J. Greer; Luce, W.

1994-01-01

A series of flight tests were conducted to evaluate the reduction of takeoff ground roll distance obtainable from a rapid extension of the nose gear strut. The NASA Quiet Short-haul Research Aircraft (QSRA) used for this investigation is a transport-size short take off and landing (STOL) research vehicle with a slightly swept wing that employs the upper surface blowing (USB) concept to attain the high lift levels required for its low-speed, short-field performance. Minor modifications to the conventional nose gear assembly and the addition of a high-pressure pneumatic system and a control system provided the extendable nose gear, or jump strut, capability. The limited flight test program explored the effects of thrust-to-weight ratio, wing loading, storage tank initial pressure, and control valve open time duration on the ground roll distance. The data show that a reduction of takeoff ground roll on the order of 10 percent was achieved with the use of the jump strut, as predicted. Takeoff performance with the jump strut was also found to be essentially independent of the pneumatic supply pressure and was only slightly affected by control valve open time within the range of the parameters examined.

Mechanical parameters and flight phase characteristics in aquatic plyometric jumping.

PubMed

Louder, Talin J; Searle, Cade J; Bressel, Eadric

2016-09-01

Plyometric jumping is a commonly prescribed method of training focused on the development of reactive strength and high-velocity concentric power. Literature suggests that aquatic plyometric training may be a low-impact, effective supplement to land-based training. The purpose of the present study was to quantify acute, biomechanical characteristics of the take-off and flight phase for plyometric movements performed in the water. Kinetic force platform data from 12 young, male adults were collected for counter-movement jumps performed on land and in water at two different immersion depths. The specificity of jumps between environmental conditions was assessed using kinetic measures, temporal characteristics, and an assessment of the statistical relationship between take-off velocity and time in the air. Greater peak mechanical power was observed for jumps performed in the water, and was influenced by immersion depth. Additionally, the data suggest that, in the water, the statistical relationship between take-off velocity and time in air is quadratic. Results highlight the potential application of aquatic plyometric training as a cross-training tool for improving mechanical power and suggest that water immersion depth and fluid drag play key roles in the specificity of the take-off phase for jumping movements performed in the water.

Comparison of parametric duct-burning turbofan and non-afterburning turbojet engines in a Mach 2.7 transport

NASA Technical Reports Server (NTRS)

Whitlow, J. B., Jr.

1975-01-01

A parametric study was made of duct-burning turbofan and suppressed dry turbojet engines installed in a supersonic transport. A range of fan pressure ratios was considered for the separate-flow-fan engines. The turbofan engines were studied both with and without jet noise suppressors. Single- as well as dual-stream suppression was considered. Attention was concentrated on designs yielding sideline noises of FAR 36 (108 EPNdB) and below. Trades were made between thrust and wing area for a constant takeoff field length. The turbofans produced lower airplane gross weights than the turbojets at FAR 36 and below. The advantage for the turbofans increased as the sideline noise limit was reduced. Jet noise suppression, especially for the duct stream, was very beneficial for the turbofan engines as long as duct burning was permitted during takeoff. The maximum dry unsuppressed takeoff mode, however, yielded better results at extremely low noise levels. Noise levels as low as FAR 36-11 EPNdB were obtained with a turbofan in this takeoff mode, but at a considerable gross weight penalty relative to the best FAR 36 results.

Analysis of the effects of boundary-layer control in the take-off and power-off landing performance characteristics of a liaison type of airplane

NASA Technical Reports Server (NTRS)

Horton, Elmer A; Loftin, Laurence K; Racisz, Stanley F; Quinn, John

1951-01-01

A performance analysis has been made to determine whether boundary-layer control by suction might reduce the minimum take-off and landing distances of a four-place or five-place airplane or a liaison type of airplane below those obtainable with conventional high-lift devices. The airplane was assumed to have a cruise duration of 5 hours at 60-percent power and to be operating from airstrips having a ground friction coefficient of 0.2 or a combined ground and braking coefficient of 0.4. The payload was fixed at 1500 pounds, the wing span was varied from 25 to 100 feet, the aspect ratio was varied from 5 to 15, and the power was varied from 300 to 1300 horsepower. Maximum lift coefficients of 5.0 and 2.8 were assumed for the airplanes with and without boundary-layer-control --equipment weight was included. The effects of the boundary-layer control on total take-off distance, total power-off landing distance, landing and take-off ground run, stalling speed, sinking speed, and gliding speed were determined.

Effects of the kinematic viscosity and surface tension on the bubble take-off period in a catalase-hydrogen peroxide system.

PubMed

Sasaki, Satoshi; Iida, Yoshinori

2009-06-01

The effect of kinematic viscosity and surface tension of the solution was investigated by adding catalase, glucose oxidase, or glucose on the bubble movement in a catalase-hydrogen peroxide system. The kinematic viscosity was measured using a Cannon-Fenske kinematic viscometer. The surface tension of the solution was measured by the Wilhelmy method using a self-made apparatus. The effects of the hole diameter/cell wall thickness, catalase concentration, glucose concentration, and glucose oxidase concentration on the kinematic viscosity, surface tension, and bubble take-off period were investigated. With our system, the effects of the changes in the solution materiality on the bubble take-off period were proven to be very small in comparison to the change in the oxygen-producing rate.

KSC-06pd0221

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - (From left, backs to the camera) Pilot Steve Fossett, Sir Richard Branson and Jon Karkow talk with the media about the reason the takeoff of the Virgin Atlantic GlobalFlyer was postponed. Branson is chairman and founder of Virgin Atlantic. Karkow, with Scaled Composites, is chief engineer for the GlobalFlyer. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett was expected to take off from the KSC SLF before the takeoff was postponed due to the fuel leak that appeared in the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

76 FR 472 - Harmonization of Airworthiness Standards for Transport Category Airplanes-Landing Gear Retracting...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-05

... design takeoff weight), occurring during retraction and extension at any airspeed up to 1.5 V SR1 with...) currently uses a peripheral speed equal to 1.3 V S during retraction and extension at any airspeed up to 1.6... design takeoff weight), occurring during retraction and extension at any airspeed up to 1.5 V SR1 (with...

77 FR 3100 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-23

... on 8260-15A. The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex... 31, Amdt 14 CANCELLED Cook, MN, Cook Muni, RNAV (GPS) RWY 13, Orig Cook, MN, Cook Muni, RNAV (GPS) RWY 31, Amdt 1 Ely, MN, Ely Muni, RNAV (GPS) RWY 12, Amdt 1 Ely, MN, Ely Muni, RNAV (GPS) RWY 30, Amdt...

76 FR 64005 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-17

.... The large number of SIAPs, Takeoff Minimums and ODPs, in addition to their complex nature and the need.... Part 97 is amended to read as follows: Effective 20 OCT 2011 Albert Lea, MN, Albert Lea Muni, RNAV (GPS) RWY 17, Amdt 2 Albert Lea, MN, Albert Lea Muni, RNAV (GPS) RWY 35, Amdt 1 Albert Lea, MN, Albert Lea...

Smooth-Water Landing Stability and Rough-Water Landing and Take-Off Behavior of a 1/13-Scale Model of the Consolidated Vultee Skate 7 Seaplane, TED No. NACA DE 338

NASA Technical Reports Server (NTRS)

McKann, Robert F.; Coffee, Claude W.; Arabian, Donald D.

1949-01-01

A model of the Consolidated Vultee Aircraft Corporation Skate 7 seaplane was tested in Langley tank no. 2. Presented without discussion in this paper are landing stability in smooth water, maximum normal accelerations occurring during rough-water landings, and take-off behavior in waves.

Transition from wing to leg forces during landing in birds.

PubMed

Provini, Pauline; Tobalske, Bret W; Crandell, Kristen E; Abourachid, Anick

2014-08-01

Transitions to and from the air are critical for aerial locomotion and likely shaped the evolution of flying animals. Research on take-off demonstrates that legs generate greater body accelerations compared with wings, and thereby contribute more to initial flight velocity. Here, we explored coordination between wings and legs in two species with different wingbeat styles, and quantified force production of these modules during the final phase of landing. We used the same birds that we had previously studied during take-off: zebra finch (Taeniopygia guttata, N=4) and diamond dove (Geopelia cuneata, N=3). We measured kinematics using high-speed video, aerodynamics using particle image velocimetry, and ground-reaction forces using a perch mounted on a force plate. In contrast with the first three wingbeats of take-off, the final four wingbeats during landing featured ~2 times greater force production. Thus, wings contribute proportionally more to changes in velocity during the last phase of landing compared with the initial phase of take-off. The two species touched down at the same velocity (~1 m s(-1)), but they exhibited significant differences in the timing of their final wingbeat relative to touchdown. The ratio of average wing force to peak leg force was greater in diamond doves than in zebra finches. Peak ground reaction forces during landing were ~50% of those during take-off, consistent with the birds being motivated to control landing. Likewise, estimations of mechanical energy flux for both species indicate that wings produce 3-10 times more mechanical work within the final wingbeats of flight compared with the kinetic energy of the body absorbed by legs during ground contact. © 2014. Published by The Company of Biologists Ltd.

Variability of Plyometric and Ballistic Exercise Technique Maintains Jump Performance.

PubMed

Chandler, Phillip T; Greig, Matthew; Comfort, Paul; McMahon, John J

2018-06-01

Chandler, PT, Greig, M, Comfort, P, and McMahon, JJ. Variability of plyometric and ballistic exercise technique maintains jump performance. J Strength Cond Res 32(6): 1571-1582, 2018-The aim of this study was to investigate changes in vertical jump technique over the course of a training session. Twelve plyometric and ballistic exercise-trained male athletes (age = 23.4 ± 4.6 years, body mass = 78.7 ± 18.8 kg, height = 177.1 ± 9.0 cm) performed 3 sets of 10 repetitions of drop jump (DJ), rebound jump (RJ) and squat jump (SJ). Each exercise was analyzed from touchdown to peak joint flexion and peak joint flexion to take-off. Squat jump was analyzed from peak joint flexion to take-off only. Jump height, flexion and extension time and range of motion, and instantaneous angles of the ankle, knee, and hip joints were measured. Separate 1-way repeated analyses of variance compared vertical jump technique across exercise sets and repetitions. Exercise set analysis found that SJ had lower results than DJ and RJ for the angle at peak joint flexion for the hip, knee, and ankle joints and take-off angle of the hip joint. Exercise repetition analysis found that the ankle joint had variable differences for the angle at take-off, flexion, and extension time for RJ. The knee joint had variable differences for flexion time for DJ and angle at take-off and touchdown for RJ. There was no difference in jump height. Variation in measured parameters across repetitions highlights variable technique across plyometric and ballistic exercises. This did not affect jump performance, but likely maintained jump performance by overcoming constraints (e.g., level of rate coding).

AVALON: definition and modeling of a vertical takeoff and landing UAV

NASA Astrophysics Data System (ADS)

Silva, N. B. F.; Marconato, E. A.; Branco, K. R. L. J. C.

2015-09-01

Unmanned Aerial Vehicles (UAVs) have been used in numerous applications, like remote sensing, precision agriculture and atmospheric data monitoring. Vertical takeoff and landing (VTOL) is a modality of these aircrafts, which are capable of taking off and landing vertically, like a helicopter. This paper presents the definition and modeling of a fixed- wing VTOL, named AVALON (Autonomous VerticAL takeOff and laNding), which has the advantages of traditional aircrafts with improved performance and can take off and land in small areas. The principles of small UAVs development were followed to achieve a better design and to increase the range of applications for this VTOL. Therefore, we present the design model of AVALON validated in a flight simulator and the results show its validity as a physical option for an UAV platform.

Quiet Clean Short-Haul Experimental Engine (QCSEE) acoustic and aerodynamic tests on a scale model over-the-wing thrust reverser and forward thrust nozzle

NASA Technical Reports Server (NTRS)

Stimpert, D. L.

1978-01-01

An acoustic and aerodynamic test program was conducted on a 1/6.25 scale model of the Quiet, Clean, Short-Haul Experimental Engine (QCSEE) forward thrust over-the-wing (OTW) nozzle and OTW thrust reverser. In reverse thrust, the effect of reverser geometry was studied by parametric variations in blocker spacing, blocker height, lip angle, and lip length. Forward thrust nozzle tests determined the jet noise levels of the cruise and takeoff nozzles, the effect of opening side doors to achieve takeoff thrust, and scrubbing noise of the cruise and takeoff jet on a simulated wing surface. Velocity profiles are presented for both forward and reverse thrust nozzles. An estimate of the reverse thrust was made utilizing the measured centerline turning angle.

Requirements report for SSTO vertical take-off and horizontal landing vehicle

NASA Technical Reports Server (NTRS)

Greenberg, H. S.

1994-01-01

This document describes the detailed design requirements and design criteria to support Structures/TPS Technology development for SSTO winged vehicle configurations that use vertical take-off and horizontal landing and delivers 25,000 lb payloads to a 220 nm circular orbit at an inclination of 51.6 degrees or 40,000 lb payloads to a 150 nm circular orbit at a 28.5 degree inclination.

75 FR 39152 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-08

... Jackson, AL, Jackson Muni, RNAV (GPS) RWY 19, Orig Troy, AL, Troy Muni, ILS OR LOC RWY 7, Amdt 9 Troy, AL, Troy Muni, RNAV (GPS) RWY 7, Amdt 1 Troy, AL, Troy Muni, RNAV (GPS) RWY 25, Amdt 1 Vernon, AL, Lamar..., Amdt 1 East Troy, WI, East Troy Muni, Takeoff Minimums and Obstacle DP, Orig On June 09, 2010 (75 FR...

Integration of Rotor Aerodynamic Optimization with the Conceptual Design of a Large Civil Tiltrotor

DTIC Science & Technology

2010-01-01

Rotor MCP Maximum Continuous Power MRP Maximum Rated Power (take-off power) NDARC NASA Design and Analysis of Rotorcraft OEI One Engine Inoperative...OGE Out of Ground Effect SFC Specific Fuel Consumption SNI Simultaneous Non-Interfering approach STOL Short Takeoff and Landing VTOL Vertical...that are assembled into a complete aircraft model. NDARC is designed for high computational efficiency. Performance is calculated with physics- based

A Systematic Determination of Skill and Simulator Requirements for Airline Transport Pilot Certification.

DTIC Science & Technology

1985-03-01

scene contents should provide the needed information simultaneously in each perspec- tive as prioritized. For the others, the requirement is that...turn the airplane using nosewheel steering until lineup is accomplished. Minimize side loads. (3) Apply forward elevator pressure to ensure positive... simultaneously advancing the power toward the computed takeoff setting. Set final takeoff thrust by approxi- mately 60 knots. (6) As the airplane accelerates, keep

Behind Start of Take-Off Roll Aircraft Sound Level Directivity Study - Revision 1

NASA Technical Reports Server (NTRS)

Lau, Michael C.; Roof, Christopher J.; Fleming, Gregg G.; Rapoza, Amanda S.; Boeker, Eric R.; McCurdy, David A.; Shepherd, Kevin P.

2015-01-01

The National Aeronautics and Space Administration (NASA), Langley Research Center (LaRC) and the Environmental Measurement and Modeling Division of the Department of Transportation's Volpe National Transportation Systems Center (Volpe) conducted a noise measurement study to examine aircraft sound level directivity patterns behind the start-of-takeoff roll. The study was conducted at Washington Dulles International Airport (IAD) from October 4 through 20, 2004.

78 FR 34561 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-06-10

... regulatory evaluation as the anticipated impact is so minimal. For the same reason, the FAA certifies that... Airport FDC No. FDC Date Subject 6/27/13 NE Alliance Alliance Muni...... 2/3777 5/22/13 NDB RWY 12, Orig. 6/27/13 AK McGrath McGrath 2/7217 5/13/13 Takeoff Minimums and (Obstacle) DP, Amdt 2. 6/27/13 OR...

Refan program. Phase 1: Summary report

NASA Technical Reports Server (NTRS)

Sams, E. W.; Bresnahan, D. L.

1973-01-01

The Refan Program is aimed at a large reduction in aircraft approach and takeoff noise in the vicinity of airports caused by the JT3D-powered 707's and DC-8's and the JT8D-powered 727's, 737's and DC-9's. These aircraft represent a major part of the existing commercial fleet. The noise reductions can be achieved by engine and nacelle modifications in the form of aircraft retrofit kits. Engine turbomachinery noise is reduced by replacing the current two-stage fan with a larger single-stage fan and by nacelle acoustic treatment. Jet noise is reduced by the reduction on jet velocity caused by additional turbine work extraction to drive the larger bypass fan. The predicted net effect of these modifications on installed performance is large noise reductions on both approach and takeoff, increased takeoff thrust, decreased takeoff field length, and maintained or improved aircraft range depending on the amount of acoustic treatment included. The Refan Program is being conducted in two phases under contracts with one engine and two airframe companies. Results of the Phase I work are summarized in this report which describes the refan nacelle configurations studied, the airplane modifications required to install the nacelles, and the resulting airplane performance and noise reductions predicted for all five aircraft.

The advantage of an alternative substrate over Al/NiP disks

NASA Astrophysics Data System (ADS)

Jiaa, Chi L.; Eltoukhy, Atef

1994-02-01

Compact-size disk drives with high storage densities are in high demand due to the popularity of portable computers and workstations. The contact-start-stop (CSS) endurance performance must improve in order to accomodate the higher number of on/off cycles. In this paper, we looked at 65 mm thin-film canasite substrate disks and evaluated their mechanical performance. We compared them with conventional aluminum NiP-plated disks in surface topography, take-off time with changes of skew angles and radius, CSS, drag test and glide height performance, and clamping effect. In addition, a new post-sputter process aimed at the improvement of take-off and glide as well as CSS performances was investigated and demonstrated for the canasite disks. From the test results, it is indicated that canasite achieved a lower take-off velocity, higher clamping resistance, and better glide height and CSS endurance performance. This study concludes that a new generation disk drive equipped with canasite substrate disks will consume less power from the motor due to faster take-off and lighter weight, achieve higher recording density since the head flies lower, can better withstand damage from sliding friction during the CSS operations, and will be less prone to disk distortion from clamping due to its superior mechanical properties.

Far-Field Acoustic Power Level and Performance Analyses of F31/A31 Open Rotor Model at Simulated Scaled Takeoff, Nominal Takeoff, and Approach Conditions: Technical Report I

NASA Technical Reports Server (NTRS)

Sree, Dave

2015-01-01

Far-field acoustic power level and performance analyses of open rotor model F31/A31 have been performed to determine its noise characteristics at simulated scaled takeoff, nominal takeoff, and approach flight conditions. The nonproprietary parts of the data obtained from experiments in 9- by 15-Foot Low-Speed Wind Tunnel (9?15 LSWT) tests were provided by NASA Glenn Research Center to perform the analyses. The tone and broadband noise components have been separated from raw test data by using a new data analysis tool. Results in terms of sound pressure levels, acoustic power levels, and their variations with rotor speed, angle of attack, thrust, and input shaft power have been presented and discussed. The effect of an upstream pylon on the noise levels of the model has been addressed. Empirical equations relating model's acoustic power level, thrust, and input shaft power have been developed. The far-field acoustic efficiency of the model is also determined for various simulated flight conditions. It is intended that the results presented in this work will serve as a database for comparison and improvement of other open rotor blade designs and also for validating open rotor noise prediction codes.

Take-Off Time of the First Generation of the Overwintering Small Brown Planthopper, Laodelphax striatellus in the Temperate Zone in East Asia

PubMed Central

Sanada-Morimura, Sachiyo; Otuka, Akira; Matsumura, Masaya; Etoh, Tomoki; Zhu, Yeqin; Zhou, Yijun; Zhang, Gufeng

2015-01-01

Overseas migration of the small brown planthopper, Laodelphax striatellus (Fallén), occurs during the winter wheat harvest season in East Asia. Knowing the take-off time of emigrating L. striatellus is crucial for predicting such migrations with a simulation technique because winds, carriers of migratory insects, change continuously. Several methods were used in China and Japan from late May to early June 2012 and again in 2013 to identify the precise timing of take-off. These methods included: a tow net trap mounted to a pole at 10 m above the ground, a helicopter-towed net trap, and a canopy trap (which also had video monitoring) set over wheat plants. Laodelphax striatellus emigrated from wheat fields mainly in the early evening, before dusk. The insects also emigrated during the daytime but rarely emigrated at dawn, showing a pattern that is unlike the bimodal emigration at dusk and dawn of two other rice planthoppers, the brown planthopper, Nilaparvata lugens (Stål), and the white-backed planthopper, Sogatella furcifera (Horváth). There was no significant difference in the temporal pattern of take-off behavior between females and males of Japanese L. striatellus populations. PMID:25780936

Aircraft Design Considerations to Meet One Engine Inoperative (OEI) Safety Requirements

NASA Technical Reports Server (NTRS)

Scott, Mark W.

2012-01-01

Commercial airlines are obligated to operate such that an aircraft can suffer an engine failure at any point in its mission and terminate the flight without an accident. Only minimal aircraft damage is allowable, such as brake replacement due to very heavy application, or an engine inspection and/or possible removal due to use of an emergency rating. Such performance criteria are often referred to as zero exposure, referring to zero accident exposure to an engine failure. The critical mission segment for meeting one engine inoperative (OEI) criteria is takeoff. For a given weight, wind, and ambient condition, fixed wing aircraft require a balanced field length. This is the longer of the distance to take off if an engine fails at a predetermined critical point in the takeoff profile, or the distance to reject the takeoff and brake to a stop. Rotorcraft have requirements for horizontal takeoff procedures that are equivalent to a balanced field length requirements for fixed wing aircraft. Rotorcraft also perform vertical procedures where no runway or heliport distance is available. These were developed primarily for elevated heliports as found on oil rigs or rooftops. They are also used for ground level operations as might be found at heliports at the end of piers or other confined areas.

Generation of the pitch moment during the controlled flight after takeoff of fruitflies.

PubMed

Chen, Mao Wei; Wu, Jiang Hao; Sun, Mao

2017-01-01

In the present paper, the controlled flight of fruitflies after voluntary takeoff is studied. Wing and body kinematics of the insects after takeoff are measured using high-speed video techniques, and the aerodynamic force and moment are calculated by the computational fluid dynamics method based on the measured data. How the control moments are generated is analyzed by correlating the computed moments with the wing kinematics. A fruit-fly has a large pitch-up angular velocity owing to the takeoff jump and the fly controls its body attitude by producing pitching moments. It is found that the pitching moment is produced by changes in both the aerodynamic force and the moment arm. The change in the aerodynamic force is mainly due to the change in angle of attack. The change in the moment arm is mainly due to the change in the mean stroke angle and deviation angle, and the deviation angle plays a more important role than the mean stroke angle in changing the moment arm (note that change in deviation angle implies variation in the position of the aerodynamic stroke plane with respect to the anatomical stroke plane). This is unlike the case of fruitflies correcting pitch perturbations in steady free flight, where they produce pitching moment mainly by changes in mean stroke angle.

Assessing the impact of a targeted plyometric training on changes in selected kinematic parameters of the swimming start.

PubMed

Rejman, Marek; Bilewski, Marek; Szczepan, Stefan; Klarowicz, Andrzej; Rudnik, Daria; Maćkała, Krzysztof

2017-01-01

The aim of this study was to analyse changes taking place within selected kinematic parameters of the swimming start, after completing a six-week plyometric training, assuming that the take-off power training improves its effectiveness. The experiment included nine male swimmers. In the pre-test the swimmers performed three starts focusing on the best performance. Next, a plyometric training programme, adapted from sprint running, was introduced in order to increase a power of the lower extremities. The programme entailed 75 minute sessions conducted twice a week. Afterwards, a post-test was performed, analogous to the pre-test. Spatio-temporal structure data of the swimming start were gathered from video recordings of the swimmer above and under water. Impulses triggered by the plyometric training contributed to a shorter start time (the main measure of start effectiveness) and glide time as well as increasing average take-off, flight and glide velocities including take-off, entry and glide instantaneous velocities. The glide angle decreased. The changes in selected parameters of the swimming start and its confirmed diagnostic values, showed the areas to be susceptible to plyometric training and suggested that applied plyometric training programme aimed at increasing take-off power enhances the effectiveness of the swimming start.

75 FR 55961 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-15

.../1/10 LOC RWY 8, AMDT 5A. 21-Oct-10 AZ FORT HUACHUCA/ SIERRA VISTA MUNI- 0/5486 8/30/10 TAKEOFF MINIMUMS AND OBSTACLE DP, AMDT 2. SIERRA VISTA. LIBBY AAF. 21-Oct-10 LA LAKE CHARLES..... LAKE CHARLES RGNL... LOC/DME RWY 14, AMDT 8. 21-Oct-10 LA SLIDELL SLIDELL 0/7403 8/30/10 NDB RWY 36, ORIG-D. 21-Oct-10 FL...

Evaluating and minimizing noise impact due to aircraft flyover

NASA Technical Reports Server (NTRS)

Jacobson, I. D.

1980-01-01

The results of a study on the evaluation and reduction of noise impact to a community due to aircraft landing and takeoff operations are presented. The case of multiple aircrafts flying on several trajectories, for either approach/landings or takeoffs was examined. An extremely realistic model of the flight path was developed. The annoyance criterion used was the noise impact index (NII). The algorithm was applied to Patrick Henry International Airport.

Ready for Takeoff: China’s Advancing Aerospace Industry

DTIC Science & Technology

2011-01-01

designed to study the effects of radiation and microgravity on different varieties of fruit and vegetable seeds, fungi , and molecular biomaterials. No...negatively affect U.S. interests and would increase the costs—human and material—of resisting such force. xiv Ready for Takeoff: China’s Advancing...summarizes projec- tions of its future growth, and analyzes factors that are likely to affect that growth, such as the availability of high-speed rail

Numerical simulation of aerodynamic characteristics of multi-element wing with variable flap

NASA Astrophysics Data System (ADS)

Lv, Hongyan; Zhang, Xinpeng; Kuang, Jianghong

2017-10-01

Based on the Reynolds averaged Navier-Stokes equation, the mesh generation technique and the geometric modeling method, the influence of the Spalart-Allmaras turbulence model on the aerodynamic characteristics is investigated. In order to study the typical configuration of aircraft, a similar DLR-F11 wing is selected. Firstly, the 3D model of wing is established, and the 3D model of plane flight, take-off and landing is established. The mesh structure of the flow field is constructed and the mesh is generated by mesh generation software. Secondly, by comparing the numerical simulation with the experimental data, the prediction of the aerodynamic characteristics of the multi section airfoil in takeoff and landing stage is validated. Finally, the two flap deflection angles of take-off and landing are calculated, which provide useful guidance for the aerodynamic characteristics of the wing and the flap angle design of the wing.

Ground noise measurements during landing, take-off, and flyby operations of a four-engine turbopropeller STOL airplane

NASA Technical Reports Server (NTRS)

Hilton, D. A.; Henderson, H. R.; Maglieri, D. J.

1971-01-01

Noise measurements were obtained for a four-engine turbopropeller STOL airplane during a Federal Aviation Administration flight evaluation program at the National Aviation Facilities Experimental Center. These noise measurements involved landing-approach, takeoff-climbout, and flyby operations of the airplane. A total of 13 measuring positions were used to define the noise characteristics around a simulated STOL port. The results are presented in the form of both physical and subjective measurements. An appendix is included to present tabulated values of various subjective reaction units which may be significant for the planning and operation of STOL ports. The main source of noise produced by this vehicle was found to be the propeller, and noise levels decrease generally in accordance with the inverse-distance law for distances up to about 457 meters. For similar slant ranges, somewhat lower noise levels were experienced during flyby than during takeoff or landing.

Issues related to aircraft take-off plumes in a mesoscale photochemical model.

PubMed

Bossioli, Elissavet; Tombrou, Maria; Helmis, Costas; Kurtenbach, Ralf; Wiesen, Peter; Schäfer, Klaus; Dandou, Aggeliki; Varotsos, Kostas V

2013-07-01

The physical and chemical characteristics of aircraft plumes at the take-off phase are simulated with the mesoscale CAMx model using the individual plume segment approach, in a highly resolved domain, covering the Athens International Airport. Emission indices during take-off measured at the Athens International Airport are incorporated. Model predictions are compared with in situ point and path-averaged observations (NO, NO₂) downwind of the runway at the ground. The influence of modeling process, dispersion properties and background air composition on the chemical evolution of the aircraft plumes is examined. It is proven that the mixing properties mainly determine the plume dispersion. The initial plume properties become significant for the selection of the appropriate vertical resolution. Besides these factors, the background NOx and O₃ concentration levels control NOx distribution and their conversion to nitrogen reservoir species. Copyright © 2013 Elsevier B.V. All rights reserved.

Pioneers and Followers: Migrant Selectivity and the Development of U.S. Migration Streams in Latin America

PubMed Central

Lindstrom, David P.; Ramírez, Adriana López

2013-01-01

We present a method for dividing the historical development of community migration streams into an initial period and a subsequent takeoff stage with the purpose of systemically differentiating pioneer migrants from follower migrants. The analysis is organized around five basic research questions. First, can we empirically identify a juncture in the historical development of community-based migration that marks the transition from an initial stage of low levels of migration and gradual growth into a takeoff stage in which the prevalence of migration grows at a more accelerated rate? Second, does this juncture point exist at roughly similar migration prevalence levels across communities? Third, are first-time migrants in the initial stage (pioneers) different from first-time migrants in the takeoff stage (followers)? Fourth, what is the nature of this migrant selectivity? Finally, does the nature and degree of pioneer selectivity vary across country migration streams? PMID:24489382

Aircraft accident report: NASA 712, Convair 990, N712NA, March Air Force Base, California, July 17, 1985, facts and analysis

NASA Technical Reports Server (NTRS)

Batthauer, Byron E.; Mccarthy, G. T.; Hannah, Michael; Hogan, Robert J.; Marlow, Frank J.; Reynard, William D.; Stoklosa, Janis H.; Yager, Thomas J.

1986-01-01

On July 17, l985, at 1810 P.d.t., NASA 712, a Convair 990 aircraft, was destroyed by fire at March Air Force Base, California. The fire started during the rollout after the pilot rejected the takeoff on runway 32. The rejected takeoff was initiated during the takeoff roll because of blown tires on the right landing gear. During the rollout, fragments of either the blown tires or the wheel/brake assemblies penetrated a right-wing fuel tank forward of the right main landing gear. Leaking fuel ignited while the aircraft was rolling, and fire engulfed the right wing and the fuselage after the aircraft was stopped on the runway. The 4-man flightcrew and the 15 scientists and technicians seated in the cabin evacuated the aircraft without serious injury. The fire was not extinguished by crash/rescue efforts and the aircraft was destroyed.

Radially leaned outlet guide vanes for fan source noise reduction

NASA Technical Reports Server (NTRS)

Kazin, S. B.

1973-01-01

Two quiet engine program half scale fans one with a subsonic and the other with a supersonic fan tip speed at takeoff were run with 30 degree leaned and radial outlet guide vanes. Acoustic data at takeoff fan speed on the subsonic tip speed fan showed decreases in 200-foot sideline noise of from 1 to 2 PNdb. The supersonic tip speed fan a takeoff fan speed, however, showed noise increases of up 3 PNdb and a decrease in fan efficiency. At approach fan speed, the subsonic tip speed fan showed a noise decrease of 2.3 PNdb at the 200-foot sideline maximum angle and an increase in efficiency. The supersonic tip speed fan showed noise increase of 3.5 PNdb and no change in efficiency. The decrease in fan efficiency and the nature of the noise increase largely high frequency broadband noise lead to the speculation that an aerodynamic problem occurred.

Analysis of Convair 990 rejected-takeoff accident with emphasis on decision making, training and procedures

NASA Technical Reports Server (NTRS)

Batthauer, Byron E.

1987-01-01

This paper analyzes a NASA Convair 990 (CV-990) accident with emphasis on rejected-takeoff (RTO) decision making, training, procedures, and accident statistics. The NASA Aircraft Accident Investigation Board was somewhat perplexed that an aircraft could be destroyed as a result of blown tires during the takeoff roll. To provide a better understanding of tire failure RTO's, The Board obtained accident reports, Federal Aviation Administration (FAA) studies, and other pertinent information related to the elements of this accident. This material enhanced the analysis process and convinced the Accident Board that high-speed RTO's in transport aircraft should be given more emphasis during pilot training. Pilots should be made aware of various RTO situations and statistics with emphasis on failed-tire RTO's. This background information could enhance the split-second decision-making process that is required prior to initiating an RTO.

The ASLOTS concept: An interactive, adaptive decision support concept for Final Approach Spacing of Aircraft (FASA). FAA-NASA Joint University Program

NASA Technical Reports Server (NTRS)

Simpson, Robert W.

1993-01-01

This presentation outlines a concept for an adaptive, interactive decision support system to assist controllers at a busy airport in achieving efficient use of multiple runways. The concept is being implemented as a computer code called FASA (Final Approach Spacing for Aircraft), and will be tested and demonstrated in ATCSIM, a high fidelity simulation of terminal area airspace and airport surface operations. Objectives are: (1) to provide automated cues to assist controllers in the sequencing and spacing of landing and takeoff aircraft; (2) to provide the controller with a limited ability to modify the sequence and spacings between aircraft, and to insert takeoffs and missed approach aircraft in the landing flows; (3) to increase spacing accuracy using more complex and precise separation criteria while reducing controller workload; and (4) achieve higher operational takeoff and landing rates on multiple runways in poor visibility.

Effects of airplane characteristics and takeoff noise and field length constraints on engine cycle selection for a Mach 2.32 cruise application

NASA Technical Reports Server (NTRS)

Whitlow, J. B., Jr.

1976-01-01

Sideline noise and takeoff field length were varied for two types of Mach 2.32 cruise airplane to determine their effect on engine cycle selection. One of these airplanes was the NASA/Langley-LTV arrow wing while the other was a Boeing modified delta-plus-tail derived from the earlier 2707-300 concept. Advanced variable cycle engines were considered. A more conventional advanced low bypass turbofan engine was used as a baseline for comparison. Appropriate exhaust nozzle modifications were assumed, where needed, to allow all engines to receive either an inherent co-annular or annular jet noise suppression benefit. All the VCE's out-performed the baseline engine by substantial margins in a design range comparison, regardless of airplane choice or takeoff restrictions. The choice among the three VCE's considered, however, depends on the field length, noise level, and airplane selected.

Development of a Cross-Flow Fan Rotor for Vertical Take-Off and Landing Aircraft

DTIC Science & Technology

2013-06-01

ANSYS CFX , along with the commercial computer-aided design software SolidWorks, was used to model and perform a parametric study on the number of rotor...the results found using ANSYS CFX . The experimental and analytical models were successfully compared at speeds ranging from 4,000 to 7,000 RPM...will make vertical take-off possible. The commercial computational fluid dynamics software ANSYS CFX , along with the commercial computer-aided design

Advanced supersonic propulsion study, phase 3

NASA Technical Reports Server (NTRS)

Howlett, R. A.; Johnson, J.; Sabatella, J.; Sewall, T.

1976-01-01

The variable stream control engine is determined to be the most promising propulsion system concept for advanced supersonic cruise aircraft. This concept uses variable geometry components and a unique throttle schedule for independent control of two flow streams to provide low jet noise at takeoff and high performance at both subsonic and supersonic cruise. The advanced technology offers a 25% improvement in airplane range and an 8 decibel reduction in takeoff noise, relative to first generation supersonic turbojet engines.

Study of quiet turbofan STOL aircraft for short haul transportation

NASA Technical Reports Server (NTRS)

Higgins, T. P.; Stout, E. G.; Sweet, H. S.

1973-01-01

A study of quiet turbofan short takeoff aircraft for short haul air transportation was conducted. The objectives of the study were to: (1) define representative aircraft configurations, characteristics, and costs associated with their development, (2) identify critical technology and technology related problems to be resolved in successful introduction of representative short haul aircraft, (3) determine relationships between quiet short takeoff aircraft and the economic and social viability of short haul, and (4) identify high payoff technology areas.

ARC-1957-A-22640

NASA Image and Video Library

1957-05-01

NACA Photographer North American F-100A (NACA-200) Super Sabre Airplane take-off. The blowing-tupe boundary-layer control on the leading- and trailing-edge provided large reductions in takeoff and landing approach speeds. Approach speeds were reduced by about 10 knots (Mar 1960). Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 fig. 102 and and Memoirs of a Flight Test Engneer NASA SP-2002-4525

Final Environmental Assessment for Transfer of Former Charleston Air Force Base Housing Annex Property to the City of North Charleston for Construction and Operation of New Municipal Facilities

DTIC Science & Technology

2009-10-01

nighttime and daytime) as compared to normal speech at three feet (65 dBA) or a gas-powered lawn mower (95 dBA). With exception of any wildlife...Noise Levels COMMON OUTDOOR SOUND LEVELS B-747-200 Takeoff at2 miles Gas Lawn Mower at 3 ft. Diesel Truck at 150 ft. DC-9-30 Takeoff at2 miles

75 FR 65940 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-10-27

..., RNAV (RNP) RWY 32, Orig Portland, OR, Portland Intl, ILS OR LOC RWY 10R, ILS RWY 10R (SA CAT I), ILS RWY 10R (CAT II), ILS RWY 10R (CAT III), Amdt 33A Hondo, TX, Hondo Muni, Takeoff Minimums and Obstacle... Intl, ILS OR LOC RWY 3, ILS RWY 3 (SA CAT I), ILS RWY 3 (CAT II), ILS RWY 3 (CAT III), Amdt 6 Spokane...

Noise Testing of an Experimental Augmentor Wing

NASA Image and Video Library

1974-06-21

The augmentor wing concept was introduced during the early 1960s to enhance the performance of vertical and short takeoff (VSTOL) aircraft. The leading edge of the wing has full-span vertical flaps, and the trailing edge has double-slotted flaps. This provides aircraft with more control in takeoff and landing conditions. The augmentor wing also produced lower noise levels than other VSTOL designs. In the early 1970s Boeing Corporation built a Buffalo C-8A augmentor wing research aircraft for Ames Research Center. Researches at Lewis Research Center concentrated their efforts on reducing the noise levels of the wing. They initially used small-scale models to develop optimal nozzle screening methods. They then examined the nozzle designs on a large-scale model, seen here on an external test stand. This test stand included an airflow system, nozzle, the augmentor wing, and a muffler system below to reduce the atmospheric noise levels. The augmentor was lined with noise-reducing acoustic panels. The Lewis researchers were able to adjust the airflow to simulate conditions at takeoff and landing. Once the conditions were stabilized they took noise measurements from microphones placed in all directions from the wing, including an aircraft flying over. They found that the results coincided with the earlier small-scale studies for landing situations but not takeoffs. The acoustic panels were found to be successful.

Simulator evaluation of displays for a revised takeoff performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B.; Srivatsan, Raghavachari; Person, Lee H., Jr

1992-01-01

Cockpit displays for a Takeoff Performance Monitoring System (TOPMS) to provide pilots with graphic and alphanumeric information pertinent to their decision to continue or abort a takeoff are evaluated. Revised head-down and newly developed head-up displays were implemented on electronic screens in the real-time Transport Systems Research Vehicle (TSRV) Simulator for the Boeing 737 airplane at the Langley Research Center and evaluated by 17 NASA, U.S. Air Force, airline, and industry pilots. Both types of displays were in color, but they were not dependent upon it. The TOPMS head-down display is composed of a runway graphic overlaid with symbolic status and advisory information related to both the expected takeoff point and the predicted stop point (in the event an abort becomes necessary). In addition, an overall Situation Advisory Flag indicates a preferred course of action based on analysis of the various elements of airplane performance and system status. A simpler head-up display conveys most of this same information and relates it to the visual scene. The evaluation pilots found the displays to be credible, easy to monitor, and appropriate for the task. In particular, the pilots said the head-up display was monitored with very little effort and did not obstruct or distract them from monitoring the simulated out-the-window runway scene. This report augments NASA TP-2908, 1989.

Changes in Jump-Down Performance After Space Flight: Short- and Long-Term Adaptation

NASA Technical Reports Server (NTRS)

Kofman, I. S.; Reschke, M. F.; Cerisano, J. M.; Fisher, E. A.; Lawrence, E. L.; Peters, B. T.; Bloomberg, J. J.

2010-01-01

INTRODUCTION Successful jump performance requires functional coordination of visual, vestibular, and somatosensory systems, which are affected by prolonged exposure to microgravity. Astronauts returning from space flight exhibit impaired ability to coordinate effective landing strategies when jumping from a platform to the ground. This study compares the jump strategies used by astronauts before and after flight, the changes to those strategies within a test session, and the recoveries in jump-down performance parameters across several postflight test sessions. These data were obtained as part of an ongoing interdisciplinary study (Functional Task Test, FTT) designed to evaluate both astronaut postflight functional performance and related physiological changes. METHODS Six astronauts from short-duration (Shuttle) and three from long-duration (International Space Station) flights performed 3 two-footed jumps from a platform 30 cm high. A force plate measured the ground reaction forces and center-of-pressure displacement from the landings. Muscle activation data were collected from the medial gastrocnemius and anterior tibialis of both legs using surface electromyography electrodes. Two load cells in the platform measured the load exerted by each foot during the takeoff phase of the jump. Data were collected in 2 preflight sessions, on landing day (Shuttle only), and 1, 6, and 30 days after flight. RESULTS AND CONCLUSION Many of the astronauts tested were unable to maintain balance on their first postflight jump landing but recovered by the third jump, showing a learning progression in which the performance improvement could be attributed to adjustments of strategy on takeoff, landing, or both. Takeoff strategy changes were evident in air time (time between takeoff and landing), which was significantly reduced after flight, and also in increased asymmetry in foot latencies on takeoff. Landing modifications were seen in changes in ground reaction force curves. The results demonstrate astronauts adaptive capabilities and full performance recovery within days after flight.

Perceived Noise Analysis for Offset Jets Applied to Commercial Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Huff, Dennis L.; Henderson, Brenda S.; Berton, Jeffrey J.; Seidel, Jonathan A.

2016-01-01

A systems analysis was performed with experimental jet noise data, engine/aircraft performance codes and aircraft noise prediction codes to assess takeoff noise levels and mission range for conceptual supersonic commercial aircraft. A parametric study was done to identify viable engine cycles that meet NASA's N+2 goals for noise and performance. Model scale data from offset jets were used as input to the aircraft noise prediction code to determine the expected sound levels for the lateral certification point where jet noise dominates over all other noise sources. The noise predictions were used to determine the optimal orientation of the offset nozzles to minimize the noise at the lateral microphone location. An alternative takeoff procedure called "programmed lapse rate" was evaluated for noise reduction benefits. Results show there are two types of engines that provide acceptable mission range performance; one is a conventional mixed-flow turbofan and the other is a three-stream variable-cycle engine. Separate flow offset nozzles reduce the noise directed toward the thicker side of the outer flow stream, but have less benefit as the core nozzle pressure ratio is reduced. At the systems level for a three-engine N+2 aircraft with full throttle takeoff, there is a 1.4 EPNdB margin to Chapter 3 noise regulations predicted for the lateral certification point (assuming jet noise dominates). With a 10% reduction in thrust just after clearing the runway, the margin increases to 5.5 EPNdB. Margins to Chapter 4 and Chapter 14 levels will depend on the cumulative split between the three certification points, but it appears that low specific thrust engines with a 10% reduction in thrust (programmed lapse rate) can come close to meeting Chapter 14 noise levels. Further noise reduction is possible with engine oversizing and derated takeoff, but more detailed mission studies are needed to investigate the range impacts as well as the practical limits for safety and takeoff regulations.

Crew Workload Prediction Study.

DTIC Science & Technology

1981-12-01

the takeoff is being made in a high performance aircraft in afterburner . In this case, the time available for takeoff is less than that required in...4 -4 4 d5 0 z ~ C, 0 0 u 0 0 00 0 z w u 0- E-4P Hn H %D 00 𔃻 zp C4 0 0u ( H0 Z -8 Z z4, H"W 9 0- P4 En 4 .0 [4 C4 014 0;HHgc 0 00 0 tnt n ( n o L

Conceptual engineering design studies of 1985-era commercial VTOL and STOL transports that utilize rotors

NASA Technical Reports Server (NTRS)

Magee, J. P.; Clark, R. D.; Widdison, C. A.

1975-01-01

Conceptual design studies are summarized of tandem-rotor helicopter and tilt-rotor aircraft for a short haul transport mission in the 1985 time frame. Vertical takeoff designs of both configurations are discussed, and the impact of external noise criteria on the vehicle designs, performance, and costs are shown. A STOL design for the tilt-rotor configuration is reported, and the effect of removing the vertical takeoff design constraints on the design parameters, fuel economy, and operating cost is discussed.

Preliminary performance of a vertical-attitude takeoff and landing, supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system

NASA Technical Reports Server (NTRS)

Robins, A. W.; Beissner, F. L., Jr.; Domack, C. S.; Swanson, E. E.

1985-01-01

A performance study was made of a vertical attitude takeoff and landing (VATOL), supersonic cruise aircraft concept having thrust vectoring integrated into the flight control system. Those characteristics considered were aerodynamics, weight, balance, and performance. Preliminary results indicate that high levels of supersonic aerodynamic performance can be achieved. Further, with the assumption of an advanced (1985 technology readiness) low bypass ratio turbofan engine and advanced structures, excellent mission performance capability is indicated.

A comparison of flight and simulation data for three automatic landing system control laws for the Augmentor wing jet STOL research airplane

NASA Technical Reports Server (NTRS)

Feinreich, B.; Gevaert, G.

1980-01-01

Automatic flare and decrab control laws for conventional takeoff and landing aircraft were adapted to the unique requirements of the powered lift short takeoff and landing airplane. Three longitudinal autoland control laws were developed. Direct lift and direct drag control were used in the longitudinal axis. A fast time simulation was used for the control law synthesis, with emphasis on stochastic performance prediction and evaluation. Good correlation with flight test results was obtained.

Civil applications of high-speed rotorcraft and powered-lift aircraft configurations

NASA Technical Reports Server (NTRS)

Albers, James A.; Zuk, John

1987-01-01

Advanced subsonic vertical and short takeoff and landing (V/STOL) aircraft configurations offer new transportation options for civil applications. Described is a range of vehicles from low-disk to high-disk loading aircraft, including high-speed rotorcraft, V/STOL aircraft, and short takeoff and landing (STOL) aircraft. The status and advantages of the various configurations are described. Some of these show promise for relieving congestion in high population-density regions and providing transportation opportunities for low population-density regions.

Application of the Analysis Phase of the Instructional System Development to the MK-105 Magnetic Minesweeping Mission of the MH-53E Helicopter.

DTIC Science & Technology

1987-09-01

Visual Communication . Although this task is performed several times, the task is performed at different points during the mission. In addition, the...Perform visual communication Give thumbs-up signal when ready for takeoff; check lights on pri-fly B. Perform takeoff and Aircraft operating clear ship...FM c. Operate ICS 2. Perform visual communication 3. Operate IFF transponder B. Maintain mission and fuel logs C. Perform checklists 1. Perform AMCM

KSC-06pd0239

NASA Image and Video Library

2006-02-08

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

KSC-06pd0243

NASA Image and Video Library

2006-02-08

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

United States Air Force F-35A Operational Basing Environmental Impact Statement. Appendix E: Responses

DTIC Science & Technology

2013-09-01

R0287, R0549, R0662, R0740 Concerned that the afterburner was not factored into the noise zone equation. Afterburner takeoffs were factored into...the noise assessment. The F-35s at Burlington International Airport are proposed to use afterburners on only 5 percent of their takeoffs (vice the...90 percent done now by F-16s). However, the afterburner would be turned off shortly after the aircraft becomes airborne, much prior to crossing the

V/STOL aircraft configurations and opportunities in the Pacific Basin

NASA Technical Reports Server (NTRS)

Albers, James A.; Zuk, John

1987-01-01

Advanced aircraft configurations offer new transportation options for the Pacific Basin. Described is a range of vehicles from low-disk to high-disk loading aircraft, including high-speed rotorcraft, subsonic vertical and short takeoff and landing (V/STOL) aircraft, and subsonic short takeoff and landing (STOL) aircraft. The status and advantages of the various configurations are described. Some of these show promise for satisfying many of the transportation requirements of the Pacific Basin; as such, they could revolutionize short-haul transportation in that region.

The use of oil for in-flight flow visualization

NASA Technical Reports Server (NTRS)

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

1984-01-01

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

Prospects for utilization of air liquefaction and enrichment system (ALES) propulsion in fully reusable launch vehicles

NASA Technical Reports Server (NTRS)

Bond, W. H.; Yi, A. C.

1993-01-01

A concept is shown for a fully reusable, earth to orbit launch vehicle with horizontal takeoff and landing, employing an air-turborocket for low speed and a rocket for high speed acceleration, both using LH2 fuel. The turborocket employs a modified liquid air cycle to supply the oxidizer. The rocket uses 90 percent pure LOX that is collected from the atmosphere, separated, and stored during operation of the turborocket from about Mach 2 to Mach 5 or 6. The takeoff weight and the thrust required at takeoff are markedly reduced by collecting the rocket oxidizer in-flight. The paper shows an approach and the corresponding technology needs for using ALES propulsion in a SSTO vehicle. Reducing the trajectory altitude at the end of collection reduces the wing area and increases payload. The use of state-of-the-art materials, such as graphite polyimide, is critical to meet the structure weight objective for SSTO. Configurations that utilize 'waverider' aerodynamics show great promise to reduce the vehicle weight.

Interaction of the elytra and hind wing of a rhinoceros beetle (Trypoxylus dichotomus) during a take-off mode

NASA Astrophysics Data System (ADS)

Oh, Seungyoung; Oh, Sehyeong; Choi, Haecheon; Lee, Boogeon; Park, Hyungmin; Kim, Sun-Tae

2015-11-01

The elytra are a pair of hardened wings that cover the abdomen of a beetle to protect beetle's hind wings. During the take-off, these elytra open and flap in phase with the hind wings. We investigate the effect of the elytra flapping on beetle's aerodynamic performance. Numerical simulations are performed at Re=10,000 (based on the wingtip mean velocity and mean chord length of the hind wing) using an immersed boundary method. The simulations are focused on a take-off, and the wing kinematics used is directly obtained from the experimental observations using high speed cameras. The simulation result shows three-dimensional vortical structures generated by the hind wing of the beetle and their interaction with the elytra. The presence of elytra has a negative effect on the lift generation by the hind wings, but the lift force on the elytra themselves is negligible. Further discussions on the elytra - hind wing interaction will be provided during the presentation. Supported by UD130070ID.

The Gold Rush: A simulated commercial air transportation study

NASA Technical Reports Server (NTRS)

Clarke, Amanda; Degiorgio, Chris; Galka, Edmund; Stumm, Albert; Valenta, Lisa; Winter, Tom

1993-01-01

The remotely piloted vehicle (RPV) GoldRush was designed to complete the mission of transporting passengers in AeroWorld at a lower cost per seat per thousand feet (CPSPK) than the competition, the HB-40. There were two major factors which were constant considerations in the design process. The cost of manufacturing was the most important. In light of this, the designs were kept as simple as possible while considering trade-offs in performance. For example, the wing was not tapered so that several ribs could be cut at one time. Also of major importance was the takeoff distance. In order to serve all the cities in AeroWorld it was necessary to maintain a takeoff distance requirement of 24 feet. The takeoff distance proved to be the number one force in driving the design process. The Astro 25 engine and 13 inch propellor, a large wing area, and the high lift Wortmann airfoil were all chosen in order to satisfy this objective.

Anterior cruciate ligament injury about 20 years post-treatment: A kinematic analysis of one-leg hop.

PubMed

Tengman, E; Grip, H; Stensdotter, Ak; Häger, C K

2015-12-01

Reduced dynamic knee stability, often evaluated with one-leg hops (OLHs), is reported after anterior cruciate ligament (ACL) injury. This may lead to long-standing altered movement patterns, which are less investigated. 3D kinematics during OLH were explored in 70 persons 23 ± 2 years after ACL injury; 33 were treated with physiotherapy in combination with ACL reconstruction (ACL(R)) and 37 with physiotherapy alone (ACL(PT)). Comparisons were made to 33 matched controls. We analyzed (a) maximal knee joint angles and range of motion (flexion, abduction, rotation); (b) medio-lateral position of the center of mass (COM) in relation to knee and ankle joint centers, during take-off and landing phases. Unlike controls, ACL-injured displayed leg asymmetries: less knee flexion and less internal rotation at take-off and landing and more lateral COM related to knee and ankle joint of the injured leg at landing. Compared to controls, ACL(R) had larger external rotation of the injured leg at landing. ACL(PT) showed less knee flexion and larger external rotation at take-off and landing, and larger knee abduction at Landing. COM was more medial in relation to the knee at take-off and less laterally placed relative to the ankle at landing. ACL injury results in long-term kinematic alterations during OLH, which are less evident for ACL(R). © 2015 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

A biomechanical analysis of the last stride, touch-down and take-off characteristics of the women's long jump.

PubMed

Lees, A; Fowler, N; Derby, D

1993-08-01

This study was concerned with the measurement of a selection of performance variables from competitors in the women's long jump final of the World Student Games held in Sheffield, UK in July 1991. Several performances of each of six finalists were recorded on cine-film at 100 Hz. Resulting planar kinematic data were obtained for the last stride, touch-down and take-off. For the analysis, the point of maximum knee flexion was established and this was used to represent the point at which the compression phase had ended. A variety of variables describing the position, velocity and angular changes are presented as descriptive data. In addition, these were used to compute energies on the basis of a whole body model. The data were interpreted on the basis of a technique model of long jumping established from the literature. It was confirmed that take-off velocity was a function of touch-down velocity, and that there was an increase in vertical velocity at the expense of a reduction of horizontal velocity. An attempt was made to identify the mechanisms acting during the touch-down to take-off phase which were responsible for generating vertical velocity. It was concluded that there was evidence for mechanical, biomechanical and muscular mechanisms. The former relates to the generation of vertical velocity by the body riding over the base of support; the second is the elastic re-utilization of energy; and the third is the contribution by concentric muscular contraction.

Airport take-off noise assessment aimed at identify responsible aircraft classes.

PubMed

Sanchez-Perez, Luis A; Sanchez-Fernandez, Luis P; Shaout, Adnan; Suarez-Guerra, Sergio

2016-01-15

Assessment of aircraft noise is an important task of nowadays airports in order to fight environmental noise pollution given the recent discoveries on the exposure negative effects on human health. Noise monitoring and estimation around airports mostly use aircraft noise signals only for computing statistical indicators and depends on additional data sources so as to determine required inputs such as the aircraft class responsible for noise pollution. In this sense, the noise monitoring and estimation systems have been tried to improve by creating methods for obtaining more information from aircraft noise signals, especially real-time aircraft class recognition. Consequently, this paper proposes a multilayer neural-fuzzy model for aircraft class recognition based on take-off noise signal segmentation. It uses a fuzzy inference system to build a final response for each class p based on the aggregation of K parallel neural networks outputs Op(k) with respect to Linear Predictive Coding (LPC) features extracted from K adjacent signal segments. Based on extensive experiments over two databases with real-time take-off noise measurements, the proposed model performs better than other methods in literature, particularly when aircraft classes are strongly correlated to each other. A new strictly cross-checked database is introduced including more complex classes and real-time take-off noise measurements from modern aircrafts. The new model is at least 5% more accurate with respect to previous database and successfully classifies 87% of measurements in the new database. Copyright © 2015 Elsevier B.V. All rights reserved.

Computational Fluid Dynamics Analysis of Flexible Duct Junction Box Design

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

Beach, Robert; Prahl, Duncan; Lange, Rich

2013-12-01

IBACOS explored the relationships between pressure and physical configurations of flexible duct junction boxes by using computational fluid dynamics (CFD) simulations to predict individual box parameters and total system pressure, thereby ensuring improved HVAC performance. Current Air Conditioning Contractors of America (ACCA) guidance (Group 11, Appendix 3, ACCA Manual D, Rutkowski 2009) allows for unconstrained variation in the number of takeoffs, box sizes, and takeoff locations. The only variables currently used in selecting an equivalent length (EL) are velocity of air in the duct and friction rate, given the first takeoff is located at least twice its diameter away frommore » the inlet. This condition does not account for other factors impacting pressure loss across these types of fittings. For each simulation, the IBACOS team converted pressure loss within a box to an EL to compare variation in ACCA Manual D guidance to the simulated variation. IBACOS chose cases to represent flows reasonably correlating to flows typically encountered in the field and analyzed differences in total pressure due to increases in number and location of takeoffs, box dimensions, and velocity of air, and whether an entrance fitting is included. The team also calculated additional balancing losses for all cases due to discrepancies between intended outlet flows and natural flow splits created by the fitting. In certain asymmetrical cases, the balancing losses were significantly higher than symmetrical cases where the natural splits were close to the targets. Thus, IBACOS has shown additional design constraints that can ensure better system performance.« less

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.

Improvement of Long-Jump Performance During Competition Using a Plyometric Exercise.

PubMed

Bogdanis, Gregory C; Tsoukos, Athanasios; Veligekas, Panagiotis

2017-02-01

To examine the acute effects of a conditioning plyometric exercise on long-jump performance during a simulated long-jump competition. Eight national-level track and field decathletes performed 6 long-jump attempts with a full approach run separated by 10-min recoveries. In the experimental condition subjects performed 3 rebound vertical jumps with maximal effort 3 min before the last 5 attempts, while the 1st attempt served as baseline. In the control condition the participants performed 6 long jumps without executing the conditioning exercise. Compared with baseline, long-jump performance progressively increased only in the experimental condition, from 3.0%, or 17.5 cm, in the 3rd attempt (P = .046, d = 0.56), to 4.8%, or 28.2 cm, in the 6th attempt (P = .0001, d = 0.84). The improvement in long-jump performance was due to a gradual increase in vertical takeoff velocity from the 3rd (by 8.7%, P = .0001, d = 1.82) to the 6th jump (by 17.7%, P = .0001, d = 4.38). Horizontal-approach velocity, takeoff duration, and horizontal velocity at takeoff were similar at all long-jump attempts in both conditions (P = .80, P = .36, and P = .15, respectively). Long-jump performance progressively improved during a simulated competition when a plyometric conditioning exercise was executed 3 min before each attempt. This improvement was due to a progressive increase in vertical velocity of takeoff, while there was no effect on the horizontal velocity.

Gender variability in electromyographic activity, in vivo behaviour of the human gastrocnemius and mechanical capacity during the take-off phase of a countermovement jump.

PubMed

Rubio-Arias, Jacobo Ángel; Ramos-Campo, Domingo Jesús; Peña Amaro, José; Esteban, Paula; Mendizábal, Susana; Jiménez, José Fernando

2017-11-01

The purpose of this study was to analyse gender differences in neuromuscular behaviour of the gastrocnemius and vastus lateralis during the take-off phase of a countermovement jump (CMJ), using direct measures (ground reaction forces, muscle activity and dynamic ultrasound). Sixty-four young adults (aged 18-25 years) participated voluntarily in this study, 35 men and 29 women. The firing of the trigger allowed obtainment of data collection vertical ground reaction forces (GRF), surface electromyography activity (sEMG) and dynamic ultrasound gastrocnemius of both legs. Statistically significant gender differences were observed in the jump performance, which appear to be based on differences in muscle architecture and the electrical activation of the gastrocnemius muscles and vastus lateralis. So while men developed greater peak power, velocity take-offs and jump heights, jump kinetics compared to women, women also required a higher electrical activity to develop lower power values. Additionally, the men had higher values pennation angles and muscle thickness than women. Men show higher performance of the jump test than women, due to significant statistical differences in the values of muscle architecture (pennation angle and thickness muscle), lower Neural Efficiency Index and a higher amount of sEMG activity per second during the take-off phase of a CMJ. © 2016 Scandinavian Society of Clinical Physiology and Nuclear Medicine. Published by John Wiley & Sons Ltd.

Airplane takeoff and landing performance monitoring system

NASA Technical Reports Server (NTRS)

Middleton, David B. (Inventor); Srivatsan, Raghavachari (Inventor); Person, Lee H. (Inventor)

1989-01-01

The invention is a real-time takeoff and landing performance monitoring system which provides the pilot with graphic and metric information to assist in decisions related to achieving rotation speed (V sub R) within the safe zone of the runway or stopping the aircraft on the runway after landing or take off abort. The system processes information in two segments: a pretakeoff segment and a real-time segment. One-time inputs of ambient conditions and airplane configuration information are used in the pretakeoff segment to generate scheduled performance data. The real-time segment uses the scheduled performance data, runway length data and transducer measured parameters to monitor the performance of the airplane throughout the takeoff roll. An important feature of this segment is that it updates the estimated runway rolling friction coefficient. Airplane performance predictions also reflect changes in headwind occurring as the takeoff roll progresses. The system displays the position of the airplane on the runway, indicating runway used and runway available, summarizes the critical information into a situation advisory flag, flags engine failures and off-nominal acceleration performance, and indicates where on the runway particular events such as decision speed (V sub 1), rotation speed (V sub R) and expected stop points will occur based on actual or predicted performance. The display also indicates airspeed, wind vector, engine pressure ratios, second segment climb speed, and balanced field length (BFL). The system detects performance deficiencies by comparing the airplane's present performance with a predicted nominal performance based upon the given conditions.

Inflight workload assessment: comparison of subjective and physiological measurements.

PubMed

Lee, Yung-Hui; Liu, Bor-Shong

2003-10-01

Assessment of pilot workload during flight is an important aviation safety consideration. The aim of this study was to assess inflight pilot workload using both physiological and multidimensional subjective-ratings measurements (heart rate and NASA Task Load Index, respectively), comparing relative sensitivity during the four phases of flight: take-off, cruise, approach, and landing. Ten male pilots volunteered to participate in the trials, which took place in a Boeing 747-400 flight simulator. Electrocardiography was performed throughout the test using the portable Cardiovis ECG system. Mean heart rate (HR) and incremental heart rate (delta HR) were considered indices of physiological workload. Peak HR was observed during take-off (83.2 bpm) and landing (88.6 bpm); moreover, delta HR was also greatest (14.2 bpm and 18.8 bpm). The Task Load Index (TLX) scale revealed that mental and performance demands were essential components of workload during flight. In addition, temporal demand was an important component of workload during take-off and physical demand was significant during cruise. Analysis of correlation revealed that the delta HR is significantly related to TLX scores (r = 0.81, n = 40). Management of the individual sources of stress, which tend to become predominant during different flight phases, should be emphasized in periodic recurrent training. For example, a pilot must be trained to cope with the increased temporal stresses associated with take-off. In addition, the recommendations will be concerned with maintaining vigilance, task allocation between pilots, and inflight rest during long-haul cruise.

Take-Off and Landing Characteristics of a 0.13-Scale Model of the Convair XFY-1 Vertically Rising Airplane in Steady Winds, TED No. NACA DE 368

NASA Technical Reports Server (NTRS)

Schade, Robert O.; Smith, Charles C., Jr.; Lovell, P. M., Jr.

1954-01-01

An experimental investigation has been conducted to determine the stability and control characteristics of a 0.13-scale free-flight model of the Convair XFY-1 airplane during take-offs and landings in steady winds. The tests indicated that take-offs in headwinds up to at least 20 knots (full scale) will be fairly easy to perform although the airplane may be blown downstream as much as 3 spans before a trim condition can be established. The distance that the airplane will be blown down-stream can be reduced by restraining the upwind landing gear until the instant of take-off. The tests also indicated that spot landings in headwinds up to at least 30 knots (full scale) and in crosswinds up to at least 20 knots (full scale) can be accomplished with reasonable accuracy although, during the landing approach, there will probably be an undesirable nosing-up tendency caused by ground effect and by the change in angle of attack resulting from vertical descent. Some form of arresting gear will probably be required to prevent the airplane from rolling downwind or tipping over after contact. This rolling and tipping can be prevented by a snubbing line attached to the tip of the upwind' wing or tail or by an arresting gear consisting of a wire mesh on the ground and hooks on the landing gear to engage the mesh.

XB-70A during take-off

NASA Image and Video Library

1965-08-17

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

Optimal flight trajectories in the presence of windshear, 1984-86

NASA Technical Reports Server (NTRS)

Miele, A.

1986-01-01

Optimal flight trajectories were determined in the presence of windshear and guidance schemes were developed for near optimum flight in a windshear. This is a wind characterized by sharp change in intensity and direction over a relatively small region of space. This problem is important in the takeoff and landing of both civilian airplanes and military airplanes and is key to aircraft saftey. The topics covered in reference to takeoff problems are: equations of motion, problem formulation, algorithms, optimal flight trajectories, advanced guidance schemes, simplified guidance schemes, and piloting strategies.

Paradoxes of Cosmic Flights

DTIC Science & Technology

1977-04-26

less energy than in tha case of a takeoff from the surface of the Sarth. during such a takeoff from the earth the rocket motor ought to accomplish a...the energy point of view to set the roc- ket in motion* at the point closest to the *arth, the perigee, or at the most distant from it,—the apogee...than 1/33 parts of tbat energy that is necjfjessary during initial braking at the nearest-to-the»eaa?tfl ’:■’■- :,’-::::-:’.. :’.-:--:’.--£. ■■K

Resistance Tests of a 1/16 Size Model of the Hughes-kaiser Flying Boat, NACA Model 183

NASA Technical Reports Server (NTRS)

Posner, Jack; Woodward, David R.; Olson, Roland E.

1944-01-01

Tank tests were made of a hull model of the Hughes-Kaiser cargo airplane for estimates of take-off performance and maximum gross load for take-off. At hump speeds, with the model free to trim, the trim and resistance were high, which resulted in a load-resistance ratio of approximately 4.0 for a gross load coefficient of 0.75. With a 4000,000-lb load, the full size craft may take off in 69 sec over a distance of 5600 ft.

Advanced Transportation System Studies Technical Area 2 (TA-2) Heavy Lift Launch Vehicle Development Contract. Volume 2; Technical Results

NASA Technical Reports Server (NTRS)

1995-01-01

The sections in this report include: Single Stage to Orbit (SSTO) Design Ground-rules; Operations Issues and Lessons Learned; Vertical-Takeoff/Landing Versus Vertical-Takeoff/Horizontal-Landing; SSTO Design Results; SSTO Simulation Results; SSTO Assessment Results; SSTO Sizing Tool User's Guide; SSto Turnaround Assessment Report; Ground Operations Assessment First Year Executive Summary; Health Management System Definition Study; Major TA-2 Presentations; First Lunar Outpost Heavy Lift Launch Vehicle Design and Assessment; and the section, Russian Propulsion Technology Assessment Reports.

Technical Data Requirements for Shipboard and Shorebased Vertical/Short Takeoff and Landing (V/STOL) Aircraft. Revision A

DTIC Science & Technology

1978-04-26

Geometry 11-13 13-12 Shipboard Heavw Weather Tiedown 11-14 11-13 Nose & ’Main Gear Load Deflection Curves 11-15 11-14 Main Wheel Tire Span vs Aircraft...sustained taxi roll under conditions of 40-knot headwind and for wheel roll over 1-1/2 inch cable immediately after initial forward motion? 9. Planform...rolling/roll-oG vertical takeoff versus VTO. Discuss various methods of approach (e. g., stern, offset, cross axial). A Define minimum wheel -to-deck

Pegasus XL CYGNSS Launch Attempt - Prepared for Takeoff - Scrubb

NASA Image and Video Library

2016-12-12

An Orbital ATK L-1011 Stargazer aircraft carrying a Pegasus XL Rocket with eight NASA Cyclone Global Navigation Satellite System, or CYGNSS, spacecraft is ready for takeoff from the Skid Strip at Cape Canaveral Air Force Station, Florida. With the aircraft flying off shore, the Pegasus rocket will be released. Five seconds later, the solid propellant engine will ignite and boost the eight hurricane observatories to orbit. The eight CYGNSS satellites will make frequent and accurate measurements of ocean surface winds throughout the life cycle of tropical storms and hurricanes.

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

NASA Astrophysics Data System (ADS)

Gordon, Craig A.

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

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

NASA Technical Reports Server (NTRS)

Pisanich, Greg; Morris, Stephen

2002-01-01

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

European shags optimize their flight behavior according to wind conditions.

PubMed

Kogure, Yukihisa; Sato, Katsufumi; Watanuki, Yutaka; Wanless, Sarah; Daunt, Francis

2016-02-01

Aerodynamics results in two characteristic speeds of flying birds: the minimum power speed and the maximum range speed. The minimum power speed requires the lowest rate of energy expenditure per unit time to stay airborne and the maximum range speed maximizes air distance traveled per unit of energy consumed. Therefore, if birds aim to minimize the cost of transport under a range of wind conditions, they are predicted to fly at the maximum range speed. Furthermore, take-off is predicted to be strongly affected by wind speed and direction. To investigate the effect of wind conditions on take-off and cruising flight behavior, we equipped 14 European shags Phalacrocorax aristotelis with a back-mounted GPS logger to measure position and hence ground speed, and a neck-mounted accelerometer to record wing beat frequency and strength. Local wind conditions were recorded during the deployment period. Shags always took off into the wind regardless of their intended destination and take-off duration was correlated negatively with wind speed. We combined ground speed and direction during the cruising phase with wind speed and direction to estimate air speed and direction. Whilst ground speed was highly variable, air speed was comparatively stable, although it increased significantly during strong head winds, because of stronger wing beats. The increased air speeds in head winds suggest that birds fly at the maximum range speed, not at the minimum power speed. Our study demonstrates that European shags actively adjust their flight behavior to utilize wind power to minimize the costs of take-off and cruising flight. © 2016. Published by The Company of Biologists Ltd.

Take-off analysis of the Olympic ski jumping competition (HS-106m).

PubMed

Virmavirta, Mikko; Isolehto, Juha; Komi, Paavo; Schwameder, Hermann; Pigozzi, Fabio; Massazza, Giuseppe

2009-05-29

The take-off phase (approximately 6m) of the jumps of all athletes participating in the individual HS-106m hill ski jumping competition at the Torino Olympics was filmed with two high-speed cameras. The high altitude of the Pragelato ski jumping venue (1600m) and slight tail wind in the final jumping round were expected to affect the results of this competition. The most significant correlation with the length of the jump was found in the in-run velocity (r=0.628, p<0.001, n=50). This was a surprise in Olympic level ski jumping, and suggests that good jumpers simply had smaller friction between their skis and the in-run tracks and/or the aerodynamic quality of their in-run position was better. Angular velocity of the hip joint of the best jumpers was also correlated with jumping distance (r=0.651, p<0.05, n=10). The best jumpers in this competition exhibited very different take-off techniques, but still they jumped approximately the same distance. This certainly improves the interests in ski jumping among athletes and spectators. The comparison between the take-off techniques of the best jumpers showed that even though the more marked upper body movement creates higher air resistance, it does not necessarily result in shorter jumping distance if the exposure time to high air resistance is not too long. A comparison between the first and second round jumps of the same jumpers showed that the final results in this competition were at least partly affected by the wind conditions.

Flow structures around a flapping wing considering ground effect

NASA Astrophysics Data System (ADS)

Van Truong, Tien; Kim, Jihoon; Kim, Min Jun; Park, Hoon Cheol; Yoon, Kwang Joon; Byun, Doyoung

2013-07-01

Over the past several decades, there has been great interest in understanding the aerodynamics of flapping flight, namely the two flight modes of hovering and forward flight. However, there has been little focus on the aerodynamic characteristics during takeoff of insects. In a previous study we found that the Rhinoceros Beetle ( Trypoxylusdichotomus) takes off without jumping, which is uncommon for other insects. In this study we built a scaled-up electromechanical model of a flapping wing and investigated fluid flow around the beetle's wing model. In particular, the present dynamically scaled mechanical model has the wing kinematics pattern achieved from the real beetle's wing kinematics during takeoff. In addition, we could systematically change the three-dimensional inclined motion of the flapping model through each stroke. We used digital particle image velocimetry with high spatial resolution, and were able to qualitatively and quantitatively study the flow field around the wing at a Reynolds number of approximately 10,000. The present results provide insight into the aerodynamics and the evolution of vortical structures, as well as the ground effect experienced by a beetle's wing during takeoff. The main unsteady mechanisms of beetles have been identified and intensively analyzed as the stability of the leading edge vortex (LEV) during strokes, the delayed stall during upstroke, the rotational circulation in pronation periods, and wake capture in supination periods. Due to the ground effect, the LEV was enhanced during half downstroke, and the lift force could thus be increased to lift the beetle during takeoff. This is useful for researchers in developing a micro air vehicle that has a beetle-like flapping wing motion.

Air liquefaction and enrichment system propulsion in reusable launch vehicles

NASA Astrophysics Data System (ADS)

Bond, W. H.; Yi, A. C.

1994-07-01

A concept is shown for a fully reusable, Earth-to-orbit launch vehicle with horizontal takeoff and landing, employing an air-turborocket for low speed and a rocket for high-speed acceleration, both using liquid hydrogen for fuel. The turborocket employs a modified liquid air cycle to supply the oxidizer. The rocket uses 90% pure liquid oxygen as its oxidizer that is collected from the atmosphere, separated, and stored during operation of the turborocket from about Mach 2 to 5 or 6. The takeoff weight and the thrust required at takeoff are markedly reduced by collecting the rocket oxidizer in-flight. This article shows an approach and the corresponding technology needs for using air liquefaction and enrichment system propulsion in a single-stage-to-orbit (SSTO) vehicle. Reducing the trajectory altitude at the end of collection reduces the wing area and increases payload. The use of state-of-the-art materials, such as graphite polyimide, in a direct substitution for aluminum or aluminum-lithium alloy, is critical to meet the structure weight objective for SSTO. Configurations that utilize 'waverider' aerodynamics show great promise to reduce the vehicle weight.

Model aerodynamic test results for two variable cycle engine coannular exhaust systems at simulated takeoff and cruise conditions. Comprehensive data report. Volume 2: Tabulated aeroynamic data book 1

NASA Technical Reports Server (NTRS)

Nelson, D. P.

1981-01-01

Tabulated data from wind tunnel tests conducted to evaluate the aerodynamic performance of an advanced coannular exhaust nozzle for a future supersonic propulsion system are presented. Tests were conducted with two test configurations: (1) a short flap mechanism for fan stream control with an isentropic contoured flow splitter, and (2) an iris fan nozzle with a conical flow splitter. Both designs feature a translating primary plug and an auxiliary inlet ejector. Tests were conducted at takeoff and simulated cruise conditions. Data were acquired at Mach numbers of 0, 0.36, 0.9, and 2.0 for a wide range of nozzle operating conditions. At simulated supersonic cruise, both configurations demonstrated good performance, comparable to levels assumed in earlier advanced supersonic propulsion studies. However, at subsonic cruise, both configurations exhibited performance that was 6 to 7.5 percent less than the study assumptions. At takeoff conditions, the iris configuration performance approached the assumed levels, while the short flap design was 4 to 6 percent less. Data are provided through test run 25.

Comparison of advanced turboprop and conventional jet and propeller aircraft flyover noise annoyance: Preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, D. A.

1985-01-01

A laboratory experiment was conducted to compare the flyover noise annoyance of proposed advanced turboprop aircraft with that of conventional turboprop and jet aircraft. The effects of fundamental frequency and tone-to-broadband noise ratio on advanced turboprop annoyance were also examined. A computer synthesis system is used to generate 18 realistic, time varying simulations of propeller aircraft takeoff noise in which the harmonic content is systematically varied to represent the factorial combinations of six fundamental frequencies ranging from 67.5 Hz to 292.5 Hz and three tone-to-broadband noise ratios of 0, 15, and 30 dB. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs are presented at D-weighted sound pressure levels of 70, 80, and 90 dB to 32 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three categories of aircraft and examine the effects of the differences in harmonic content among the advanced turboprop noises. The annoyance prediction ability of various noise measurement procedures and corrections is also examined.

Advanced turboprop aircraft flyover noise: Annoyance to counter-rotating-propeller configurations with an equal number of blades on each rotor, preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, David A.

1988-01-01

A laboratory experiment was conducted to quantify the annoyance of people to the flyover noise of advanced turboprop aircraft with counter-rotating propellers (CRP) having an equal number of blades on each rotor. The objectives were: to determine the effects of total content on annoyance; and compare annoyance to n x n CRP advanced turboprop aircraft with annoyance to conventional turboprop and jet aircraft. A computer synthesis system was used to generate 27 realistic, time-varying simulations of advanced turboprop takeoff noise in which the tonal content was systematically varied to represent the factorial combinations of nine fundamental frequencies and three tone-to-broadband noise ratios. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs were presented at three D-weighted sound pressure levels to 64 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three aircraft types and examined the effects of the differences in tonal content among the advanced turboprop noises. The annoyance prediction ability of various noise metrics is also examined.

Flight testing a V/STOL aircraft to identify a full-envelope aerodynamic model

NASA Technical Reports Server (NTRS)

Mcnally, B. David; Bach, Ralph E., Jr.

1988-01-01

Flight-test techniques are being used to generate a data base for identification of a full-envelope aerodynamic model of a V/STOL fighter aircraft, the YAV-8B Harrier. The flight envelope to be modeled includes hover, transition to conventional flight and back to hover, STOL operation, and normal cruise. Standard V/STOL procedures such as vertical takeoff and landings, and short takeoff and landings are used to gather data in the powered-lift flight regime. Long (3 to 5 min) maneuvers which include a variety of input types are used to obtain large-amplitude control and response excitations. The aircraft is under continuous radar tracking; a laser tracker is used for V/STOL operations near the ground. Tracking data are used with state-estimation techniques to check data consistency and to derive unmeasured variables, for example, angular accelerations. A propulsion model of the YAV-8B's engine and reaction control system is used to isolate aerodynamic forces and moments for model identification. Representative V/STOL flight data are presented. The processing of a typical short takeoff and slow landing maneuver is illustrated.

Do the kinematics of a baulked take-off in springboard diving differ from those of a completed dive.

PubMed

Barris, Sian; Farrow, Damian; Davids, Keith

2013-01-01

Consistency and invariance in movements are traditionally viewed as essential features of skill acquisition and elite sports performance. This emphasis on the stabilization of action has resulted in important processes of adaptation in movement coordination during performance being overlooked in investigations of elite sport performance. Here we investigate whether differences exist between the movement kinematics displayed by five, elite springboard divers (age 17 ± 2.4 years) in the preparation phases of baulked and completed take-offs. The two-dimensional kinematic characteristics of the reverse somersault take-off phases (approach and hurdle) were recorded during normal training sessions and used for intra-individual analysis. All participants displayed observable differences in movement patterns at key events during the approach phase; however, the presence of similar global topological characteristics suggested that, overall, participants did not perform distinctly different movement patterns during completed and baulked dives. These findings provide a powerful rationale for coaches to consider assessing functional variability or adaptability of motor behaviour as a key criterion of successful performance in sports such as diving.

Optimal Trajectories for the Helicopter in One-Engine-Inoperative Terminal-Area Operations

NASA Technical Reports Server (NTRS)

Zhao, Yiyuan; Chen, Robert T. N.

1996-01-01

This paper presents a summary of a series of recent analytical studies conducted to investigate One-Engine-Inoperative (OEI) optimal control strategies and the associated optimal trajectories for a twin engine helicopter in Category-A terminal-area operations. These studies also examine the associated heliport size requirements and the maximum gross weight capability of the helicopter. Using an eight states, two controls, augmented point-mass model representative of the study helicopter, Continued TakeOff (CTO), Rejected TakeOff (RTO), Balked Landing (BL), and Continued Landing (CL) are investigated for both Vertical-TakeOff-and-Landing (VTOL) and Short-TakeOff-and-Landing (STOL) terminal-area operations. The formulation of the nonlinear optimal control problems with considerations for realistic constraints, solution methods for the two-point boundary-value problem, a new real-time generation method for the optimal OEI trajectories, and the main results of this series of trajectory optimization studies are presented. In particular, a new balanced- weight concept for determining the takeoff decision point for VTOL Category-A operations is proposed, extending the balanced-field length concept used for STOL operations.

High performance dash-on-warning air mobile missile system. [first strike avoidance for retaliatory aircraft-borne ICBM counterattack

NASA Technical Reports Server (NTRS)

Hague, D. S.; Levin, A. D.

1978-01-01

Because fixed missile bases have become increasingly vulnerable to strategic nuclear attack, an air-mobile missile system is proposed, whereby ICBMs can be launched from the hold of large subsonic aircraft following a missile-assisted supersonic dash of the aircraft to a safe distance from their base (about 50 n mi). Three major categories of vehicle design are presented: staged, which employs vertical take-off and a single solid rocket booster similar to that used on the Space Shuttle; unstaged, which employs vertical take-off and four internally-carried reusable liquid rocket engines; and alternative concepts, some using horizontal take-off with duct-burning afterburners. Attention is given to the economics of maintaining 200 ICBMs airborne during an alert (about $600 million for each fleet alert, exclusive of acquisition costs). The chief advantages of the system lie in its reduced vulnerability to suprise attack, because it can be launched on warning, and in the possibility for recall of the aircraft if the warning proves to be a false alarm.

Comparison of advanced turboprop and conventional jet and propeller aircraft flyover noise annoyance - Preliminary results

NASA Technical Reports Server (NTRS)

Mccurdy, D. A.

1985-01-01

A laboratory experiment was conducted to compare the flyover noise annoyance of proposed advanced turboprop aircraft with that of conventional turboprop and jet aircraft. The effects of fundamental frequency and tone-to-broadband noise ratio on advanced turboprop annoyance were also examined. A computer synthesis system was used to generate 18 realistic, time varyring simulations of propeller aircraft takeoff noise in which the harmonic content was systematically varied to represent the factorial combinations of six fundamental frequencies ranging from 67.5 Hz to 292.5 Hz and three tone-to-broadband noise ratios of 0, 15, and 30 dB. These advanced turboprop simulations along with recordings of five conventional turboprop takeoffs and five conventional jet takeoffs were presented at D-weighted sound pressure levels of 70, 80, and 90 dB to 32 subjects in an anechoic chamber. Analyses of the subjects' annoyance judgments compare the three categories of aircraft and examine the effects of the differences in harmonic content among the advanced turboprop noises. The annoyance prediction ability of various noise measurement procedures and corrections is also examined.

Commercial aircraft engine emissions characterization of in-use aircraft at Hartsfield-Jackson Atlanta International Airport.

PubMed

Herndon, Scott C; Jayne, John T; Lobo, Prem; Onasch, Timothy B; Fleming, Gregg; Hagen, Donald E; Whitefield, Philip D; Miake-Lye, Richard C

2008-03-15

The emissions from in-use commercial aircraft engines have been analyzed for selected gas-phase species and particulate characteristics using continuous extractive sampling 1-2 min downwind from operational taxi- and runways at Hartsfield-Jackson Atlanta International Airport. Using the aircraft tail numbers, 376 plumes were associated with specific engine models. In general, for takeoff plumes, the measured NOx emission index is lower (approximately 18%) than that predicted by engine certification data corrected for ambient conditions. These results are an in-service observation of the practice of "reduced thrust takeoff". The CO emission index observed in ground idle plumes was greater (up to 100%) than predicted by engine certification data for the 7% thrust condition. Significant differences are observed in the emissions of black carbon and particle number among different engine models/technologies. The presence of a mode at approximately 65 nm (mobility diameter) associated with takeoff plumes and a smaller mode at approximately 25 nm associated with idle plumes has been observed. An anticorrelation between particle mass loading and particle number concentration is observed.

Studies of the Retardation Force Developed on an Aircraft Tire Rolling in Slush or Water

NASA Technical Reports Server (NTRS)

Horne, Walter B.; Joyner, Upshur T.; Leland, Trafford J. W.

1960-01-01

A series of unbraked (freely rolling) taxi tests were conducted at the Langley landing-loads track with a 32 x 8.8, type 7, 22-ply-rating ribbed-tread aircraft tire to obtain data on tire retardation forces developed during rolling in both slush and water. The forward speeds of the tests ranged from 59 to 104 knots. Tire inflation pressures of 350 and 115 pounds per square inch were used. Results indicated a parabolic increase of retardation force with increasing forward velocity for both slush- and water-covered runway surfaces. The retardation force was found to increase approximately linearly with increasing water depth. Drag coefficients appropriate to the equations used are presented. Calculations made to determine the effect of slush on the take-off distance of a jet transport are in agreement with data obtained from an actual take-off in slush for this airplane. This is an interim report which deals with the effect of slush on the acceleration and the ground-run distance of airplanes during take-off.

Hydrodynamic Characteristics of a Low-drag, Planing-tail Flying-boat Hull

NASA Technical Reports Server (NTRS)

Suydam, Henry B

1948-01-01

The hydrodynamic characteristics of a flying-boat incorporating a low-drag, planing-tail hull were determined from model tests made in Langley tank number 2 and compared with tests of the same flying boat incorporating a conventional-type hull. The planing-tail model, with which stable take-offs were possible for a large range of elevator positions at all center-of-gravity locations tested, had more take-off stability than the conventional model. No upper-limit porpoising was encountered by the planing-tail model. The maximum changes in rise during landings were lower for the planing-tail model than for the conventional model at most contact trims, an indication of improved landing stability for the planing-tail model. The hydrodynamic resistance of the planing-tail hull was lower than the conventional hull at all speeds, and the load-resistance ratio was higher for the planing-tail hull, being especially high at the hump. The static trim of the planing-tail hull was much higher than the conventional hull, but the variation of trim with speed during take-off was smaller.

Effects of turbine cooling assumptions on performance and sizing of high-speed civil transport

NASA Technical Reports Server (NTRS)

Senick, Paul F.

1992-01-01

The analytical study presented examines the effects of varying turbine cooling assumptions on the performance of a high speed civil transport propulsion system as well as the sizing sensitivity of this aircraft to these performance variations. The propulsion concept employed in this study was a two spool, variable cycle engine with a sea level thrust of 55,000 lbf. The aircraft used for this study was a 250 passenger vehicle with a cruise Mach number of 2.4 and 5000 nautical mile range. The differences in turbine cooling assumptions were represented by varying the amount of high pressure compressor bleed air used to cool the turbines. It was found that as this cooling amount increased, engine size and weight increased, but specific fuel consumption (SFC) decreased at takeoff and climb only. Because most time is spent at cruise, the SFC advantage of the higher bleed engines seen during subsonic flight was minimized and the lower bleed, lighter engines led to the lowest takeoff gross weight vehicles. Finally, the change in aircraft takeoff gross weight versus turbine cooling level is presented.

A Brief Hydrodynamic Investigation of a 1/24-Scale Model of the DR-77 Seaplane

NASA Technical Reports Server (NTRS)

Fisher, Lloyd J.; Hoffman, Edward L.

1953-01-01

A limited investigation of a 1/24-scale dynamically similar model of the Navy Bureau of Aeronautics DR-77 design was conducted in Langley tank no. 2 to determine the calm-water take-off and the rough-water landing characteristics of the design with particular regard to the take-off resistance and the landing accelerations. During the take-off tests, resistance, trim, and rise were measured and photographs were taken to study spray. During the landing tests, motion-picture records and normal-acceleration records were obtained. A ratio of gross load to maximum resistance of 3.2 was obtained with a 30 deg. dead-rise hydro-ski installation. The maximum normal accelerations obtained with a 30 deg. dead-rise hydro-ski installation were of the order of 8g to log in waves 8 feet high (full scale). A yawing instability that occurred just prior to hydro-ski emergence was improved by adding an afterbody extension, but adding the extension reduced the ratio of gross load to maximum resistance to 2.9.

The course correction implementation of the inertial navigation system based on the information from the aircraft satellite navigation system before take-off

NASA Astrophysics Data System (ADS)

Markelov, V.; Shukalov, A.; Zharinov, I.; Kostishin, M.; Kniga, I.

2016-04-01

The use of the correction course option before aircraft take-off after inertial navigation system (INS) inaccurate alignment based on the platform attitude-and-heading reference system in azimuth is considered in the paper. A course correction is performed based on the track angle defined by the information received from the satellite navigation system (SNS). The course correction includes a calculated track error definition during ground taxiing along straight sections before take-off with its input in the onboard digital computational system like amendment for using in the current flight. The track error calculation is performed by the statistical evaluation of the track angle comparison defined by the SNS information with the current course measured by INS for a given number of measurements on the realizable time interval. The course correction testing results and recommendation application are given in the paper. The course correction based on the information from SNS can be used for improving accuracy characteristics for determining an aircraft path after making accelerated INS preparation concerning inaccurate initial azimuth alignment.

A computer program for detailed analysis of the takeoff and approach performance capabilities of transport category aircraft

NASA Technical Reports Server (NTRS)

Foss, W. E., Jr.

1979-01-01

The takeoff and approach performance of an aircraft is calculated in accordance with the airworthiness standards of the Federal Aviation Regulations. The aircraft and flight constraints are represented in sufficient detail to permit realistic sensitivity studies in terms of either configuration modifications or changes in operational procedures. The program may be used to investigate advanced operational procedures for noise alleviation such as programmed throttle and flap controls. Extensive profile time history data are generated and are placed on an interface file which can be input directly to the NASA aircraft noise prediction program (ANOPP).

The application of modern methods of biomechanics to the evaluation of jumping performance in ancient Greece.

PubMed

Ward-Smith, A J

1995-06-01

Modern methods of biomechanics are applied to examine some of the outstanding feats of jumping that have been reported in the literature from classical times. It is concluded that these feats could not have been achieved using the current long-jump prescription, with the take-off and landing areas in the same horizontal plane. A possible explanation is that the landing area was some 5.5 m or more below the take-off area. Alternatively, and more plausibly, the jump could have been similar to the modern triple jump.

78 FR 32088 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2013-05-29

...This rule establishes, amends, suspends, or revokes Standard Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports.

75 FR 69331 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-11-12

...This establishes, amends, suspends, or revokes Standard Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports.

77 FR 12454 - Standard Instrument Approach Procedures, and Takeoff Minimums and Obstacle Departure Procedures...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-01

...This rule establishes, amends, suspends, or revokes Standard Instrument Approach Procedures (SIAPs) and associated Takeoff Minimums and Obstacle Departure Procedures for operations at certain airports. These regulatory actions are needed because of the adoption of new or revised criteria, or because of changes occurring in the National Airspace System, such as the commissioning of new navigational facilities, adding new obstacles, or changing air traffic requirements. These changes are designed to provide safe and efficient use of the navigable airspace and to promote safe flight operations under instrument flight rules at the affected airports.

Design of a Low Cost Short Takeoff-vertical Landing Export Fighter/attack Aircraft

NASA Technical Reports Server (NTRS)

Belcher, Anne; Bodeker, Dan, III; Miu, Steve; Petro, Laura; Senf, Cary Taylor; Woeltjen, Donald

1990-01-01

The design of a supersonic short takeoff and vertical landing (STOVL) aircraft is presented that is suitable for export. An advanced four poster, low bypass turbofan engine is to be used for propulsion. Preliminary aerodynamic analysis is presented covering a determination of CD versus CL, CD versus Mach number, as well as best cruise Mach number and altitude. Component locations are presented and center of gravity determined. Cost minimization is achieved through the use of developed subsystems and standard fabrication techniques using nonexotic materials. Conclusions regarding the viability of the STOVL design are presented.

Results of acoustic testing of the JT8D-109 refan engines

NASA Technical Reports Server (NTRS)

Burdsall, E. A.; Brochu, F. P.; Scaramella, V. M.

1975-01-01

A JT8D engine was modified to reduce jet noise levels by 6-8 PNdB at takeoff power without increasing fan generated noise levels. Designated the JT8D-109, the modified engines featured a larger single stage fan, and acoustic treatment in the fan discharge ducts. Noise levels were measured on an outdoor test facility for eight engine/acoustic treatment configurations. Compared to the baseline JT8D, the fully treated JT8D-109 showed reductions of 6 PNdB at takeoff, and 11 PNdB at a typical approach power setting.

KSC-06pd0209

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Before dawn, the Virgin Atlantic GlobalFlyer is being fueled on NASA Kennedy Space Center’s Shuttle Landing Facility (SLF). Steve Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

Full-Scale Hydrodynamic Evaluation of a Modified Navy J4F-2 Amphibian with a 0.425-Scale XP5M-1 Hull Bottom. TED No. NACA DE325

NASA Technical Reports Server (NTRS)

Land, Norman S.; Elliott, John M.; Christopher, Kenneth W.

1949-01-01

An investigation was made to evaluate the hydrodynamic qualities of a 0.425-scale model of the Navy XP5M-1 hull, which was installed on a modified Navy J4F-2 amphibian. Longitudinal and directional stability during take-off and landing, low-speed maneuverability, spray characteristics, and take-off performance were investigated. The behavior of the airplane in moderately rough water was also observed. The opinions of three pilots have been correlated with the data.

Pegasus XL CYGNSS Launch Attempt - Prepared for Takeoff - Scrubb

NASA Image and Video Library

2016-12-12

A pathfinder aircraft prepares for takeoff from the Skid Strip at Cape Canaveral Air Force Station in Florida. The airplane will provide photographic and video imagery of the Orbital ATK L-1011 Stargazer aircraft carrying a Pegasus XL Rocket with eight NASA Cyclone Global Navigation Satellite System, or CYGNSS, spacecraft. With the aircraft flying off shore, the Pegasus rocket will be released. Five seconds later, the solid propellant engine will ignite and boost the eight hurricane observatories to orbit. The eight CYGNSS satellites will make frequent and accurate measurements of ocean surface winds throughout the life cycle of tropical storms and hurricanes.

Concept identification for a power take-off shielding campaign.

PubMed

Tinc, P J; Madden, E; Park, S; Weil, R; Sorensen, J A

2015-01-01

ABSTRACT Machinery entanglements, specifically power take-off (PTO) entanglements, are a leading cause of injuries and fatalities on farms. In order to address this life-threatening issue, a social marketing campaign is being developed to reduce barriers and emphasize motivators to shielding. This article discusses the process of designing, testing, and selecting concepts to be used in the campaign. Small-group discussions (triads) were held to test 13 message concepts. Participants were asked to provide feedback and select the two messages that they believed to be most powerful. Upon completion, three message concepts were selected to be finalized.

Performance and technological feasibility of rocket powered HTHL-SSTO with take-off assist (aerospace plane/ekranoplane)

NASA Astrophysics Data System (ADS)

Tomita, Nobuyuki; Nebylov, Alexander V.; Sokolov, Victor V.; Ohkami, Yoshiaki

It might be said that it is common understanding that rocket-powered single stage to orbit (SSTO) aerospace planes will become feasible with near-term technology as described in [1] (Koelle, D. E. Survey and comparison of winged launch vehicle options, ISTS 94-g-11 V 1994) and [2] (Bekey, I. Why SSTO rocket launch vehicles are now feasible and practical, IAF-94-V.1.524 1994). Among two methods of launching aerospace planes into orbit, vertical take-off (VT) and horizontal take-off (HT), it seems that VT takes the lead from HT [1, 2]. The decision for the X-33 program by NASA, also, seems to favor VT. In retrospect, almost all of the launch vehicles in the past have been VT, mainly because VT solved the problem of exit from atmosphere to space. However, broadening the range of requirements for space transportation systems from military to commercial and unmanned to manned seems to favor the need for HT. In this paper, the authors are going to prove that aerospace plane/ekranoplane system, which is a reusable launch vehicle system based on the HT concept, with ekranoplane as a take-off and possibly, landing assist, could be competitive with the VT concept from both technological and economical view points. Ekranoplane is a wing-in-ground-effect craft (WIG), which moves at a speed of approximately 0.5 M, carrying heavy loads above the sea surface. Combination of high initial velocity and high performance tri-propellant engine for aerospace plane makes it possible to configure an aerospace plane which is competitive with VT. Other specific features of HT in comparison with VT are discussed.

Flight performance in the altricial zebra finch: Developmental effects and reproductive consequences.

PubMed

Crino, Ondi L; Klaassen van Oorschot, Brett; Crandell, Kristen E; Breuner, Creagh W; Tobalske, Bret W

2017-04-01

The environmental conditions animals experience during development can have sustained effects on morphology, physiology, and behavior. Exposure to elevated levels of stress hormones (glucocorticoids, GCs) during development is one such condition that can have long-term effects on animal phenotype. Many of the phenotypic effects of GC exposure during development (developmental stress) appear negative. However, there is increasing evidence that developmental stress can induce adaptive phenotypic changes. This hypothesis can be tested by examining the effect of developmental stress on fitness-related traits. In birds, flight performance is an ideal metric to assess the fitness consequences of developmental stress. As fledglings, mastering takeoff is crucial to avoid bodily damage and escape predation. As adults, takeoff can contribute to mating and foraging success as well as escape and, thus, can affect both reproductive success and survival. We examined the effects of developmental stress on flight performance across life-history stages in zebra finches ( Taeniopygia guttata ). Specifically, we examined the effects of oral administration of corticosterone (CORT, the dominant avian glucocorticoid) during development on ground-reaction forces and velocity during takeoff. Additionally, we tested for associations between flight performance and reproductive success in adult male zebra finches. Developmental stress had no effect on flight performance at all ages. In contrast, brood size (an unmanipulated variable) had sustained, negative effects on takeoff performance across life-history stages with birds from small broods performing better than birds from large broods. Flight performance at 100 days posthatching predicted future reproductive success in males; the best fliers had significantly higher reproductive success. Our results demonstrate that some environmental factors experienced during development (e.g. clutch size) have stronger, more sustained effects than others (e.g. GC exposure). Additionally, our data provide the first link between flight performance and a direct measure of reproductive success.

Effect of UV-Blocking Plastic Films on Take-Off and Host Plant Finding Ability of Diaphorina citri (Hemiptera: Liviidae).

PubMed

Miranda, M P; Dos Santos, F L; Felippe, M R; Moreno, A; Fereres, A

2015-02-01

The Asian citrus psyllid, Diaphorina citri Kuwayama (Hemiptera: Liviidae), is a major pest of citrus worldwide due to its ability to transmit the bacteria associated with huanglongbing. Vision, behavior, and performance of insect pests can be manipulated by using ultraviolet (UV)-blocking materials. Thus, the aim of our study was to evaluate how UV-blocking plastic films may affect the take-off and host plant finding ability of D. citri. To assess the effect of a UV-deficient environment on take-off, adult psyllids were released from a vial inside a screenhouse covered by a UV-blocking or standard (control) film and the number of insects remaining on each vial under each treatment was counted at different time intervals. Moreover, to assess the ability of D. citri to find citrus plants under a UV-deficient environment, two independent no-choice host plant finding assays with different plant arrangements were conducted. In each treatment, the number of psyllids per plant at different time intervals was counted. Both D. citri take-off and host plant finding ability was clearly disrupted under a UV-deficient environment. The number of psyllids remaining in the vials was significantly higher under UV-blocking than standard film in all periods recorded. Furthermore, psyllids were present in significantly higher number on citrus plants under standard film than under UV-blocking film in all of the periods assessed and experiments conducted. Our results showed that UV-blocking materials could become a valuable strategy for integrated management of D. citri and huanglongbing in citrus grown in enclosed environments. © The Authors 2015. Published by Oxford University Press on behalf of Entomological Society of America. All rights reserved. For Permissions, please email: journals.permissions@oup.com.

Kinetic factors of vertical jumping for heading a ball in flexible flatfooted amateur soccer players with and without insole adoption.

PubMed

Arastoo, Ali Asghar; Aghdam, Esmaeil Moharrami; Habibi, Abdoul Hamid; Zahednejad, Shahla

2014-06-01

According to literature, little is known regarding the effects of orthotic management of flatfoot on kinetics of vertical jump. To compare the kinetic and temporal events of two-legged vertical jumping take-off from a force plate for heading a ball in normal and flexible flatfoot subjects with and without insole. A functional based interventional controlled study. Random sampling method was employed to draw a control group of 15 normal foot subjects to a group of 15 flatfoot subjects. A force platform was used to record kinetics of two-legged vertical jump shots. Results indicate that insole did not lead to a significant effect on kinetics regarding anterior-posterior and mediolateral directions (p > 0.05). Results of kinetics related to vertical direction for maximum force due to take-off and stance duration revealed significant differences between the normal and flexible flatfoot subjects without insole (p < 0.05) and no significant differences between the normal foot and flexible flatfoot subjects with insole adoption (p > 0.05). These results suggest that the use of an insole in the flexible flatfoot subjects led to improved stance time and decrease of magnitude of kinetics regarding vertical direction at take-off as the main feature of two-legged vertical jumping function. Adoption of the insole improved the design of the shoe-foot interface support for the flexible flatfoot athletes, enabling them to develop more effective take-off kinetics for vertical jumping in terms of ground reaction force and stance duration similar to that of normal foot subjects without insole. © The International Society for Prosthetics and Orthotics 2013.

Kinetic quantification of plyometric exercise intensity.

PubMed

Ebben, William P; Fauth, McKenzie L; Garceau, Luke R; Petushek, Erich J

2011-12-01

Ebben, WP, Fauth, ML, Garceau, LR, and Petushek, EJ. Kinetic quantification of plyometric exercise intensity. J Strength Cond Res 25(12): 3288-3298, 2011-Quantification of plyometric exercise intensity is necessary to understand the characteristics of these exercises and the proper progression of this mode of exercise. The purpose of this study was to assess the kinetic characteristics of a variety of plyometric exercises. This study also sought to assess gender differences in these variables. Twenty-six men and 23 women with previous experience in performing plyometric training served as subjects. The subjects performed a variety of plyometric exercises including line hops, 15.24-cm cone hops, squat jumps, tuck jumps, countermovement jumps (CMJs), loaded CMJs equal to 30% of 1 repetition maximum squat, depth jumps normalized to the subject's jump height (JH), and single leg jumps. All plyometric exercises were assessed with a force platform. Outcome variables associated with the takeoff, airborne, and landing phase of each plyometric exercise were evaluated. These variables included the peak vertical ground reaction force (GRF) during takeoff, the time to takeoff, flight time, JH, peak power, landing rate of force development, and peak vertical GRF during landing. A 2-way mixed analysis of variance with repeated measures for plyometric exercise type demonstrated main effects for exercise type and all outcome variables (p ≤ 0.05) and for the interaction between gender and peak vertical GRF during takeoff (p ≤ 0.05). Bonferroni-adjusted pairwise comparisons identified a number of differences between the plyometric exercises for the outcome variables assessed (p ≤ 0.05). These findings can be used to guide the progression of plyometric training by incorporating exercises of increasing intensity over the course of a program.

Project Dawdler: a Proposal in Response to a Low Reynolds Number Station Keeping Mission

NASA Technical Reports Server (NTRS)

Bartilotti, Rich; Coakley, Jill; Golla, Warren; Scamman, Glenn; Tran, Hoa T.; Trippel, Chris

1990-01-01

In direct response to Request for Proposals: Flight at very low Reynolds numbers - a station keeping mission, the members of Design Squad E present Project Dawdler: a remotely-piloted airplane supported by an independently controlled take-off cart. A brief introduction to Project Dawdler's overall mission and design, is given. The Dawdler is a remotely-piloted airplane designed to fly in an environmentally-controlled closed course at a Reynolds number of 10(exp 5) and at a cruise velocity of 25 ft/s. The two primary goals were to minimize the flight Reynolds number and to maximize the loiter time. With this in mind, the general design of the airplane was guided by the belief that a relatively light aircraft producing a fairly large amount of lift would be the best approach. For this reason the Dawdler utilizes a canard rather than a conventional tail for longitudinal control, primarily because the canard contributes a positive lift component. The Dawdler also has a single vertical tail mounted behind the wing for lateral stability, half of which is used as a rudder for yaw control. Due to the fact that the power required to take-off and climb to altitude is much greater than that required for cruise flight and simple turning maneuvers, it was decided that a take-off cart be used. Based on the current design, there are two unknowns which could possibly threaten the success of Project Dawdler. First, the effect of the fully-movable canard with its large appropriation of total lift on the performance of the plane, and secondly, the ability of the take-off procedure to go as planned are examined. These are questions which can only be answered by a prototype.

Quiet Clean Short-haul Experimental Engine (QCSEE) over-the-wing engine and control simulation results

NASA Technical Reports Server (NTRS)

1978-01-01

A hybrid-computer simulation of the over the wing turbofan engine was constructed to develop the dynamic design of the control. This engine and control system includes a full authority digital electronic control using compressor stator reset to achieve fast thrust response and a modified Kalman filter to correct for sensor failures. Fast thrust response for powered-lift operations and accurate, fast responding, steady state control of the engine is provided. Simulation results for throttle bursts from 62 to 100 percent takeoff thrust predict that the engine will accelerate from 62 to 95 percent takeoff thrust in one second.

Quiet turbofan STOL aircraft for short haul transportation, volume 1

NASA Technical Reports Server (NTRS)

Renshaw, J. H.

1973-01-01

The characteristics for a quiet turbofan short takeoff aircraft for short haul transportation applications are discussed. The following subjects are examined: (1) representative aircraft configurations, characteristics, and costs associated with the short haul aircraft development and operation, (2) critical technology and technology related problems to be resolved in successful introduction of representative short haul aircraft, (3) relationships between quiet short takeoff aircraft and the economic and social viability of short haul, and (4) identification of high payoff technology areas. In order to properly evaluate the candidate aircraft designs and to determine their economic viability and community acceptance, a real world scenario was developed and projected to 1990.

Data Visualization of Invisible Airflow Hazards During Helicopter Takeoff and Landing Operations

NASA Technical Reports Server (NTRS)

Aragon, Cecilia R.

2004-01-01

Many aircraft accidents each year are caused by encounters with unseen airflow hazards near the ground such as vortices, downdrafts, wind shear, microbursts, or other turbulence. While such hazards frequently pose problems to fixed-wing airplanes, they are especially dangerous to helicopters, which often have to operate in confined spaces and under operationally stressful conditions. We are developing flight-deck visualizations of airflow hazards during helicopter takeoff and landing operations, and are evaluating their effectiveness with usability studies. Our hope is.that this work will lead to the production of an airflow hazard detection system for pilots that will save lives.

Beta 2: A near term, fully reusable, horizontal takeoff and landing two-stage-to-orbit launch vehicle concept

NASA Technical Reports Server (NTRS)

Burkardt, Leo A.

1992-01-01

A recent study has confirmed the feasibility of a near term, fully reusable, horizontal takeoff and landing two-stage-to-orbit (TSTO) launch vehicle concept. The vehicle stages at Mach 6.5. The first stage is powered by a turboramjet propulsion system with the turbojets being fueled by JP and the ramjet by LH2. The second stage is powered by a space shuttle main engine (SSME) rocket engine. For about the same gross weight as growth versions of the 747, the vehicle can place 10,000 lbm. in low polar orbit or 16,000 lbm. to Space Station Freedom.

Some aspects of hybrid-zeppelins. [optimization of delta wings for airships

NASA Technical Reports Server (NTRS)

Mackrodt, P. A.

1975-01-01

To increase an airship's maneuverability and payload capacity as well as to save bouyant gas it is proposed to outfit it with a slender delta-wing, which carries about one half of the total take-off weight of the vehicle. An optimization calculation based on the data of LZ 129 (the last airship, which saw passenger-service) leads to a Hybrid-Zeppelin with a wing of aspect-ratio 1.5 and 105 m span. The vehicle carries a payload of 40% of it's total take-off weight and consumes 0.8 t fuel per ton payload over a distance of 10000 km.

An avulsed radial artery with a high take-off.

PubMed

Rojas-Marte, Geurys; Chen, On; Verma, Shivani; Rao, Atul; Shani, Jacob; Ayzenberg, Sergey

2015-04-01

A 63-year-old female was diagnosed with severe aortic stenosis, who underwent a diagnostic coronary angiography via transradial approach prior an aortic-valve replacement. After imaging the left coronary system, entrapment of the diagnostic catheter was encountered as a result of spasm of the radial artery. An arteriogram of the arm revealed an anatomical variation in the radial artery (high take-off). Several attempts to remove the entrapped catheter resulted in avulsion of the artery, which was managed successfully with coil embolization. To our knowledge, no such complication has been reported. © The Author(s) 2014 Reprints and permissions: sagepub.co.uk/journalsPermissions.nav.

NASA KingAir #801 during takeoff

NASA Technical Reports Server (NTRS)

1999-01-01

NASA KingAir N801NA during takeoff. The Beechcraft Beech 200 Super KingAir aircraft N7NA, known as NASA 7, has been a support aircraft for many years, flying 'shuttle' missions to Ames Research Center. It once flew from the Jet Propulsion Laboratory and back each day but now (2001) flies between the Dryden Flight Research Center and Ames. Dryden assumed the mission and aircraft in September 1996. A second Beechcraft Beech 200 Super King Air, N701NA, redesignated N801NA, transferred to Dryden on 3 Oct. 1997 and is used for research missions but substitutes for NASA 7 on shuttle missions when NASA 7 is not available.

Investigation of the Effectiveness of Boundary-layer Control by Blowing over a Combination of Sliding and Plain Flaps in Deflecting a Propeller Slipstream Downward for Vertical Take-off

NASA Technical Reports Server (NTRS)

Spreemann, Kenneth P; Kuhn, Richard E

1956-01-01

An investigation was conducted in order to determine the effectiveness of blowing a jet of air over the flaps of a wing equipped with a 50-percent-chord sliding flap and a 25-percent-chord plain flap in deflecting a propeller slipstream downward for vertical take-off and the results are presented herein. The effects of a leading-edge slat, ground proximity, end plate, and propeller position were also investigated. The tests were conducted in a static-thrust facility at the Langley Aeronautical Laboratory.

KSC-06pd0218

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Pilot Steve Fossett (left) and Sir Richard Branson (right) talk with Virgin Atlantic GlobalFlyer team members about the fuel leak detected in the aircraft. Branson is chairman and founder of Virgin Atlantic. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett was expected to take off from the KSC SLF before the takeoff was postponed due to the fuel leak that appeared in the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

KSC-06pd0214

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Before dawn on NASA Kennedy Space Center’s Shuttle Landing Facility (SLF), Steve Fossett talks to the media about the anticipated flight of the Virgin Atlantic GlobalFlyer. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

KSC-06pd0213

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Before dawn on NASA Kennedy Space Center’s Shuttle Landing Facility (SLF), Steve Fossett looks over the Virgin Atlantic GlobalFlyer in preparation for flight.. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

Effects of visual and motion simulation cueing systems on pilot performance during takeoffs with engine failures

NASA Technical Reports Server (NTRS)

Parris, B. L.; Cook, A. M.

1978-01-01

Data are presented that show the effects of visual and motion during cueing on pilot performance during takeoffs with engine failures. Four groups of USAF pilots flew a simulated KC-135 using four different cueing systems. The most basic of these systems was of the instrument-only type. Visual scene simulation and/or motion simulation was added to produce the other systems. Learning curves, mean performance, and subjective data are examined. The results show that the addition of visual cueing results in significant improvement in pilot performance, but the combined use of visual and motion cueing results in far better performance.

Reverse thrust performance of the QCSEE variable pitch turbofan engine

NASA Technical Reports Server (NTRS)

Samanich, N. E.; Reemsnyder, D. C.; Blodmer, H. E.

1980-01-01

Results of steady state reverse and forward to reverse thrust transient performance tests are presented. The original quiet, clean, short haul, experimental engine four segment variable fan nozzle was retested in reverse and compared with a continuous, 30 deg half angle conical exlet. Data indicated that the significantly more stable, higher pressure recovery flow with the fixed 30 deg exlet resulted in lower engine vibrations, lower fan blade stress, and approximately a 20 percent improvement in reverse thrust. Objective reverse thrust of 35 percent of takeoff thrust was reached. Thrust response of less than 1.5 sec was achieved for the approach and the takeoff to reverse thrust transients.

Conceptual design study of improved 1985 remote lift-fan V/STOL commercial transports

NASA Technical Reports Server (NTRS)

Cavage, R. L.

1975-01-01

A design study was conducted for a remote lift-fan commercial V/STOL transport for the 1985 time period. The investigation centered on the commercial short haul transportation application to carry 100 passengers over trip distances of 400 nautical miles from a vertical takeoff and landing, and 800 nautical miles after a 1600 foot STOL takeoff. The study included investigation of alternate numbers and arrangements of lift fans and gas generators, fan control margins, and structural concepts. The sensitivity of direct operating costs to major airframe parameters, airframe costs, propulsion costs, yearly aircraft utilization rate, and trip distances are evaluated.

Evaluation of Four Advanced Nozzle Concepts for Short Takeoff and Landing Performance

NASA Technical Reports Server (NTRS)

Quinto, P. Frank; Kemmerly, Guy T.; Paulson, John W., Jr.

1993-01-01

Four advanced nozzle concepts were tested on a canard-wing fighter in the Langley 14- by 22-Foot Subsonic Tunnel. The four vectoring-nozzle concepts were as follows: (1) an axisymmetric nozzle (AXI); (2) an asymmetric, load balanced exhaust nozzle (ALBEN); (3) a low aspect ratio, single expansion ramp nozzle (LASERN); and (4) a high aspect ratio, single expansion ramp nozzle (HASERN). The investigation was conducted to determine the most suitable nozzle concept for short takeoff and landing (STOL) performance. The criterion for the best STOL performance was a takeoff ground roll of less than 1000 ft. At approach, the criteria were high lift and sufficient drag to maintain a glide slope of -3 to -6 deg with enough pitching-moment control from the canards. The test was performed at a dynamic pressure of 45 lb/sq ft and an angle-of-attack range of 0 to 20 deg. The nozzle pressure ratio was varied from 1.0 to 4.3 at both dry power and after burning nozzle configurations with nozzle vectoring to 60 deg. In addition, the model was tested in and out of ground effects. The ALBEN concept was the best of the four nozzle concepts tested for STOL performance.

Trim drag reduction concepts for horizontal takeoff single-stage-to-Orbit vehicles

NASA Technical Reports Server (NTRS)

Shaughnessy, John D.; Gregory, Irene M.

1991-01-01

The results of a study to investigate concepts for minimizing trim drag of horizontal takeoff single-stage-to-orbit (SSTO) vehicles are presented. A generic hypersonic airbreathing conical configuration was used as the subject aircraft. The investigation indicates that extreme forward migration of the aerodynamic center as the vehicle accelerates to orbital velocities causes severe aerodynamic instability and trim moments that must be counteracted. Adequate stability can be provided by active control of elevons and rudder, but use of elevons to produce trim moments results in excessive trim drag and fuel consumption. To alleviate this problem, two solution concepts are examined. Active control of the center of gravity (COG) location to track the aerodynamic center decreases trim moment requirements, reduces elevon deflections, and leads to significant fuel savings. Active control of the direction of the thrust vector produces required trim moments, reduces elevon deflections, and also results in significant fuel savings. It is concluded that the combination of active flight control to provide stabilization, (COG) position control to minimize trim moment requirements, and thrust vectoring to generate required trim moments has the potential to significantly reduce fuel consumption during ascent to orbit of horizontal takeoff SSTO vehicles.

The performance evaluation of a jet flap on an advanced supersonic harrier

NASA Technical Reports Server (NTRS)

Lipera, L. D.; Sandlin, D. R.

1984-01-01

The performance concept of a supersonic vertical and short takeoff and landing (V/STOL) fighter, model 279-3, modified to utilize a jet flap was evaluated. Replacing the rear nozzles of the 279-3 with the jet flap favorably alters the pressure distribution over the airfoil and dramatically increases lift. The result is a significant decrease in takeoff distance, an increase in payload, and an improvement in combat performance. To investigate the benefit in increased payload, the 279-3 and the jet flapped 279-3JF were modeled on the NASA Aircraft Synthesis (ACSYNT) computer code and flown on a 250 feet takeoff distance interdiction mission. The increase in payload weight that the 279-3JF could carry was converted into fuel in one case, and in another, converted to bomb load. When the fuel was increased, the 279-3JF penetrated into enemy territory almost four times the distance of 279-3, and therefore increased mission capability. When the bomb load was increased, the 279-3JF carried 14 bombs the same distance the 279-3 carried four. The increase in mission performance and improvements in turning rates was realized with only a small penalty in increased empty weight.

Experimental clean combustor program, phase 1. [aircraft exhaust/gas analysis - gas turbine engines

NASA Technical Reports Server (NTRS)

Roberts, R.; Peduzzi, A.; Vitti, G. E.

1975-01-01

A program of screening three low emission combustors for conventional takeoff and landing, by testing and analyzing thirty-two configurations is presented. Configurations were tested that met the emission goals at idle operating conditions for carbon monoxide and for unburned hydrocarbons (emission index values of 20 and 4, respectively). Configurations were also tested that met a smoke number goal of 15 at sea-level take-off conditions. None of the configurations met the goal for oxides of nitrogen emissions at sea-level take-off conditions. The best configurations demonstrated oxide of nitrogen emission levels that were approximately 61 percent lower than those produced by the JT9D-7 engine, but these levels were still approximately 24 percent above the goal of an emission index level of 10. Additional combustor performance characteristics, including lean blowout, exit temperature pattern factor and radial profile, pressure loss, altitude stability, and altitude relight characteristics were documented. The results indicate the need for significant improvement in the altitude stability and relight characteristics. In addition to the basic program for current aircraft engine combustors, seventeen combustor configurations were evaluated for advanced supersonic technology applications. The configurations were tested at cruise conditions, and a conceptual design was evolved.

Magnetic levitation assisted aircraft take-off and landing (feasibility study - GABRIEL concept)

NASA Astrophysics Data System (ADS)

Rohacs, Daniel; Rohacs, Jozsef

2016-08-01

The Technology Roadmap 2013 developed by the International Air Transport Association envisions the option of flying without an undercarriage to be in operation by 2032. Preliminary investigations clearly indicate that magnetic levitation technology (MagLev) might be an appealing solution to assist the aircraft take-off and landing. The EU supported research project, abbreviated as GABRIEL, was dealing with (i) the concept development, (ii) the identification, evaluation and selection of the deployable magnetic levitation technology, (iii) the definition of the core system elements (including the required aircraft modifications, the ground-based system and airport elements, and the rendezvous control system), (iv) the analysis of the safety and security aspects, (v) the concept validation and (vi) the estimation of the proposed concept impact in terms of aircraft weight, noise, emission, cost-benefit). All results introduced here are compared to a medium size hypothetic passenger aircraft (identical with an Airbus A320). This paper gives a systematic overview of (i) the applied methods, (ii) the investigation of the possible use of magnetic levitation technology to assist the commercial aircraft take-off and landing processes and (iii) the demonstrations, validations showing the feasibility of the radically new concept. All major results are outlined.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport.

PubMed

Moore, Richard H; Shook, Michael A; Ziemba, Luke D; DiGangi, Joshua P; Winstead, Edward L; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L; Crosbie, Ewan C; Robinson, Claire; Shingler, Taylor J; Anderson, Bruce E

2017-12-19

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO 2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 10 16 -10 17 kg -1 and 10 14 -10 16 kg -1 , respectively. Black-carbon-equivalent particle mass EIs vary between 175-941 mg kg -1 (except for the GE GEnx engines at 46 mg kg -1 ). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport

PubMed Central

Moore, Richard H.; Shook, Michael A.; Ziemba, Luke D.; DiGangi, Joshua P.; Winstead, Edward L.; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L.; Crosbie, Ewan C.; Robinson, Claire; Shingler, Taylor J.; Anderson, Bruce E.

2017-01-01

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016–1017 kg−1 and 1014–1016 kg−1, respectively. Black-carbon-equivalent particle mass EIs vary between 175–941 mg kg−1 (except for the GE GEnx engines at 46 mg kg−1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality. PMID:29257135

Biomechanics research in ski jumping, 1991-2006.

PubMed

Schwameder, Hermann

2008-01-01

In this paper, I review biomechanics research in ski jumping with a specific focus on publications presented between 1991 and 2006 on performance enhancement, limiting factors of the take-off, specific training and conditioning, aerodynamics, and safety. The first section presents a brief description of ski jumping phases (in-run, take-off, early flight, stable flight, and landing) regarding the biomechanical and functional fundamentals. The most important and frequently used biomechanical methods in ski jumping (kinematics, ground reaction force analyses, muscle activation patterns, aerodynamics) are summarized in the second section. The third section focuses on ski jumping articles and research findings published after the establishment of the V-technique in 1991, as the introduction of this technique has had a major influence on performance enhancement, ski jumping regulations, and the construction of hill profiles. The final section proposes topics for future research in the biomechanics of ski jumping, including: take-off and early flight and the relative roles of vertical velocity and forward somersaulting angular momentum; optimal jumping patterns utilizing the capabilities of individual athletes; development of kinematic and kinetic feedback systems for hill jumps; comparisons of simulated and hill jumps; effect of equipment modifications on performance and safety enhancement.

Water Stress Affects Development Time but Not Takeoff Performance in the Butterfly Pararge aegeria.

PubMed

Lailvaux, Simon P; Breuker, Casper J; Van Damme, Raoul

Most organisms are limited in the amount and type of resources they are able to extract from the environment. The juvenile environment is particularly important in this regard, as conditions over ontogeny can influence the adult phenotype. Whole-organism performance traits, such as locomotion, are susceptible to such environmental effects, yet the specific biotic and abiotic factors driving performance plasticity have received little attention. We tested whether speckled wood Pararge aegeria L. butterflies reared under conditions of water stress exhibited poorer flight morphology and performance than control individuals. Despite large differences in mortality between treatments, we found no effects of water stress treatment on takeoff performance and only minor treatment effects on flight morphology. However, butterflies reared on water-stressed diets exhibited both significantly greater mortality and longer development times than did control individuals. Pararge aegeria larvae may compensate for this stress by prolonging development, resulting in similar realized performance capacities at least in takeoff performance in surviving adult butterflies; other measures of flight performance remain to be considered. Alternatively, the adult phenotype may be insulated from environmental effects at the larval stage in these insects.

Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport

NASA Astrophysics Data System (ADS)

Moore, Richard H.; Shook, Michael A.; Ziemba, Luke D.; Digangi, Joshua P.; Winstead, Edward L.; Rauch, Bastian; Jurkat, Tina; Thornhill, Kenneth L.; Crosbie, Ewan C.; Robinson, Claire; Shingler, Taylor J.; Anderson, Bruce E.

2017-12-01

We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016-1017 kg-1 and 1014-1016 kg-1, respectively. Black-carbon-equivalent particle mass EIs vary between 175-941 mg kg-1 (except for the GE GEnx engines at 46 mg kg-1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.

Hydrodynamic Qualities of a 1/10-Size Powered Dynamic Model of the XP5Y-1 Flying Boat in Smooth Water: Langley Tank Model 246, TED No. NACA DE 320

NASA Technical Reports Server (NTRS)

Woodward, David R.; Weinstein, Irving; Whitaker, Walter E., Jr.

1947-01-01

The hydrodynamic characteristics of a 1/10-size powered dynamic model of the XP5Y-1 flying boat were determined in Langley tank no. 1. Stable take-offs were possible at all practicable positions of the center of gravity and flap deflections. An increase in gross load from 123.5 to 150.0 pounds (21.5 percent) had only a slight effect on the stable range for take-off. A decrease in forward acceleration from 3.0 to 1.0 feet per second per second had only a very small effect on the stable range for take-off. In general, the landings were free from skipping except at trims below 6 deg where one skip was encountered at an aft position of the center of gravity. The model porpoised during the landing runout at all positions of the center of gravity when landed at trims above 10 deg. Spray in the propellers was light at the design gross load, and was not considered excessive,at a gross load of 136.0 pounds.

Low Noise Cruise Efficient Short Take-Off and Landing Transport Vehicle Study

NASA Technical Reports Server (NTRS)

Kim, Hyun D.; Berton, Jeffrey J.; Jones, Scott M.

2007-01-01

The saturation of the airspace around current airports combined with increasingly stringent community noise limits represents a serious impediment to growth in world aviation travel. Breakthrough concepts that both increase throughput and reduce noise impacts are required to enable growth in aviation markets. Concepts with a 25 year horizon must facilitate a 4x increase in air travel while simultaneously meeting community noise constraints. Attacking these horizon issues holistically is the concept study of a Cruise Efficient Short Take-Off and Landing (CESTOL) high subsonic transport under the NASA's Revolutionary Systems Concepts for Aeronautics (RSCA) project. The concept is a high-lift capable airframe with a partially embedded distributed propulsion system that takes a synergistic approach in propulsion-airframe-integration (PAI) by fully integrating the airframe and propulsion systems to achieve the benefits of both low-noise short take-off and landing (STOL) operations and efficient high speed cruise. This paper presents a summary of the recent study of a distributed propulsion/airframe configuration that provides low-noise STOL operation to enable 24-hour use of the untapped regional and city center airports to increase the capacity of the overall airspace while still maintaining efficient high subsonic cruise flight capability.

Characteristics of the advanced supersonic technology AST-105-1 configured for transpacific range with Pratt and Whitney aircraft variable stream control engines

NASA Technical Reports Server (NTRS)

Baber, H. T., Jr.

1979-01-01

Credence to systems weights and assurance that the noise study AST concept can be balanced were studied. Current titanium structural technology is assumed. A duct-burning turbofan variable stream control engine (VSCE), with noise reduction potential through use of a coannular nozzle was used. With 273 passengers, range of the AST-105-1 for a cruise Mach number of 2.62 is essentially transpacific. Lift-to-drag ratio is slightly higher than for previous AST configurations. It is trimmable over a center-of-gravity range of 4.7m (15.5 ft). Inherent high positive effective dihedral, typical of arrow-wing configurations in high-lift approach, would limit AST-105-1 to operating in crosswinds of 11.6 m/sec (22.4 kt), or less, with 75 percent of available lateral control. Normal power takeoff with cutback results in noise in excess of Federal Aviation Regulation Part 36 but less than for conventional procedure takeoff. Results of advanced (noncertificated) programmed throttle takeoff and approach procedures, not yet optimized, indicate that such can be an important additional method noise reduction.

Trait-based cue Utilization and initial skill acquisition: implications for models of the progression to expertise

PubMed Central

Wiggins, Mark W.; Brouwers, Sue; Davies, Joel; Loveday, Thomas

2014-01-01

The primary aim of this study was to examine the role of cue utilization in the initial acquisition of psycho-motor skills. Two experiments were undertaken, the first of which examined the relationship between cue utilization typologies and levels of accuracy following four simulated, power-off landing trials in a light aircraft simulator. The results indicated that higher levels of cue utilization were associated with a greater level of landing accuracy following training exposure. In the second study, participants’ levels of cue utilization were assessed prior to two 15 min periods during which they practiced take-offs and landings using a simulated unmanned aerial vehicle (UAV). Consistent with Study 1, the outcomes of Study 2 revealed a statistically significant relationship among levels of cue utilization and the number of trials to criterion on the take-off task, and the proportion of successful trials during both take-off and landing. In combination, the results suggest that the capacity for the acquisition and the subsequent utilization of cues is an important predictor of skill acquisition, particularly during the initial stages of the process. The implications for theory and applied practice are discussed. PMID:24917844

AGFATL- ACTIVE GEAR FLEXIBLE AIRCRAFT TAKEOFF AND LANDING ANALYSIS

NASA Technical Reports Server (NTRS)

Mcgehee, J. R.

1994-01-01

The Active Gear, Flexible Aircraft Takeoff and Landing Analysis program, AGFATL, was developed to provide a complete simulation of the aircraft takeoff and landing dynamics problem. AGFATL can represent an airplane either as a rigid body with six degrees of freedom or as a flexible body with multiple degrees of freedom. The airframe flexibility is represented by the superposition of up to twenty free vibration modes on the rigid-body motions. The analysis includes maneuver logic and autopilots programmed to control the aircraft during glide slope, flare, landing, and takeoff. The program is modular so that performance of the aircraft in flight and during landing and ground maneuvers can be studied separately or in combination. A program restart capability is included in AGFATL. Effects simulated in the AGFATL program include: (1) flexible aircraft control and performance during glide slope, flare, landing roll, and takeoff roll under conditions of changing winds, engine failures, brake failures, control system failures, strut failures, restrictions due to runway length, and control variable limits and time lags; (2) landing gear loads and dynamics for up to five gears; (3) single and multiple engines (maximum of four) including selective engine reversing and failure; (4) drag chute and spoiler effects; (5) wheel braking (including skid-control) and selective brake failure; (6) aerodynamic ground effects; (7) aircraft carrier operations; (8) inclined runways and runway perturbations; (9) flexible or rigid airframes; 10) rudder and nose gear steering; and 11) actively controlled landing gear shock struts. Input to the AGFATL program includes data which describe runway roughness; vehicle geometry, flexibility and aerodynamic characteristics; landing gear(s); propulsion; and initial conditions such as attitude, attitude change rates, and velocities. AGFATL performs a time integration of the equations of motion and outputs comprehensive information on the airframe, state-of-maneuver logic, autopilots, control response, and aircraft loads from impact, runway roll-out, and ground operations. Flexible-body and total (elastic plus rigid-body) displacements, velocities, and accelerations are also output in the flexible-body option for up to twenty points on the aircraft. The AGFATL program is written in FORTRAN IV for batch execution and has been implemented on a CDC CYBER 170 series computer with an overlayed central memory requirement of approximately 141 (octal) of 60 bit words. The AGFATL program was last updated in 1984.

ACL-reconstructed and ACL-deficient individuals show differentiated trunk, hip, and knee kinematics during vertical hops more than 20 years post-injury.

PubMed

Markström, Jonas L; Tengman, Eva; Häger, Charlotte K

2018-02-01

Little is known regarding movement strategies in the long term following injury of the anterior cruciate ligament (ACL), and even less about comparisons of reconstructed and deficient knees in relation to healthy controls. The present purpose was to compare trunk, hip, and knee kinematics during a one-leg vertical hop (VH) ~20 years post-ACL injury between persons treated with surgery and physiotherapy (ACL R ), solely physiotherapy (ACL PT ), and controls (CTRL). Between-leg kinematic differences within groups were also investigated. Sixty-six persons who suffered unilateral ACL injury on average 23 ± 2 years ago (32 ACL R , 34 ACL PT ) and 33 controls performed the VH. Peak trunk, hip, and knee angles during Take-off and Landing phases recorded with a 3D motion capture system were analysed with multivariate statistics. Significant group effects during both Take-off and Landing were found, with ACL PT differing from CTRL in Take-off with a combination of less knee flexion and knee internal rotation, and from both ACL R and CTRL in Landing with less hip and knee flexion, knee internal rotation, and greater hip adduction. ACL R also presented different kinematics to ACL PT and CTRL in Take-off with a combination of greater trunk flexion, hip flexion, hip internal rotation, and less knee abduction, and in Landing with greater trunk flexion and hip internal rotation. Further, different kinematics and hop height were found between legs within groups in both Take-off and Landing for both ACL groups, but not for CTRL. Different kinematics for the injured leg for both ACL groups compared to CTRL and between treatment groups, as well as between legs within treatment groups, indicate long-term consequences of injury. Compensatory mechanisms for knee protection seem to prevail over time irrespective of initial treatment, possibly increasing the risk of re-injury and triggering the development of osteoarthritis. Detailed investigation of movement strategies during the VH provides important information and a more comprehensive evaluation of knee function than merely hop height. More attention should also be given to the trunk and hip in clinics when evaluating movement strategies after ACL injury. Prospective cohort study, Level II.

Prediction of circulation control performance characteristics for Super STOL and STOL applications

NASA Astrophysics Data System (ADS)

Naqvi, Messam Abbas

The rapid air travel growth during the last three decades, has resulted in runway congestion at major airports. The current airports infrastructure will not be able to support the rapid growth trends expected in the next decade. Changes or upgrades in infrastructure alone would not be able to satisfy the growth requirements, and new airplane concepts such as the NASA proposed Super Short Takeoff and Landing and Extremely Short Takeoff & Landing (ESTOL) are being vigorously pursued. Aircraft noise pollution during Takeoff & Landing is another serious concern and efforts are aimed to reduce the airframe noise produced by Conventional High Lift Devices during Takeoff & Landing. Circulation control technology has the prospect of being a good alternative to resolve both the aforesaid issues. Circulation control airfoils are not only capable of producing very high values of lift (Cl values in excess of 8.0) at zero degree angle of attack, but also eliminate the noise generated by the conventional high lift devices and their associated weight penalty as well as their complex operation and storage. This will ensure not only satisfying the small takeoff and landing distances, but minimal acoustic signature in accordance with FAA requirements. The Circulation Control relies on the tendency of an emanating wall jet to independently control the circulation and lift on an airfoil. Unlike, conventional airfoil where rear stagnation point is located at the sharp trailing edge, circulation control airfoils possess a round trailing edge, therefore the rear stagnation point is free to move. The location of rear stagnation point is controlled by the blown jet momentum. This provides a secondary control in the form of jet momentum with which the lift generated can be controlled rather the only available control of incidence (angle of attack) in case of conventional airfoils. The use of Circulation control despite its promising potential has been limited only to research applications due to the lack of a simple prediction capability. This research effort was focused on the creation of a rapid prediction capability of Circulation Control Aerodynamic Characteristics which could help designers with rapid performance estimates for design space exploration. A morphological matrix was created with the available set of options which could be chosen to create this prediction capability starting with purely analytical physics based modeling to high fidelity CFD codes. Based on the available constraints, and desired accuracy meta-models have been created around the two dimensional circulation control performance results computed using Navier Stokes Equations (Computational Fluid Dynamics). DSS2, a two dimensional RANS code written by Professor Lakshmi Sankar was utilized for circulation control airfoil characteristics. The CFD code was first applied to the NCCR 1510-7607N airfoil to validate the model with available experimental results. It was then applied to compute the results of a fractional factorial design of experiments array. Metamodels were formulated using the neural networks to the results obtained from the Design of Experiments. Additional validation runs were performed to validate the model predictions. Metamodels are not only capable of rapid performance prediction, but also help generate the relation trends of response matrices with control variables and capture the complex interactions between control variables. Quantitative as well as qualitative assessments of results were performed by computation of aerodynamic forces & moments and flow field visualizations. Wing characteristics in three dimensions were obtained by integration over the whole wing using Prandtl's Wing Theory. The baseline Super STOL configuration [3] was then analyzed with the application of circulation control technology. The desired values of lift and drag to achieve the target values of Takeoff & Landing performance were compared with the optimal configurations obtained by the model. The same optimal configurations were then subjected to Super STOL cruise conditions to perform a trade off analysis between Takeoff and Cruise Performance. Supercritical airfoils modified for circulation control were also thoroughly analyzed for Takeoff and Cruise performance and may constitute a viable option for Super STOL & STOL Designs. The prediction capability produced by this research effort can be integrated with the current conceptual aircraft modeling & simulation framework. The prediction tool is applicable within the selected ranges of each variable, but methodology and formulation scheme adopted can be applied to any other design space exploration.

An investigation of errors and data processing techniques for an RF multilateration system. [position and velocity measurements of vertical takeoff aircraft during landing

NASA Technical Reports Server (NTRS)

Britt, C. L., Jr.

1975-01-01

The development of an RF Multilateration system to provide accurate position and velocity measurements during the approach and landing phase of Vertical Takeoff Aircraft operation is discussed. The system uses an angle-modulated ranging signal to provide both range and range rate measurements between an aircraft transponder and multiple ground stations. Range and range rate measurements are converted to coordinate measurements and the coordinate and coordinate rate information is transmitted by an integral data link to the aircraft. Data processing techniques are analyzed to show advantages and disadvantages. Error analyses are provided to permit a comparison of the various techniques.

Summary of low-speed longitudinal aerodynamics of two powered close-coupled wing-canard fighter configurations. [conducted in Langley C/STOL tunnel

NASA Technical Reports Server (NTRS)

Paulson, J. W., Jr.; Thomas, J. L.

1979-01-01

Investigations of the low speed longitudinal characteristics of two powered close coupled wing-canard fighter configurations are discussed. Data obtained at angles of attack from -2 deg to 42 deg, Mach numbers from 0.12 to 0.20, nozzle and flap deflections from 0 deg to 40 deg, and thrust coefficients from 0 to 2.0, to represent both high angle of attack subsonic maneuvering characteristics and conventional takeoff and landing characteristics are examined. Data obtained with the nozzles deflected either 60 deg or 90 deg and the flaps deflected 60 deg to represent vertical or short takeoff and landing characteristics are discussed.

Balancing Power Absorption and Structural Loading for a Novel Fixed-Bottom Wave Energy Converter with Nonideal Power Take-Off in Regular Waves: Preprint

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

Tom, Nathan M; Yu, Yi-Hsiang; Wright, Alan D

In this work, the net power delivered to the grid from a nonideal power take-off (PTO) is introduced followed by a review of the pseudo-spectral control theory. A power-to-load ratio, used to evaluate the pseudo-spectral controller performance, is discussed, and the results obtained from optimizing a multiterm objective function are compared against results obtained from maximizing the net output power to the grid. Simulation results are then presented for four different oscillating wave energy converter geometries to highlight the potential of combing both geometry and PTO control to maximize power while minimizing loads.

Application of the concept of dynamic trim control and nonlinear system inverses to automatic control of a vertical attitude takeoff and landing aircraft

NASA Technical Reports Server (NTRS)

Smith, G. A.; Meyer, G.

1981-01-01

A full envelope automatic flight control system based on nonlinear inverse systems concepts has been applied to a vertical attitude takeoff and landing (VATOL) fighter aircraft. A new method for using an airborne digital aircraft model to perform the inversion of a nonlinear aircraft model is presented together with the results of a simulation study of the nonlinear inverse system concept for the vertical-attitude hover mode. The system response to maneuver commands in the vertical attitude was found to be excellent; and recovery from large initial offsets and large disturbances was found to be very satisfactory.

Noise of two high-speed model counter-rotation propellers at takeoff/approach conditions

NASA Astrophysics Data System (ADS)

Woodward, Richard P.

1992-08-01

This paper presents acoustic results for two model counter-rotation propellers which were tested in the NASA Lewis 9- x 15-ft Anechoic Wind Tunnel. The propellers had a common forward rotor, but the diameter of the aft rotor of the second propeller was reduced in an effort to reduce its interaction with the forward rotor tip vortex. The propellers were tested at Mach 0.20, which is representative of takeoff/approach operation. Acoustic results are presented for these propellers which show the effect of rotor spacing, reduced aft rotor diameter, operation at angle-of-attack, blade loading, and blade number. Limited aerodynamic results are also presented to establish the propeller operating conditions.

Noise of two high-speed model counter-rotation propellers at takeoff/approach conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.

1992-01-01

This paper presents acoustic results for two model counter-rotation propellers which were tested in the NASA Lewis 9- x 15-ft Anechoic Wind Tunnel. The propellers had a common forward rotor, but the diameter of the aft rotor of the second propeller was reduced in an effort to reduce its interaction with the forward rotor tip vortex. The propellers were tested at Mach 0.20, which is representative of takeoff/approach operation. Acoustic results are presented for these propellers which show the effect of rotor spacing, reduced aft rotor diameter, operation at angle-of-attack, blade loading, and blade number. Limited aerodynamic results are also presented to establish the propeller operating conditions.

KSC-06pd0216

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - As a rosy dawn creeps over the horizon, Deputy Associate Administrator for Exploration Operations Michael Foale (left) and astronaut Bill Readdy (center) talk to Steve Fossett about the anticipated flight of the Virgin Atlantic GlobalFlyer. Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

KSC-06pd0215

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - As a rosy dawn creeps over the horizon, team members check the Virgin Atlantic GlobalFlyer before its early morning launch from NASA Kennedy Space Center’s Shuttle Landing Facility (SLF). Steve Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

KSC-06pd0217

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Pilot Steve Fossett (facing camera, left) and Sir Richard Branson (second from right) talk with Virgin Atlantic GlobalFlyer team members about the fuel leak detected in the aircraft. Branson is chairman and founder of Virgin Atlantic. Steve Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett was expected to take off from the KSC SLF before the takeoff was postponed due to the fuel leak that appeared in the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

KSC-06pd0212

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - Before dawn on NASA Kennedy Space Center’s Shuttle Landing Facility (SLF), Sir Richard Branson talks to the media. Branson is chairman and founder of Virgin Atlantic, which is sponsoring the GlobalFlyer. Steve Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

Tank Investigation of the EDO Model 142 Hydro-Ski Research Airplane

NASA Technical Reports Server (NTRS)

Ramsen, John A.; Wadlin, Kenneth L.; Gray, George R.

1951-01-01

A tank investigation has been conducted of a 1/10-size powered-dynamic model of the Edo model 142 hydra-ski research airplane. The results of tests of two configurations are presented: One included a large ski and a ski well; the other, a small ski without a well. Water take-offs would be possible with the available thrust for either configuration: however, the configuration with the large ski emerged sooner and had less resistance from ski emergence until take-off. Longitudinal stability and landing behavior in smooth water were satisfactory for both configurations. Some alteration to the design of the tail would be desirable in order to reduce the spray loads.

Highly Reusable Space Transportation (HRST) Baseline Concepts and Analysis: Rocket/RBCC Options. Part 2; A Comparative Study

NASA Technical Reports Server (NTRS)

Woodcock, Gordon

1997-01-01

This study is an extension of a previous effort by the Principal Investigator to develop baseline data to support comparative analysis of Highly Reusable Space Transportation (HRST) concepts. The analyses presented herin develop baseline data bases for two two-stage-to-orbit (TSTO) concepts: (1) Assisted horizontal take-off all rocket (assisted HTOHL); and (2) Assisted vertical take-off rocket based combined cycle (RBCC). The study objectives were to: (1) Provide configuration definitions and illustrations for assisted HTOHL and assisted RBCC; (2) Develop a rationalization approach and compare these concepts with the HRST reference; and (3) Analyze TSTO configurations which try to maintain SSTO benefits while reducing inert weight sensitivity.

Airbreathing Hypersonic Vision-Operational-Vehicles Design Matrix

NASA Technical Reports Server (NTRS)

Hunt, James L.; Pegg, Robert J.; Petley, Dennis H.

1999-01-01

This paper presents the status of the airbreathing hypersonic airplane and space-access vision-operational-vehicle design matrix, with emphasis on horizontal takeoff and landing systems being studied at Langley; it reflects the synergies and issues, and indicates the thrust of the effort to resolve the design matrix including Mach 5 to 10 airplanes with global-reach potential, pop-up and dual-role transatmospheric vehicles and airbreathing launch systems. The convergence of several critical systems/technologies across the vehicle matrix is indicated. This is particularly true for the low speed propulsion system for large unassisted horizontal takeoff vehicles which favor turbines and/or perhaps pulse detonation engines that do not require LOX which imposes loading concerns and mission flexibility restraints.

Airbreathing Hypersonic Vision-Operational-Vehicles Design Matrix

NASA Technical Reports Server (NTRS)

Hunt, James L.; Pegg, Robert J.; Petley, Dennis H.

1999-01-01

This paper presents the status of the airbreathing hypersonic airplane and space-access vision-operational-vehicle design matrix, with emphasis on horizontal takeoff and landing systems being, studied at Langley, it reflects the synergies and issues, and indicates the thrust of the effort to resolve the design matrix including Mach 5 to 10 airplanes with global-reach potential, pop-up and dual-role transatmospheric vehicles and airbreathing launch systems. The convergence of several critical systems/technologies across the vehicle matrix is indicated. This is particularly true for the low speed propulsion system for large unassisted horizontal takeoff vehicles which favor turbines and/or perhaps pulse detonation engines that do not require LOX which imposes loading concerns and mission Flexibility restraints.

Takeoff/approach noise for a model counterrotation propeller with a forward-swept upstream rotor

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Hall, David G.; Podboy, Gary G.; Jeracki, Robert J.

1993-01-01

A scale model of a counterrotating propeller with forward-swept blades in the forward rotor and aft-swept blades in the aft rotor (designated F39/A31) has been tested in the NASA Lewis 9- by 15-Foot Anechoic Wind Tunnel. This paper presents aeroacoustic results at a takeoff/approach condition of Mach 0.20. Laser Doppler Velocimeter results taken in a plane between the two rotors are also included to quantify the interaction flow field. The intention of the forward-swept design is to reduce the magnitude of the forward rotor tip vortex and/or wakes which impinge on the aft rotor, thus lowering the interaction tone levels.

Effects of the rider on the linear kinematics of jumping horses.

PubMed

Powers, Pippa; Harrison, Andrew

2002-07-01

This study examined the effects of the rider on the linear projectile kinematics of show-jumping horses. SVHS video recordings (50 Hz) of eight horses jumping a vertical fence 1 m high were used for the study. Horses jumped the fence under two conditions: loose (no rider or tack) and ridden. Recordings were digitised using Peak Motus. After digitising the sequences, each rider's digitised data were removed from the ridden horse data so that three conditions were examined: loose, ridden (including the rider's data) and riderless (rider's data removed). Repeated measures ANOVA revealed significant differences between ridden and loose conditions for CG height at take-off (p < 0.001), CG distance to the fence at take-off (p = 0.001), maximum CG during the suspension phase (p < 0.001), CG position over the centre of the fence (p < 0.001), CG height at landing (p < 0.001), and vertical velocity at take-off (p < 0.001). The results indicated that the rider's effect on jumping horses was primarily due to behavioural changes in the horses motion (resulting from the rider's instruction), rather than inertial effects (due to the positioning of the rider on the horse). These findings have implications for the coaching of riders and horses.

Integrated Application of Active Controls (IAAC) technology to an advanced subsonic transport project: Wing planform study and final configuration selection

NASA Technical Reports Server (NTRS)

1981-01-01

This report summarizes the Wing Planform Study Task and Final Configuration Selection of the Integrated Application of Active Controls (IAAC) Technology Project within the Energy Efficient Transport Program. Application of Active Controls Technology (ACT) in combination with increased wing span resulted in significant improvements over the Conventional Baseline Configuration (Baseline) and the Initial ACT Configuration previously established. The configurations use the same levels of technology (except for ACT), takeoff gross weight, and payload as the Baseline. The Final ACT Configuration (Model 768-107) incorporates pitch-augmented stability (which enabled an approximately 10% aft shift in cruise center of gravity and a 45% reduction in horizontal tail sizes), lateral/directional-augmented stability, an angle-of-attack limiter, and wing-load alleviation. Flutter-mode control was not beneficial for this configuration. This resulted in an 890 kg (1960 lb) reduction in airplane takeoff gross weight and a 9.8% improvement in cruise lift/drag. At the Baseline mission range (3590 km) (1938 nmi), this amounts to 10% block fuel reduction. Good takeoff performance at high-altitude airports on a hot day was also achieved. Results of this task strongly indicate that the IAAC Project should proceed with the Final ACT evaluation and begin the required control system development and testing.

Quadricep and hamstring activation during drop jumps with changes in drop height.

PubMed

Peng, Hsien-Te; Kernozek, Thomas W; Song, Chen-Yi

2011-08-01

Compare the muscle activation patterns of the quadricep-hamstring during drop jumps with increasing demands of drop heights. Observational. University biomechanics laboratory. Fifteen male and eight female college physical education students. Electromyographic activity of the rectus femoris (RF) and biceps femoris (BF) during the landing and takeoff phase of drop jumps from 20 to 60-cm heights. The ground contact time, vertical ground reaction force (vGRF), knee flexion angle during ground contact, and jump height after takeoff were also analyzed. The activation of RF was higher in the drop jump from 60-cm than that from 20- and 30-cm (comparing 107.0 ± 45.9 to 82.3 ± 30.8 and 88.9 ± 38.9 %MVIC, P<.05) during the landing phase. Activation of BF remained similar across all drop heights. Drop jump from 60-cm resulted in greater contact time during takeoff phase and peak vGRF, and resulted in greater maximum knee flexion but straighter knee at ground contact than from lower drop heights. At drop height of 60-cm, the altered knee muscular activation and movement patterns may diminish the effectiveness of plyometric training and increase the potential injury risk of knee. Copyright © 2010 Elsevier Ltd. All rights reserved.

Preliminary design of a supersonic Short Takeoff and Vertical Landing (STOVL) fighter aircraft

NASA Technical Reports Server (NTRS)

Cox, Brian; Borchers, Paul; Gomer, Charlie; Henderson, Dean; Jacobs, Tavis; Lawson, Todd; Peterson, Eric; Ross, Tweed, III; Bellmard, Larry

1990-01-01

The preliminary design study of a supersonic Short Takeoff and Vertical Landing (STOVL) fighter is presented. A brief historical survey of powered lift vehicles was presented, followed by a technology assessment of the latest supersonic STOVL engine cycles under consideration by industry and government in the U.S. and UK. A survey of operational fighter/attack aircraft and the modern battlefield scenario were completed to develop, respectively, the performance requirements and mission profiles for the study. Three configurations were initially investigated with the following engine cycles: a hybrid fan vectored thrust cycle, a lift+lift/cruise cycle, and a mixed flow vectored thrust cycle. The lift+lift/cruise aircraft configuration was selected for detailed design work which consisted of: (1) a material selection and structural layout, including engine removal considerations, (2) an aircraft systems layout, (3) a weapons integration model showing the internal weapons bay mechanism, (4) inlet and nozzle integration, (5) an aircraft suckdown prediction, (6) an aircraft stability and control analysis, including a takeoff, hover, and transition control analysis, (7) a performance and mission capability study, and (8) a life cycle cost analysis. A supersonic fighter aircraft with STOVL capability with the lift+lift/cruise engine cycle seems a viable option for the next generation fighter.

A radar study of emigratory flight and layer formation by insects at dawn over southern Britain.

PubMed

Reynolds, D R; Smith, A D; Chapman, J W

2008-02-01

Radar observations have consistently shown that high-altitude migratory flight in insects generally occurs after mass take-off at dusk or after take-off over a more extended period during the day (in association with the growth of atmospheric convection). In this paper, we focus on a less-studied third category of emigration - the 'dawn take-off' - as recorded by insect-monitoring radars during the summer months in southern England. In particular, we describe occasions when dawn emigrants formed notable layer concentrations centred at altitudes ranging from ca. 240 m to 700 m above ground, very probably due to the insects responding to local temperature maxima in the atmosphere, such as the tops of inversions. After persisting for several hours through the early morning, the layers eventually merged into the insect activity building up later in the morning (from 06.00-08.00 h onwards) in conjunction with the development of daytime convection. The species forming the dawn layers have not been positively identified, but their masses lay predominantly in the 16-32 mg range, and they evidently formed a fauna quite distinct from that in flight during the previous night. The displacement and common orientation (mutual alignment) characteristics of the migrants are described.

Summary of Lift and Lift/Cruise Fan Powered Lift Concept Technology

NASA Technical Reports Server (NTRS)

Cook, Woodrow L.

1993-01-01

A summary is presented of some of the lift and lift/cruise fan technology including fan performance, fan stall, ground effects, ingestion and thrust loss, design tradeoffs and integration, control effectiveness and several other areas related to vertical short takeoff and landing (V/STOL) aircraft conceptual design. The various subjects addressed, while not necessarily pertinent to specific short takeoff/vertical landing (STOVL) supersonic designs being considered, are of interest to the general field of lift and lift/cruise fan aircraft designs and may be of importance in the future. The various wind tunnel and static tests reviewed are: (1) the Doak VZ-4 ducted fan, (2) the 0.57 scale model of the Bell X-22 ducted fan aircraft, (3) the Avrocar, (4) the General Electric lift/cruise fan, (5) the vertical short takeoff and landing (V/STOL) lift engine configurations related to ingestion and consequent thrust loss, (6) the XV-5 and other fan-in-wing stall consideration, (7) hybrid configurations such as lift fan and lift/cruise fan or engines, and (8) the various conceptual design studies by air-frame contractors. Other design integration problems related to small and large V/STOL transport aircraft are summarized including lessons learned during more recent conceptual design studies related to a small executive V/STOL transport aircraft.

Aerodynamic forces and flow structures of the leading edge vortex on a flapping wing considering ground effect.

PubMed

Van Truong, Tien; Byun, Doyoung; Kim, Min Jun; Yoon, Kwang Joon; Park, Hoon Cheol

2013-09-01

The aim of this work is to provide an insight into the aerodynamic performance of the beetle during takeoff, which has been estimated in previous investigations. We employed a scaled-up electromechanical model flapping wing to measure the aerodynamic forces and the three-dimensional flow structures on the flapping wing. The ground effect on the unsteady forces and flow structures were also characterized. The dynamically scaled wing model could replicate the general stroke pattern of the beetle's hind wing kinematics during takeoff flight. Two wing kinematic models have been studied to examine the influences of wing kinematics on unsteady aerodynamic forces. In the first model, the angle of attack is asymmetric and varies during the translational motion, which is the flapping motion of the beetle's hind wing. In the second model, the angle of attack is constant during the translational motion. The instantaneous aerodynamic forces were measured for four strokes during the beetle's takeoff by the force sensor attached at the wing base. Flow visualization provided a general picture of the evolution of the three-dimensional leading edge vortex (LEV) on the beetle hind wing model. The LEV is stable during each stroke, and increases radically from the root to the tip, forming a leading-edge spiral vortex. The force measurement results show that the vertical force generated by the hind wing is large enough to lift the beetle. For the beetle hind wing kinematics, the total vertical force production increases 18.4% and 8.6% for the first and second strokes, respectively, due to the ground effect. However, for the model with a constant angle of attack during translation, the vertical force is reduced during the first stroke. During the third and fourth strokes, the ground effect is negligible for both wing kinematic patterns. This finding suggests that the beetle's flapping mechanism induces a ground effect that can efficiently lift its body from the ground during takeoff.

VIDEO REVIEW: Maths in a Box video: Take-off - moving bodies with constant mass

NASA Astrophysics Data System (ADS)

Marks, Ken

1999-09-01

I write this review as a PGCE maths tutor, and therefore from the perspective of using parts of this series at A-level. The sample video, `Take-off - moving bodies with constant mass', is a good example of combining real footage with commentary as the viewer is invited to think about modelling the take-off of an aircraft. The style is reminiscent of Open University presentations and here the challenge is to determine the necessary length of the runway. The video is split into two sections. The first, commentary, section works quite well, although it jars a bit to hear Newton's Third Law put across as `Action and reaction are equal and opposite'; this is a familiar offering but one that still causes mystification in the sixth form. The viewer is invited to think about setting up equations, and reminded that the chain rule will be necessary to solve the differential equation generated from Newton's Second Law. This gives a good indication of the level of mathematics required. Unfortunately the flow is then somewhat disturbed by a strong emphasis on boundary conditions. If the student can cope with the general level of calculus required, this aspect of the challenge would also seem to fit more naturally into the second section of the video. This second section looks at setting up the equations and `solutions'. It can be used after classroom discussion, and takes the viewer through three, increasingly sophisticated, models involving functions for drag and resistance forces. On the whole this is clear and helpful, but for some reason the solutions each stop with an equation linking the length of the runway to the take-off velocity, failing to make use of the second equation to eliminate this intermediate variable. All in all, it is a useful addition to resources for A-level, particularly if students are also following the sort of mechanics syllabus (within mathematics) that emphasizes modelling.

High-Lift Systems on Commercial Subsonic Airliners

NASA Technical Reports Server (NTRS)

Rudolph, Peter K. C.

1996-01-01

The early breed of slow commercial airliners did not require high-lift systems because their wing loadings were low and their speed ratios between cruise and low speed (takeoff and landing) were about 2:1. However, even in those days the benefit of high-lift devices was recognized. Simple trailing-edge flaps were in use, not so much to reduce landing speeds, but to provide better glide-slope control without sideslipping the airplane and to improve pilot vision over the nose by reducing attitude during low-speed flight. As commercial-airplane cruise speeds increased with the development of more powerful engines, wing loadings increased and a real need for high-lift devices emerged to keep takeoff and landing speeds within reasonable limits. The high-lift devices of that era were generally trailing-edge flaps. When jet engines matured sufficiently in military service and were introduced commercially, airplane speed capability had to be increased to best take advantage of jet engine characteristics. This speed increase was accomplished by introducing the wing sweep and by further increasing wing loading. Whereas increased wing loading called for higher lift coefficients at low speeds, wing sweep actually decreased wing lift at low speeds. Takeoff and landing speeds increased on early jet airplanes, and, as a consequence, runways worldwide had to be lengthened. There are economical limits to the length of runways; there are safety limits to takeoff and landing speeds; and there are speed limits for tires. So, in order to hold takeoff and landing speeds within reasonable limits, more powerful high-lift devices were required. Wing trailing-edge devices evolved from plain flaps to Fowler flaps with single, double, and even triple slots. Wing leading edges evolved from fixed leading edges to a simple Krueger flap, and from fixed, slotted leading edges to two- and three-position slats and variable-camber (VC) Krueger flaps. The complexity of high-lift systems probably peaked on the Boeing 747, which has a VC Krueger flap and triple-slotted, inboard and outboard trailing-edge flaps. Since then, the tendency in high-lift system development has been to achieve high levels of lift with simpler devices in order to reduce fleet acquisition and maintenance costs. The intent of this paper is to: (1) review available high-lift devices, their functions, and design criteria; (2) appraise high-lift systems presently in service on commercial air liners; (3) present personal study results on high-lift systems; (4) develop a weight and cost model for high-lift systems; and (5) discuss the development tendencies of future high-lift systems.

NDARC NASA Design and Analysis of Rotorcraft - Input, Appendix 4

NASA Technical Reports Server (NTRS)

Johnson, Wayne

2016-01-01

The NDARC code performs design and analysis tasks. The design task involves sizing the rotorcraft to satisfy specified design conditions and missions. The analysis tasks can include off-design mission performance analysis, flight performance calculation for point operating conditions, and generation of subsystem or component performance maps. The principal tasks (sizing, mission analysis, flight performance analysis) are shown in the figure as boxes with heavy borders. Heavy arrows show control of subordinate tasks. The aircraft description consists of all the information, input and derived, that denes the aircraft. The aircraft consists of a set of components, including fuselage, rotors, wings, tails, and propulsion. This information can be the result of the sizing task; can come entirely from input, for a fixed model; or can come from the sizing task in a previous case or previous job. The aircraft description information is available to all tasks and all solutions. The sizing task determines the dimensions, power, and weight of a rotorcraft that can perform a specified set of design conditions and missions. The aircraft size is characterized by parameters such as design gross weight, weight empty, rotor radius, and engine power available. The relations between dimensions, power, and weight generally require an iterative solution. From the design flight conditions and missions, the task can determine the total engine power or the rotor radius (or both power and radius can be fixed), as well as the design gross weight, maximum takeoff weight, drive system torque limit, and fuel tank capacity. For each propulsion group, the engine power or the rotor radius can be sized. Missions are defined for the sizing task, and for the mission performance analysis. A mission consists of a number of mission segments, for which time, distance, and fuel burn are evaluated. For the sizing task, certain missions are designated to be used for design gross weight calculations; for transmission sizing; and for fuel tank sizing. The mission parameters include mission takeoff gross weight and useful load. For specified takeoff fuel weight with adjustable segments, the mission time or distance is adjusted so the fuel required for the mission equals the takeoff fuel weight. The mission iteration is on fuel weight or energy. Flight conditions are specified for the sizing task, and for the flight performance analysis. For the sizing task, certain flight conditions are designated to be used for design gross weight calculations; for transmission sizing; for maximum takeoff weight calculations; and for anti-torque or auxiliary thrust rotor sizing. The flight condition parameters include gross weight and useful load. For flight conditions and mission takeoff, the gross weight can be maximized, such that the power required equals the power available. A flight state is defined for each mission segment and each flight condition. The aircraft performance can be analyzed for the specified state, or a maximum effort performance can be identified. The maximum effort is specified in terms of a quantity such as best endurance or best range, and a variable such as speed, rate of climb, or altitude.

Energy Index For Aircraft Maneuvers

NASA Technical Reports Server (NTRS)

Chidester, Thomas R. (Inventor); Lynch, Robert E. (Inventor); Lawrence, Robert E. (Inventor); Amidan, Brett G. (Inventor); Ferryman, Thomas A. (Inventor); Drew, Douglas A. (Inventor); Ainsworth, Robert J. (Inventor); Prothero, Gary L. (Inventor); Romanowski, Tomothy P. (Inventor); Bloch, Laurent (Inventor)

2006-01-01

Method and system for analyzing, separately or in combination, kinetic energy and potential energy and/or their time derivatives, measured or estimated or computed, for an aircraft in approach phase or in takeoff phase, to determine if the aircraft is or will be put in an anomalous configuration in order to join a stable approach path or takeoff path. A 3 reference value of kinetic energy andor potential energy (or time derivatives thereof) is provided, and a comparison index .for the estimated energy and reference energy is computed and compared with a normal range of index values for a corresponding aircraft maneuver. If the computed energy index lies outside the normal index range, this phase of the aircraft is identified as anomalous, non-normal or potentially unstable.

Premix fuels study applicable to duct burner conditions for a variable cycle engine

NASA Technical Reports Server (NTRS)

Venkataramani, K. S.

1978-01-01

Emission levels and performance of a premixing Jet-A/air duct burner were measured at reference conditions representative of take-off and cruise for a variable cycle engine. In a parametric variation sequence of tests, data were obtained at inlet temperatures of 400, 500 and 600K at equivalence ratios varying from 0.9 to the lean stability limit. Ignition was achieved at all the reference conditions although the CO levels were very high. Significant nonuniformity across the combustor was observed for the emissions at the take-off condition. At a reference Mach number of 0.117 and an inlet temperature of 600K, corresponding to a simulated cruise condition, the NOx emission level was approximately 1 gm/kg-fuel.

An evaluation of composite propulsion for single-stage-to-orbit vehicles designed for horizontal take-off

NASA Technical Reports Server (NTRS)

Martin, J. A.

1977-01-01

Composite propulsion was analyzed for single-stage-to-orbit vehicles designed for horizontal take-off. Trajectory, geometric, and mass analyses were performed to establish the orbital payload capability of six engines. The results indicated that none of the engines performed adequately to deliver payloads to orbit as analyzed. The single-stage turbine and oxidizer-rich gas generator resulted in a low engine specific impulse, and the performance increment of the ejector subsystem was less than that of a separate rocket system with a high combustion pressure. There was a benefit from incorporating a fan into the engine, and removal of the fan from the airstream during the ramjet mode increased the orbital payload capability.

Aeroacoustic effects of reduced aft tip speed at constant thrust for a model counterrotation turboprop at takeoff conditions

NASA Technical Reports Server (NTRS)

Woodward, Richard P.; Hughes, Christopher E.

1990-01-01

A model high-speed, advanced counterrotation propeller, F7/A7, was tested in the anechoic wind tunnel at simulated takeoff and approach conditions of Mach 0.2. The propeller was operated in a baseline configuration with the forward and aft rotor blade setting angles and forward and aft rotational speeds essentially equal. Two additional configurations were tested with the aft rotor at increased blade setting angles and the rotational speed reduced to achieve overall performance similar to that of the baseline configuration. Acoustic data were taken with an axially translating microphone probe that was attached to the tunnel floor. Concurrent aerodynamic data were taken to define propeller operating conditions.

[Psychophysiological aspects of naval aviation pilots of the Navy in the operation of highly carrier-based aircraft].

PubMed

Mel'nik, S G; Chulaevskiĭ, A O

2011-08-01

The authors have shown that the most difficult elements of the flight deck of the ship are springboard takeoff and aerofinishing landing. An important task is to study the aerodynamic characteristics of the behavior of the aircraft during takeoff different characteristics, forming crews ready to act in particular situations. Adverse factors are the operating conditions of habitability of aircraft (noise, vibration, fumes in the air at work, and aircraft engines, etc.) that have a significant impact on the life of air crew and engineering staff. It is concluded that the development and use of effective means of protecting the organism from the effect of these factors is a priority for specialists in aviation medicine.

Wing configuration on Wind Tunnel Testing of an Unmanned Aircraft Vehicle

NASA Astrophysics Data System (ADS)

Daryanto, Yanto; Purwono, Joko; Subagyo

2018-04-01

Control surface of an Unmanned Aircraft Vehicle (UAV) consists of flap, aileron, spoiler, rudder, and elevator. Every control surface has its own special functionality. Some particular configurations in the flight mission often depend on the wing configuration. Configuration wing within flap deflection for takeoff setting deflection of flap 20° but during landing deflection of flap set on the value 40°. The aim of this research is to get the ultimate CLmax for take-off flap deflection setting. It is shown from Wind Tunnel Testing result that the 20° flap deflection gives optimum CLmax with moderate drag coefficient. The results of Wind Tunnel Testing representing by graphic plots show good performance as well as the stability of UAV.

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.

KSC-06pd0211

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - During fueling of the Virgin Atlantic GlobalFlyer before dawn on NASA Kennedy Space Center’s Shuttle Landing Facility (SLF), Sir Richard Branson talks to the media. Branson is chairman and founder of Virgin Atlantic. The GlobalFlyer is in the background. Steve Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett

KSC-06pd0210

NASA Image and Video Library

2006-02-07

KENNEDY SPACE CENTER, FLA. - During fueling of the Virgin Atlantic GlobalFlyer before dawn on NASA Kennedy Space Center’s Shuttle Landing Facility (SLF), Sir Richard Branson talks to the media. Branson is chairman and founder of Virgin Atlantic. The GlobalFlyer is in the background. Steve Fossett will pilot the GlobalFlyer on a record-breaking attempt by flying solo, non-stop without refueling, to surpass the current record for the longest flight of any aircraft. Fossett is expected to take off from the KSC SLF. Later, takeoff of the GlobalFlyer was postponed due to a fuel leak that appeared during the last moments of loading. The next planned takeoff attempt is 7 a.m. Feb. 8 from the SLF. Photo credit: NASA/Kim Shiflett