40 CFR 86.133-96 - Diurnal emission test.

Code of Federal Regulations, 2014 CFR

2014-07-01

... according to the profile specified in § 86.133 and appendix II of this part. (1) Temperatures measured with the underbody temperature sensor shall follow the profile with a maximum deviation of 3 °F at any time... temperature sensors shall follow the profile with a maximum deviation of 5 °F at any time. (2) Ambient...

40 CFR 86.1233-96 - Diurnal emission test.

Code of Federal Regulations, 2012 CFR

2012-07-01

... according to the profile specified in § 86.1233 and appendix II of this part. (1) Temperatures measured with the underbody temperature sensor shall follow the profile with a maximum deviation of 3 °F at any time... temperature sensors shall follow the profile with a maximum deviation of 5 °F at any time. (2) Ambient...

40 CFR 86.133-96 - Diurnal emission test.

Code of Federal Regulations, 2012 CFR

2012-07-01

... according to the profile specified in § 86.133 and appendix II of this part. (1) Temperatures measured with the underbody temperature sensor shall follow the profile with a maximum deviation of 3 °F at any time... temperature sensors shall follow the profile with a maximum deviation of 5 °F at any time. (2) Ambient...

Evaluating the Effectiveness of Various Blast Loading Descriptors as Occupant Injury Predictors for Underbody Blast Events

DTIC Science & Technology

2013-08-22

expressed herein do not necessarily state or reflect those of the United States Government or the DoD, and shall not be used for advertising or...Trembelay, J., “Validation of a Loading Model for Simulating Blast Mine Effects on Armoured Vehicles,” 7th International LS-DYNA Users Conference

Ground Vehicle CFD at TARDEC

DTIC Science & Technology

2012-05-21

Cooling Sytem: StarCCM+ Blast / Crew Safety: LS- Dyna Fatigue & FEA: Abaqus / NCode Each code run with ~40-80 CPUs on TARDEC HPC Models...suppression, blast solid modeling have particular scaling problems because of the use of Lagrangian particles Example: Dust modeling for engine...for technology demonstrator vehicles UNCLASSIFIED 9 Example CFD Interest Areas • Underbody mine blast • HVAC design / interior cooling

77 FR 71759 - Endangered and Threatened Wildlife and Plants; 90-Day Finding on a Petition To List the Prairie...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-04

... a small, slender mammal with short legs and a tail with prominent, long hairs. Body weight ranges... sides of the belly, and inner legs; and white on the rest of its underbody. The guard hairs (long, course hairs that protect soft underfur) are banded with white, gray, and black, which gives the fox's...

Underbody Blast Models of TBI Caused by Hyper-Acceleration and Secondary Head Impact

DTIC Science & Technology

2014-02-01

Cleveland RO, Tanzi RE, Stanton PK, McKee AC. (2012) Chronic traumatic encephalopathy in blast-exposed military veterans and a blast neurotrauma mouse model...exposure, remove brains, and process for electron microscopic analysis of cyto- and axonal ultrastructure and for histochemical evidence of acute ...of Trauma and Acute Care Surgery (see Appendix). These observations include increased axonopathy (silver staining) in the cerebellum and astrocyte

Under-Body Blast Mitigation: Stand-Alone Seat Safety Activation System

DTIC Science & Technology

2014-04-01

Restraints, Airbags or other protection systems) to mitigate injury to the occupant during the onset of the event. Injuries may occur as soon as 2.5 ms...cost-effective sensor to accurately and consistently deploy airbags and other pyrotechnic restraint systems based on accelerometers and other...Circuitry are critically important in order to activate the initiators of air bags and pyrotechnic restraint system such as airbags at the very first

Underbody Blast Models of TBI Caused by Hyper-Acceleration and Secondary Head Impact

DTIC Science & Technology

2016-02-01

discovery rate (FDR), which controls for the expected proportion of false rejected hypotheses. ANOVA was performed to evaluate the significance in gene...acceleration/deceleration11,27 and blast4,13 have also been designed for the purpose of evaluating coup-contrecoup and blast wave energies potentially... evaluation of different angles/ locations of the projectile impact to the surface of the rat head. Finally, pilot studies were conducted to provide further

Comparing the Use of Dynamic Response Index (DRI) and Lumbar Load as Relevant Spinal Injury Metrics

DTIC Science & Technology

2014-01-09

reproducible results in greater detail under controlled testing conditions • Biofidelic enhancements to the Hybrid III design were made which support...occupants 4) General discussion on continued use of DRI as a design criterion for spinal injuries given the availability of the more direct Lumbar...load from fully encumbered ATDs in underbody blast testing . 15. SUBJECT TERMS DRI, Lumbar Load, Blast, LSDYNA, MADYMO, occupant, injury, pelvic

Incorporation of a Redfern Integrated Optics ORION Laser Module with an IPG Photonics Erbium Fiber Laser to Create a Frequency Conversion Photon Doppler Velocimeter for US Army Research Laboratory Measurements: Hardware, Data Analysis, and Error Quantification

DTIC Science & Technology

2017-04-01

measurements of oscillating surfaces, such as a vehicle hull subjected to an under-body blast, or a reactive armor tile subject to nearest neighbor...Cast steel (CS) subscale tub test: hull displacement measurements made via photon Doppler velocimetry. Aberdeen Proving Ground (MD): Army Research

Underbody Blast Models of TBI Caused by Hyper-Acceleration and Secondary Head Impact

DTIC Science & Technology

2017-10-01

brain injury (TBI), with most of these head injuries caused by explosive munitions such as bombs , land mines, improvised explosive devices and missiles...with most of these injuries caused by explosive munitions such as bombs , land mines, improvised explosive devices (IEDs), and missiles.1,2 Little is...Neurosurg. 2008;108: 124–131. 21. Richards EM , Fiskum G, Rosenthal RE, Hopkins I, McKenna MC. Hyperoxic reperfusion after global ischemia decreases

Assessment of the Accuracy of Certain Reduced Order Models used in the Prediction of Occupant Injury during Under-Body Blast Events

DTIC Science & Technology

2014-04-15

the floor on which the platform is dropped upon. Alternatively, a base excitation can be provided to the sliding platform in the upward vertical...7ms clips of chest resultant acceleration, (7) 7ms clip of pelvic vertical acceleration, (8,9) Peak and 30ms clips of lumbar spine compression, and...10) Pelvic vertical Dynamic Response Index (DRI)[12]. The sample size for each of the three seating variants consisted of 230 MADYMO

Computational Failure Modeling of Accelerative Injuries to the Lower Leg Below the Knee

DTIC Science & Technology

2013-03-01

accelerations in the lower extremities in the range of 155 to 217 G [Nilakantan and Tabiei, 2009]. During an underbody blast event, within 0.5 ms of the... acceleration and subsequent deformations of the plate which apply significant loads to the soldier’s lower extremities [NATO HFM-090, Task Group 25, 2007... acceleration of the vehicle and the collisions that follow are also a significant source of injury, especially if the soldier is not properly restrained. In

Griffin 2.0 - Development and Evaluation of an Occupant Protection Platform with Active-Blast Mitigation and Crew Floor Isolation

DTIC Science & Technology

2016-11-15

and they include 1) threat size, 2) threat burial depth, 3) soil composition, 4) vehicle standoff, 5) hull geometry, and 6) vehicle mass. However...crucial in engaging as much of the mass as possible. Another feature of the Griffin architecture is the continuous monocoque hull design that...underbody threats up to 200% MRAP Objective (Pratt & Miller Engineering, 2015). Next a low-deformation hull needs to be utilized that will

Underbody Blast Models of TBI Caused by Hyper-Acceleration and Secondary Head Impact

DTIC Science & Technology

2015-02-01

or behavioral indices of brain injury . 2.0 Technical Requirements: 2 Fig. 1. Diffusion tensor imaging of water diffusion in the internal capsule...demonstrates relative differences between blast (left) and sham (right) and also the similarities between the two animals in each group. vWF Bcl - 2 Fo ld...C ha ng e -8 -6 -4 - 2 0 2 4 6 8 10 12 ** ** Figure 6. Quantitative real-time polymerase chain reaction (qPCR) validation of vWF and Bcl - 2

Evaluation of WIAMan Technology Demonstrator Biofidelity Relative to Sub-Injurious PMHS Response in Simulated Under-body Blast Events.

PubMed

Pietsch, Hollie A; Bosch, Kelly E; Weyland, David R; Spratley, E Meade; Henderson, Kyvory A; Salzar, Robert S; Smith, Terrance A; Sagara, Brandon M; Demetropoulos, Constantine K; Dooley, Christopher J; Merkle, Andrew C

2016-11-01

Three laboratory simulated sub-injurious under-body blast (UBB) test conditions were conducted with whole-body Post Mortem Human Surrogates (PMHS) and the Warrior Assessment Injury Manikin (WIAMan) Technology Demonstrator (TD) to establish and assess UBB biofidelity of the WIAMan TD. Test conditions included a rigid floor and rigid seat with independently varied pulses. On the floor, peak velocities of 4 m/s and 6 m/s were applied with a 5 ms time to peak (TTP). The seat peak velocity was 4 m/s with varied TTP of 5 and 10 ms. Tests were conducted with and without personal protective equipment (PPE). PMHS response data was compiled into preliminary biofidelity response corridors (BRCs), which served as evaluation metrics for the WIAMan TD. Each WIAMan TD response was evaluated against the PMHS preliminary BRC for the loading and unloading phase of the signal time history using Correlation Analysis (CORA) software to assign a numerical score between 0 and 1. A weighted average of all responses was calculated to determine body region and whole body biofidelity scores for each test condition. The WIAMan TD received UBB biofidelity scores of 0.62 in Condition A, 0.59 in Condition B, and 0.63 in Condition C, putting it in the fair category (0.44-0.65). Body region responses with scores below a rating of good (0.65-0.84) indicate potential focus areas for the next generation of the WIAMan design.

Army Programmatic Environmental Assessment of the Mine Resistant Ambush Protected (MRAP) Vehicle Program

DTIC Science & Technology

2010-12-01

vehicles  with  a  blast  resistant  V‐shaped underbody designed to protect the crew from mine blasts, fragments  and direct  fire  weapons.  The CAT I vehicle...Army Programmatic Environmental  Assessment   of the  Mine  Resistant  Ambush Protected (MRAP)  Vehicle Program        December 2010...06-07-2010 to 20-11-2010 4. TITLE AND SUBTITLE Army Programmatic Environmental Assessment of the Mine Resistant Ambush Protected (MRAP) Vehicle

Fatal head and neck injuries in military underbody blast casualties.

PubMed

Stewart, Sarah K; Pearce, A P; Clasper, Jon C

2018-04-21

Death as a consequence of underbody blast (UBB) can most commonly be attributed to central nervous system injury. UBB may be considered a form of tertiary blast injury but is at a higher rate and somewhat more predictable than injury caused by more classical forms of tertiary injury. Recent studies have focused on the transmission of axial load through the cervical spine with clinically relevant injury caused by resultant compression and flexion. This paper seeks to clarify the pattern of head and neck injuries in fatal UBB incidents using a pragmatic anatomical classification. This retrospective study investigated fatal UBB incidents in UK triservice members during recent operations in Afghanistan and Iraq. Head and neck injuries were classified by anatomical site into: skull vault fractures, parenchymal brain injuries, base of skull fractures, brain stem injuries and cervical spine fractures. Incidence of all injuries and of each injury type in isolation was compared. 129 fatalities as a consequence of UBB were identified of whom 94 sustained head or neck injuries. 87 casualties had injuries amenable to analysis. Parenchymal brain injuries (75%) occurred most commonly followed by skull vault (55%) and base of skull fractures (32%). Cervical spine fractures occurred in only 18% of casualties. 62% of casualties had multiple sites of injury with only one casualty sustaining an isolated cervical spine fracture. Improvement of UBB survivability requires the understanding of fatal injury mechanisms. Although previous biomechanical studies have concentrated on the effect of axial load transmission and resultant injury to the cervical spine, our work demonstrates that cervical spine injuries are of limited clinical relevance for UBB survivability and that research should focus on severe brain injury secondary to direct head impact. © 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.

Forced-Air Warming During Pediatric Surgery: A Randomized Comparison of a Compressible with a Noncompressible Warming System.

PubMed

Triffterer, Lydia; Marhofer, Peter; Sulyok, Irene; Keplinger, Maya; Mair, Stefan; Steinberger, Markus; Klug, Wolfgang; Kimberger, Oliver

2016-01-01

Perioperative hypothermia is a common problem, challenging the anesthesiologist and influencing patient outcome. Efficient and safe perioperative active warming is therefore paramount; yet, it can be particularly challenging in pediatric patients. Forced-air warming technology is the most widespread patient-warming option, with most forced-air warming systems consisting of a forced-air blower connected to a compressible, double layer plastic and/or a paper blanket with air holes on the patient side. We compared an alternative, forced-air, noncompressible, under-body patient-warming mattress (Baby/Kleinkinddecke of MoeckWarmingSystems, Moeck und Moeck GmbH; group MM) with a standard, compressible warming mattress system (Pediatric Underbody, Bair Hugger, 3M; group BH). The study included 80 patients aged <2 years, scheduled for elective surgery. After a preoperative core temperature measurement, the patients were placed on the randomized mattress in the operation theater and 4 temperature probes were applied rectally and to the patients' skin. The warming devices were turned on as soon as possible to the level for pediatric patients as recommended by the manufacturer (MM = 40°C, BH = 43°C). There was a distinct difference of temperature slope between the 2 groups: core temperatures of patients in the group MM remained stable and mean of the core temperature of patients in the group BH increased significantly (difference: +1.48°C/h; 95% confidence interval, 0.82-2.15°C/h; P = 0.0001). The need for temperature downregulation occurred more often in the BH group, with 22 vs 7 incidences (RR, 3.14; 95% confidence interval, 1.52-6.52; P = 0.0006). Skin temperatures were all lower in the MM group. Perioperatively, no side effects related to a warming device were observed in any group. Both devices are feasible choices for active pediatric patient warming, with the compressible mattress system being better suited to increase core temperature. The use of lower pediatric forced-air temperature settings, as recommended by the manufacturer, in the noncompressible mattress group resulted in more stable core temperature conditions, with fewer forced-air temperature adjustments necessary to avoid hyperthermia.

BreathSens: A Continuous On-Bed Respiratory Monitoring System With Torso Localization Using an Unobtrusive Pressure Sensing Array.

PubMed

Liu, Jason J; Huang, Ming-Chun; Xu, Wenyao; Zhang, Xiaoyi; Stevens, Luke; Alshurafa, Nabil; Sarrafzadeh, Majid

2015-09-01

The ability to continuously monitor respiration rates of patients in homecare or in clinics is an important goal. Past research showed that monitoring patient breathing can lower the associated mortality rates for long-term bedridden patients. Nowadays, in-bed sensors consisting of pressure sensitive arrays are unobtrusive and are suitable for deployment in a wide range of settings. Such systems aim to extract respiratory signals from time-series pressure sequences. However, variance of movements, such as unpredictable extremities activities, affect the quality of the extracted respiratory signals. BreathSens, a high-density pressure sensing system made of e-Textile, profiles the underbody pressure distribution and localizes torso area based on the high-resolution pressure images. With a robust bodyparts localization algorithm, respiratory signals extracted from the localized torso area are insensitive to arbitrary extremities movements. In a study of 12 subjects, BreathSens demonstrated its respiratory monitoring capability with variations of sleep postures, locations, and commonly tilted clinical bed conditions.

Effect of forced-air warming on the performance of operating theatre laminar flow ventilation.

PubMed

Dasari, K B; Albrecht, M; Harper, M

2012-03-01

Forced-air warming exhaust may disrupt operating theatre airflows via formation of convection currents, which depends upon differences in exhaust and operating room air temperatures. We investigated whether the floor-to-ceiling temperatures around a draped manikin in a laminar-flow theatre differed when using three types of warming devices: a forced-air warming blanket (Bair Hugger™); an over-body conductive blanket (Hot Dog™); and an under-body resistive mattress (Inditherm™). With forced-air warming, mean (SD) temperatures were significantly elevated over the surgical site vs those measured with the conductive blanket (+2.73 (0.7) °C; p<0.001) or resistive mattress (+3.63 (0.7) °C; p<0.001). Air temperature differences were insignificant between devices at floor (p=0.339), knee (p=0.799) and head height levels (p=0.573). We conclude that forced-air warming generates convection current activity in the vicinity of the surgical site. The clinical concern is that these currents may disrupt ventilation airflows intended to clear airborne contaminants from the surgical site. Anaesthesia © 2012 The Association of Anaesthetists of Great Britain and Ireland.

Musculoskeletal disorder risk as a function of vehicle rotation angle during assembly tasks.

PubMed

Ferguson, Sue A; Marras, Williams S; Gary Allread, W; Knapik, Gregory G; Vandlen, Kimberly A; Splittstoesser, Riley E; Yang, Gang

2011-07-01

Musculoskeletal disorders (MSD) are costly and common problem in automotive manufacturing. The research goal was to quantify MSD exposure as a function of vehicle rotation angle and region during assembly tasks. The study was conducted at the Center for Occupational Health in Automotive Manufacturing (COHAM) Laboratory. Twelve subjects participated in the study. The vehicle was divided into seven regions, (3 interior, 2 underbody and 2 engine regions) representative of work areas during assembly. Three vehicle rotation angles were examined for each region. The standard horizontal assembly condition (0° rotation) was the reference frame. Exposure was assessed on the spine loads and posture, shoulder posture and muscle activity, neck posture and muscle activity as well as wrist posture. In all regions, rotating the vehicle reduced musculoskeletal exposure. In five of the seven regions 45° of vehicle rotation represented the position that reduced MSD exposure most. Two of the seven regions indicated 90° of vehicle rotation had the greatest impact for reducing MSD exposure. This study demonstrated that vehicle rotation shows promise for reducing exposure to risk factors for MDS during automobile assembly tasks. Copyright © 2010 Elsevier Ltd and The Ergonomics Society. All rights reserved.

ER-2 #809 landing in Kiruna, Sweden after second flight of the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-26

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 outside Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 receives preflight fueling outside Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 during fueling for first flight in Kiruna, Sweden prior to the SAGE III Ozone Loss and Validation Experiment (SOLVE)

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Lockheed ER-2 #806 high altitude research aircraft in flight

NASA Image and Video Library

1998-11-17

ER-2 tail number 806, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Lockheed ER-2 #809 high altitude research aircraft in flight

NASA Image and Video Library

2001-08-01

ER-2 tail number 809, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Lockheed ER-2C #809 high altitude research aircraft in flight

NASA Image and Video Library

1998-04-29

ER-2C tail number 809, was one of two Airborne Science ER-2Cs used as science platforms by Dryden. The aircraft were platforms for a variety of high-altitude science missions flown over various parts of the world. They were also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2Cs were capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2C missions lasted about six hours with ranges of about 2,200 nautical miles. The aircraft typically flew at altitudes above 65,000 feet. On November 19, 1998, the ER-2C set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft was 63 feet long, with a wingspan of 104 feet. The top of the vertical tail was 16 feet above ground when the aircraft was on the bicycle-type landing gear. Cruising speeds were 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2C.

Lockheed ER-2 #806 high altitude research aircraft during landing

NASA Image and Video Library

1998-12-18

ER-2 tail number 806, is one of two Airborne Science ER-2s used as science platforms by Dryden. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, the ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Similitude assessment method for comparing PMHS response data from impact loading across multiple test devices.

PubMed

Dooley, Christopher J; Tenore, Francesco V; Gayzik, F Scott; Merkle, Andrew C

2018-04-27

Biological tissue testing is inherently susceptible to the wide range of variability specimen to specimen. A primary resource for encapsulating this range of variability is the biofidelity response corridor or BRC. In the field of injury biomechanics, BRCs are often used for development and validation of both physical, such as anthropomorphic test devices, and computational models. For the purpose of generating corridors, post-mortem human surrogates were tested across a range of loading conditions relevant to under-body blast events. To sufficiently cover the wide range of input conditions, a relatively small number of tests were performed across a large spread of conditions. The high volume of required testing called for leveraging the capabilities of multiple impact test facilities, all with slight variations in test devices. A method for assessing similitude of responses between test devices was created as a metric for inclusion of a response in the resulting BRC. The goal of this method was to supply a statistically sound, objective method to assess the similitude of an individual response against a set of responses to ensure that the BRC created from the set was affected primarily by biological variability, not anomalies or differences stemming from test devices. Copyright © 2018 Elsevier Ltd. All rights reserved.

A Summary of the Experimental Results for a Generic Tractor-Trailer in the Ames Research Center 7- by 10-Foot and 12-Foot Wind Tunnels

NASA Technical Reports Server (NTRS)

Storms, Bruce L.; Satran, Dale R.; Heineck, James T.; Walker, Stephen M.

2006-01-01

Experimental measurements of a generic tractor-trailer were obtained in two wind tunnels at Ames Research Center. After a preliminary study at atmospheric conditions in the 7- by 10-Foot Wind Tunnel, additional testing was conducted at Reynolds numbers corresponding to full-scale highway speeds in the 12-Foot Pressure Wind Tunnel. To facilitate computational modeling, the 1:8-scale geometry, designated the Generic Conventional Model, included a simplified underbody and omitted many small-scale details. The measurements included overall and component forces and moments, static and dynamic surface pressures, and three-component particle image velocimetry. This summary report highlights the effects of numerous drag reduction concepts and provides details of the model installation in both wind tunnels. To provide a basis for comparison, the wind-averaged drag coefficient was tabulated for all configurations tested. Relative to the baseline configuration representative of a modern class-8 tractor-trailer, the most effective concepts were the trailer base flaps and trailer belly box providing a drag-coefficient reduction of 0.0855 and 0.0494, respectively. Trailer side skirts were less effective yielding a drag reduction of 0.0260. The database of this experimental effort is publicly available for further analysis.

Exhaust gas ignition

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

NONE

1996-04-01

This article describes a system developed for rapid light-off of underbody catalysts that has shown potential to meet Euro Stage III emissions targets and to be more cost-effective than some alternatives. Future emissions legislation will require SI engine aftertreatment systems to approach full operating efficiency within the first few seconds after starting to reduce the high total-emissions fraction currently contributed by the cold phase of driving. A reduction of cold-start emissions during Phase 1 (Euro) or Bag 1 (FTP), which in many cases can be as much as 80% of the total for the cycle, has been achieved by electricalmore » heating of the catalytic converter. But electrically heated catalyst (EHC) systems require high currents (100--200 A) to heat the metallic substrate to light-off temperatures over the first 15--20 seconds. Other viable approaches to reducing cold-start emissions include use of a fuel-powered burner upstream of the catalyst. However, as with EHC, the complexity of parts and the introduction of raw fuel into the exhaust system make this device unsatisfactory. Still another approach, an exhaust gas ignition (EGI) system, was first demonstrated in 1991. The operation of a system developed by engineers at Ford Motor Co., Ltd., Cambustion Ltd., and Tickford Ltd. is described here.« less

ER-2 #809 in Kiruna, Sweden for the SAGE III Ozone Loss and Validation Experiment (SOLVE) with pilot Dee Porter entry for first flight

NASA Image and Video Library

2000-01-24

ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Mobile seismic exploration

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

Dräbenstedt, A., E-mail: a.draebenstedt@polytec.de, E-mail: rembe@iei.tu-clausthal.de, E-mail: ulrich.polom@liag-hannover.de; Seyfried, V.; Cao, X.

2016-06-28

Laser-Doppler-Vibrometry (LDV) is an established technique to measure vibrations in technical systems with picometer vibration-amplitude resolution. Especially good sensitivity and resolution can be achieved at an infrared wavelength of 1550 nm. High-resolution vibration measurements are possible over more than 100 m distance. This advancement of the LDV technique enables new applications. The detection of seismic waves is an application which has not been investigated so far because seismic waves outside laboratory scales are usually analyzed at low frequencies between approximately 1 Hz and 250 Hz and require velocity resolutions in the range below 1 nm/s/√Hz. Thermal displacements and air turbulence have critical influences to LDVmore » measurements at this low-frequency range leading to noise levels of several 100 nm/√Hz. Commonly seismic waves are measured with highly sensitive inertial sensors (geophones or Micro Electro-Mechanical Sensors (MEMS)). Approaching a laser geophone based on LDV technique is the topic of this paper. We have assembled an actively vibration-isolated optical table in a minivan which provides a hole in its underbody. The laser-beam of an infrared LDV assembled on the optical table impinges the ground below the car through the hole. A reference geophone has detected remaining vibrations on the table. We present the results from the first successful experimental demonstration of contactless detection of seismic waves from a movable vehicle with a LDV as laser geophone.« less

The second X-43A hypersonic research aircraft, shown here in its protective shipping jig, arrives at NASA's Dryden Flight Research Center

NASA Image and Video Library

2001-01-31

The second of three X-43A hypersonic research aircraft, shown here in its protective shipping jig, arrived at NASA's Dryden Flight Research Center, Edwards, California, on January 31, 2001. The arrival of the second X-43A from its manufacturer, MicroCraft, Inc., of Tullahoma, Tenn., followed by only a few days the mating of the first X-43A and its specially-designed adapter to the first stage of a modified Pegasus® booster rocket. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the 12-foot-long, unpiloted research aircraft to a predetermined altitude and speed after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will then separate from the rocket and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it impacts into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10 (seven and 10 times the speed of sound respectively) with the first tentatively scheduled for early summer, 2001. The X-43A is powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine, and will use the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The X-43A flights will be the first actual flight tests of an aircraft powered by an air-breathing scramjet engine.

Dynamic Responses of Intact Post Mortem Human Surrogates from Inferior-to-Superior Loading at the Pelvis.

PubMed

Yoganandan, Narayan; Moore, Jason; Arun, Mike W J; Pintar, Frank A

2014-11-01

During certain events such as underbody blasts due to improvised explosive devices, occupants in military vehicles are exposed to inferior-to-superior loading from the pelvis. Injuries to the pelvis-sacrum-lumbar spine complex have been reported from these events. The mechanism of load transmission and potential variables defining the migration of injuries between pelvis and or spinal structures are not defined. This study applied inferior-to-superior impacts to the tuberosities of the ischium of supine-positioned five post mortem human subjects (PMHS) using different acceleration profiles, defined using shape, magnitude and duration parameters. Seventeen tests were conducted. Overlay temporal plots were presented for normalized (impulse momentum approach) forces and accelerations of the sacrum and spine. Scatter plots showing injury and non-injury data as a function of peak normalized forces, pulse characteristics, impulse and power, loading rate and sacrum and spine accelerations were evaluated as potential metrics related to pathological outcomes with the focus of examining the role of the pulse characteristics from inferior-to-superior loading of the pelvis-sacrum-lumbar spine complex. Interrelationships were explored between non-fracture and fracture outcomes, and fracture patterns with a focus on migration of injuries from the hip-only to hip and spine to spine-only regions. Observations indicate that injury to the pelvis and or spine from inferior-to-superior loading is associated with pulse and not just peak velocity. The role of the effect of mass recruitment and injury migration parallel knee-thigh-hip complex studies, suggest a wider application of the recruitment concept and the role of the pulse characteristics.

Deriving injury risk curves using survival analysis from biomechanical experiments.

PubMed

Yoganandan, Narayan; Banerjee, Anjishnu; Hsu, Fang-Chi; Bass, Cameron R; Voo, Liming; Pintar, Frank A; Gayzik, F Scott

2016-10-03

Injury risk curves from biomechanical experimental data analysis are used in automotive studies to improve crashworthiness and advance occupant safety. Metrics such as acceleration and deflection coupled with outcomes such as fractures and anatomical disruptions from impact tests are used in simple binary regression models. As an improvement, the International Standards Organization suggested a different approach. It was based on survival analysis. While probability curves for side-impact-induced thorax and abdominal injuries and frontal impact-induced foot-ankle-leg injuries are developed using this approach, deficiencies are apparent. The objective of this study is to present an improved, robust and generalizable methodology in an attempt to resolve these issues. It includes: (a) statistical identification of the most appropriate independent variable (metric) from a pool of candidate metrics, measured and or derived during experimentation and analysis processes, based on the highest area under the receiver operator curve, (b) quantitative determination of the most optimal probability distribution based on the lowest Akaike information criterion, (c) supplementing the qualitative/visual inspection method for comparing the selected distribution with a non-parametric distribution with objective measures, (d) identification of overly influential observations using different methods, and (e) estimation of confidence intervals using techniques more appropriate to the underlying survival statistical model. These clear and quantified details can be easily implemented with commercial/open source packages. They can be used in retrospective analysis and prospective design of experiments, and in applications to different loading scenarios such as underbody blast events. The feasibility of the methodology is demonstrated using post mortem human subject experiments and 24 metrics associated with thoracic/abdominal injuries in side-impacts. Published by Elsevier Ltd.

Vertical accelerator device to apply loads simulating blast environments in the military to human surrogates.

PubMed

Yoganandan, Narayan; Pintar, Frank A; Schlick, Michael; Humm, John R; Voo, Liming; Merkle, Andrew; Kleinberger, Michael

2015-09-18

The objective of the study was to develop a simple device, Vertical accelerator (Vertac), to apply vertical impact loads to Post Mortem Human Subject (PMHS) or dummy surrogates because injuries sustained in military conflicts are associated with this vector; example, under-body blasts from explosive devices/events. The two-part mechanically controlled device consisted of load-application and load-receiving sections connected by a lever arm. The former section incorporated a falling weight to impact one end of the lever arm inducing a reaction at the other/load-receiving end. The "launch-plate" on this end of the arm applied the vertical impact load/acceleration pulse under different initial conditions to biological/physical surrogates, attached to second section. It is possible to induce different acceleration pulses by using varying energy absorbing materials and controlling drop height and weight. The second section of Vertac had the flexibility to accommodate different body regions for vertical loading experiments. The device is simple and inexpensive. It has the ability to control pulses and flexibility to accommodate different sub-systems/components of human surrogates. It has the capability to incorporate preloads and military personal protective equipment (e.g., combat helmet). It can simulate vehicle roofs. The device allows for intermittent specimen evaluations (x-ray and palpation, without changing specimen alignment). The two free but interconnected sections can be used to advance safety to military personnel. Examples demonstrating feasibilities of the Vertac device to apply vertical impact accelerations using PMHS head-neck preparations with helmet and booted Hybrid III dummy lower leg preparations under in-contact and launch-type impact experiments are presented. Published by Elsevier Ltd.

The X-43A hypersonic research aircraft and its modified Pegasus booster rocket mounted to NASA's NB

NASA Technical Reports Server (NTRS)

2001-01-01

The first of three X-43A hypersonic research aircraft and its modified Pegasus booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster 'stack' is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

X-43A hypersonic research aircraft mated to its modified Pegasus booster rocket.

NASA Technical Reports Server (NTRS)

2001-01-01

The first of three X-43A hypersonic research aircraft was mated to its modified Pegasus booster rocket in late January at NASA's Dryden Flight Research Center, Edwards, Calif. FIRST X-43A MATED TO BOOSTER -- The first of three X-43A hypersonic research aircraft was mated to its modified Pegasus booster rocket in late January at NASA's Dryden Flight Research Center, Edwards, Calif. Mating of the X-43A and its specially-designed adapter to the first stage of the booster rocket marks a major milestone in the Hyper-X hypersonic research program. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., for NASA. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A booster 'stack' is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it impacts into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10 (seven and 10 times the speed of sound respectively) with the first tentatively scheduled for early summer of 2001. The X-43A is powered by a revolutionary supersonic-combustion ramjet ('scramjet') engine, and will use the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The X-43A flights will be the first actual flight tests of an aircraft powered by an air-breathing scramjet engine.

Aerodynamic Design of Heavy Vehicles Reporting Period January 15, 2004 through April 15, 2004

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

Leonard, A; Chatelain, P; Heineck, J

2004-04-13

Listed are summaries of the activities and accomplishments during this second-quarter reporting period for each of the consortium participants. The following are some highlights for this reporting period: (1) Experiments and computations guide conceptual designs for reduction of drag due to tractor-trailer gap flow (splitter plate), trailer underbody (wedges), and base drag (base-flap add-ons). (2) Steady and unsteady RANS simulations for the GTS geometry are being finalized for development of clear modeling guidelines with RANS. (3) Full geometry and tunnel simulations on the GCM geometry are underway. (4) CRADA with PACCAR is supporting computational parametric study to determine predictive needmore » to include wind tunnel geometry as limits of computational domain. (5) Road and track test options are being investigated. All is ready for field testing of base-flaps at Crows Landing in California in collaboration with Partners in Advanced Transportation Highways (PATH). In addition, MAKA of Canada is providing the device and Wabash is providing a new trailer. (6) Apparatus to investigate tire splash and spray has been designed and is under construction. Michelin has offered tires with customized threads for this study. (7) Vortex methods have improved techniques for the treatment of vorticity near surfaces and spinning geometries like rotating tires. (8) Wind tunnel experiments on model rail cars demonstrate that empty coal cars exhibit substantial aerodynamic drag compared to full coal cars, indicating that significant fuel savings could be obtained by reducing the drag of empty coal cars. (9) Papers are being prepared for an exclusive conference session on the Heavy Vehicle DOE Aerodynamic Drag Project at the 34th AIAA Fluid Dynamics Conference in Portland, Oregon, June 28-July 1, 2004.« less

The X-43A hypersonic research aircraft and its modified Pegasus® booster rocket mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California

NASA Image and Video Library

2001-03-13

The first of three X-43A hypersonic research aircraft and its modified Pegasus® booster rocket recently underwent combined systems testing while mounted to NASA's NB-52B carrier aircraft at the Dryden Flight Research Center, Edwards, California. The combined systems test was one of the last major milestones in the Hyper-X research program before the first X-43A flight. One of the major goals of the Hyper-X program is flight validation of airframe-integrated, air-breathing propulsion system, which so far have only been tested in ground facilities, such as wind tunnels. The X-43A flights will be the first actual flight tests of an aircraft powered by a revolutionary supersonic-combustion ramjet ("scramjet") engine capable of operating at hypersonic speeds above Mach 5 (five times the speed of sound). The X-43A design uses the underbody of the aircraft to form critical elements of the engine. The forebody shape helps compress the intake airflow, while the aft section acts as a nozzle to direct thrust. The 12-foot, unpiloted research vehicle was developed and built by MicroCraft Inc., Tullahoma, Tenn., under NASA contract. The booster, built by Orbital Sciences Corp., Dulles, Va., will accelerate the X-43A after the X-43A/booster "stack" is air-launched from NASA's venerable NB-52 mothership. The X-43A will separate from the rocket at a predetermined altitude and speed and fly a pre-programmed trajectory, conducting aerodynamic and propulsion experiments until it descends into the Pacific Ocean. Three research flights are planned, two at Mach 7 and one at Mach 10.

The effect of exhaust plume/afterbody interaction on installed Scramjet performance

NASA Technical Reports Server (NTRS)

Edwards, Thomas Alan

1988-01-01

Newly emerging aerospace technology points to the feasibility of sustained hypersonic flight. Designing a propulsion system capable of generating the necessary thrust is now the major obstacle. First-generation vehicles will be driven by air-breathing scramjet (supersonic combustion ramjet) engines. Because of engine size limitations, the exhaust gas leaving the nozzle will be highly underexpanded. Consequently, a significant amount of thrust and lift can be extracted by allowing the exhaust gases to expand along the underbody of the vehicle. Predicting how these forces influence overall vehicle thrust, lift, and moment is essential to a successful design. This work represents an important first step toward that objective. The UWIN code, an upwind, implicit Navier-Stokes computer program, has been applied to hypersonic exhaust plume/afterbody flow fields. The capability to solve entire vehicle geometries at hypersonic speeds, including an interacting exhaust plume, has been demonstrated for the first time. Comparison of the numerical results with available experimental data shows good agreement in all cases investigated. For moderately underexpanded jets, afterbody forces were found to vary linearly with the nozzle exit pressure, and increasing the exit pressure produced additional nose-down pitching moment. Coupling a species continuity equation to the UWIN code enabled calculations indicating that exhaust gases with low isentropic exponents (gamma) contribute larger afterbody forces than high-gamma exhaust gases. Moderately underexpanded jets, which remain attached to unswept afterbodies, underwent streamwise separation on upswept afterbodies. Highly underexpanded jets produced altogether different flow patterns, however. The highly underexpanded jet creates a strong plume shock, and the interaction of this shock with the afterbody was found to produce complicated patterns of crossflow separation. Finally, the effect of thrust vectoring on vehicle balance has been shown to alter dramatically the vehicle pitching moment.

Comparison of the WarmCloud and Bair Hugger Warming Devices for the Prevention of Intraoperative Hypothermia in Patients Undergoing Orthotopic Liver Transplantation: A Randomized Clinical Trial

PubMed Central

Pearce, Brett; Mattheyse, Linda; Ellard, Louise; Desmond, Fiona; Pillai, Param; Weinberg, Laurence

2018-01-01

Background The avoidance of hypothermia is vital during prolonged and open surgery to improve patient outcomes. Hypothermia is particularly common during orthotopic liver transplantation (OLT) and associated with undesirable physiological effects that can adversely impact on perioperative morbidity. The KanMed WarmCloud (Bromma, Sweden) is a revolutionary, closed-loop, warm-air heating mattress developed to maintain normothermia and prevent pressure sores during major surgery. The clinical effectiveness of the WarmCloud device during OLT is unknown. Therefore, we conducted a randomized controlled trial to determine whether the WarmCloud device reduces hypothermia and prevents pressure injuries compared with the Bair Hugger underbody warming device. Methods Patients were randomly allocated to receive either the WarmCloud or Bair Hugger warming device. Both groups also received other routine standardized multimodal thermoregulatory strategies. Temperatures were recorded by nasopharyngeal temperature probe at set time points during surgery. The primary endpoint was nasopharyngeal temperature recorded 5 minutes before reperfusion. Secondary endpoints included changes in temperature over the predefined intraoperative time points, number of patients whose nadir temperature was below 35.5°C and the development of pressure injuries during surgery. Results Twenty-six patients were recruited with 13 patients randomized to each group. One patient from the WarmCloud group was excluded because of a protocol violation. Baseline characteristics were similar. The mean (standard deviation) temperature before reperfusion was 36.0°C (0.7) in the WarmCloud group versus 36.3°C (0.6) in the Bairhugger group (P = 0.25). There were no statistical differences between the groups for any of the secondary endpoints. Conclusions When combined with standardized multimodal thermoregulatory strategies, the WarmCloud device does not reduce hypothermia compared with the Bair Hugger device in patients undergoing OLT. PMID:29707629

A systematic review of the effectiveness of warming interventions for women undergoing cesarean section.

PubMed

Munday, Judy; Hines, Sonia; Wallace, Karen; Chang, Anne M; Gibbons, Kristen; Yates, Patsy

2014-12-01

Women undergoing cesarean section are vulnerable to adverse effects associated with inadvertent perioperative hypothermia, but there has been a lack of synthesized evidence for temperature management in this population. This systematic review aimed to synthesize the best available evidence in relation to preventing hypothermia in mothers undergoing cesarean section surgery. Randomized controlled trials meeting the inclusion criteria (adult patients of any ethnic background, with or without comorbidities, undergoing any mode of anesthesia for any type of cesarean section) were eligible for consideration. Active or passive warming interventions versus usual care or placebo, aiming to limit or manage core heat loss in women undergoing cesarean section were considered. The primary outcome was maternal core temperature. A comprehensive search with no language restrictions was undertaken of multiple databases from their inception until May 2012. Two independent reviewers using the standardized critical appraisal instrument for randomized controlled trials from the Joanna Briggs Institute Meta-Analysis of Statistics Assessment and Review Instruments (JBI-MASTARI) assessed retrieved papers for methodological quality and conducted data collection. Where possible, results were combined in a fixed effects meta-analysis using the Cochrane Collaboration Review Manager software. Due to heterogeneity for one outcome, random effects meta-analysis was also used. A combined total of 719 participants from 12 studies were included. Intravenous fluid warming was found to be effective at maintaining maternal temperature and preventing shivering. Warming devices, including forced air warming and under-body carbon polymer mattresses, were effective at preventing hypothermia. However, effectiveness increased if the devices were applied preoperatively. Preoperative warming devices reduced shivering and improved neonatal temperatures at birth. Intravenous fluid warming did not improve neonatal temperature, and the effectiveness of warming interventions on umbilical pH remains unclear. Intravenous fluid warming by any method improves maternal temperature and reduces shivering during and after cesarean section, as does preoperative body warming. Preoperative warming strategies should be utilized where possible. Preoperative or intraoperative warmed IV fluids should be standard practice. Warming strategies are less effective when intrathecal opioids are administered. Further research is needed to investigate interventions in emergency cesarean section surgery. Larger scale studies using standardized, clinically meaningful temperature measurement time points are required. © 2014 Sigma Theta Tau International.

Survival Model for Foot and Leg High Rate Axial Impact Injury Data.

PubMed

Bailey, Ann M; McMurry, Timothy L; Poplin, Gerald S; Salzar, Robert S; Crandall, Jeff R

2015-01-01

Understanding how lower extremity injuries from automotive intrusion and underbody blast (UBB) differ is of key importance when determining whether automotive injury criteria can be applied to blast rate scenarios. This article provides a review of existing injury risk analyses and outlines an approach to improve injury prediction for an expanded range of loading rates. This analysis will address issues with existing injury risk functions including inaccuracies due to inertial and potential viscous resistance at higher loading rates. This survival analysis attempts to minimize these errors by considering injury location statistics and a predictor variable selection process dependent upon failure mechanisms of bone. Distribution of foot/ankle/leg injuries induced by axial impact loading at rates characteristic of UBB as well as automotive intrusion was studied and calcaneus injuries were found to be the most common injury; thus, footplate force was chosen as the main predictor variable because of its proximity to injury location to prevent inaccuracies associated with inertial differences due to loading rate. A survival analysis was then performed with age, sex, dorsiflexion angle, and mass as covariates. This statistical analysis uses data from previous axial postmortem human surrogate (PMHS) component leg tests to provide perspectives on how proximal boundary conditions and loading rate affect injury probability in the foot/ankle/leg (n = 82). Tibia force-at-fracture proved to be up to 20% inaccurate in previous analyses because of viscous resistance and inertial effects within the data set used, suggesting that previous injury criteria are accurate only for specific rates of loading and boundary conditions. The statistical model presented in this article predicts 50% probability of injury for a plantar force of 10.2 kN for a 50th percentile male with a neutral ankle position. Force rate was found to be an insignificant covariate because of the limited range of loading rate differences within the data set; however, compensation for inertial effects caused by measuring the force-at-fracture in a location closer to expected injury location improved the model's predictive capabilities for the entire data set. This study provides better injury prediction capabilities for both automotive and blast rates because of reduced sensitivity to inertial effects and tibia-fibula load sharing. Further, a framework is provided for future injury criteria generation for high rate loading scenarios. This analysis also suggests key improvements to be made to existing anthropomorphic test device (ATD) lower extremities to provide accurate injury prediction for high rate applications such as UBB.

ER-2 #809 and DC-8 in Arena Arctica hangar in Kiruna, Sweden prior to the SAGE III Ozone Loss and Va

NASA Technical Reports Server (NTRS)

2000-01-01

NASA ER-2 # 809 and its DC-8 shown in Arena Arctica before the SAGE III Ozone Loss and Validation Experiment (SOLVE). The two airborne science platforms were based north of the Arctic Circle in Kiruna, Sweden, during the winter of 2000 to study ozone depletion as part of SOLVE. A large hangar built especially for research, 'Arena Arctica' housed the instrumented aircraft and the scientists. Scientists have observed unusually low levels of ozone over the Arctic during recent winters, raising concerns that ozone depletion there could become more widespread as in the Antarctic ozone hole. The NASA-sponsored international mission took place between November 1999 and March 2000 and was divided into three phases. The DC-8 was involved in all three phases returning to Dryden between each phase. The ER-2 flew sample collection flights between January and March, remaining in Sweden from Jan. 9 through March 16. 'The collaborative campaign will provide an immense new body of information about the Arctic stratosphere,' said program scientist Dr. Michael Kurylo, NASA Headquarters. 'Our understanding of the Earth's ozone will be greatly enhanced by this research.' ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 awaits pilot entry for the third flight of the SAGE III Ozone Loss and Validation Experime

NASA Technical Reports Server (NTRS)

2000-01-01

ER-2 #809 awaiting pilot entry for the third flight of the SAGE III Ozone Loss and Validation Experiment (SOLVE). The ER-2, a civilian variant of Lockheed's U-2, and another NASA flying laboratory, Dryden's DC-8, were based north of the Arctic Circle in Kiruna, Sweden during the winter of 2000 to study ozone depletion as part of SOLVE. A large hangar built especially for research, 'Arena Arctica' housed the instrumented aircraft and the scientists. Scientists have observed unusually low levels of ozone over the Arctic during recent winters, raising concerns that ozone depletion there could become more widespread as in the Antarctic ozone hole. The NASA-sponsored international mission took place between November 1999 and March 2000 and was divided into three phases. The DC-8 was involved in all three phases returning to Dryden between each phase. The ER-2 flew sample collection flights between January and March, remaining in Sweden from Jan. 9 through March 16. 'The collaborative campaign will provide an immense new body of information about the Arctic stratosphere,' said program scientist Dr. Michael Kurylo, NASA Headquarters. 'Our understanding of the Earth's ozone will be greatly enhanced by this research.' ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

ER-2 #809 on the SAGE III Ozone Loss and Validation Experiment (SOLVE) with pilot Dee Porter prepari

NASA Technical Reports Server (NTRS)

2000-01-01

Lockheed Martin pilot Dee Porter climbs up the ladder wearing a heavy tan pressure suit, preparing to board NASA ER-2 #809 at Kiruna, Sweden, for the third flight in the SAGE III Ozone Loss and Validation Experiment. Assisting him is Jim Sokolik, a Lockheed Martin life support technician. Number 809, one of Dryden's two high-flying ER-2 Airborne Science aircraft, a civilian variant of Lockheed's U-2, and another NASA flying laboratory, Dryden's DC-8, were based north of the Arctic Circle in Kiruna, Sweden during the winter of 2000 to study ozone depletion as part of the SAGE III Ozone Loss and Validation Experiment (SOLVE). A large hangar built especially for research, 'Arena Arctica' housed the instrumented aircraft and the scientists. Scientists have observed unusually low levels of ozone over the Arctic during recent winters, raising concerns that ozone depletion there could become more widespread as in the Antarctic ozone hole. The NASA-sponsored international mission took place between November 1999 and March 2000 and was divided into three phases. The DC-8 was involved in all three phases returning to Dryden between each phase. The ER-2 flew sample collection flights between January and March, remaining in Sweden from Jan. 9 through March 16. 'The collaborative campaign will provide an immense new body of information about the Arctic stratosphere,' said program scientist Dr. Michael Kurylo, NASA Headquarters. 'Our understanding of the Earth's ozone will be greatly enhanced by this research.' ER-2s bearing tail numbers 806 and 809 are used as airborne science platforms by NASA's Dryden Flight Research Center. The aircraft are platforms for a variety of high-altitude science missions flown over various parts of the world. They are also used for earth science and atmospheric sensor research and development, satellite calibration and data validation. The ER-2s are capable of carrying a maximum payload of 2,600 pounds of experiments in a nose bay, the main equipment bay behind the cockpit, two wing-mounted superpods and small underbody and trailing edges. Most ER-2 missions last about six hours with ranges of about 2,200 nautical miles. The aircraft typically fly at altitudes above 65,000 feet. On November 19, 1998, an ER-2 set a world record for medium weight aircraft reaching an altitude of 68,700 feet. The aircraft is 63 feet long, with a wingspan of 104 feet. The top of the vertical tail is 16 feet above ground when the aircraft is on the bicycle-type landing gear. Cruising speeds are 410 knots, or 467 miles per hour, at altitude. A single General Electric F-118 turbofan engine rated at 17,000 pounds thrust powers the ER-2.

Fatal accident distribution by age, gender and head injury, and death probability at accident scene in Mashhad, Iran, 2006-2009.

PubMed

Zangooei Dovom, Hossein; Shafahi, Yousef; Zangooei Dovom, Mehdi

2013-01-01

Several studies have investigated road traffic deaths, but few have compared by road user type. Iran, with an estimated 44 road traffic deaths per 100,000 population in 2002 had higher road traffic deaths than any other country for which reliable estimates can be made. So, the present study was conducted on road death data and identified fatal accident distribution by age, gender and head injury as well as the influences of age and gender on deaths at accident scenes for all road user groups. Data used in this study are on fatal road accidents recorded by forensic medicine experts of the Khorasan Razavi province in Mashhad, the capital of the province, the second largest city and the largest place of pilgrimage, immigration and tourism in Iran. Chi-square test and odds ratio were used to identify the relation of death place with age and gender in 2495 fatal road accidents from 2006 to 2009. The t-test and analysis of variance were employed for continues variable, age, to compare males' and females' mean age for all road user categories. For two genders, all three groups of fatalities (pedestrian, motorcyclist and motor vehicle occupant) had a peak at the ages of 21-30. The youngest were male motorcyclists (mean age = 28). Old pedestrians were included in road deaths very much, too. Male/female overall ratio was 3.41 and the highest male/female ratio was related to motorcyclists (14). The overall ratio of head injury to other organ injuries (torso and underbody) was 2.51 and pedestrians had the largest amount of head injury (38.2%). Regarding death at accident scene, for all road users, gender did not have any significant relation with death at the scene (P-value > 0.1); on the contrary, age had significant relation (P-value < 0.05). Females were more vulnerable at accident scenes (male/female ratio at accident sense < 1). Pedestrians aged 21-30, motorcyclists 41-50 and motor vehicle occupants 31-40 died the most at accident scenes. Identifying the most endangered groups of road accident fatalities, which was conducted in this study, is invaluable for the appropriate design of prevention strategies and allocation of financial resources for each group of road user fatalities - since in developing nations, there are insufficient financial resources to traffic safety and we should consider superiorities, i.e. the most risky groups. Steps which may contribute to safety promotion for local conditions include suitable facilities for old pedestrians, a training course before obtaining motorcycle license for motorcyclists, informing young road users by provincial media about death risk of road users and improving management of the head-injured patients. Finally, suggestions for future researches were made.

Foot-ankle complex injury risk curves using calcaneus bone mineral density data.

PubMed

Yoganandan, Narayan; Chirvi, Sajal; Voo, Liming; DeVogel, Nicholas; Pintar, Frank A; Banerjee, Anjishnu

2017-08-01

Biomechanical data from post mortem human subject (PMHS) experiments are used to derive human injury probability curves and develop injury criteria. This process has been used in previous and current automotive crashworthiness studies, Federal safety standards, and dummy design and development. Human bone strength decreases as the individuals reach their elderly age. Injury risk curves using the primary predictor variable (e.g., force) should therefore account for such strength reduction when the test data are collected from PMHS specimens of different ages (age at the time of death). This demographic variable is meant to be a surrogate for fracture, often representing bone strength as other parameters have not been routinely gathered in previous experiments. However, bone mineral densities (BMD) can be gathered from tested specimens (presented in this manuscript). The objective of this study is to investigate different approaches of accounting for BMD in the development of human injury risk curves. Using simulated underbody blast (UBB) loading experiments conducted with the PMHS lower leg-foot-ankle complexes, a comparison is made between the two methods: treating BMD as a covariate and pre-scaling test data based on BMD. Twelve PMHS lower leg-foot-ankle specimens were subjected to UBB loads. Calcaneus BMD was obtained from quantitative computed tomography (QCT) images. Fracture forces were recorded using a load cell. They were treated as uncensored data in the survival analysis model which used the Weibull distribution in both methods. The width of the normalized confidence interval (NCIS) was obtained using the mean and ± 95% confidence limit curves. The mean peak forces of 3.9kN and 8.6kN were associated with the 5% and 50% probability of injury for the covariate method of deriving the risk curve for the reference age of 45 years. The mean forces of 5.4 kN and 9.2kN were associated with the 5% and 50% probability of injury for the pre-scaled method. The NCIS magnitudes were greater in the covariate-based risk curves (0.52-1.00) than in the risk curves based on the pre-scaled method (0.24-0.66). The pre-scaling method resulted in a generally greater injury force and a tighter injury risk curve confidence interval. Although not directly applicable to the foot-ankle fractures, when compared with the use of spine BMD from QCT scans to pre-scale the force, the calcaneus BMD scaled data produced greater force at the same risk level in general. Pre-scaling the force data using BMD is an alternate, and likely a more accurate, method instead of using covariate to account for the age-related bone strength change in deriving risk curves from biomechanical experiments using PMHS. Because of the proximity of the calcaneus bone to the impacting load, it is suggested to use and determine the BMD of the foot-ankle bone in future UBB and other loading conditions to derive human injury probability curves for the foot-ankle complex. Copyright © 2017. Published by Elsevier Ltd.

[Maximal exercise in spinal cord injured subjects: effects of an antigravity suit].

PubMed

Bazzi-Grossin, C; Bonnin, P; Bailliart, O; Bazzi, H; Kedra, A W; Martineaud, J P

1996-01-01

Paraplegics have low aerobic capacity because of the spinal cord injury. Their functional muscle mass is reduced and usually untrained. They have to use upperbody muscles for displacements and daily activities. Sympathic nervous system injury is responsible of vasomotricity disturbances in leg vessels and possible abdominal vessels, proportionally to level injury. If cord injury level is higher than T5, then sympathic cardiac efferences may be damaged. Underbody muscles atrophy and vasomotricity disturbances contribute to phlebostasis. This stasis may decrease venous return, preload and stroke volume (Starling). To maintain appropriate cardiac output, tachycardia is necessary, especially during exercise. Low stroke volume, all the more since it is associated with cardio-acceleration disturbances, may reduce cardiac output reserve, and so constitutes a limiting factor for adaptation to exercise. The aim of this study was to verify if use of an underlesional pressure suit may increase cardiac output reserve because of lower venous stasis, and increase performance. We studied 10 able-bodied and 14 traumatic paraplegic subjects. Able-bodied subjects were 37 +/- 6 years old, wellbeing, not especially trained with upperbody muscles: there were 2 women and 8 men. Paraplegics were 27 +/- 7 years old, wellbeing except paraplegia, five of them practiced sport regularly (athletism or basket for disabled), and the others just daily propelled their wheelchair; there were 5 women and 9 men. For 8 of them, cord injury levels were located below T7, between T1 and T6 for the others. The age disability varied from 6 months to 2 years for 9 of them, it was approximately five years for 4 of them, and 20 years for one. We used a maximal triangular arm crank exercise with an electro-magnetic ergocycle Gauthier frame. After five minutes warm up, it was proceeded in one minute successive stages until maximal oxygen consumption is raised. VO2, VCO2, RER were measured by direct method with an Ergostar analyser every 30 seconds. Heart rate was registered continuously using a cardio-frequence-meter Baumann, and ECG was observed on a Cardiovit electro-cardiograph. Each subject reached maximal exercises on different days: one without any contention, and the other one with abdomen and legs contention using an antigravity suit, inflated to 45-50 mm Hg for legs and 30-40 mm Hg for abdomen. The able-bodied subjects VO2 peak was 24 +/- 5.8 mL min-1 kg-1, without any change on peak VO2 and on cardiac frequency when pressure suit was used. Results were different for paraplegics: peak VO2 was significantly higher (21.5 +/- 6.5 mL min-1 kg-1 without contention and 23.8 +/- 6.3 mL min-1 kg-1 with contention), heart rate was significantly lower at all stages of exercise with antigravity suit and comfort was better during exercise and rest. In our study, contention contributed to increase paraplegics's performances, but responses depend also on spinal cord level, injury age, spasticity. Therefore, testing paraplegics using an antigravity suit may be useful to determine if neurovegetative disturbances significantly modify their cardiac adaptation and capability. If gravity suit is efficient, contention tights might be prescribed, with respect to subject's legs measurements. But, because these tights are very difficult to put on, their efficiency has to be proved before, the motivation of the subject is essential too.

September 2002 Working Group Meeting on Heavy Vehicle Aerodynamic Drag: Presentations and Summary of Comments and Conclusions

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

McCallen, R

2002-09-01

A Working Group Meeting on Heavy Vehicle Aerodynamic Drag was held at NASA Ames Research Center on September 23, 2002. The purpose of the meeting was to present and discuss technical details on the experimental and computational work in progress and future project plans. Representatives from the Department of Energy (DOE)/Office of Energy Efficiency and Renewable Energy/Office of FreedomCAR & Vehicle Technologies, Lawrence Livermore National Laboratory (LLNL), Sandia National Laboratories (SNL), NASA Ames Research Center (NASA), University of Southern California (USC), California Institute of Technology (Caltech), Georgia Tech Research Institute (GTRI), Argonne National Laboratory (ANL), Freightliner, and Portland State Universitymore » participated in the meeting. This report contains the technical presentations (viewgraphs) delivered at the Meeting, briefly summarizes the comments and conclusions, and outlines the future action items. The meeting began with an introduction by the Project Lead Rose McCallen of LLNL, where she emphasized that the world energy consumption is predicted to relatively soon exceed the available resources (i.e., fossil, hydro, non-breeder fission). This short fall is predicted to begin around the year 2050. Minimizing vehicle aerodynamic drag will significantly reduce our Nation's dependence on foreign oil resources and help with our world-wide fuel shortage. Rose also mentioned that educating the populace and researchers as to our world energy issues is important and that our upcoming United Engineering Foundation (UEF) Conference on ''The Aerodynamics of Heavy Vehicles: Trucks, Busses, and Trains'' was one way our DOE Consortium was doing this. Mentioned were the efforts of Fred Browand from USC in organizing and attracting internationally recognized speakers to the Conference. Rose followed with an overview of the DOE project goals, deliverables, and FY03 activities. The viewgraphs are attached at the end of this report. Sid Diamond of DOE discussed the reorganization of the Office of Energy Efficiency and Renewable Energy and that the Office of Heavy Vehicle Technology is now part of the Office of FreedomCAR & Vehicle Technologies. Sid reviewed the FY03 budget and provided information on some plans for FY04. The soon to be posted DOE request for proposals from industry for projects related to parasitic energy losses was discussed. A minimum of 50% cost share by industry will be required and the proposal must be submitted by industry. Collaborative efforts in aerodynamic drag with members of the DOE consortium are encouraged. Sid also mentioned interest in aerodynamic drag contribution due to wheel wells and underbody flow. Sid also mentioned his continued interest in the application of our computational and experimental expertise to the area of locomotive and railcar aerodynamics for the reduction of drag effects and thus, the reduction of fuel consumption by trains. In summary, the technical presentations at the meeting included a review of experimental results and plans by GTRI, USC, and NASA Ames, the computational results from LLNL and SNL for the integrated tractor-trailer benchmark geometry called the Ground Transportation System (GTS) model, and by LLNL for the tractor-trailer gap and trailer wake flow, and turbulence model development and benchmark simulations being investigated by Caltech. USC is also investigating an acoustic drag reduction device that has been named ''Mozart'', GTRI continues their investigation of a blowing device, and LLNL presented their ideas for 2 new base drag reduction devices. ANL presented their plans for a DOE supported Cooperative Research and Development Agreement (CRADA) with Paccar Truck Company utilizing commercial software tools to simulate the flow and drag for an actual tractor and showed the results of some preliminary griding attempts. The attendees also had the opportunity to tour the 12-ft pressure wind tunnel the machine shop were the Generic Conventional Model (GCM, a.k.a. SLRT) was being readied for the scheduled November experiments. Much of the discussion involved wind tunnel testing plans, analysis of existing experimental data, investigations of drag reduction devices, simulation results, and needed modeling improvements. Further details are provided in the attached viewgraphs.« less