F-4 Beryllium Rudders; A Precis of the Design, Fabrication, Ground and Flight Test Demonstrations

DTIC Science & Technology

1975-05-01

Wright-Patterson Air Force Base , Ohio 45433. AIR FORCE FLIGHT DYNAMICS LABORATORY AIR FORCE SYSTEMS COMMAND WRIGHT-PATTERSON AIR FORCE BASE , OHIO 45433...rudder. These sequential ground tests include: - A 50,000 cycle fatigue test of upper balance weight support structure. A static test to...Design Details 6. Design Analysis 7. Rudder Mass Balance 8, Rudder Moment of Inertia 9, Rudder Weight RUDDER FABRICATION AND ASSEMBLY 1. 2

3 CFR 9071 - Proclamation 9071 of December 16, 2013. Wright Brothers Day, 2013

Code of Federal Regulations, 2014 CFR

2014-01-01

... seconds of flight. Wilbur and Orville Wright's airplane soared above the wind-blown banks of Kitty Hawk... proud tradition, we must give them the tools to translate energy and creativity into concrete results...

Conference Proceedings of NASA/DoD Controls-Structures Interaction Technology Held in San Diego, California on 29 January-2 February 1989,

DTIC Science & Technology

1989-08-01

NASA Langley Research Center, Hampton, Virginia, and Wright Research Development Center, Wright-Patterson Air Force Base, Ohio, and held in San Diego...427 Shalom Fisher SPACE TRUSS ZERO GRAVITY DYNAMICS. ............................... 445 Captain Andy Swanson UNITED STATES AIR FORCE ACADEMY GET-AWAY...HOUSE EXPERIMENTS IN LARGE SPACE STRUCTURES AT THE AIR FORCE WRIGHT AERONAUTICAL LABORATORIES FLIGHT DYNAMICS LABORATORY

Visitor center flight room, detail of twin structural piers at ...

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

Visitor center flight room, detail of twin structural piers at northeast corner supporting flight room dome - Wright Brothers National Memorial Visitor Center, Highway 158, Kill Devil Hills, Dare County, NC

MSFC Historic Resource Reel

NASA Image and Video Library

2013-12-11

Name/Title of Video: Marshall Space Flight Center Historic Resource Reel Description: A brief collection of film and video b-roll of historic events and programs associated with NASA's Marshall Space Flight Center in Huntsville, Ala. For more information and/or more footage of these events, please contact the Marshall Center Public & Employee Communications Office. Graphic Information:file footage PAO Name:News Chief Jennifer Stanfield or MSFC Historian Mike Wright Phone Number:256-544-0034 Email Address: jennifer.stanfield@nasa.gov or mike.d.wright@nasa.gov

Celebrating a Century of Flight

NASA Technical Reports Server (NTRS)

2002-01-01

The history of aviation is briefly covered in this publication, with sections on the Wright brothers, the balloons of the Montgolfier brothers, other early aviation pioneers before the Wright brothers, the role of aircraft in the world wars, air mail, Charles Lindbergh, women aviators, the jet age, and the space age, among other topics.

Wilbur and Orville Wright: A Reissue of a Chronology Commemorating the Hundredth Anniversary of the Birth of Orville Wright, August 19, 1871

NASA Technical Reports Server (NTRS)

Renstrom, Arthur George (Compiler)

2003-01-01

During the year 2003, hundreds of events will mark the one-hundredth anniversary of the Wright brothers historic first flights at Kitty Hawk, North Carolina. The centennial year will witness exhibitions, lectures, television documentaries, films, air shows, flight recreations of Wright aircraft, the issuing of postage stamps and medals, the publication of dozens of new books and articles, and numerous other commemorative activities. One of these events, although not likely to make the evening news, is among the most important of all in terms of a lasting contribution to the observance of this ultimate aviation milestone: the reprinting of Arthur G. Renstrom WIlbur & Orville Wrght: A Chronology Commemorating the Hundredth Anniversary of the Birth of Orville Wright, August 19, 1871. Since its appearance in 1975, Wilbur end Orville Wright: A Chronology has become indispensable to students and authors concerned with the life and work of the famous brothers. No doubt every book on the subject published in the last quarter century, including three of my own, was written with this treasure close at hand. This volume is far more than a simple compilation of dates and facts. Renstrom was a master reference librarian and bibliographer with a passion for aviation and the Wright brothers. He brought his considerable research skills to bear on the topic, and the result is a richly detailed, ever-informative, often entertaining walk through the lives and achievements of these two extraordinary individuals. Renstrom was not content to offer a date with a one-line tidbit. His entries are brimming with information. This is a highly readable reference work that, believe it or not, can be enjoyably read from cover to cover. The project was clearly a labor of love by a talented professional. During most of the last twenty years, I have been privileged to be the curator of the 1903 Wright Flyer at the Smithsonian Institution s National Air and Space Museum. The position brings a steady stream of inquiries about the Wright airplane and the endlessly fascinating brothers who created it. I do not know how I would have done this job without Renstrom s superb volume on my bookshelf. It is the first place I go to check anything on the Wright brothers, and I typically find what I am looking for in its pages. Arthur Renstrom also published two other classic reference works on the Wright brothers: Wilbur & Orville Wright: A Bibliography Commemorating the Hundredth Anniversary of the Birth of Wilbur Wright, April 16, 1867, in 1968 (an updated revision was published by the National Aeronautics and Space Administration in 2002) and Wilbur & Orville Wright, Pictorial Materials: A Documentary Guide in 1982, completing a series of research tools for which there are few peers on any subject. He was also part of the team that produced the landmark two-volume compilation of the Wrights letters, notebooks, and diaries in 1953, The Papers of Wilbur and Orville Wright, edited by Marvin W. McFarland. Renstrom s contribution to the documentation and preservation of the Wright story is a lasting legacy that will serve researchers, students, and general enthusiasts for generations to come. In this busy, high-profile anniversary year, the reprinting of a nearly thirty-year-old reference book may seem a mundane and quiet contribution to the celebration surrounding the Wright brothers world-changing achievement, but it is perhaps one of the most important. The U.S. Centennial of Flight Commission and NASA are to be commended for their foresight.

Chapter 1 : Prologue.

DOT National Transportation Integrated Search

2008-01-01

In 1903 Orville and Wilbur Wright made the first powered : flight. These two brothers from Ohio used experimentation, : exacting science, and perseverance to achieve their historic : breakthrough. Their twelve-second : flight on December 17 led to th...

Bob McCall signs the Centennial of Flight mural in the artist's studio in Paradise Valley, Arizona.

NASA Image and Video Library

2003-06-05

Artist Bob McCall signs the Centennial of Flight Mural in his Paradise Valley, Arizona Studio. The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Many of the epic flights represented in the painting took place in the skies over NASA Dryden Flight Research Center. An equally important goal of this celebration is to encourage the values that have characterized 100 years of aviation history: ingenuity, inventiveness, persistence, creativity and courage. These values hold true not just for pioneers of flight, but also for all pioneers of invention and innovation, and they will remain an important part of America's future. "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should all take note, I think, that in the grand scheme of things, one hundred years is a very short period of time. In that blink of an eye we've gone from Kitty Hawk to Tranquility Base and now look forward to our rovers traversing the surface of Mars. Despite the challenges we face, the future we envision, like the future depicted in the artwork of Bob McCall, is a future of boundless possibility. "

1. EXTERIOR VIEW, LOOKING SOUTHEAST, SHOWING FLIGHT TEST HANGARS IN ...

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

1. EXTERIOR VIEW, LOOKING SOUTHEAST, SHOWING FLIGHT TEST HANGARS IN CENTER, BUILDING 7 ON LEFT, AND BUILDING 8 ON RIGHT. - Wright-Patterson Air Force Base, Area B, Building 1/9, Flight Test Hangars, On flightline between Ninth & Tenth Streets, Dayton, Montgomery County, OH

Bob Mccall and NASA Dryden Center Director Kevin Petersen in the artist's studio in Paradise Valley, Arizona.

NASA Image and Video Library

2003-06-05

Bob Mccall and NASA Dryden Director Kevin Petersen stand by "Celebrating One Hundred Years of Powered Flight, 1903-2003", in the artist's studio in Paradise Valley, Arizona. The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Many of the epic flights represented in the painting took place in the skies over NASA Dryden Flight Research Center. An equally important goal of this celebration will be to encourage the values that have characterized 100 years of aviation history: ingenuity, inventiveness, persistence, creativity and courage. These values hold true not just for pioneers of flight, but also for all pioneers of invention and innovation, and they will remain an important part of America's future. "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should all take note, I think, that in the grand scheme of things, one hundred years is a very short period of time. In that blink of an eye we've gone from Kitty Hawk to Tranquility Base and now look forward to our rovers traversing the surface of Mars. Despite the challenges we face, the future we envision, like the fu

Artists Bob and Louise McCall in their studio in Paradise Valley, Arizona.

NASA Image and Video Library

2003-06-05

Artists Bob and Louise McCall in their Paradise Valley, Arizona studio, in front of "Celebrating One Hundred Years of Powered Flight 1903-2003." The mural was created to celebrate the achievements of Wilbur and Orville Wright and to commemorate a century of powered flight. Many of the epic flights represented in the painting took place in the skies over NASA Dryden Flight Research Center. An equally important goal of this celebration is to encourage the values that have characterized 100 years of aviation history: ingenuity, inventiveness, persistence, creativity and courage. These values hold true not just for pioneers of flight, but also for all pioneers of invention and innovation, and they will remain an important part of America's future. "Celebrating One Hundred Years of Powered Flight, 1903-2003", documents many significant achievements in aeronautics and space flight from the dawn of powered flight to the present. Historic aircraft and spacecraft serve as the backdrop, highlighting six figures representing the human element that made these milestones possible. These figures stand, symbolically supported by the words of Wilbur Wright, "It is my belief that flight is possible…" The quote was taken from a letter written to his father on September 3rd, 1900, announcing Wilbur's intention to make "some experiments with a flying machine" at Kitty Hawk, North Carolina. "This year, Bob is helping us commemorate the Centennial of Flight with a beautiful mural slated for placement in our Dryden Flight Research Center that documents the history of flight from the Wright Flyer to the International Space Station. We should all take note, I think, that in the grand scheme of things, one hundred years is a very short period of time. In that blink of an eye we've gone from Kitty Hawk to Tranquility Base and now look forward to our rovers traversing the surface of Mars. Despite the challenges we face, the future we envision, like the future depicted in the artwork of Bo

For ‘Physitians of the Soule’

PubMed Central

Firth-Godbehere, Richard

2015-01-01

This article attempts to understand how Thomas Wright’s 1604 work, The Passions of the Minde in Generall, might have fitted into his overall mission as an English Catholic preacher, particularly when read via Wright’s understanding of Thomas Aquinas’s passion of fuga seu abominatio. Some historians claim that Wright was a controversialist, previously describing The Passions as either a radical departure from Wright’s mission, or the work of a different Thomas Wright. Earlier attempts to find a missionary element within The Passions have been inadequate. Through a close reading of The Passions, specifically analysing Wright's interpretation of fuga seu abominatio within the context of Wright’s intended readership, the main message of The Passions, and his background, this article suggests a possible reading of the text as a work aimed specifically at fellow English Catholics. To Wright, the passions of hatred of abomination and flight or detestation, derived primarily from Aquinas’s fuga seu abominatio, were not simply a form of disgust, as often assumed, but the potential worldly or otherworldly harm that someone we love, such as a neighbour, might face from the abominable evil of sin and damnation. By linking hatred of abomination, flight or detestation, and Wright’s particular view of sin together, Wright was teaching English Catholics how these passions might be used to cure diseased souls, turning the work into a guide for preaching. PMID:26870634

Fully Articulating Air Bladder System (FAABS) Noise Attenuation Performance in the HGU-56/P and HGU-55/P Flight Helmets

DTIC Science & Technology

2013-10-01

EFFECTIVENESS DIRECTORATE, WRIGHT-PATTERSON AIR FORCE BASE, OH 45433 AIR FORCE MATERIEL COMMAND UNITED STATES AIR FORCE NOTICE AND SIGNATURE...Division //signed// William E. Russell, Acting Chief Warfighter Interface Division Human Effectiveness Directorate 711 Human Performance...Wing Human Effectiveness Directorate Warfighter Interface Division Battlespace Acoustics Branch Wright-Patterson AFB OH 45433

Visitor center flight room,detail of modern soffit and original ribbedconcrete ...

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

Visitor center flight room,detail of modern soffit and original ribbed-concrete including original integrated duct work, view to northwest - Wright Brothers National Memorial Visitor Center, Highway 158, Kill Devil Hills, Dare County, NC

PSE Aysis of Crossflow Instability on HifIre-5B Flight Test

DTIC Science & Technology

2017-06-05

AIR FORCE RESEARCH LABORATORY AEROSPACE SYSTEMS DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7542 AIR FORCE MATERIEL COMMAND UNITED...Air Force Research Laboratory, Aerospace Systems Directorate Wright-Patterson Air Force Base, OH 45433-7542 Air Force Materiel Command, United...States Air Force 9. SPONSORING/MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSORING/MONITORING Air Force Research Laboratory Aerospace Systems

Celebrating 100 Years of Flight.

ERIC Educational Resources Information Center

Reese, Susan

2003-01-01

In honor of the Wright brothers' first flight, the article profiles aviation and aerospace technology programs that are training workers in aviation safety and explorations. Looks at programs from Eastern New Mexico University-Roswell, Pima Community College, and Olathe Northwest High School. (JOW)

NASA Administrator Dan Goldin greets 100-year-old VIP.

NASA Technical Reports Server (NTRS)

2000-01-01

Among the VIPs attending the launch of STS-99 is Captain Ralph Charles (left), standing next to NASA Administrator Dan Goldin. Charles hopes to have his wish fulfilled of watching a Shuttle launch in person. The 100-year-old aviator has experienced nearly a century of flight history, from the Wright Brothers to the Space Program. He took flying lessons from one of the first fliers trained by Orville Wright, first repaired then built airplanes, went barnstorming, operated a charter service in the Caribbean, and worked as a test pilot for the Curtiss Wright Airplane Co. Charles is the oldest licensed pilot in the United States, and is still flying.

Handling Quality Requirements for Advanced Aircraft Design: Longitudinal Mode

DTIC Science & Technology

1979-08-01

phases of air -to- air combat, for example). This is far simpler than the general problem of control law definition. How- ever, the results of such...unlimited. Ali FORCE FUGHT DYNAMICS LABORATORYAIR FORCE WRIGHT AERONAUTICALLABORATORIES AIR FORCE SYSTEMS COMMANDI * WRIGHT-PATITERSON AIR FORCE BASE...not necessarily shared by the Air Force. Brian. W. VauVliet Project Engineer S Rorad0. Anderson, Chief Control Dynamics Branch Flight Control Division

Quantitative Methods for Determining U.S. Air Force Crew Cushion Comfort

DTIC Science & Technology

2006-09-01

Directorate Biosciences and Protection Division Biomechanics Branch Wright Patterson AFB OH 45433-7947 Form Approved REPORT DOCUMENTATION PAGE OMB No...Division Biomechanics Branch Wright-Patterson AFB OH 45433-7947 9. SPONSORING I MONITORING AGENCY NAME(S) AND ADDRESS(ES) 10. SPONSOR/MONITOR’S...workstations were constructed utilizing ejection seat long-term flight. mockups and foot pedal assemblies modified to simulate the ACES II seat in the F-16

Some Considerations on Short Crack Growth Behaviour in Aircraft Structures,

DTIC Science & Technology

1983-03-01

Aerospace Applications Studies Programme. The results of AGARI) work are reported to the member nations and the NATO Authorities through the AGARI) series...AEROSPACE ENGINFFR AIR FORCE WRIGHT AFRONAUTICAL LABORATORIES (FIBFC) WRIGHT-PATTERSON AFB, OHIO, USA Small crack technology applications to airframe...rowth at Fastener Holes," AFFD,-TR-77-83, Air Force Flight Dynamics Laboratory, April 1q78. 1’-5 8. Rudd, J.L., " Applications of The Equivalent

First flights of genetic-algorithm Kitty Hawk

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

Goldberg, D.E.

1994-12-31

The design of complex systems requires an effective methodology of invention. This paper considers the methodology of the Wright brothers in inventing the powered airplane and suggests how successes in the design of genetic algorithms have come at the hands of a Wright-brothers-like approach. Recent reliable subquadratic results in solving hard problems with nontraditional GAs and predictions of the limits of simple GAs are presented as two accomplishments achieved in this manner.

Thirty-Ninth Annual Report of the National Advisory Committee for Aeronautics: Administrative Report Including Technical Reports Nos. 1111 to 1157

NASA Technical Reports Server (NTRS)

1955-01-01

This is the fiftieth year since Wilbur and Orville Wright at Kitty Hawk N. C., made their powered flight. That airplane was a fragile and unsteady machine of no immediate utility. It flew for only a minute but it disclosed the solution of the age-old problem of human flight. The Wrights were the first in the history of man to fly. There was no one to teach them. They had to discover principles and to learn the art by cautious and methodical experimenting. From their own research they obtained the practical information needed to design their successful flying machine. The Wrights received no effective aid from the theoretical studies of flight made by the mathematicians of the nineteenth century. The science of aerodynamics was developed in response to the practical demands of aeronautics in the years to follow. In 1908, the Wrights demonstrated at Fort Myer, Va., a vastly improved flyer, the first military airplane. It carried a passenger and flew for more than an hour. Following this public demonstration, the development of the airplane was taken up vigorously. At first France and Germany took the lead, then Great Britain, but the United States lagged behind in the furthering of this greatest American development of the century. With war clouds in view in 1915, the Congress established the National Advisory Committee for Aeronautics to undertake the scientific study of the problems of fight with a view to their practical solution. President Wilson appointed the members of the first Committee, consisting of the heads of the military and civil agencies of the Government concerned with aeronautics and experts from private life.

Proceedings of the Annual Conference on Manual Control (10th) held at Wright-Patterson AFB, Ohio on 9-11 April 1974

DTIC Science & Technology

1974-04-01

A Jh .*H-M,fcflTlt FUTURE TERMINAL AIR TRAFFIC MANAGEMENT CONCEPTS John G. Kreifeldt Department of Engineering Design Tufts University,Medford...wright-patterson afb,ohio Hair force institute of technology > air force flight dynamics laboratory 1 V& t \\ jfr£ Approved for public release...report should not be returned unless return is required by security considerationsi contractual obligations, or notice on a specific document. AIR

David A. Wright in ER-2

NASA Image and Video Library

1999-10-27

David A. Wright is associate director for Center Operations at the NASA Dryden Flight Research Center, Edwards, Calif. He was formerly director of Flight Operations. He is also a research pilot, flying NASA's ER-2 and T-38. The ER-2s are civilian variants of the military U-2S reconnaissance aircraft and carry scientific instruments to study the Earth during worldwide deployments. Wright has more than 4,500 hours in six different aircraft. He held the position of deputy director of the Airborne Science Program at Dryden from 2002 until 2004. Wright came to Dryden after retiring from the U.S. Air Force as a lieutenant colonel. His final assignment was to the Joint Staff J3, Directorate of Operations at the Pentagon from November 1996 until August 1999. Prior to the Pentagon assignment, he served as commander of the 1st Reconnaissance Squadron at Beale Air Force Base near Marysville, Calif., the unit responsible for training all U-2 pilots. He was the operations officer for one the largest U-2 operations in history, flying combat missions against Iraq and managing an unprecedented U-2 flying schedule during the 1991 Desert Storm conflict. He was selected for the Air Force U-2 program in 1987 following duty as an aircraft commander in the E-3A AWACS (Airborne Warning and Control System) aircraft. Wright was a T-38 instructor for three years at Reese Air Force Base, Lubbock, Texas, following completion of pilot training in 1978. He graduated from the U.S. Air Force Academy in 1977 with a Bachelor of Science in mathematics and computer science. Wright earned a Master of Arts in Adult Education from Troy State University, Montgomery, Ala., in 1987, and a Master of Science in National Security and Strategic Studies from the Naval War College, Newport, R.I., in 1995.

KSC00pp0141

NASA Image and Video Library

2000-01-31

Astronaut Andy Thomas (left) greets 100-year-old Captain Ralph Charles, one of the VIPs attending the launch of STS-99. Charles also met NASA Administrator Dan Goldin. An aviator who has the distinction of being the oldest licensed pilot in the United States, Charles is still flying. He has experienced nearly a century of flight history, from the Wright Brothers to the Space Program. He took flying lessons from one of the first fliers trained by Orville Wright, first repaired then built airplanes, went barnstorming, operated a charter service in the Caribbean, and worked as a test pilot for the Curtiss Wright Airplane Co. Charles watches all the Shuttle launches from his home in Ohio and his greatest wish is to be able to watch one in person from KSC

KSC-00pp0141

NASA Image and Video Library

2000-01-31

Astronaut Andy Thomas (left) greets 100-year-old Captain Ralph Charles, one of the VIPs attending the launch of STS-99. Charles also met NASA Administrator Dan Goldin. An aviator who has the distinction of being the oldest licensed pilot in the United States, Charles is still flying. He has experienced nearly a century of flight history, from the Wright Brothers to the Space Program. He took flying lessons from one of the first fliers trained by Orville Wright, first repaired then built airplanes, went barnstorming, operated a charter service in the Caribbean, and worked as a test pilot for the Curtiss Wright Airplane Co. Charles watches all the Shuttle launches from his home in Ohio and his greatest wish is to be able to watch one in person from KSC

Lessons From Army System Developments. Volume 2: Case Studies

DTIC Science & Technology

2004-06-01

Air Force MH-53J Pave Low Helicopters. Dubbed "Task Force Normandy", their mission, to open the door into Iraq, will signal the beginning of the Gulf...flight of a "heavier than air " craft took place at Kitty Hawk, North Carolina. The Wright brothers succeeded where many had failed and thus brought...In the fall of 1908, the Wright brothers build a heavier than air flying machine in response to Signal Corps request for proposals. During initial

Monte Carlo Bayesian System Reliability and MTBF-Confidence Assessment, II. Volume 2. SPARCS-2 Users Manual

DTIC Science & Technology

1978-03-01

1977 Approved for public release; distribution unlimited. AIR FORCE FLIGHT DYNAMICS LABORATORY AIR FORCE WRIGHT AERONAUTICAL LABORATORIES AIR FORCE...SYSTEMS COMMAND WRIGHT-PATTERSON AIR FORCE BASE, OHIO 45433 NOTI CE When Gove~inme~nt d’tawi~ngz, .6pe~c4Lcatiton, ct o-theAi da~ta cute -6e~d Joit any... AIR FORCE/56780/6 June 1978 -450 Unclassified SECURITY CLASSIFICATION OF THIS PAGE ("hen Date ýntered) READ INSTRUCTIONSREPORT DOCUMENTATION PAGE

High-temperature acoustic test facilities and methods

NASA Astrophysics Data System (ADS)

Pearson, Jerome

1994-09-01

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

NASA Administrator Dan Goldin greets 100-year-old VIP.

NASA Technical Reports Server (NTRS)

2000-01-01

Astronaut Andy Thomas (left) greets 100-year-old Captain Ralph Charles, one of the VIPs attending the launch of STS-99. Charles also met NASA Administrator Dan Goldin. An aviator who has the distinction of being the oldest licensed pilot in the United States, Charles is still flying. He has experienced nearly a century of flight history, from the Wright Brothers to the Space Program. He took flying lessons from one of the first fliers trained by Orville Wright, first repaired then built airplanes, went barnstorming, operated a charter service in the Caribbean, and worked as a test pilot for the Curtiss Wright Airplane Co. Charles watches all the Shuttle launches from his home in Ohio and his greatest wish is to be able to watch one in person from KSC.

In-house experiments in large space structures at the Air Force Wright Aeronautical Laboratories Flight Dynamics Laboratory

NASA Technical Reports Server (NTRS)

Gordon, Robert W.; Ozguner, Umit; Yurkovich, Steven

1989-01-01

The Flight Dynamics Laboratory is committed to an in-house, experimental investigation of several technical areas critical to the dynamic performance of future Air Force large space structures. The advanced beam experiment was successfully completed and provided much experience in the implementation of active control approaches on real hardware. A series of experiments is under way in evaluating ground test methods on the 12 meter trusses with significant passive damping. Ground simulated zero-g response data from the undamped truss will be compared directly with true zero-g flight test data. The performance of several leading active control approaches will be measured and compared on one of the trusses in the presence of significant passive damping. In the future, the PACOSS dynamic test article will be set up as a test bed for the evaluation of system identification and control techniques on a complex, representative structure with high modal density and significant passive damping.

Context, view to north from mall; from left to right, ...

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

Context, view to north from mall; from left to right, flight markers, camp buildings, and visitor center - Wright Brothers National Memorial Visitor Center, Highway 158, Kill Devil Hills, Dare County, NC

Chapter 10 : flying into the future.

DOT National Transportation Integrated Search

2008-01-01

Since the Wright brothers historic flight, aviation has been a vital : national resource for the United States its strategic, economic, : and social importance remains unsurpassed. Aviation is critical : to our national well-being and interest...

Flight Testing of Novel Compliant Spines for Passive Wing Morphing on Ornithopters

NASA Technical Reports Server (NTRS)

Wissa, Aimy; Guerreiro, Nelson; Grauer, Jared; Altenbuchner, Cornelia; Hubbard, James E., Jr.; Tummala, Yashwanth; Frecker, Mary; Roberts, Richard

2013-01-01

Unmanned Aerial Vehicles (UAVs) are proliferating in both the civil and military markets. Flapping wing UAVs, or ornithopters, have the potential to combine the agility and maneuverability of rotary wing aircraft with excellent performance in low Reynolds number flight regimes. The purpose of this paper is to present new free flight experimental results for an ornithopter equipped with one degree of freedom (1DOF) compliant spines that were designed and optimized in terms of mass, maximum von-Mises stress, and desired wing bending deflections. The spines were inserted in an experimental ornithopter wing spar in order to achieve a set of desired kinematics during the up and down strokes of a flapping cycle. The ornithopter was flown at Wright Patterson Air Force Base in the Air Force Research Laboratory Small Unmanned Air Systems (SUAS) indoor flight facility. Vicon motion tracking cameras were used to track the motion of the vehicle for five different wing configurations. The effect of the presence of the compliant spine on wing kinematics and leading edge spar deflection during flight is presented. Results show that the ornithopter with the compliant spine inserted in its wing reduced the body acceleration during the upstroke which translates into overall lift gains.

75 FR 80669 - Wright Brothers Day, 2010

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-22

... the steady winds of Kitty Hawk, North Carolina and conquered the age-old dream of manned flight. That... boundaries of human knowledge and realize tomorrow what we can only dream today. We must also ready our...

3 CFR 8617 - Proclamation 8617 of December 17, 2010. Wright Brothers Day, 2010

Code of Federal Regulations, 2011 CFR

2011-01-01

... technological leadership and innovation has been the product of learning and ingenuity. To maintain this... and great technological advancement. Their unyielding pursuit of powered flight stands as a proud...

One Hundred Years of Powered Flight

NASA Technical Reports Server (NTRS)

2003-01-01

This year, Centennial of Flight celebrations across the United States are marking the tremendous achievement of the Wright brothers successful, powered, heavier-than-air flight on December 17, 1903. The vision and persistence of these two men pioneered the way for explorers, inventors, and innovators to take aeronautics from the beaches of Kitty Hawk, North Carolina, to the outer reaches of the solar system. Along this 100-year journey, NASA has played a significant role in developing and supporting the technologies that have shaped the aviation industry.

Information Analysis Centers in the Department of Defense. Revision

DTIC Science & Technology

1987-07-01

Combat Data Information Center (CDIC) and the Aircraft Survivability Model Repository ( ASMR ) into the Survivability/Vulnerability Information Analysis...Information Center (CDIC) and the Aircraft Survivability Model Respository ( ASMR ). The CDIC was a central repository for combat and test data related to...and ASMR were operated under the technical monitorship of the Flight Dynamics Laboratory at Wright-Patterson AFB, Ohio and were located in Flight

Problem Solving: The "Wright" Math. The Centennial of Flight Special Edition. An Educator Guide with Activities in Mathematics, Science, and Technology. NASA CONNECT[TM].

ERIC Educational Resources Information Center

National Aeronautics and Space Administration, Hampton, VA. Langley Research Center.

NASA CONNECT is an annual series of integrated mathematics, science, and technology instructional distance learning programs for students in grades 6-8. This program is designed for students to learn about the evolution of flight. The program has three components--television broadcast, Web activity, and lesson guide--which are designed as an…

Visitors Center Exhibits

NASA Technical Reports Server (NTRS)

1997-01-01

A child enjoys building his own LEGO model at a play table which was included in the exhibit 'Travel in Space' World Show. The exhibit consisted of 21 displays designed to teach children about flight and space travel from the Wright brothers to future generations of space vehicles.

A review of Curtiss-Wright rotary engine developments with respect to general aviation potential

NASA Technical Reports Server (NTRS)

Jones, C.

1979-01-01

Aviation related rotary (Wankel-type) engine tests, possible growth directions and relevant developments at Curtiss-Wright have been reviewed. Automotive rotary engines including stratified charge are described and flight test results of rotary aircraft engines are presented. The current 300 HP engine prototype shows basic durability and competitive performance potential. Recent parallel developments have separately confirmed the geometric advantages of the rotary engine for direct injected unthrottled stratified charge. Specific fuel consumption equal to or better than pre- or swirl-chamber diesels, low emission and multi-fuel capability have been shown by rig tests of similar rotary engine.

To Fly in the Sky.

ERIC Educational Resources Information Center

Brodie, Carolyn S.

1995-01-01

Suggests activities for students that focus on airplanes, famous pilots, and travel. Provides a list of suggested titles with the following topics: history of flight and airplanes; airplanes and flying information; paper and model airplanes; Charles Lindbergh; Amelia Earhart; the Wright Brothers; videos; and picture books. (AEF)

Jubilate!

ERIC Educational Resources Information Center

Livingston, K. Sylvia

1992-01-01

Describes using celebrations of dates in the history of science and technology as an instructional strategy. For example, the author celebrated the day of the Wright Brothers' first flight and culminated it with an paper airplane flying contest. Festivities begin with concept mapping to allow students the opportunity to relate new ideas to prior…

Air Force Historical Research Agency

Science.gov Websites

Command Capt Joseph J Merhar Jr collection Early Wright Brothers Flying Machines History of the 3rd Organizations Wings and Groups Squadrons and Flights Studies Documents Personal Papers Oral History Catalogue S. Fairchild Research Information Center Military Sites Air Force Link DefenseLINK Air Force History

77 FR 75503 - Wright Brothers Day, 2012

Federal Register 2010, 2011, 2012, 2013, 2014

2012-12-20

... / Thursday, December 20, 2012 / Presidential Documents#0;#0; #0; #0;Title 3-- #0;The President [[Page 75505... America A Proclamation After years of research and experimentation, 12 seconds of powered flight over the... shop in Dayton, Ohio, quickly improving on the designs of the bikes they sold and eventually expanding...

KSC-2012-1572

NASA Image and Video Library

2012-03-01

Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, unpacks the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The tiles are being manufactured and inspected in Kennedy's Thermal Protection System Facility. The tiles will be baked at 2,200 degrees F to cure their ceramic coating. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1588

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, explains the properties of the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1598

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, explains the properties of the thermal barriers that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

Georg Rasch and Benjamin Wright's Struggle with the Unidimensional Polytomous Model with Sufficient Statistics

ERIC Educational Resources Information Center

Andrich, David

2016-01-01

This article reproduces correspondence between Georg Rasch of The University of Copenhagen and Benjamin Wright of The University of Chicago in the period from January 1966 to July 1967. This correspondence reveals their struggle to operationalize a unidimensional measurement model with sufficient statistics for responses in a set of ordered…

Soyuz over Kitty Hawk

NASA Image and Video Library

2003-04-24

ISS006-E-50419 (2003) --- This digital still camera image of Cape Hatteras and Cape Lookout, North Carolina, with a Soyuz vehicle docked to the orbital outpost in the foreground was taken by Expedition 6 crewmember Don Pettit during his 5 1/2 month stay on the International Space Station (ISS). The largest inland body of water is Pamlico Sound. Kitty Hawk, on North Carolina's Outer Banks is also visible. On Dec. 17, 2003, the world celebrates a century of human flight with the anniversary of the Wright Brothers' first flight at Kitty Hawk. The brothers used the Outer Banks' prevailing winds and a 90-foot hill (Kill Devil Hill) to successfully demonstrate powered flight.

KSC-2012-1573

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, unloads the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule. The tiles are being manufactured and inspected in Kennedy's Thermal Protection System Facility. The tiles will be baked at 2,200 degrees F to cure their ceramic coating. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

Wright-Fisher diffusion bridges.

PubMed

Griffiths, Robert C; Jenkins, Paul A; Spanò, Dario

2017-10-06

The trajectory of the frequency of an allele which begins at x at time 0 and is known to have frequency z at time T can be modelled by the bridge process of the Wright-Fisher diffusion. Bridges when x=z=0 are particularly interesting because they model the trajectory of the frequency of an allele which appears at a time, then is lost by random drift or mutation after a time T. The coalescent genealogy back in time of a population in a neutral Wright-Fisher diffusion process is well understood. In this paper we obtain a new interpretation of the coalescent genealogy of the population in a bridge from a time t∈(0,T). In a bridge with allele frequencies of 0 at times 0 and T the coalescence structure is that the population coalesces in two directions from t to 0 and t to T such that there is just one lineage of the allele under consideration at times 0 and T. The genealogy in Wright-Fisher diffusion bridges with selection is more complex than in the neutral model, but still with the property of the population branching and coalescing in two directions from time t∈(0,T). The density of the frequency of an allele at time t is expressed in a way that shows coalescence in the two directions. A new algorithm for exact simulation of a neutral Wright-Fisher bridge is derived. This follows from knowing the density of the frequency in a bridge and exact simulation from the Wright-Fisher diffusion. The genealogy of the neutral Wright-Fisher bridge is also modelled by branching Pólya urns, extending a representation in a Wright-Fisher diffusion. This is a new very interesting representation that relates Wright-Fisher bridges to classical urn models in a Bayesian setting. Copyright © 2017 Elsevier Inc. All rights reserved.

Patient Core Data Set. Standard for a longitudinal health/medical record.

PubMed

Renner, A L; Swart, J C

1997-01-01

Blue Chip Computers Company, in collaboration with Wright State University-Miami Valley College of Nursing and Health, with support from the Agency for Health Care Policy and Research, Public Health Service, completed Small Business innovative Research research to design a comprehensive integrated Patient information System. The Wright State University consultants undertook the development of a Patient Core Data Set (PCDS) in response to the lack of uniform standards of minimum data sets, and lack of standards in data transfer for continuity of care. The purpose of the Patient Core Data Set is to develop a longitudinal patient health record and medical history using a common set of standard data elements with uniform definitions and coding consistent with Health Level 7 (HL7) protocol and the American Society for Testing and Materials (ASTM) standards. The PCDS, intended for transfer across all patient-care settings, is essential information for clinicians, administrators, researchers, and health policy makers.

KSC-2012-1574

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, put the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule in a Keith thermal automation oven. The tiles will be baked at 2,200 degrees F to cure their ceramic coating. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1586

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, removes the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule from a Keith thermal automation oven. Inside, the tiles were baked at 2,200 degrees F to cure their ceramic coating. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

KSC-2012-1577

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. -- Tim Wright, a United Space Alliance engineering manager at NASA's Kennedy Space Center in Florida, removes the heat shield tiles that will be installed to the backshell of the Orion Multi-Purpose Crew Vehicle's Exploration Flight Test EFT-1 capsule from a Keith thermal automation oven. Inside, the tiles were baked at 2,200 degrees F to cure their ceramic coating. The work to manufacture and inspect the tiles is taking place in Kennedy's Thermal Protection System Facility. EFT-1 will be used during Orion's first test flight in space. For more information, visit www.nasa.gov/orion. Photo credit: Frankie Martin

Perspectives on Highly Adaptive or Morphing Aircraft

NASA Technical Reports Server (NTRS)

McGowan, Anna-Maria R.; Vicroy, Dan D.; Busan, Ronald C.; Hahn, Andrew S.

2009-01-01

The ability to adapt to different flight conditions has been fundamental to aircraft design since the Wright Brothers first flight. Over a hundred years later, unconventional aircraft adaptability, often called aircraft morphing has become a topic of considerable renewed interest. In the past two decades, this interest has been largely fuelled by advancements in multi-functional or smart materials and structures. However, highly adaptive or morphing aircraft is certainly a cross-discipline challenge that stimulates a wide range of design possibilities. This paper will review some of the history of morphing aircraft including recent research programs and discuss some perspectives on this work.

The Shock and Vibration Bulletin. Part 2. Structural Analysis, Design Techniques

DTIC Science & Technology

1973-06-01

FLOATING SHOCK PLATFORM SUBJECTED TO UNDERWATER EXPLOSIONS R. P. Brooks, and B. C, McNalght Naval Air Engineering Center Philadelphia, Pa, A lumped...Lohwasser, Air Force Flight Dynamics Laboratory, Wright -Patterson APB, Ohio AN ALGORITHM FOR SEMI-INVERSE ANALYSIS OF NONLINEAR DYNAMIC SYSTEMS ... 65 R...MATHEMATICAL MODEL OF A TYPICAL.FOATING SHOCK PLATFORM SSUBJECTED TO-UNDERWATE- EXPLOSIONS .......... ...................... 143 R. P. Brooks and B. C

Stress Intensity Factors for Cracked Metallic Structures Under Rapid Thermal Loading

DTIC Science & Technology

1987-10-01

if applicable ) Flight Dynamics Laboratory (AFWAL/FIBFC) APTECH Engineering Services Air Force Wright Aeronautical Laboratories 6c. ADDRESS (City...SPONSORING Bb OFFICE SYMBOL 9 PROCUREMENT INSTRUMENT IDENTIFICATION NUMBER ORGANIZATION (If applicable ) DOD SBIR Program Office F33615-86-C-3217 8c...flawed components requires the application of fracture mechanics wherein crack tip -tress intensity factors are used to provide a quantitative means

Proceedings of the Workshop on Multivariable Control Systems Held at Wright-Patterson AFB, OH, on 3 December 1982.

DTIC Science & Technology

1983-09-01

promising method of af- craft multivariable flight controller design. Like any ne.! design technique, there is still more to learn about the r.~ cd...M4atix - Feedback Gain Ma trix - Fandom ’htrix Z - Number of Outputs L1 - Roll Moment • : ’ - 7oll Moment with Inertia TrML 523 a.. Symbols m - Number of

A Look at Handling Qualities of Canard Configurations

NASA Technical Reports Server (NTRS)

Anderson, Seth B.

1986-01-01

The first human-powered flight was achieved by a canard-configured aircraft (Wright Brothers). Although other canard concepts were flown with varying degrees of success over the years, the tail-aft configuration has dominated the aircraft market for both military and civil use. Reviewed are the development of several canard aircraft with emphasis on stability and control, handling qualities, and operating problems. The results show that early canard concepts suffered adversely in flight behavior because of a lack of understanding of the sensitivities of these concepts to basic stability and control principles. Modern canard designs have been made competitive with tail-aft configurations by using appropriate handling qualities design criteria.

Frank Batteas

NASA Image and Video Library

1999-01-04

Frank Batteas is a research test pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California. He is currently a project pilot for the F/A-18 and C-17 flight research projects. In addition, his flying duties include operation of the DC-8 Flying Laboratory in the Airborne Science program, and piloting the B-52B launch aircraft, the King Air, and the T-34C support aircraft. Batteas has accumulated more than 4,700 hours of military and civilian flight experience in more than 40 different aircraft types. Batteas came to NASA Dryden in April 1998, following a career in the U.S. Air Force. His last assignment was at Wright-Patterson Air Force Base, Dayton, Ohio, where Lieutenant Colonel Batteas led the B-2 Systems Test and Evaluation efforts for a two-year period. Batteas graduated from Class 88A of the Air Force Test Pilot School, Edwards Air Force Base, California, in December 1988. He served more than five years as a test pilot for the Air Force's newest airlifter, the C-17, involved in nearly every phase of testing from flutter and high angle-of-attack tests to airdrop and air refueling envelope expansion. In the process, he achieved several C-17 firsts including the first day and night aerial refuelings, the first flight over the North Pole, and a payload-to-altitude world aviation record. As a KC-135 test pilot, he also was involved in aerial refueling certification tests on a number of other Air Force aircraft. Batteas received his commission as a second lieutenant in the U. S. Air Force through the Reserve Officer Training Corps and served initially as an engineer working on the Peacekeeper and Minuteman missile programs at the Ballistic Missile Office, Norton Air Force Base, Calif. After attending pilot training at Williams Air Force Base, Phoenix, Ariz., he flew operational flights in the KC-135 tanker aircraft and then was assigned to research flying at the 4950th Test Wing, Wright-Patterson. He flew extensively modified C-135

Cyberwar: Are Civilians Back on the Battlefield

DTIC Science & Technology

2015-02-17

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

Electrical Auxiliary Power Unit (EAPU) Corona Design Guideline. Revised

NASA Technical Reports Server (NTRS)

Hall, David K.; Kirkici, Hulya; Schweickart, Dan L.; Dunbar, William; Hillard, Barry

2000-01-01

This document is the result of a collaborative effort between NASA's Johnson Space Center, Marshall Space Flight Center, Glenn Research Center, and the United States Air Force Research Laboratory at Wright Patterson AFB in support of the Space Shuttle Orbiter Upgrades Program, specifically the Electric Auxiliary Power Unit Program. This document is intended as a guideline for design applications for corona and partial discharge avoidance and is not a requirements specification instrument.

Retrorocket Soft Landing of Airdropped Cargo

DTIC Science & Technology

1979-12-01

need to lift vehicle onto the carefully cut and placed honeycomb before airdrop, and often off it after impact. (e) Tendency of loads to overturn in...system. In 1967, the Air Force published a report on a study of aerial delivery of heavy equipment which investigated twelve descent and recovery...Retrieval Techniques; Lockheed Georgia Co., Contract No. AF33(615)-2989, Air Force Flight Dynamics Laboratory, Wright Patterson AFB, Ohio, AFFDL-TR-66-97

Long Duration Exposure Facility M0003-5 thermal control coatings on DoD flight experiment

NASA Technical Reports Server (NTRS)

Hurley, Charles J.; Lehn, William L.

1992-01-01

The M0003-5 thermal control coatings and materials orbited on the LDEF M0003 Space Environment Effects on Spacecraft Materials were a part of a Wright Laboratories Materials Directorate larger experiment. They were selected from new materials which emerged from development programs during the 1978-1982 time frame. Included were materials described in the technical literature which were being considered or had been applied to satellites. Materials that had been exposed on previous satellite materials experiments were also included to provide data correlation with earlier space flight experiments. The objective was to determine the effect of the LDEF environment on the physical and optical properties of thermal control coatings and materials. One hundred and two specimens of various pigmented organic and inorganic coatings, metallized polymer thin films, optical solar reflectors, and mirrors were orbited on LDEF. The materials were exposed in four separate locations on the vehicle. The first set was exposed on the direct leading edge of the satellite. The second set was exposed on the direct trailing edge of the vehicle. The third and fourth sets were exposed in environmental exposure control canisters (EECC) located 30 degrees off normal to the leading and trailing edges. The purpose of the experiment was to understand the changes in the properties of materials before and after exposure to the space environment and to compare the changes with predictions based on laboratory experiments. The basic approach was to measure the optical and physical properties of materials before and after long-term exposure to a low earth orbital environment comprised of UV, VUV, electrons, protons, atomic oxygen, thermal cycling, vacuum, debris, and micrometeoroids. Due to the unanticipated extended orbital flight of LDEF, the thermal control coatings and materials in the direct leading and trailing edge were exposed for a full five years and ten months to the space environment and the canister materials were exposed for approximately one year to the full environment.

Supporting the underdog: feminism, animal rights and citizenship in the work of Alice Morgan Wright and Edith Goode.

PubMed

Birke, L

2000-01-01

In this article, the author examines the overlap between feminism and animal causes, particularly through the lives of two women, the sculptor, Alice Morgan Wright (1881-1975), and her friend, Edith Goode (1882-1970). Feminism and animal causes had connections in the late nineteenth century, particularly in campaigns to abolish vivisection. Wright and Goode held to these politics throughout their lives, and were "precursors of a generation yet to come" who would argue the connections - as many ecofeminists do today. Both women were involved in suffrage campaigns, and continued to be involved in women's organisations such as the National Woman's Party. They were, however, opposed to all injustice, including human mistreatment of animals. Feminism was, to Wright and Goode, part of a wider set of problems; animal cruelty reflected a greater barbarism leading to mistreatment of humans. Accordingly, they actively campaigned for legislation to protect animals and the environment, and lobbied the fledgling United Nations to include such measures. That challenge to the United Nations represented a unique attempt to bring animals into citizenship' a move being made again today, through initiatives such as the Great Ape Project.

Republic P-47G Thunderbolt and the NACA Flight Operations Crew

NASA Image and Video Library

1944-03-21

The Flight Operations crew stands before a Republic P-47G Thunderbolt at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The laboratory’s Flight Research Section was responsible for conducting a variety of research flights. During World War II most of the test flights complemented the efforts in ground-based facilities to improve engine cooling systems or study advanced fuel mixtures. The Republic P–47G was loaned to the laboratory to test NACA modifications to the Wright R–2800 engine’s cooling system at higher altitudes. The laboratory has always maintained a fleet of aircraft so different research projects were often conducted concurrently. The flight research program requires an entire section of personnel to accomplish its work. This staff generally consists of a flight operations group, which includes the section chief, pilots and administrative staff; a flight maintenance group with technicians and mechanics responsible for inspecting aircraft, performing checkouts and installing and removing flight instruments; and a flight research group that integrates the researchers’ experiments into the aircraft. The staff at the time of this March 1944 photograph included 3 pilots, 16 planning and analysis engineers, 36 mechanics and technicians, 10 instrumentation specialists, 6 secretaries and 5 computers.

Flight research and testing

NASA Technical Reports Server (NTRS)

Putnam, Terrill W.; Ayers, Theodore G.

1989-01-01

Flight research and testing form a critical link in the aeronautic research and development chain. Brilliant concepts, elegant theories, and even sophisticated ground tests of flight vehicles are not sufficient to prove beyond a doubt that an unproven aeronautical concept will actually perform as predicted. Flight research and testing provide the ultimate proof that an idea or concept performs as expected. Ever since the Wright brothers, flight research and testing were the crucible in which aeronautical concepts were advanced and proven to the point that engineers and companies are willing to stake their future to produce and design aircraft. This is still true today, as shown by the development of the experimental X-30 aerospace plane. The Dryden Flight Research Center (Ames-Dryden) continues to be involved in a number of flight research programs that require understanding and characterization of the total airplane in all the aeronautical disciplines, for example the X-29. Other programs such as the F-14 variable-sweep transition flight experiment have focused on a single concept or discipline. Ames-Dryden also continues to conduct flight and ground based experiments to improve and expand the ability to test and evaluate advanced aeronautical concepts. A review of significant aeronautical flight research programs and experiments is presented to illustrate both the progress being made and the challenges to come.

Flight research and testing

NASA Technical Reports Server (NTRS)

Putnam, Terrill W.; Ayers, Theodore G.

1988-01-01

Flight research and testing form a critical link in the aeronautic R and D chain. Brilliant concepts, elegant theories, and even sophisticated ground tests of flight vehicles are not sufficient to prove beyond doubt that an unproven aeronautical concept will actually perform as predicted. Flight research and testing provide the ultimate proof that an idea or concept performs as expected. Ever since the Wright brothers, flight research and testing have been the crucible in which aeronautical concepts have advanced and been proven to the point that engineers and companies have been willing to stake their future to produce and design new aircraft. This is still true today, as shown by the development of the experimental X-30 aerospace plane. The Dryden Flight Research Center (Ames-Dryden) continues to be involved in a number of flight research programs that require understanding and characterization of the total airplane in all the aeronautical disciplines, for example the X-29. Other programs such as the F-14 variable-sweep transition flight experiment have focused on a single concept or discipline. Ames-Dryden also continues to conduct flight and ground based experiments to improve and expand the ability to test and evaluate advanced aeronautical concepts. A review of significant aeronautical flight research programs and experiments is presented to illustrate both the progress made and the challenges to come.

Particulate Characterization and Control Evaluation for Carbon Fiber Composite Aircraft Crash Recovery Operations

DTIC Science & Technology

2010-03-01

Advanced Composite Office, Wright-Patterson BEE Flight, and USAFSAM for their help procuring the materials and supplies needed to perform this study...through the cyclone. (Cohen & Charles S . McCammonn, 2001) The major limitation of the cyclone is that the cut curve of the cyclone does not precisely...If the pump is not precisely calibrated to the specified flow the cut point will be altered. (Cohen & Charles S . McCammonn, 2001) Once the sample

KSC-02pd0854

NASA Image and Video Library

2002-06-03

KENNEDY SPACE CENTER, FLA. -- United Space Alliance Aft Technician Bobby Wright looks at the gaseous nitrogen pressure regulator in the left Orbital Maneuvering System pod on Space Shuttle Endeavour. The component showed pressure differentials during the launch count May 30, 2002, and mission managers elected to replace it after the launch was scrubbed due to weather concerns. The launch of Endeavour on Mission STS-111, Utilization Flight 2 to the International Space Station, has been rescheduled for June 5, 2002

A Wind Tunnel Investigation of Joined Wing Scissor Morphing

DTIC Science & Technology

2006-06-01

would use the low sweep for carrier landing and subsonic cruise, and use the high sweep for 12 supersonic flight [13]. According to Raymer [19...Wright-Patterson AFB, Ohio: Air Force Institute of Technology, 2005. 12. Katz, Joseph, Shaun Byrne, and Robert Hahl. "Stall Resistance Features of...Lifting-Body Airplane Configurations." Journal of Aircraft 2nd ser. 36 (1999): 471-474. 13. Kress, Robert W. "Variable Sweep Wing Design." AIAA 83

Characteristics of Five Propellers in Flight

NASA Technical Reports Server (NTRS)

Crowley, J W , Jr; Mixson, R E

1928-01-01

This investigation was made for the purpose of determining the characteristics of five full-scale propellers in flight. The equipment consisted of five propellers in conjunction with a VE-7 airplane and a Wright E-2 engine. The propellers were of the same diameter and aspect ratio. Four of them differed uniformly in thickness and pitch and the fifth propeller was identical with one of the other four with exception of a change of the airfoil section. The propeller efficiencies measured in flight are found to be consistently lower than those obtained in model tests. It is probable that this is mainly a result of the higher tip speeds used in the full-scale tests. The results show also that because of differences in propeller deflections it is difficult to obtain accurate comparisons of propeller characteristics. From this it is concluded that for accurate comparisons it is necessary to know the propeller pitch angles under actual operating conditions. (author)

Aero Spacelines B377SG Super Guppy on Ramp Loading the X-24B and HL-10 Lifting Bodies.

NASA Technical Reports Server (NTRS)

1976-01-01

The Aero Spacelines B377SG Super Guppy was at Dryden in May, 1976, to ferry the X-24 and HL-10 lifting bodies from the Center to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. The oversized cargo aircraft is a further modification of the B377PG Pregnant Guppy, which was built to transport outsized cargo for NASA's Apollo program, primarily to carry portions of the Saturn V rockets from the manufacturer to Cape Canaveral. The original Guppy modification incorporated the wings, engines, lower fuselage and tail from a Boeing 377 Stratocruiser with a huge upper fuselage more than 20 feet in diameter. The Super Guppy further expanded the fuselage added a taller vertical tail for better lateral stability. A later version, the Super Guppy Turbine, is still in occasional use by NASA to transport oversize structures. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph--Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated that accurate unpowered reentry vehicle landings were operationally feasible. Top speed achieved by the X-24B was 1,164 mph and the highest altitude it reached was 74,130 feet. The vehicle is on display at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The pilot on the last powered flight of the X-24B was Bill Dana, who also flew the last X-15 flight about seven years earlier. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station. The X-24B is on public display at the Air Force Museum, Wright-Patterson AFB, Ohio. The HL-10 was delivered to the FRC by Northrop in January 1966. Its first flight was on Dec. 22 of the same year. The pilot was Bruce Peterson. The HL-10 was flown 37 times and it set several program records. On Feb. 18, 1970, Air Force test pilot Maj. Peter Hoag flew it to 1,228 mph (Mach 1.86), fastest speed of any of the lifting bodies. Nine days later, NASA's Bill Dana flew the HL-10 to 90,303 feet, the highest altitude reached by any of the lifting body vehicles. The HL-10 was also the first lifting body to fly supersonically--on May 9, 1969, with Manke at the controls. The HL-10 featured a flat bottom and rounded top -- much like an airfoil -- and it had a delta planform. In its final configuration, three vertical fins, two of them canted outwards from the body and a tall center fin, gave the craft directional control. A flush canopy blended into the smooth rounded nose. It was about 21 feet long, with a span of 13.6 feet. Its glide-flight weight was 6,473 lbs. and its maximum gross weight was over 10,000 lbs. Flights with the HL-10 contributed substantially to the decision to design the space shuttles without air-breathing engines that would have been used for landings. Its final flight was on July 17, 1970. The HL-10 is now on public display at Dryden.

Electromechanical Actuation Feasibility Study

DTIC Science & Technology

1976-05-01

FORMA11ON SLRVicE U. S. DPMfmft1 OF COMMOM AmR 703CR IIGRT DYNAM1U8 LABORATOY AMR 706C YST TM- COMMAND\\ ~WRIGUT-PATTEAWNk AIR POW= RASL OHIO 45M8...AMIE AND0 ACGRIESS 52 RIEPOR01T DATE Air Force Flight Dy-namics Labcratory May 1976 AFSC/AFWAL, United States Air Force 11 sNjsBsIm OF PAGIES Wright... Air Force under Contract Fý3615-75-C-305, Electronechanical Actuation Feasibility Study. The contract was aaministereu by the Air Force Flioht Dynamics

Workshop on Design Loads for Advanced Fighters: Meeting of the Structures and Materials Panel of AGARD (64th) Held in Madrid (Spain) on 27 April-1 May 1987.

DTIC Science & Technology

1988-02-01

capabilities at the start of a programme. ,Z _ 1. Introduction The flight manoeuvre loads are major design criteria for agile aircraft (aerobatic...E. Van Patten, Ph.D. Armstrong Aerospace Medical Research Laboratory Wright-Patterson AFB, OH 45433-6573 USA INTRODUCTION ~ urrent Fighter...anticipated usage. Also, compliance with each condition mit he verified by analysis, model test, or full scale measurement. INTRODUCTION During the

The Shock and Vibration Bulletin. Part 4. Structural Dynamics, Systems Identification, Computer Applications.

DTIC Science & Technology

1977-09-01

Division, Barry Wright Corporation, Watertown, MA DESIGN OF ELASTOMERIC COMPONENTS BY USING THE FINITE -" b ELEMENT TECHNIQUE R.H. Finney and B.P. Gupta...Alabama in Huntsville, Huntsville, AL PAPERS APPEARING IN PART 2 Vibration Analysis SOME ASPECTS OF VIBRATION CONTROL SUPPORT DESIGN 0 P. Bezler and J.R...at the Air Force Flight August 1968, pp. 239-248. Dynamics Laboratory (AFFDL). The laser force measuring mounting brackets were designed and 5. G. K

Interaction of Jet Fuel Hydrocarbon Components with Red Blood Cells and Hemoglobin

DTIC Science & Technology

2014-06-24

Directorate (RHDJ), Wright-Patterson AFB, OH. The authors would like to thank Maj. Paul Eden, Nicole Schaeublin, Christin Grabinski, Dr. Jeff Gearhart...We would also like to thank LtCol. Norman Fox (Laboratory Flight Commander), Mrs. Nersa Loh (Supervisor, Transfusion Services), and Mr. Dan Fischer ...Approximately 7.8 mg of hemoglobin sample was concentrated into a total volume of 5 mL of Fischer PBS pH 7.5 buffer using an Amicon Centrifugal Filter Unit

Stress Analysis of Aircraft Tires. Volume I. Analytical Formulation

DTIC Science & Technology

1976-02-01

Dynamics Laboratories, AFFDL/ FEM , WPAFB, Ohio 45433. 3C S AIR FORCE FLIGHT DYNAMICS LABORATORY AIR FORCE WRIGHT AERONAUTICAL LABORATORIES AIR FORCE...Dynamics Laboratories, AFFDL/ FEM , WPAFB, Ohio 45433. IT niSTRin^TiON STATEMENT (al th» mbilrmtl ••(•••« In Black 20, It altltrmtl Inm Rapart; -D-D-G...Patterson Air Force Base, Dayton, Ohio. Mr. J. R. Hampton (AFFDL/ FEM ) was the technical monitor for the Air Force. This report covers the research

Measuring peak expiratory flow in general practice: comparison of mini Wright peak flow meter and turbine spirometer.

PubMed Central

Jones, K P; Mullee, M A

1990-01-01

OBJECTIVE--To compare measurements of the peak expiratory flow rate taken by the mini Wright peak flow meter and the turbine spirometer. DESIGN--Pragmatic study with randomised order of use of recording instruments. Phase 1 compared a peak expiratory flow type expiration recorded by the mini Wright peak flow meter with an expiration to forced vital capacity recorded by the turbine spirometer. Phase 2 compared peak expiratory flow type expirations recorded by both meters. Reproducibility was assessed separately. SETTING--Routine surgeries at Aldermoor Health Centre, Southampton. SUBJECTS--212 Patients aged 4 to 78 presenting with asthma or obstructive airways disease. Each patient contributed only once to each phase (105 in phase 1, 107 in phase 2), but some entered both phases on separate occasions. Reproducibility was tested on a further 31 patients. MAIN OUTCOME MEASURE--95% Limits of agreement between measurements on the two meters. RESULTS--208 (98%) Of the readings taken by the mini Wright meter were higher than the corresponding readings taken by the turbine spirometer, but the 95% limits of agreement (mean difference (2 SD] were wide (1 to 173 l/min). Differences due to errors in reproducibility were not sufficient to predict this level of disagreement. Analysis by age, sex, order of use, and the type of expiration did not detect any significant differences. CONCLUSIONS--The two methods of measuring peak expiratory flow rate were not comparable. The mini Wright meter is likely to remain the preferred instrument in general practice. PMID:2142611

Geographical variation of St. Lucia Parrot flight vocalizations

USGS Publications Warehouse

Kleeman, Patrick M.; Gilardi, James D.

2005-01-01

Parrots are vocal learners and many species of parrots are capable of learning new calls, even as adults. This capability gives parrots the potential to develop communication systems that can vary dramatically over space. St. Lucia Parrot (Amazona versicolor) flight vocalizations were examined for geographic variation between four different sites on the island of St. Lucia. Spectrographic cross-correlation analysis of a commonly used flight vocalization, the p-chow call, demonstrated quantitative differences between sites. Additionally, the similarity of p-chows decreased as the distance between sites increased. Flight call repertoires also differed among sites; parrots at the Des Bottes and Quilesse sites each used one flight call unique to those sites, while parrots at the Barre de L'Isle site used a flight call that Quilesse parrots gave only while perched. It is unclear whether the vocal variation changed clinally with distance, or whether there were discrete dialect boundaries as in a congener, the Yellow-naped Parrot (Amazona auropalliata, Wright 1996). The geographical scale over which the St. Lucia Parrot's vocal variation occurred was dramatically smaller than that of the Yellow-naped Parrot. Similar patterns of fine-scale vocal variation may be more widespread among other parrot species in the Caribbean than previously documented.

Program Evaluation of Post-Deployment Health Assessment (PDHA) and Reassessment Processes (PDHRA) Processes

DTIC Science & Technology

2009-12-01

and have provided validation of screening items included on the PDHRA (Bliese, Wright, Adler, & Thomas , 2004a; Bliese, Wright, Adler, Thomas , & Hoge...concordance and symptom reporting (Aziz & Kenford, 2004; Greenfield, Midanik, & Rogers, 2000; Rhode, Lewinsohn, & Seeley , 1997) Concordance, including...Bliese, Wright, Adler, Hoge, & Prayner, 2005; Bliese, Wright, Adler, & Thomas , 2004; Bliese, Wright, Adler, Thomas , & Hoge, 2004) reported

Republic P-47G Thunderbolt Undergoes Ground Testing

NASA Image and Video Library

1945-06-21

A Republic P-47G Thunderbolt is tested with a large blower on the hangar apron at the National Advisory Committee for Aeronautics (NACA) Aircraft Engine Research Laboratory in Cleveland, Ohio. The blower could produce air velocities up to 250 miles per hour. This was strong enough to simulate take-off power and eliminated the need to risk flights with untried engines. The Republic P-47G was loaned to the laboratory to test NACA modifications to the Wright R-2800 engine’s cooling system at higher altitudes. The ground-based tests, seen here, were used to map the engine’s normal operating parameters. The P-47G then underwent an extensive flight test program to study temperature distribution among the engine’s 18 cylinders and develop methods to improve that distribution.

Visitors Center activities

NASA Technical Reports Server (NTRS)

1997-01-01

Astronaut Katherine Hire and LEGO-Master Model Builders assisted children from Mississippi, Louisiana and Mississippi in the building of a 12-foot tall Space Shuttle made entirely from tiny LEGO bricks at the John C. Stennis Space Center Visitors Center in South Mississippi. The shuttle was part of an exhibit titled ' Travel in Space' World Show which depicts the history of flight and space travel from the Wright brothers to future generations of space vehicles. For more information concerning hours of operation or Visitors Center educational programs, call 1-800-237-1821 in Mississippi and Louisiana or (601) 688-2370.

Visitors Center activities

NASA Technical Reports Server (NTRS)

1997-01-01

More than 2,000 children and adults from Mississippi, Louisiana and Alabama recently build a 12-foot tall Space Shuttle made entirely from tiny LEGO bricks at the John C. Stennis Space Center Visitors Center in South Mississippi. The shuttle was part of an exhibit titled 'Travel in Space' World Show which depicts the history of flight and space travel from the Wright brothers to future generations of space vehicles. For more information concerning hours of operation or Visitors Center educational programs, call 1-800-237-1821 in Mississippi and Louisiana or (601) 688-2370.

The K-8 Aeronautics Internet Textbook

NASA Technical Reports Server (NTRS)

2002-01-01

Efforts were focused on web site migration, from UC (University of California) Davis to the National Business Aviation Association's (NBAA) web site. K8AIT (K-8 Aeronautics Internet Textbook), which has remained an unadvertised web site, receives almost two million hits per month. Project continuation funding with the National Business Aviation Association is being pursued. A Memorandum of Understanding (MOU) between NASA Ames LTP (Learning Technologies Project) and Cislunar has been drafted and approved by NASA's legal department. Additional web content on space flight and the Wright brothers has been added in English and Spanish.

OPERATION DOMINIC. FISH BOWL SERIES. Project Officer’s Report. Project 8A.3. Close-In Thermal and X-Ray Vulnerability Measurements--Shots Blue Gill and King Fish

DTIC Science & Technology

1985-09-01

QDC hLt umi ^ POR.2037 (WT-2037)(EX) VOLUME 1 EXTRACTED VERSION OPERATION DOMINIC, FISH BOWL SERIES Project Officer’s Report—Project 8A.3...Close-In Thermal and X-ray Vulnerability Measurements—Shots Blue Gill and King Fish F. D. Adams, Project Officer Flight Dynamics Laboratory Wright...version of POR-2037 (WT-2037), Volume 1, OPERATION DOMINIC; Fish Bowl Series, Project 8A. 3. Approved for public release; distribution is unlimited

A Giant in the Shadows: Major General Benjamin Foulois and the Rise of the Army Air Service in World War I

DTIC Science & Technology

2013-05-01

he was 28 years old. As one of America’s original military aviators, he flew the Army’s first dirigible balloon and its first airplane, learning to...training gratis from the Wrights, as the original contract only paid for the training of two pilots, and he received 54 minutes of student flight...first en- listment, Foulois asked everyone to call him Ben. No one asked him about the origin of his nickname, and he never volunteered the information

Discovering the flight autostabilizer of fruit flies by inducing aerial stumbles

PubMed Central

Ristroph, Leif; Bergou, Attila J.; Ristroph, Gunnar; Coumes, Katherine; Berman, Gordon J.; Guckenheimer, John; Wang, Z. Jane; Cohen, Itai

2010-01-01

Just as the Wright brothers implemented controls to achieve stable airplane flight, flying insects have evolved behavioral strategies that ensure recovery from flight disturbances. Pioneering studies performed on tethered and dissected insects demonstrate that the sensory, neurological, and musculoskeletal systems play important roles in flight control. Such studies, however, cannot produce an integrative model of insect flight stability because they do not incorporate the interaction of these systems with free-flight aerodynamics. We directly investigate control and stability through the application of torque impulses to freely flying fruit flies (Drosophila melanogaster) and measurement of their behavioral response. High-speed video and a new motion tracking method capture the aerial “stumble,” and we discover that flies respond to gentle disturbances by accurately returning to their original orientation. These insects take advantage of a stabilizing aerodynamic influence and active torque generation to recover their heading to within 2° in < 60 ms. To explain this recovery behavior, we form a feedback control model that includes the fly’s ability to sense body rotations, process this information, and actuate the wing motions that generate corrective aerodynamic torque. Thus, like early man-made aircraft and modern fighter jets, the fruit fly employs an automatic stabilization scheme that reacts to short time-scale disturbances. PMID:20194789

Discovering the flight autostabilizer of fruit flies by inducing aerial stumbles.

PubMed

Ristroph, Leif; Bergou, Attila J; Ristroph, Gunnar; Coumes, Katherine; Berman, Gordon J; Guckenheimer, John; Wang, Z Jane; Cohen, Itai

2010-03-16

Just as the Wright brothers implemented controls to achieve stable airplane flight, flying insects have evolved behavioral strategies that ensure recovery from flight disturbances. Pioneering studies performed on tethered and dissected insects demonstrate that the sensory, neurological, and musculoskeletal systems play important roles in flight control. Such studies, however, cannot produce an integrative model of insect flight stability because they do not incorporate the interaction of these systems with free-flight aerodynamics. We directly investigate control and stability through the application of torque impulses to freely flying fruit flies (Drosophila melanogaster) and measurement of their behavioral response. High-speed video and a new motion tracking method capture the aerial "stumble," and we discover that flies respond to gentle disturbances by accurately returning to their original orientation. These insects take advantage of a stabilizing aerodynamic influence and active torque generation to recover their heading to within 2 degrees in < 60 ms. To explain this recovery behavior, we form a feedback control model that includes the fly's ability to sense body rotations, process this information, and actuate the wing motions that generate corrective aerodynamic torque. Thus, like early man-made aircraft and modern fighter jets, the fruit fly employs an automatic stabilization scheme that reacts to short time-scale disturbances.

Long Duration Exposure Facility M0003-5 recent results on polymeric films

NASA Technical Reports Server (NTRS)

Hurley, Charles J.; Jones, Michele D.

1992-01-01

The M0003-5 polymeric film specimens orbited on the LDEF M0003 Space Environment Effects on Spacecraft Materials were a part of a Wright Laboratories Materials Directorate larger thermal control materials experiment. They were selected from new materials which emerged from development programs during the 1978-1982 time frame. Included were materials described in the technical literature which were being considered or had been applied to satellites. Materials that had been exposed on previous satellite materials experiments were also included to provide data correlation with earlier space flight experiments. The objective was to determine the effects of the LDEF environment on the physical and optical properties of polymeric thin film thermal control materials, the interaction of the LDEF environment with silvered spacecraft surfaces, and the performance of low outgassing adhesives. Sixteen combinations of various polymeric films, metallized and unmetallized, adhesively bonded and unbonded films were orbited on LDEF in the M0003-5 experiment. The films were exposed in two separate locations on the vehicle. One set was exposed on the direct leading edge of the satellite. The other set was exposed on the direct trailing edge of the vehicle. The purpose of the experiment was to understand the changes in the properties of materials before and after exposure to the space environment and to compare the changes with predictions based on laboratory experiments. The basic approach was to measure the optical and physical properties of materials before and after long-term exposure to a low earth orbital environment comprised of UV, VUV, electrons, protons, atomic oxygen, thermal cycling, vacuum, debris and micrometeoroids. Due to the unanticipated extended orbital flight of LDEF, the polymeric film materials were exposed for a full five years and ten months to the space environment.

Richard Wright and the Agony over Integration

ERIC Educational Resources Information Center

Cassuto, Leonard

2008-01-01

Richard Wright's literary career begins with a lynching and ends with a serial murderer. "Big Boy Leaves Home," the 1936 story that leads off Wright's first book, "Uncle Tom's Children" (1938), renders the vicious mob-execution of a young black man falsely accused of rape. "A Father's Law," Wright's last novel, left unfinished at his unexpected…

Because Everyone Has a Story to Tell: Interview with Andrew Wright

ERIC Educational Resources Information Center

Floris, Flora Debora

2016-01-01

This article presents an interview with Andrew Wright, a widely recognized author, illustrator, storyteller, and teacher trainer. Wright has published many ELT books, authored six "Spellbinder" graded readers (1992-1994), and a collection of short stories. As a teacher trainer, Wright worked extensively with both teachers and students in…

Frank Batteas

NASA Technical Reports Server (NTRS)

1999-01-01

Frank Batteas is a research test pilot in the Flight Crew Branch of NASA's Dryden Flight Research Center, Edwards, California. He is currently a project pilot for the F/A-18 and C-17 flight research projects. In addition, his flying duties include operation of the DC-8 Flying Laboratory in the Airborne Science program, and piloting the B-52B launch aircraft, the King Air, and the T-34C support aircraft. Batteas has accumulated more than 4,700 hours of military and civilian flight experience in more than 40 different aircraft types. Batteas came to NASA Dryden in April 1998, following a career in the U.S. Air Force. His last assignment was at Wright-Patterson Air Force Base, Dayton, Ohio, where Lieutenant Colonel Batteas led the B-2 Systems Test and Evaluation efforts for a two-year period. Batteas graduated from Class 88A of the Air Force Test Pilot School, Edwards Air Force Base, California, in December 1988. He served more than five years as a test pilot for the Air Force's newest airlifter, the C-17, involved in nearly every phase of testing from flutter and high angle-of-attack tests to airdrop and air refueling envelope expansion. In the process, he achieved several C-17 firsts including the first day and night aerial refuelings, the first flight over the North Pole, and a payload-to-altitude world aviation record. As a KC-135 test pilot, he also was involved in aerial refueling certification tests on a number of other Air Force aircraft. Batteas received his commission as a second lieutenant in the U. S. Air Force through the Reserve Officer Training Corps and served initially as an engineer working on the Peacekeeper and Minuteman missile programs at the Ballistic Missile Office, Norton Air Force Base, Calif. After attending pilot training at Williams Air Force Base, Phoenix, Ariz., he flew operational flights in the KC-135 tanker aircraft and then was assigned to research flying at the 4950th Test Wing, Wright-Patterson. He flew extensively modified C-135 and C-18 aircraft. In addition, he was project manager and research pilot for aurora borealis studies on the Airborne Ionospheric Observatory. Batteas earned a bachelor of science degree in nuclear engineering from Rensselaer Polytechnic Institute, Troy, N.Y., in 1977 and was awarded master of science degrees in systems management from the University of Southern California in 1980 and in mechanical engineering from California State University Fresno in 1991.

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

NASA Technical Reports Server (NTRS)

Pinkel, Benjamin; Ellerbrock, Herman H , Jr

1940-01-01

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

Modeling Evolution on Nearly Neutral Network Fitness Landscapes

NASA Astrophysics Data System (ADS)

Yakushkina, Tatiana; Saakian, David B.

2017-08-01

To describe virus evolution, it is necessary to define a fitness landscape. In this article, we consider the microscopic models with the advanced version of neutral network fitness landscapes. In this problem setting, we suppose a fitness difference between one-point mutation neighbors to be small. We construct a modification of the Wright-Fisher model, which is related to ordinary infinite population models with nearly neutral network fitness landscape at the large population limit. From the microscopic models in the realistic sequence space, we derive two versions of nearly neutral network models: with sinks and without sinks. We claim that the suggested model describes the evolutionary dynamics of RNA viruses better than the traditional Wright-Fisher model with few sequences.

75 FR 44978 - Notice of Availability of the Wright Area Coal Final Environmental Impact Statement That Includes...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-30

... Wright Area Coal Final Environmental Impact Statement That Includes Four Federal Coal Lease- by... Statement (EIS) for the Wright Area Coal project that contains four Federal coal Lease-by-Applications (LBAs), and by this notice announces the availability of the Wright Area Coal Final EIS for review. DATES: To...

X-24B on Lakebed Showing Upper Body Shape

NASA Technical Reports Server (NTRS)

1972-01-01

The sleek, futuristic shape of the X-24B lifting body research vehicle can be clearly seen in this look-down view of the aircraft on Rogers Dry Lake, adjacent to the NASA Flight Research Center, Edwards, California. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph-Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated that accurate unpowered reentry vehicle landings were operationally feasible. Top speed achieved by the X-24B was 1,164 mph and the highest altitude it reached was 74,130 feet. The vehicle is on display at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The pilot on the last powered flight of the X-24B was Bill Dana, who also flew the last X-15 flight about seven years earlier. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station. The X-24B is on public display at the Air Force Museum, Wright-Patterson AFB, Ohio.

Women in History--Marian Wright Edelman: Crusader for Civil and Children's Rights

ERIC Educational Resources Information Center

Mills, Shirley J.

2006-01-01

This article profiles Marian Wright Edelman, a crusader for civil and children's rights. She was born June 6, 1939, at a time when prejudice and segregation were the norm. The Wright family lived in a small, southern town of Bennetsville, South Carolina, where Marian was the youngest of five children. Her father, the Reverend Arthur Jerome Wright,…

Crafting Flight: Aircraft Pioneers and the Contributions of the Men and Women of NASA Langley Research Center

NASA Technical Reports Server (NTRS)

Schultz, James

2003-01-01

While this is a self-contained history of NASA Langley Research Center's contributions to flight, many other organizations around the country played a vital role in the work described in this book.When you pass through the front gates of NASA Langley Research Center you are entering an extraordinary place. You could easily miss that fact, however. A few years cross-state bicycle tour passed through the Center. As interesting as looping around Center was, the riders observed that nothing about the vaguely industrial site fit the conventional stereotypes of what high tech looks like. NASA Langley does not fit many stereotypes. It takes a close examination to discover the many ways it has contributed to development of flight. As part of the national celebrations commemorating the 100th anniversary of the Wright brothers first flight, James Schultz, an experienced journalist with a gift for translating the language of engineers and scientists into prose that nonspecialists can comprehend, has revised and expanded Winds of Change , his wonderful guide to the Center. This revised book, Crafting Flight , invites you inside. You will read about one of the Nation s oldest research and development facilities, a place of imagination and ingenuity.

Separating the from the Imagined: Flight Research at the NACA and NASA, 1915-1998

NASA Technical Reports Server (NTRS)

Gorn, Michael H.

2000-01-01

One of the most important, but under-appreciated, aspects of the NACA/NASA mission is its aeronautical R&D efforts. Within a short time of the first flight of the Wright brothers in 1903, the United States government recognized the importance of fostering development in the new and critical field of aeronautics. NASA's predecessor, the National Advisory Committee for Aeronautics (NACA), was chartered by Congress in 1915 specifically "to supervise and direct the scientific study of the problems of flight, with a view to their practical solution. " This became an enormously important government research and development activity for the next half century, materially enhancing the development of aeronautics 'in America. The results of the NACA's research appeared in more than 16,000 research reports of one type or another, distributed widely for the benefit of all. Many of the reports documenting R&D conducted under NACA auspices are still being used today. Since the creation of NASA in 1958, the critical R&D function has continued but is not well known. This work documents the historical R&D program of the agency by focusing on flight research.

Pre-Prototype 5kW Fuel Cell Power Plant Development.

DTIC Science & Technology

1987-04-01

1982 - JANUARY 1986 * APPROVED FOR PUBLIC RELEASEj DISTRIBUTION IS UNLIMITED AEROPROPULSION LABORATORYE AIR FORCE WRIGHT AERONAUTICAL LABORATORIES AI R...apptacable) Aero Propulsion Laboratory (AFWAL/POO§-2) Air Froce Wright Aeronautical Laboratories- 6c. ADDRESS (City. State alnd ZIP Code) 7b. ADDRESS (City...CLASSIFICATION OF THIS PAGE EXECUTIVE SUMMARY This report summarizes efforts under a U.S. Air Force Wright Aeronautical Laboratories (Wright-Patterson

Knowledge/geometry-based Mobile Autonomous Robot Simulator (KMARS)

NASA Technical Reports Server (NTRS)

Cheng, Linfu; Mckendrick, John D.; Liu, Jeffrey

1990-01-01

Ongoing applied research is focused on developing guidance system for robot vehicles. Problems facing the basic research needed to support this development (e.g., scene understanding, real-time vision processing, etc.) are major impediments to progress. Due to the complexity and the unpredictable nature of a vehicle's area of operation, more advanced vehicle control systems must be able to learn about obstacles within the range of its sensor(s). A better understanding of the basic exploration process is needed to provide critical support to developers of both sensor systems and intelligent control systems which can be used in a wide spectrum of autonomous vehicles. Elcee Computek, Inc. has been working under contract to the Flight Dynamics Laboratory, Wright Research and Development Center, Wright-Patterson AFB, Ohio to develop a Knowledge/Geometry-based Mobile Autonomous Robot Simulator (KMARS). KMARS has two parts: a geometry base and a knowledge base. The knowledge base part of the system employs the expert-system shell CLIPS ('C' Language Integrated Production System) and necessary rules that control both the vehicle's use of an obstacle detecting sensor and the overall exploration process. The initial phase project has focused on the simulation of a point robot vehicle operating in a 2D environment.

Major General Robert A. Rushworth

NASA Technical Reports Server (NTRS)

1982-01-01

Air Force test pilot Robert A. Rushworth is shown in an X-15. He was selected for the X-15 program in 1958, and made his first flight on November 4, 1960. Over the next six years, he made 34 flights in the X-15, the most of any pilot. This included a flight to an altitude of 285,000 feet, made on June 27, 1963. This flight above 50 miles qualified Rushworth for astronaut wings. On a later X-15 flight, he was awarded a Distinguished Flying Cross for successfully landing an X-15 after its nose wheel extended while flying at nearly Mach 5. He made his final X-15 flight on July 1, 1966, then returned to regular Air Force duties. These included a tour in Vietnam as an F-4 pilot, flying 189 combat missions. He also served as the Commander of the Air Force Flight Test Center at Edwards AFB, and as the Commander of the Air Force Test and Evaluation Center at Kirtland AFB. At the time of his retirement as a major general, he was Vice Commander, Aeronautical Systems Division, Air Force Systems Command, at Wright-Patterson AFB. Rushworth flew C-47s and C-46s as a transport pilot in World War II, as well as F-80Cs, F-101s, TF-102s, F-104s, F-105s, F-106s, and F-4s. He died on March 17, 1993.

X-15A-2 with test pilot Pete Knight

NASA Technical Reports Server (NTRS)

1965-01-01

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

Richard Wright: Climate of Fear and Violence.

ERIC Educational Resources Information Center

Nnaemeka, Obioma

1992-01-01

In his works, Richard Wright denounces murder while advocating collectivism as an essential ingredient for effecting social change. The short story collection "Uncle Tom's Children" and the novel "Native Son" are the focal points in this analysis of Wright's recurring themes. (SLD)

Sewall Wright, shifting balance theory, and the hardening of the modern synthesis.

PubMed

Ishida, Yoichi

2017-02-01

The period between the 1940s and 1960s saw the hardening of the modern synthesis in evolutionary biology. Gould and Provine argue that Wright's shifting balance theory of evolution hardened during this period. But their account does not do justice to Wright, who always regarded selection as acting together with drift. This paper presents a more adequate account of the development of Wright's shifting balance theory, paying particular attention to his application of the theory to the geographical distribution of flower color dimorphism in Linanthus parryae. The account shows that even in the heyday of the hardened synthesis, the balance or interaction of evolutionary factors, such as drift, selection, and migration, occupied pride of place in Wright's theory, and that between the 1940s and 1970s, Wright developed the theory of isolation by distance to quantitatively represent the structure of the Linanthus population, which he argued had the kind of structure posited by his shifting balance theory. In the end, Wright arrived at a sophisticated description of the structure of the Linanthus population, where the interaction between drift and selection varied spatially. Copyright © 2016 Elsevier Ltd. All rights reserved.

Understanding the Middle East.

ERIC Educational Resources Information Center

Owen, Evelyn C.

This nine-week unit on the Middle East for sixth graders was developed as part of a series by the Public Education Religion Studies Center at Wright State University. A major objective is to help students understand and appreciate sacred times and sacred places within this cultural setting. They learn how beliefs and practices cause the people to…

Visual Sociological Portrayals of Race and Childhood: Case Studies from the Thirties.

ERIC Educational Resources Information Center

Wieder, Alan

1995-01-01

Describes life during the Depression era by studying narrative and visual portrayals of African American children in both rural and urban settings. Sources include Richard Wright's "12 Million Black Voices" and Stella Gentry Sharpe's "Tobe" as well as work that critically analyzes these narrative and visual documentations of…

A Study of USN Aircrew Attitudes Regarding Technology’s Ability to Replace the Naval Flight Officer on Typical Combat Missions Carrier Based Aircraft are Tasked to Perform

DTIC Science & Technology

1993-09-01

Management, Air Force Institute of Technology (AU), Wright Patterson AFB CH, 1991. Horngren , Charles T. and George Foster. Cost Accounting : A Managerial...Submit - TotalCastOPnperewldSubmnit * s ((I eEnter this figure in column 13(c)(1) SHORE ESTAILISHMENT COST TO PREPARE AND SUBMIT PAY GRADE No OR ORYRT...W’IC QUALIT’Y TI15?SrTF-* AFIT/GSM/LAR/93S- 1 A SILMY OF USN AIRCREW ATTIU2 RECARDING TE*L ’ S ABILITY TO REPLACE THE NAVAL FLICHT OFFICER ON TYPICAL

Machine learning and next-generation asteroid surveys

NASA Astrophysics Data System (ADS)

Nugent, Carrie R.; Dailey, John; Cutri, Roc M.; Masci, Frank J.; Mainzer, Amy K.

2017-10-01

Next-generation surveys such as NEOCam (Mainzer et al., 2016) will sift through tens of millions of point source detections daily to detect and discover asteroids. This requires new, more efficient techniques to distinguish between solar system objects, background stars and galaxies, and artifacts such as cosmic rays, scattered light and diffraction spikes.Supervised machine learning is a set of algorithms that allows computers to classify data on a training set, and then apply that classification to make predictions on new datasets. It has been employed by a broad range of fields, including computer vision, medical diagnoses, economics, and natural language processing. It has also been applied to astronomical datasets, including transient identification in the Palomar Transient Factory pipeline (Masci et al., 2016), and in the Pan-STARRS1 difference imaging (D. E. Wright et al., 2015).As part of the NEOCam extended phase A work we apply machine learning techniques to the problem of asteroid detection. Asteroid detection is an ideal application of supervised learning, as there is a wealth of metrics associated with each extracted source, and suitable training sets are easily created. Using the vetted NEOWISE dataset (E. L. Wright et al., 2010, Mainzer et al., 2011) as a proof-of-concept of this technique, we applied the python package sklearn. We report on reliability, feature set selection, and the suitability of various algorithms.

Rejoinder: A Construct Validity Approach to the Assessment of Narcissism.

PubMed

Miller, Joshua D; Lynam, Donald R; Campbell, W Keith

2016-02-01

In this rejoinder, we comment on Wright's response to our reanalysis and reinterpretation of the data presented by Wright and colleagues. Two primary differences characterize these perspectives. First, the conceptualization of grandiose narcissism differs such that emotional and ego vulnerability, dysregulation, and pervasive impairments are more characteristic of Wright's conception, likely due to the degree to which it is tied to clinical observations. Our conceptualization is closer to psychopathy and describes an extraverted, dominant, and antagonistic individual who is relatively less likely to be found in clinical settings. Second, our approach to construct validation differs in that we take an empirical perspective that focuses on the degree to which inventories yield scores consistent with a priori predictions. The grandiose dimension of the Pathological Narcissism Inventory (PNI-G) yields data that fail to align with expert ratings of narcissistic personality disorder and grandiose narcissism. We suggest that caution should be taken in treating the PNI-G as a gold standard measure of pathological narcissism, that revision of the PNI-G is required before it can serve as a stand-alone measure of grandiose narcissism, and that the PNI-G should be buttressed by other scales when being used as a measure of grandiose narcissism. © The Author(s) 2015.

Albrecht Ludwig Berblinger--inventor of the spring prosthesis and hang-glider (1811).

PubMed

Harsch, Viktor; Kriebel, Juergen

2006-10-01

Albrecht Ludwig Berblinger (1770-1829), known as the "Flying Tailor of Ulm", started with flight experiments in Ulm, Germany, in the early 19th century. He gained experience in downhill gliding with a maneuverable airworthy semi-rigid hang-glider and then attempted to cross the Danube River at Ulm's Eagle's Bastion on the 31st of May 1811. The tricky local winds caused him to crash and he was rescued by fishermen, making him the first survivor of a water immersion accident of a heavier-than-air manned "flight machine". Though he failed in his attempt to be the first man to fly, Berblinger can be regarded as one of the significant aviation pioneers who applied the "heavier than air" principle and paved the way for the more effective glide-flights of Otto Lilienthal (1891) and the Wright Brothers (1902). Less known are Berblinger's significant contributions to the construction of artificial limbs for medical use, as well as the spring-application in aviation. His invention of a special mechanical joint was also used for the juncture of the wings of his "flying machine". Because of his worthwhile contributions to medicine and flight, in 1993 the German Academy of Aviation Medicine named an annual award for young scientists in the field of aerospace medicine in his honor.

75 FR 48954 - Arbitration Panel Decision Under the Randolph-Sheppard Act

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-12

... and its implementing regulations concerning the food services at Wright-Patterson Air Force Base in... permit to operate snack and beverage vending machines throughout the Wright-Patterson Air Force Base, and... income from the vending machines at the Wright-Patterson Air Force Base pursuant to the Act and...

Theoretical Study of Group 14 M^{+}(^{2}P_{J})-RG Complexes (M^{+} = C^{+}, Si^{+}; RG = he - Ar)

NASA Astrophysics Data System (ADS)

Tuttle, William Duncan; Thorington, Rebecca L.; Wright, Timothy G.; Viehland, Larry A.

2017-06-01

The light group 14 cations are found in a wide variety of environments, with, for example, C^{+} ions thought to play a key role in the chemistry of the interstellar medium, while Si^{+} ions are an important component of the upper atmosphere of the Earth due to their presence in meteoroids. We calculate accurate interatomic potentials for a singly charged carbon cation and a singly charged silicon cation interacting with the rare gas atoms helium, neon and argon. The RCCSD(T) method is employed, with basis sets of quadruple-ζ and quintuple-ζ quality, and the energies counterpoise corrected and extrapolated to the basis set limit at each point. In all cases, we consider the lowest electronic states of the M^{+} atom, (^{2}P_{J}), interacting with the ground electronic state of the RG atom, (^{1}S_{0}), and compute potentials corresponding to the molecular terms, ^{2}Π and ^{2}Σ^{+}, as well as the spin-orbit levels which arise: ^{2}Π_{3/2}, ^{2}Π_{1/2} and ^{2}Σ_{1/2}^{+}. The potentials are employed to calculated spectroscopic constants and ion transport properties. S. Petrie and D. K. Bohme, Mass Spec. Rev., 26, 258 (2007). J. M. C. Plane, J. C. Gómez-Martin, W. Feng, and D. Janches, J. Geophys. Res. Atmos. 121, 3718 (2016). W. D. Tuttle, R. L. Thorington, L. A. Viehland and T. G. Wright, Mol. Phys. 113, 3767 (2015). W. D. Tuttle, R. L. Thorington, L. A. Viehland and T. G. Wright (in preparation). W. D. Tuttle, R. L. Thorington, L. A. Viehland and T. G. Wright, Mol. Phys. 115, 437 (2017).

Evaluation of High-Angle-of-Attack Handling Qualities for the X-31A Using Standard Evaluation Maneuvers

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Bosworth, John T.

1996-01-01

The X-31A aircraft gross-acquisition and fine-tracking handling qualities have been evaluated using standard evaluation maneuvers developed by Wright Laboratory, Wright-Patterson Air Force Base. The emphasis of the testing is in the angle-of-attack range between 30 deg and 70 deg. Longitudinal gross-acquisition handling qualities results show borderline Level 1/Level 2 performance. Lateral gross-acquisition testing results in Level 1/Level 2 ratings below 45 deg angle of attack, degrading into Level 3 as angle of attack increases. The fine-tracking performance in both longitudinal and lateral axes also receives Level 1 ratings near 30 deg angle of attack, with the ratings tending towards Level 3 at angles of attack greater than 50 deg. These ratings do not match the expectations from the extensive close-in combat testing where the X-31A aircraft demonstrated fair to good handling qualities maneuvering for high angles of attack. This paper presents the results of the high-angle-of-attack handling qualities flight testing of the X-31A aircraft. Discussion of the preparation for the maneuvers, the pilot ratings, and selected pilot comments are included. Evaluation of the results is made in conjunction with existing Neal-Smith, bandwidth, Smith-Geddes, and military specifications.

Evaluation of High-Angle-of-Attack Handling Qualities for the X-31A Using Standard Evaluation Maneuvers

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Bosworth, John T.

1997-01-01

The X-31A aircraft gross-acquisition and fine-tracking handling qualities have been evaluated using standard evaluation maneuvers developed by Wright Laboratory, Wright Patterson Air Force Base. The emphasis of the testing is in the angle-of-attack range between 30 deg. and 70 deg. Longitudinal gross-acquisition handling qualities results show borderline Level l/Level 2 performance. Lateral gross-acquisition testing results in Level l/Level 2 ratings below 45 deg. angle of attack, degrading into Level 3 as angle of attack increases. The fine tracking performance in both longitudinal and lateral axes also receives Level 1 ratings near 30 deg. angle of attack, with the ratings tending towards Level 3 at angles of attack greater than 50 deg. These ratings do not match the expectations from the extensive close-in combat testing where the X-31A aircraft demonstrated fair to good handling qualities maneuvering for high angles of attack. This paper presents the results of the high-angle-of-attack handling qualities flight testing of the X-31A aircraft. Discussion of the preparation for the maneuvers, the pilot ratings, and selected pilot comments are included. Evaluation of the results is made in conjunction with existing Neal Smith, bandwidth, Smith-Geddes, and military specifications.

A Number Cruncher Goes out of His Way to Put Students First

ERIC Educational Resources Information Center

Fain, Paul

2009-01-01

This article looks at how the financial crisis has affected people in different areas of higher education. Matthew V. Filipic, senior vice president for business and fiscal affairs and treasurer at Wright State University, is forceful in arguing that the university must consider students when setting budget priorities. These are uneasy times at…

Mary Ritter Beard and Marion Thompson Wright: Shaping Inclusive Social Education.

ERIC Educational Resources Information Center

Crocco, Margaret Smith

1997-01-01

Examines contributions by Mary Ritter Beard and Marion Thompson Wright to inclusive social education curricula. Beard established the field of women's history; Wright promoted the application of black history. Both saw social betterment as the goal of knowledge and sought inclusive understanding of the nature of legitimate knowledge in schools.…

The wounded male persona and the mysterious feminine in the poetry of James Wright: a study in the transformation of the self.

PubMed

Graves, M; Schermer, V L

1998-12-01

James Wright's work is multilayered. Taken as a whole, which Annie Wright's beautiful compilation, Above the River, allows one to do, Wright's poems (as well as his masterful "prose poems") have a pattern akin to a mythic cycle. "Mythemes" (Lévi-Strauss, 1979) recur as dialectic opposites from one poem to another, whether the abandoned male and mysterious woman, humankind and nature, blindness and seeing, secrets and revelation. Suggestive and symbolic forms such as birds, horses, earth, sky, the destitute, rivers, and adolescence weave themselves throughout in inner and outer "landscapes" of images and experiential moments. There is a frequent shift of "gestalts" between the inner world and external reality. Such a "blooming, buzzing confusion" of internal and external referents might appear to be psychotic and imply a loss of "reality testing." Chassaguet-Smirgel (1988), citing Oscar Wilde's The Picture of Dorian Gray as an example, contended that the artist narrowly averts psychosis by transforming it into a work of art. Surrealists, for whom the psychoanalyst Jacques Lacan was an important figure (cf. Sarup, 1992, pp. 17-27), elevated psychosis to the status of art, and Wright has been considered to be a surrealistic poet, although he himself denied such an affiliation. Hall (Wright, 1990, Introduction, pp. xxiii-xxxvii) suggests that Wright, in addition to an extensive history of alcoholism, from which he seemed to recover towards the end of his life, suffered from a major mental illness, which included episodes of severe depression, hospitalizations, and at least one suicide attempt. The severity of the asceticism and the extreme damage to the self in some Wright's work suggests their roots in early traumatic experiences. (A terribly damaged yet heroic personage, whose disfigurement perhaps symbolizes the poet's trauma, is "Hook" [ATR, pp. 315-316], about a man who gives his last few cents to the poet with a hook replacing his amputated hand.) Not enough is known about Wright's childhood to attempt to reconstruct such a trauma, and a definitive biography is long overdue. (Wright died in 1980). However, the concept of "soul murder" as used by Shengold (1989) with respect to psychological trauma does seem pertinent. For example, Wright's powerful identification with the downtrodden, and especially with certain murderers (Doty, Judas) echoes the paranoiac Schreber's identification with his abusive father as "soul murderer": "I, myself, have been 'represented' as the one who had committed soul murder" (Shengold, 1989, p. 22, quoting Schreber). Certainly, the theme of damage to the self is prominent in Wright, and the poet's striving for reparation, restitution, and the restoration of lost goodness is not only characteristic of Melanie Klein's "depressive position" (Segal, 1980, pp. 76-89), which she saw as a normal developmental process, but also of the character structures of profoundly traumatized individuals. In addition, the rapid, "leaping" shifts of imagery in Wright's poems bear some resemblance to the shifts in mood and the dissociated and "autohypnotic" states (Shengold, 1989, pp. 138-154) of posttraumatic stress and related disorders. However much that may be the case, Wright's work moves toward healing and integration, and forces us to reconsider the psychoanalytic shibboleth that all that represents a lack of distinctiveness between self and other is pathological. This assumption denies the richness of that part of the psyche which originates in the symbiotic union of mother and infant. Wright's work does not so much force us to doubt our own perceptions of reality as it gently yet forthrightly guides us into other realms where feeling and thought are in dialogue, where the uniquely human and the universal mythos converge, and where--perhaps most importantly--possibility and transformation are imminent. The abandoned male persona and the mysterious feminine are part of that world, that cosmos, that Wright has cr

EAARL coastal topography-western Florida, post-Hurricane Charley, 2004: seamless (bare earth and submerged.

USGS Publications Warehouse

Nayegandhi, Amar; Bonisteel, Jamie M.; Wright, C. Wayne; Sallenger, A.H.; Brock, John C.; Yates, Xan

2010-01-01

Project Description These remotely sensed, geographically referenced elevation measurements of lidar-derived seamless (bare-earth and submerged) topography were produced as a collaborative effort between the U.S. Geological Survey (USGS), Coastal and Marine Geology Program (CMGP), St. Petersburg, FL, and the National Aeronautics and Space Administration (NASA), Wallops Flight Facility, VA. This project provides highly detailed and accurate datasets of a portion of the western Florida coastline beachface, acquired post-Hurricane Charley on August 17 and 18, 2004. The datasets are made available for use as a management tool to research scientists and natural-resource managers. An innovative airborne lidar instrument originally developed at the NASA Wallops Flight Facility, and known as the Experimental Advanced Airborne Research Lidar (EAARL), was used during data acquisition. The EAARL system is a raster-scanning, waveform-resolving, green-wavelength (532-nanometer) lidar designed to map near-shore bathymetry, topography, and vegetation structure simultaneously. The EAARL sensor suite includes the raster-scanning, water-penetrating full-waveform adaptive lidar, a down-looking red-green-blue (RGB) digital camera, a high-resolution multispectral color infrared (CIR) camera, two precision dual-frequency kinematic carrier-phase GPS receivers, and an integrated miniature digital inertial measurement unit, which provide for sub-meter georeferencing of each laser sample. The nominal EAARL platform is a twin-engine Cessna 310 aircraft, but the instrument may be deployed on a range of light aircraft. A single pilot, a lidar operator, and a data analyst constitute the crew for most survey operations. This sensor has the potential to make significant contributions in measuring sub-aerial and submarine coastal topography within cross-environmental surveys. Elevation measurements were collected over the survey area using the EAARL system, and the resulting data were then processed using the Airborne Lidar Processing System (ALPS), a custom-built processing system developed in a NASA-USGS collaboration. ALPS supports the exploration and processing of lidar data in an interactive or batch mode. Modules for presurvey flight-line definition, flight-path plotting, lidar raster and waveform investigation, and digital camera image playback have been developed. Processing algorithms have been developed to extract the range to the first and last significant return within each waveform. ALPS is used routinely to create maps that represent submerged or sub-aerial topography. Specialized filtering algorithms have been implemented to determine the 'bare earth' under vegetation. For more information about similar projects, please visit the Decision Support for Coastal Science and Management website. Selected References Brock, J.C., Wright, C.W., Sallenger, A.H., Krabill, W.B., and Swift, R.N., 2002, Basis and methods of NASA airborne topographic mapper Lidar surveys for coastal studies: Journal of Coastal Research, v. 18, no. 1, p. 1-13. Crane, Michael, Clayton, Tonya, Raabe, Ellen, Stoker, Jason, Handley, Larry, Bawden, Gerald, Morgan, Karen, and Queija, Vivian, 2004, Report of the U.S. Geological Survey Lidar workshop sponsored by the Land Remote Sensing Program and held in St. Petersburg, FL, November 2002: U.S. Geological Survey Open-File Report 2004-1456, 72 p. Nayegandhi, Amar, Brock, J.C., and Wright, C.W., 2009, Small-footprint, waveform-resolving Lidar estimation of submerged and sub-canopy topography in coastal environments: International Journal of Remote Sensing, v. 30, no. 4, p. 861-878. Sallenger, A.H., Wright, C.W., and Lillycrop, Jeff, 2005, Coastal impacts of the 2004 hurricanes measured with airborne Lidar; initial results: Shore and Beach, v. 73, nos. 2-3, p. 10-14. Resources Included Readme.txt File

Redox Liquid Phase Exfoliation of Layered Transition Metal Dichalcogenides (Postprint)

DTIC Science & Technology

2016-12-29

RESEARCH LABORATORY MATERIALS AND MANUFACTURING DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7750 AIR FORCE MATERIEL COMMAND UNITED...ADDRESS(ES) 10. SPONSORING/MONITORING AGENCY ACRONYM(S) Air Force Research Laboratory Materials and Manufacturing Directorate Wright...Bultman, Adam Waite, Ming-Siao Hsiao, Richard A. Vaia* Materials and Manufacturing Directorate, Air Force Research Laboratory, Wright-Patterson AFB, Ohio

Traversing the Gap: Andrew Wright, John Hick and Critical Religious Education

ERIC Educational Resources Information Center

Teece, Geoff

2005-01-01

This paper discusses aspects of Andrew Wright's version of a liberal, critical religious education and his criticisms of some other views of modern religious education. This is attempted not by examining these "other views" as such but by concentrating on the work of John Hick. The reason for this is that Wright, like Cooling (in his…

78 FR 17653 - Wright, Laura H.; Notice of Filing

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-22

... DEPARTMENT OF ENERGY Federal Energy Regulatory Commission [Docket No. ID-7103-000] Wright, Laura H.; Notice of Filing Take notice that on March 14, 2013, Laura H. Wright filed an application to hold interlocking positions, pursuant to section 305(b) of the Federal Power Act, 16 U.S.C. 825d(b) (2008) and Part...

Application of software technology to a future spacecraft computer design

NASA Technical Reports Server (NTRS)

Labaugh, R. J.

1980-01-01

A study was conducted to determine how major improvements in spacecraft computer systems can be obtained from recent advances in hardware and software technology. Investigations into integrated circuit technology indicated that the CMOS/SOS chip set being developed for the Air Force Avionics Laboratory at Wright Patterson had the best potential for improving the performance of spaceborne computer systems. An integral part of the chip set is the bit slice arithmetic and logic unit. The flexibility allowed by microprogramming, combined with the software investigations, led to the specification of a baseline architecture and instruction set.

Advanced U.S. military aircraft battery systems

NASA Astrophysics Data System (ADS)

Flake, Richard A.; Eskra, Michael D.

1990-04-01

While most USAF aircraft currently use vented Ni-Cd for dc electrical power and emergency power, as well as the powering of lights and instruments prior to engine starting, these batteries have high maintenance requirements, low reliability, and no built-in testing capability with which to check battery health prior to flight. The USAF Wright R&D Center accordingly initiated its Advanced Maintenance-Free NiCd Battery System development program in 1986, in order to develop a sealed Ni-Cd battery which would remain maintenance-free over a period of three years. Attention is being given to a high power bipolar battery design in which there are no individual cell cases or cell interconnects.

On making things the best - Aeronautical uses of optimization /Wright Bros. lecture/

NASA Technical Reports Server (NTRS)

Ashley, H.

1981-01-01

The paper's purpose is to summarize and evaluate the results of an investigation into the degree to which formal optimization methods have contributed practically to the design and operation of atmospheric flight vehicles. The nature of this technology is reviewed and illustrated with simple structural examples. A series of published successful applications is described, from the fields of aerodynamics, structures, guidance and control, optimal trajectories and vehicle configuration optimization. The corresponding improvements over conventional analysis are assessed. Speculations are offered as to why these tools have made such little headway toward acceptance by designers. The growing need for their use in the future is explained; they hold out an unparalleled opportunity for improved efficiencies.

Looking and Learning: The Solomon R. Guggenheim Museum, Frank Lloyd Wright

ERIC Educational Resources Information Center

Vatsky, Sharon

2007-01-01

Frank Lloyd Wright was born and raised on the farmlands of Wisconsin. His mother had a vision that her son would become a great architect. Wright was raised with strong guiding principles, a love of nature, a belief in the unity of all things, and a respect for discipline and hard work. He created the philosophy of "organic architecture," which…

Theory of Near-Field Scanning with a Probe Array

DTIC Science & Technology

2014-01-01

AIR FORCE RESEARCH LABORATORY SENSORS DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7320 AIR FORCE MATERIEL COMMAND...AFRL/RYMH) Sensors Directorate, Air Force Research Laboratory Wright-Patterson Air Force Base, OH 45433-7320 Air Force Materiel Command, United...S) AND ADDRESS(ES) 10. SPONSORING/MONITORING AGENCY ACRONYM(S) Air Force Research Laboratory Sensors Directorate Wright-Patterson Air Force Base

Religious Literacy or Spiritual Awareness? Comparative Critique of Andrew Wright's and David Hay's Approaches to Spiritual Education

ERIC Educational Resources Information Center

Filipsone, Anta

2009-01-01

On the basis of a comparison of the educational approaches of Andrew Wright and David Hay this paper illustrates the persisting problem of dichotomising cognitive and trans-cognitive aspects of spiritual development and education. Even though both Wright and Hay speak of the same topic--spirituality and spiritual education--they define these terms…

X-1A in flight with flight data superimposed

NASA Image and Video Library

1953-12-12

This photo of the X-1A includes graphs of the flight data from Maj. Charles E. Yeager's Mach 2.44 flight on December 12, 1953. (This was only a few days short of the 50th anniversary of the Wright brothers' first powered flight.) After reaching Mach 2.44, then the highest speed ever reached by a piloted aircraft, the X-1A tumbled completely out of control. The motions were so violent that Yeager cracked the plastic canopy with his helmet. He finally recovered from a inverted spin and landed on Rogers Dry Lakebed. Among the data shown are Mach number and altitude (the two top graphs). The speed and altitude changes due to the tumble are visible as jagged lines. The third graph from the bottom shows the G-forces on the airplane. During the tumble, these twice reached 8 Gs or 8 times the normal pull of gravity at sea level. (At these G forces, a 200-pound human would, in effect, weigh 1,600 pounds if a scale were placed under him in the direction of the force vector.) Producing these graphs was a slow, difficult process. The raw data from on-board instrumentation recorded on oscillograph film. Human computers then reduced the data and recorded it on data sheets, correcting for such factors as temperature and instrument errors. They used adding machines or slide rules for their calculations, pocket calculators being 20 years in the future.

On the Transition and Migration of Flight Functions in the Airspace System

NASA Technical Reports Server (NTRS)

Morris, Allan Terry; Young, Steve D.

2012-01-01

Since 400 BC, when man first replicated flying behavior with kites, up until the turn of the 20th century, when the Wright brothers performed the first successful powered human flight, flight functions have become available to man via significant support from man-made structures and devices. Over the past 100 years or so, technology has enabled several flight functions to migrate to automation and/or decision support systems. This migration continues with the United States NextGen and Europe s Single European Sky (a.k.a. SESAR) initiatives. These overhauls of the airspace system will be accomplished by accommodating the functional capabilities, benefits, and limitations of technology and automation together with the unique and sometimes overlapping functional capabilities, benefits, and limitations of humans. This paper will discuss how a safe and effective migration of any flight function must consider several interrelated issues, including, for example, shared situation awareness, and automation addiction, or over-reliance on automation. A long-term philosophical perspective is presented that considers all of these issues by primarily asking the following questions: How does one find an acceptable level of risk tolerance when allocating functions to automation versus humans? How does one measure or predict with confidence what the risks will be? These two questions and others will be considered from the two most-discussed paradigms involving the use of increasingly complex systems in the future: humans as operators and humans as monitors.

X-24B with Test Pilot Michael V. Love

NASA Technical Reports Server (NTRS)

1973-01-01

This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting-body research vehicle at Edwards Air Force Base in 1973. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph--Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated that accurate unpowered reentry vehicle landings were operationally feasible. Top speed achieved by the X-24B was 1,164 mph and the highest altitude it reached was 74,130 feet. The vehicle is on display at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The pilot on the last powered flight of the X-24B was Bill Dana, who also flew the last X-15 flight about seven years earlier. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station. The X-24B is on public display at the Air Force Museum, Wright-Patterson AFB, Ohio.

X-24B with Test Pilot Lt. Col. Michael V. Love

NASA Technical Reports Server (NTRS)

1976-01-01

This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting body research vehicle at Edwards Air Force Base in 1976. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976 - less than a month after this photo was taken. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph--Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated that accurate unpowered reentry vehicle landings were operationally feasible. Top speed achieved by the X-24B was 1,164 mph and the highest altitude it reached was 74,130 feet. The vehicle is on display at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The pilot on the last powered flight of the X-24B was Bill Dana, who also flew the last X-15 flight about seven years earlier. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station. The X-24B is on public display at the Air Force Museum, Wright-Patterson AFB, Ohio.

Dr. Hugh L. Dryden - portrait

NASA Technical Reports Server (NTRS)

1959-01-01

Dr. Hugh Latimer Dryden, had many titles after his name in his lifetime. In 1949 he became the director of the National Advisory Committee for Aeronautics (NACA). Dr. Dryden received many accolades and awards both during his life and after his death, but the greatest and most appropriate honor came on March 26, 1976, when NASA renamed the NASA Flight Research Center as the NASA Hugh L. Dryden Flight Research Center. At the dedication ceremony NASA Administrator James C. Fletcher stated: 'in 1924, when the fastest racing planes did well to fly at 280 m.p.h., Dryden was already probing the transonic range of . . . flight. Later in the 1920s, he sought to develop methods of accurately measuring . . . turbulence in wind tunnels. In 1938 he was the first American to deliver the Wright Brothers lecture. His 'Turbulence and the Boundary Layer' became a classic summary on the subject. It is most fitting that this Flight Research Center, with its unique and highly specialized capability for solving aerospace problems, should memorialize the genius of Hugh Dryden.' Dr. Dryden was initially an aerodynamicist with the National Bureau of Standards. He did important early work in high-speed aerodynamics. In 1947 he became the director of aeronautical research for the NACA (a predecessor of the National Aeronautics and Space Administration). Two years later, he became NACA's director, a position he held until 1958 when he became deputy administrator of NASA.

Advanced Fluid System Simulation

DTIC Science & Technology

1980-04-01

8217R’D’ 4 3’" Air Force Systems Command ii Wright-Patterson Air Force Base , Ohio 45433 Cw80 8 19 030 NOTICE When Government drawings, specifications, or...Force Wright Aeronautical Lab~oratories rvds Wright-Patterson Air Force Base , Ohio 45433L 769 ____ 14 M NIT R-N AG NCY A n,.IicgOffice) 15. SECURITY...Approach ....... ........... 174 (3) Port Energy Method ....... ............. ... 176 5. HYTRAN PROGRAM IMPROVEMENTS ............ ......... .. 178 a

On an Extension of the Rasch Model to the Case of Polychotomously Scored Items.

ERIC Educational Resources Information Center

Vogt, Dorothee K.

The Rasch model for the probability of a person's response to an item is extended to the case where this response depends on a set of scoring or category weights, in addition to person and item parameters. The maximum likelihood approach introduced by Wright for the dichotomous case is applicable here also, and it is shown to yield a unique…

Fabrication of the V-22 composite AFT fuselage using automated fiber placement

NASA Technical Reports Server (NTRS)

Pinckney, Robert L.

1991-01-01

Boeing Helicopters and its subcontractors are working together under an Air Force Wright Research and Development Center (WRDC)-Manufacturing-Technology Large-Composite Primary Structure Fuselage program to develop and demonstrate new manufacturing techniques for producing composite fuselage skin and frame structures. Three sets of aft fuselage skins and frames have been fabricated and assembled, and substantial reductions in fabrication and assembly costs demonstrated.

A Digital Computer Approach to the Unsymmetric Rigid Body Problem.

DTIC Science & Technology

1982-03-01

FORCE SYSTEMS COMMAND WRIGHT-PATTERSON AIR FORCE BASE , OHIO 45433 A 82 04 19 027 NOTICE When Government drawings, specifications, or other data are...Laboratory (AFWAL/AAA) March 1982 Air Force Wright Aeronautical Laboratories (AFSC) 13. NUMBER OF PAGES Wright-Patterson Air Force Base , Ohio 45433 67 14...reverse aide it necessary and Identify by block number ) The use of a computer approximation technique based on trial functions is investigated for the

Evaluation of the United States Drug War Policy Abroad: A Case Study in Colombia

DTIC Science & Technology

2010-12-01

Case Study in Colombia By: Kevin T. Wright and Joseph S. Hamilton December 2010 Advisors: David R. Henderson, John Enns...States Drug War Policy Abroad: A Case Study in Colombia 6. AUTHOR(S) Kevin T. Wright, Joseph S. Hamilton 5. FUNDING NUMBERS 7. PERFORMING...public release; distribution is unlimited EVALUATION OF THE UNITED STATES DRUG WAR POLICY ABROAD: A CASE STUDY IN COLOMBIA Kevin T. Wright

An Information NEXUS: The NASA Global Hawk Link Module

NASA Technical Reports Server (NTRS)

Sullivan, D. V.

2012-01-01

The Link Module described in this paper was first developed for the NASA Global Hawk Pacific Mission (GloPAC), four flights of 30 hour duration, supporting the Aura Validation Experiment (AVE). Its second use was during the Genesis and Rapid Intensification Processes (GRIP) experiment, a NASA Earth Science field experiment to better understand how tropical storms form and develop into major hurricanes. In these missions, the Link module negotiated all communication over the high bandwidth Ku satellite link, archived al the science data from onboard experiments in a spatially enable database, routed command and control of the instruments from the Global Hawk Operations Center, and retransmitted select data sets directly to experimenters control and analysis systems. The availability of aggregated information from collections of sensors, and remote control capabilities, in real-time, is revolutionizing the way Airborne Science is being conducted. Also described is the next generation Link Module now being designed and tested to support the NASA Earth Venture missions, the Hurricane and Severe Storm Sentinel (HS3) mission, and Airborne Tropical Tropopause Experiment (ATTREX) mission. Advanced data fusion technologies being developed will further advance the Scientific productivity, flexibility and robustness of these systems. Historically, the Link module evolved from the instrument and communication interface controller used by NASA's Pathfinder and Pathfinder plus solar powered UAS's in the late 1990's. It later was expanded for use in the AIRDAS four channel scanner flown on the NASA Altus UAS, and then again to a module in the AMS twelve channel multispectral scanner flying on the NASA (Predator-b) Ikhana UAS. The current system is the next step in the evolution, a multi board system packaged in a Curtiss Wright MIL-spec, flight qualified enclosure.

ASCANS Class of 2013 Tour

NASA Image and Video Library

2014-03-03

CAPE CANAVERAL, Fla. -- In the Thermal Protection System Facility NASA's Kennedy Space Center in Florida, agency astronaut candidates are briefed on tiles being manufactured for the agency's Orion spacecraft by Tim Wright of Jacobs Technology. Plans call for the Lockheed Martin-built Orion to launch atop a United Launch Alliance Delta IV Heavy rocket from Cape Canaveral Air Force Station on Exploration Flight Test EFT-1 later this year. The astronaut class of 2013 was selected by NASA after an extensive year-and-a-half search. The new group will help the agency push the boundaries of exploration and travel to new destinations in the solar system. To learn more about the astronaut class of 2013, visit: http://www.nasa.gov/astronauts/2013astroclass.html Photo credit: NASA/Kim Shiflett

X-15 ship #1 on lakebed

NASA Technical Reports Server (NTRS)

1960-01-01

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

America’s Black Air Pioneers, 1900-1939

DTIC Science & Technology

1988-04-01

28 October 1911, p. 11. 22Barbour, "Early Black Flyers," 98; Elizabeth Ross Haynes, The Black Boy of Atlanta[: A Bioqraphy of Richard Robert Wright...event in 1911 (see above). By the late 1930s Wright had moved to Philadelphia and was a successful banker; see Haynes, Black Boy of Atlanta, pp. 157-58...Haynes, Elizabeth Ross. The Black Boy of Atlanta[: A Biography of Richard Robert Wright, Sr.]. Boston: House of Edinboro, 1952. Hopkins, George E

The Impact of Goal Setting and Empowerment on Governmental Matrix Organizations

DTIC Science & Technology

1993-09-01

shared. In a study of matrix management, Eduardo Vasconcellos further describes various matrix structures in the Galbraith model. In a functional...Technology/LAR, Wright-Patterson AFB OH, 1992. Vasconcellos , Eduardo . "A Model For a Better Understanding of the Matrix Structure," IEEE Transactions on...project matrix, the project manager maintains more influence and the structure lies to the right-of center ( Vasconcellos , 1979:58). Different Types of

Orbit Determination Using Vinti’s Solution

DTIC Science & Technology

2016-09-15

Surveillance Network STK Systems Tool Kit TBP Two Body Problem TLE Two-line Element Set xv Acronym Definition UKF Unscented Kalman Filter WPAFB Wright...simplicity, stability, and speed. On the other hand, Kalman filters would be best suited for sequential estimation of stochastic or random components of a...be likened to how an Unscented Kalman Filter samples a system’s nonlinearities directly, avoiding linearizing the dynamics in the partials matrices

Composite Failure Analysis Handbook. Volume 2. Technical Handbook/ Part 2. Atlas of Fractographs

DTIC Science & Technology

1992-02-01

ADDRESS( ES ) 8. PERFORMING ORGANIZATION Northrop Corporation REPORT NUMBER Aircraft Division One Northrop Avenue Hawthorne, California 90250-3277 9...SPONSORING / MONITORING AGENCY NAME(S) AND ADDRESS( ES ) 10. SPONSORING/ MONITORING Wright Laboratory (WL/MLSA) AGENCY REPORT NUMBER Materials Directorate...specimens of 0/90 laminates were tested in a Satec 25,000-lb capacity Universal test machine with the crosshead speed set at .001 in/min. Deflection

Routing UAVs to Co-Optimize Mission Effectiveness and Network Performance with Dynamic Programming

DTIC Science & Technology

2011-03-01

Heuristics on Hexagonal Connected Dominating Sets to Model Routing Dissemination," in Communication Theory, Reliability, and Quality of Service (CTRQ...24] Matthew Capt. USAF Compton, Improving the Quality of Service and Security of Military Networks with a Network Tasking Order Process, 2010. [25...Wesley, 2006. [32] James Haught, "Adaptive Quality of Service Engine with Dynamic Queue Control," Air Force Institute of Technology, Wright

Dr Louis T. Wright and the NAACP: pioneers in hospital racial integration.

PubMed Central

Reynolds, P P

2000-01-01

Louis Tompkins Wright, the son of a man born into slavery, was an outstanding African American surgeon who devoted his life to the racial integration of health care in the United States. Despite the fact that both his father and stepfather were physicians, despite his innate intellectual gifts and disciplined character, Wright experienced discrimination throughout his life and career. This experience led him to fight for the rights of African Americans, both health care professionals and patients. In addition to making numerous contributions in the fields of surgery and infectious disease, Wright held leadership positions in the National Association for the Advancement of Colored People for more than 20 years, leaving a legacy of equity for African Americans in medical education and in health care. PMID:10846505

Exploitation of Unintentional Ethernet Cable Emissions Using Constellation Based-Distinct Native Attribute (CB-DNA) Fingerprints to Enhance Network Security

DTIC Science & Technology

2015-09-17

Exploitation of Unintentional Information Leakage from Inte- grated Circuits”. Ph.D. dissertation, ECE, AFIT, Wright- Patt AFB, OH, 2011. 16. Cobb, W. E...Ph.D. dissertation, ECE, AFIT, Wright- Patt AFB, OH, 2014. 48. Ramsey, B. W., Temple, M. A., and Mullins, B. E. PHY Foundation for Multi-Factor...dissertation, ECE, AFIT, Wright- Patt AFB, OH, 2012. 132 51. Reising, D. R., Temple, M. A., and Oxley, M. E. Gabor-Based RF-DNA Fingerprinting for

The Average Network Flow Problem: Shortest Path and Minimum Cost Flow Formulations, Algorithms, Heuristics, and Complexity

DTIC Science & Technology

2012-09-13

Jordan, Captain, USAF AFIT/DS/ENS/12-09 DEPARTMENT OF THE AIR FORCE AIR UNIVERSITY AIR FORCE INSTITUTE OF TECHNOLOGY Wright- Patterson Air Force Base...Way, Wright- Patterson AFB, Ohio, 45433, USA, +1 937-255-3636, jeremy.jordan@afit.edu jeffery.weir@afit.edu doral.sandlin@afit.edu 1.1 Abstract United...Technology 2950 Hobson Way, Wright- Patterson AFB, Ohio, 45433, USA, +1 937-255-3636, jeremy.jordan@afit.edu jeffery.weir@afit.edu doral.sandlin@afit.edu

Morphology of Design of Aerospace Systems with Inclusion of Human Factors

DTIC Science & Technology

1977-08-01

Alternatives," AFHRL-TR-71-52, AD-741 766. Wright- Patterson AFB, OH: Advanced Systems Division, Air Force Human Resources Iaboratory; December 1971. 3...Askren, W.B., "Human Resources and Personnel Cost Deta in System Design Tradeoffs," AFHRL-TR-73-46, AD-770 737, Wright- Patterson AFB, OH: Advanced...Studies," Human Factors, February 1975, 17(0), pp. 4-12. 5 Askren, W.B., "Human Resources as Engineering Design Criteria," AFHRL-TR-76-1, Wright- Patterson

James Homer Wright: a biography of the enigmatic creator of the Wright stain on the occasion of its centennial.

PubMed

Lee, Robert E; Young, Robert H; Castleman, Benjamin

2002-01-01

James Homer Wright (1869-1928), the eldest son of a Pittsburgh glass merchant, was educated in Baltimore and practiced pathology in Boston from 1893 until his death in 1928. In 1896, when not quite 27 years old, he assumed directorship of the newly founded Pathology Laboratory at the Massachusetts General Hospital, a post he held for the next 30 years. He is remembered eponymously by the blood cell stain that bears his name and the Homer Wright pseudorosettes of neuroblastoma, but he made many additional contributions to pathology. These include the following: determination of the cellular lineage of multiple myeloma, identification of the megakaryocyte as the cell of origin of blood platelets, recognition of the cell of origin of the neuroblastoma, demonstration of spirochetes in syphilitic aneurysms of the aorta, and clarification of misconceptions about actinomycosis. Additionally, Wright coauthored, with Dr. Frank B. Mallory, the book Pathological Technique, which was a staple of laboratories for >40 years and exemplifies Wright's wide-ranging interests in, and contributions to, practical aspects of pathology including staining, culture and frozen section techniques, photography, and development of the rotary microtome. He received Honorary Doctor of Science Degrees from Harvard University, the University of Maryland (his alma mater), and the University of Missouri. He was the recipient of the Gross prize in 1905 for his publication on actinomycosis and the Boylston Medical Prize in 1908 for his discovery of the origin of platelets, and he was inducted into the American Academy of Arts and Sciences in 1915. Although shy and somewhat austere in the workplace, a different side was shown by his anonymously sending flowers to a young Norwegian opera singer whom he subsequently married. The pathology laboratories of the Massachusetts General Hospital were named the "James Homer Wright Pathology Laboratories" in 1956. Today James Homer Wright is remembered and honored 100 years after his description of the stain that, along with the pseudorosettes of neuroblastoma, carry his name into eternity and ensure his great contributions will never be forgotten.

7. INTERIOR VIEW, SHOWING LASER LABORATORY. WrightPatterson Air Force ...

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

7. INTERIOR VIEW, SHOWING LASER LABORATORY. - Wright-Patterson Air Force Base, Area B, Building 71A, Propulsion Research Laboratory, Seventh Street between D & G Streets, Dayton, Montgomery County, OH

X-15 ship #3 on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

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

Martin B–26 Marauder at the Aircraft Engine Research Laboratory

NASA Image and Video Library

1943-09-21

The Aircraft Engine Research Laboratory’s first aircraft, a Martin B–26B Marauder, parked in front of the Flight Research Building in September 1943. The military loaned the B–26B to the National Advisory Committee for Aeronautics (NACA) to augment the lab’s studies of the Wright Aeronautical R–2800 engines. The military wanted to improve the engine cooling in order to increase the bomber’s performance. On March 17, 1943, the B–26B performed the very first research flight at the NACA’s new engine laboratory. The B–26B received its “Widowmaker” nickname during the rushed effort to transition the new aircraft from design to production and into the sky. During World War II, however, the B–26B proved itself to be a capable war machine. The U.S. lost fewer Marauders than any other type of bomber employed in the war. The B–26B was originally utilized at low altitudes in the Pacific but had its most success at high altitudes over Europe. The B–26B’s flight tests in Cleveland during 1943 mapped the R-2800 engine’s behavior at different altitudes and speeds. The researchers were then able to correlate engine performance in ground facilities to expected performance at different altitudes. They found that air speed, cowl flap position, angle of attack, propeller thrust, and propeller speed influenced inlet pressure recovery and exhaust distribution. The flight testing proceeded quickly, and the B–26B was transferred elsewhere in October 1943.

10. INTERIOR VIEW OF BALCONY FROM MEZZANINE LEVEL. WrightPatterson ...

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

10. INTERIOR VIEW OF BALCONY FROM MEZZANINE LEVEL. - Wright-Patterson Air Force Base, Area B, Building No. 12, Technical Data Building, Third Street, between B & D Streets, Dayton, Montgomery County, OH

3. INTERIOR VIEW, SHOWING JET ENGINE TEST STAND. WrightPatterson ...

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

3. INTERIOR VIEW, SHOWING JET ENGINE TEST STAND. - Wright-Patterson Air Force Base, Area B, Building 71A, Propulsion Research Laboratory, Seventh Street between D & G Streets, Dayton, Montgomery County, OH

Richard Wright: His Life and Writings

ERIC Educational Resources Information Center

King, James R.

1977-01-01

Wright's experiences as a Southern black are reflected in his family life, his religion, his formal education, his jobs, his choice of heroes, his relationship with the Communist Party and his work. (Author/AM)

United States Air Force Summer Research Program -- 1991. High School Apprenticeship Program (HSAP) Reports, Volume 13: Wright Laboratory

DTIC Science & Technology

1991-12-01

ei a. "h:2 ;.::,e :v a :ei.w co±’eague. CAct. Alien Andrews. SAF. who s*_ese_ . zne tere in mod i: at:ons ch he m i emen tec tha nabed "he :CT -L work...program by entering: SET COMMAND SYS $SYSTEM:SAVE85 i0. Load the LOAD85 program by entering: SET COMMAND SYS $SYSTEM:LOAD85 11. Connect the VT340 with the...SYSINT CUROFF 4. Load the LOAD85 program by entering: SET COMMAND SYS $SYSTEM:LOAD85 5. Display the image to be printed on the screen by entering: LOAD85

International Conference on Case Histories in Geotechnical Engineering (2nd) Held in Rolla, Missouri on 1-5 June 1988. Volume 2

DTIC Science & Technology

1989-06-30

Wright (USA) AAV. Shroff Epoxy Resin (rout System for Solutions to Traditional D.P. Am in (;eotechnical Problems. 5.66...echate Containment System -(eotechnical (U SA ) Considerations . .......................................................... 1577 W D .I. Finn Case...girders were set in place in the formed under co er of tne above ra iling system . clayey overburden by low-frequency vibro-driving methoo, then

Real Time Fault Detection and Diagnostics Using FPGA-Based Architectures

DTIC Science & Technology

2010-03-01

vector sets sent to the DUT. The testing platform combines a myriad of testing and measuring equipment and work hours onto one small reprogrammable ...recently few reprogrammable devices have been used on spacecraft due to their sensitivity to involuntary reconfiguration due to Single Event Upsets...Determination of Nuclear Yield from Thermal Degradation of Automobile Paint MS Thesis. AFIT/GWM/ENP/10-M10. Wright-Patterson AFB OH: Graduate School of

Ada Programming Support Environment (APSE) Evaluation and Validation (E&V) Team

DTIC Science & Technology

1991-12-31

standards. The purpose of the team was to assist the project in several ways. Raymond Szymanski of Wright Research Iand Development Center (WRDC, now...debuggers, program library systems, and compiler diagnostics. The test suite does not include explicit tests for the existence of language features . The...support software is a set of tools and procedures which assist in preparing and executing the test suite, in extracting data from the results of

5. GUN MOUNT ON TERRACE, EAST VIEW (1992). WrightPatterson ...

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

5. GUN MOUNT ON TERRACE, EAST VIEW (1992). - Wright-Patterson Air Force Base, Area B, Building 71, Power Plant Engine Test Torque Stands, Seventh Street between D & G Streets, Dayton, Montgomery County, OH

14. INTERIOR VIEW OF PROPELLER STAND CONTROL ROOM. WrightPatterson ...

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

14. INTERIOR VIEW OF PROPELLER STAND CONTROL ROOM. - Wright-Patterson Air Force Base, Area B, Building No. 20A, Propeller Test Complex, Seventh Street, from E to G Streets, Dayton, Montgomery County, OH

6. INTERIOR VIEW, DETAIL OF PROPELLER TEST STAND. WrightPatterson ...

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

6. INTERIOR VIEW, DETAIL OF PROPELLER TEST STAND. - Wright-Patterson Air Force Base, Area B, Building No. 20A, Propeller Test Complex, Seventh Street, from E to G Streets, Dayton, Montgomery County, OH

X-15 #3 pedestal-mounted full-scale replica covered in snow

NASA Technical Reports Server (NTRS)

1997-01-01

The full scale mock-up of X-15 #3 was installed September 1995 at the NASA Dryden Flight Research Center, Edwards, California. The original X-15 #3, serial number 56-6672, was destroyed on 15 November 1967, in a crash that also fatally injured pilot Maj. Michael J. Adams. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, recovered in 1992 by Peter Merlin and Tony Moore (The X-Hunters) are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from the X-15-3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

X-15 landing on lakebed

NASA Technical Reports Server (NTRS)

1961-01-01

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

Adaptability in Coalition Teamwork: Leader and Team Adaptability in Multi-National Coalitions (LTAMC) (Adaptabilite dans le travail d’equipe en Coalition: Adaptabilite des chefs et des equipes dans les coalitions multinationales)

DTIC Science & Technology

2012-11-01

Bldg. 33 Wright- Patterson AFB, OH 45433 Email: janet.sutton@wpafb.af.mil xviii RTO-TR-HFM-138 RTO-TR-HFM-138 ES - 1 Adaptability in...711 Human Performance Wing/Human Effectiveness, Cognitive Systems Branch Wright- Patterson AFB, OH 45433 USA Tel: 1+ 937.656.4316 Fax: 1...AFRL) 711 Human Performance Wing/Human Effectiveness, Cognitive Systems Branch Wright- Patterson AFB, OH 45433 USA Tel: 1+ 937.785.3165 Fax: 1

Acquisition Research Topics Catalog.

DTIC Science & Technology

1981-01-01

AD-AG98 929 AIR FORCE BUSINESS RESEARCH MANAGEMENT CENTER WRIGHT--ETC F/S 5/1 1981ACQUISITION RESEARCH TOPICS CATALOG.(U) I UNCLASSIFIED NL I EEL...kELECTE MAY 14 1981 uoAIR FORCE BUSINESS RESEARCH MANAGEMENT CENTERI Wright-Patterson Air Force Base, Ohio 45433- ’ ’jCH MA G’ A rs l "-DIT.’u7 I ST AMEN’T...A /, App --vA fc, piibli release; I. . . ’li iLl :i ’.n: ix~lited *1,.: THE AIR FORCE BUSINESS RESEARCH MANAGEMENT CENTER WRIGHT-PATTERSON AIR FORCE

Performance of red-green color deficient subjects on the Holmes-Wright lantern (Type A) in photopic viewing.

PubMed

Birch, J

1999-09-01

The Holmes-Wright lantern (Type A) is an approved occupational color vision test for airline pilots in the European Economic Community and for specific occupations in the British Armed Forces. The colors shown are red, green and white signal lights. The Holmes-Wright lantern is a sensitive screening test for red-green color deficiency in photopic viewing and the pass/fail level is similar to that of the Farnsworth Lantern (Falant) if the same scoring method is applied. There were 138 color deficient subjects identified with the Ishihara plates and diagnosed with the Nagel anomaloscope, completed a color vision test battery which included three runs of the nine color pairs of the Holmes-Wright lantern at high brightness in normal room illumination. Screening sensitivity on a single error was found to be 97% compared with the Ishihara plates. Using the Falant scoring method, 20 subjects passed. These were 1 deuteranope, 2 protanomalous trichromats and 17 deuteranomalous trichromats (22% of 88 anomalous trichromats). The mean error score was greater for protans than for deutans but the mean number of qualitative error categories was smaller. Green/white confusions were the most frequent errors. It was not possible to predict who would pass the lantern test from other test results but all subjects with a Nagel anomaloscope matching range > 15 scale units who failed the Farnsworth D15 test or were grading as moderate/severe with the American Optical Company (Hardy, Rand and Rittler) plates failed. The Holmes-Wright lantern is a sensitive screening test for red-green color deficiency. Although a similar percentage of anomalous trichromats fail the Holmes-Wright lantern as fail the Falant, if the same scoring method is used, the superior correlation between the Holmes-Wright result and other color vision tests designed to grade the severity of color deficiency suggests that the two lantern results are not equivalent.

Wright Brothers National Memorial : acoustical monitoring 2011

DOT National Transportation Integrated Search

2014-11-01

During the winter of 2011(September - November) baseline acoustical data were collected at Wright Brothers National Memorial (WRBR) at two sites deployed for approximately 30 days each. The baseline data collected during these periods will help park ...

Modeling and control of active twist aircraft

NASA Astrophysics Data System (ADS)

Cramer, Nicholas Bryan

The Wright Brothers marked the beginning of powered flight in 1903 using an active twist mechanism as their means of controlling roll. As time passed due to advances in other technologies that transformed aviation the active twist mechanism was no longer used. With the recent advances in material science and manufacturability, the possibility of the practical use of active twist technologies has emerged. In this dissertation, the advantages and disadvantages of active twist techniques are investigated through the development of an aeroelastic modeling method intended for informing the designs of such technologies and wind tunnel testing to confirm the capabilities of the active twist technologies and validate the model. Control principles for the enabling structural technologies are also proposed while the potential gains of dynamic, active twist are analyzed.

Method to produce American Thoracic Society flow-time waveforms using a mechanical pump.

PubMed

Hankinson, J L; Reynolds, J S; Das, M K; Viola, J O

1997-03-01

The American Thoracic Society (ATS) recently adopted a new set of 26 standard flow-time waveforms for use in testing both diagnostic and monitoring devices. Some of these waveforms have a higher frequency content than present in the ATS-24 standard volume-time waveforms, which, when produced by a mechanical pump, may result in a pump flow output that is less than the desired flow due to gas compression losses within the pump. To investigate the effects of gas compression, a mechanical pump was used to generate the necessary flows to test mini-Wright and Assess peak expiratory flow (PEF) meters. Flow output from the pump was measured by two different independent methods, a pneumotachometer and a method based on piston displacement and pressure measured within the pump. Measuring output flow based on piston displacement and pressure has been validated using a pneumotachometer and mini-Wright PEF meter, and found to accurately measure pump output. This method introduces less resistance (lower back-pressure) and dead space volume than using a pneumotachometer in series with the meter under test. Pump output flow was found to be lower than the desired flow both with the mini-Wright and Assess meters (for waveform No. 26, PEFs 7.1 and 10.9% lower, respectively). To compensate for losses due to gas compression, we have developed a method of deriving new input waveforms, which, when used to drive a commercially available mechanical pump, accurately and reliably produces the 26 ATS flow-time waveforms, even those with the fastest rise-times.

X-15 launch from B-52 mothership

NASA Technical Reports Server (NTRS)

1959-01-01

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

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

NASA Technical Reports Server (NTRS)

1966-01-01

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

Analytical modeling and experimental evaluation of a passively morphing ornithopter wing

NASA Astrophysics Data System (ADS)

Wissa, Aimy A.

Ornithopters or flapping wing Unmanned Aerial Vehicles (UAVs) have potential applications in both civil and military sectors. Amongst all categories of UAVs, ornithopters have a unique ability to fly in low Reynolds number flight regimes and have the agility and maneuverability of rotary wing aircraft. In nature, birds achieve such performance by exploiting various wing kinematics known as gaits. The objective of this work was to improve the steady level flight wing performance of an ornithopter by implementing the Continuous Vortex Gait (CVG) using a novel passive compliant spine. The CVG is a set of bio-inspired kinematics that natural flyers use to produce lift and thrust during steady level flight. A significant contribution of this work was the recognition that the CVG is an avian gait that could be achieved using a passive morphing mechanism. In contrast to rigid-link mechanisms and active approaches, reported by other researchers in the open literature, passive morphing mechanisms require no additional energy expenditure, while introducing minimal weight addition and complexity. During the execution of the CVG, the avian wing wrist is the primary joint responsible for the wing shape changes. Thus a compliant mechanism, called a compliant spine, was fabricated, and integrated in the ornithopter's wing leading edge spar where an avian wrist would normally exist, namely at 37% of the wing half span. Each compliant spine was designed to be flexible in bending during the wing upstroke and stiff in bending during the wing downstroke. Inserting a variable stiffness compliant mechanism in the leading edge (LE) spar of the ornithopter could affect its structural stability. An analytical model was developed to determine the structural stability of the ornithopter LE spar. The model was validated using experimental measurements. The LE spar equations of motion were then reformulated into Mathieu's equation and the LE spar was proven to be structurally stable with a compliant spine design insert. A research ornithopter platform was tested in air and in vacuum as well as in free and constrained flight with various compliant spine designs inserted in its wings. Results from the constrained flight tests indicated that the ornithopter with a compliant spine inserted in its wings consumed 45% less electrical power and produced 16% of its weight in additional lift, without incurring any thrust penalties. Results from, the vacuum constrained tests attributed these benefits to aerodynamic effects rather than inertial effects. Free flight tests were performed at Wright Patterson Air Force Base, which houses the largest indoor flight laboratory in the country. The wing kinematics along with the vehicle dynamics were captured during this testing using ViconRTM motion tracking cameras. These flight tests proved to be successful in producing consistent and repeatable flight data over more than eight free flight flapping cycles of free flight and validated a new and novel testing technique. The ornithopter body dynamics were shown to be significant, i.e. +/-4gs. Inserting the compliant spine into the leading edge spar of the ornithopter during free flight reduced the baseline configuration body vertical center of mass positive acceleration by 69%, which translates into overall lift gains. It also increased the horizontal propulsive force by 300%, which translates into thrust gains.

10. INTERIOR VIEW OF WIND TUNNEL (1991). WrightPatterson Air ...

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

10. INTERIOR VIEW OF WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

9. INTERIOR VIEW OF WIND TUNNEL (1991). WrightPatterson Air ...

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

9. INTERIOR VIEW OF WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

11. INTERIOR VIEW OF WIND TUNNEL (1991). WrightPatterson Air ...

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

11. INTERIOR VIEW OF WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

Ethnic Autobiography: A Comparative Approach.

ERIC Educational Resources Information Center

Rubin, Steven J.

1981-01-01

In recreating the social and personal truths of their lives, Meyer Levin and Richard Wright recreate the collective truths of their people. Levin follows a journey from alienation to social acceptance, while Wright's experiences move him into further isolation and rebellion. (Author/GC)

3 CFR 8466 - Proclamation 8466 of December 16, 2009. Wright Brothers Day, 2009

Code of Federal Regulations, 2010 CFR

2010-01-01

.... In these challenging times, the story of Orville and Wilbur Wright reminds us of what can be... future powered by cutting-edge ideas and new technologies, we celebrate this day by looking back to the...

Introducing Darwinism to Toronto's post-1887 reconstituted medical school.

PubMed

Court, John P M

2011-01-01

Charles Darwin's scientific paradigm was largely welcomed in Canadian academic biology and medicine, while reaction among other faculty and laypeople ranged from interest to outrage. In 1874, Ramsay Wright, a Darwinian-era biologist from Edinburgh, was appointed to the University of Toronto's Chair of Natural History. Over his 38-year career Wright integrated the evolutionary perspective into medical and biology teaching without accentuating its controversial source. He also applied the emerging German experimental research model and laboratory technology. This study identifies five categories of scientific and personal influences upon Wright through archival research on biographical sources and his writings.

Dollar Summary of Prime Contract Awards by Contractor, State or Country, and Place, FY83, Part 2 (Gillespie Delorenzo Asla & Assocs-Planning Analysis Corp).

DTIC Science & Technology

1983-01-01

BUILDERS INC WRIGHT PATTERSON AFS OHIO 202 202 263 202 a LOCKHART WILLIAM M CORP SAN DIEGO CALIFORNIA 125 125 125 125 LOCKHEED AIRCRAFT SERVICE CO ONTARIO...THOUSANDS) CONTRACTOR CITY STATE AGGREGATE ARMY NAVY AIR FORCE DLA OCE LORENZ a WILLIAMS INC WRIGHT PATTERSON AFB OHIO 021 821 821 821 LORENZ BEN ASSOCIATES...MONMOUTH NEW JERSEY 32 32 GIULIANI CONTRACTING CO MCGUIRE AFB NEW JERSEY 158 158 258 100 158 GIVENS ULTIMATE SERVICES INC WRIGHT PATTERSON AFB OHIO 194 194

Sir Almroth Wright: pioneer immunologist.

PubMed

Ellis, Harold

2011-03-01

This year marks the 150th anniversary of the birth of Almroth Edward Wright, whose pioneer work in immunology saved countless lives, especially in the First World War, but whose name and work are all but forgotten today. Wright was born in 1861 in Middleton Tyas, Yorkshire, where his father, an Irish protestant and considerable Hebrew scholar, was the minister. Almroth's Swedish mother, the daughter of NW Almroth, governor of the mint in Stockholm, was responsible for his unusual first name. She had the rare distinction of having served as a nurse with Florence Nightingale in the hospital at Scutari in the Crimean War.

Multisensory cueing for enhancing orientation information during flight.

PubMed

Albery, William B

2007-05-01

The U.S. Air Force still regards spatial disorientation (SD) and loss of situational awareness (SA) as major contributing factors in operational Class A aircraft mishaps ($1M in aircraft loss and/or pilot fatality). Air Force Safety Agency data show 71 Class A SD mishaps from 1991-2004 in both fixed and rotary-wing aircraft. These mishaps resulted in 62 fatalities and an aircraft cost of over $2.OB. These losses account for 21 % of the USAF's Class A mishaps during that 14-yr period. Even non-mishap SD events negatively impact aircrew performance and reduce mission effectiveness. A multisensory system has been developed called the Spatial Orientation Retention Device (SORD) to enhance the aircraft attitude information to the pilot. SORD incorporates multisensory aids including helmet mounted symbology and tactile and audio cues. SORD has been prototyped and demonstrated in the Air Force Research Laboratory at Wright-Patterson AFB, OH. The technology has now been transitioned to a Rotary Wing Brownout program. This paper discusses the development of SORD and a potential application, including an augmented cognition application. Unlike automatic ground collision avoidance systems, SORD does not take over the aircraft if a pre-set altitude is broached by the pilot; rather, SORD provides complementary attitude cues to the pilot via the tactile, audio, and visual systems that allow the pilot to continue flying through disorienting conditions.

NASA Google+ Hangout: 'Earthrise' A New Visualization - 45th Anniversary of Apollo 8 Viewing Earth from Space

NASA Image and Video Library

2013-12-19

Join NASA's Google+ Hangout on Friday, December 20th 2:00 - 3:00 PM (EST) at go.nasa.gov/18S2TbC It was 45 years ago, on December 24, 1968 when Apollo 8 astronauts captured 'Earthrise' – the first color photograph of Earth taken by a person in lunar orbit. NASA announces a new simulation of the events leading to the creation of 'Earthrise,' one of the iconic photographs of the 20th Century – Earth seen from the moon captured by the crew of Apollo 8. This new simulation allows anyone to virtually ride with the astronauts and experience the awe they felt at the vista in front of them. Apollo 8 Commander Frank Borman and crew members William A. Anders and James A. Lovell photographed the stunning scene as their spacecraft orbited the moon on December 24, 1968. The new computer simulation was created using data from NASA's Lunar Reconnaissance Orbiter, or LRO, spacecraft and includes details not seen in the previous visualization released last year. Participants in this Hangout include: * John Keller, project scientist for the Lunar Reconnaissance Orbiter project * Ernie Wright, project lead with the Scientific Visualization Studio at NASA Goddard Space Flight Center * Andrew Chaikin, space historian, author of the book A Man on the Moon "This will also be the first time we've released a video that's synchronized with the onboard audio recording of the astronauts,", says Ernie Wright. "The new visualization tells us not only what time the photos were taken, but also exactly which way the spacecraft was pointing and therefore which window each photo was taken from." Earthrise is the cover photo of TIME's Great Images of the 20th Century and is among photos on the cover of LIFE's 100 Photographs That Changed the World. NASA image use policy. NASA Goddard Space Flight Center enables NASA’s mission through four scientific endeavors: Earth Science, Heliophysics, Solar System Exploration, and Astrophysics. Goddard plays a leading role in NASA’s accomplishments by contributing compelling scientific knowledge to advance the Agency’s mission. Follow us on Twitter Like us on Facebook Find us on Instagram

Treatment Plan Adherence for Your Child With JA

MedlinePlus

... afternoon. “I tell them every time there’s a commercial, the TV goes mute,” says Wright. “Do 10 ... afternoon. “I tell them every time there’s a commercial, the TV goes mute,” says Wright. “Do 10 ...

3. VIEW OF WIND TUNNEL, LOOKING NORTHWEST (1991). WrightPatterson ...

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

3. VIEW OF WIND TUNNEL, LOOKING NORTHWEST (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

75 FR 55527 - Proposed Flood Elevation Determinations

Federal Register 2010, 2011, 2012, 2013, 2014

2010-09-13

..., identified by Docket No. FEMA-B-1136, to Roy E. Wright, Deputy Director, Risk Analysis Division, Federal.... Wright, Deputy Director, Risk Analysis Division, Federal Insurance and Mitigation Administration, Federal....S.C. 601- 612, a regulatory flexibility analysis is not required. Executive Order 12866, Regulatory...

Diagram of a Hydrogen Fuel System on NACA’s Martin B-57B Canberra

NASA Image and Video Library

1957-02-21

This diagram shows a hydrogen fuel system designed by researchers at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory and installed on a Martin B-57B Canberra aircraft. Lewis researchers accelerated their studies of high energy propellants in the early 1950s. In late 1954, Lewis researchers studied the combustion characteristics of gaseous hydrogen in a turbojet combustor. It was found that the hydrogen provided a very high efficiency. Almost immediately thereafter, Associate Director Abe Silverstein became focused on the possibilities of hydrogen for aircraft propulsion. That fall, Silverstein secured a contract to work with the air force to examine the practicality of liquid hydrogen aircraft. A B-57B Canberra was obtained by the air force especially for this project, referred to as Project Bee. The aircraft was powered by two Wright J65 engines, one of which was modified so that it could be operated using either traditional or liquid hydrogen propellants. The engine and its liquid hydrogen fuel system were tested extensively in the Altitude Wind Tunnel and the Four Burner Area test cells in 1955 and 1956. A B-57B flight program was planned to test the system on an actual aircraft. The aircraft would take off using jet fuel, switch to liquid hydrogen while over Lake Erie, then after burning the hydrogen supply switch back to jet fuel for the landing. The third test flight, in February 1957, was a success, and the ensuing B-57B flights remain the only demonstration of hydrogen-powered aircraft.

X-15 #3 in flight (USAF Photo)

NASA Technical Reports Server (NTRS)

1960-01-01

This U.S. Air Force photo shows the X-15 ship #3 (56-6672) in flight over the desert in the 1960s. Ship #3 made 65 flights during the program, attaining a top speed of Mach 5.65 and a maximum altitude of 354,200 feet. Only 10 of the 12 X-15 pilots flew Ship #3, and only eight of them earned their astronaut wings during the program. Robert White, Joseph Walker, Robert Rushworth, John 'Jack' McKay, Joseph Engle, William 'Pete' Knight, William Dana, and Michael Adams all earned their astronaut wings in Ship #3. Neil Armstrong and Milton Thompson also flew Ship #3. In fact, Armstrong piloted Ship #3 on its first flight, on 20 December 1961. On 15 November 1967, Ship #3 was launched over Delamar Lake, Nevada with Maj. Michael J. Adams at the controls. The vehicle soon reached a speed of Mach 5.2, and a peak altitude of 266,000 feet. During the climb, an electrical disturbance degraded the aircraft's controllability. Ship #3 began a slow drift in heading, which soon became a spin. Adams radioed that the X-15 'seems squirrelly' and then said 'I'm in a spin.' Through some combination of pilot technique and basic aerodynamic stability, Adams recovered from the spin and entered an inverted Mach 4.7 dive. As the X-15 plummeted into the increasingly thicker atmosphere, the Honeywell adaptive flight control system caused the vehicle to begin oscillating. As the pitching motion increased, aerodynamic forces finally broke the aircraft into several major pieces. Adams was killed when the forward fuselage impacted the desert. This was the only fatal accident during the entire X-15 program. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph or Mach 6.7 (set by Ship #2) and 354,200 ft (set by Ship #3) in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, serial number 56-6672, recovered in 1992 by Peter Merlin and Tony Moore (The X-Hunters) are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from Ship #3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

Constrained simultaneous multi-state reconfigurable wing structure configuration optimization

NASA Astrophysics Data System (ADS)

Snyder, Matthew

A reconfigurable aircraft is capable of in-flight shape change to increase mission performance or provide multi-mission capability. Reconfigurability has always been a consideration in aircraft design, from the Wright Flyer, to the F-14, and most recently the Lockheed-Martin folding wing concept. The Wright Flyer used wing-warping for roll control, the F-14 had a variable-sweep wing to improve supersonic flight capabilities, and the Lockheed-Martin folding wing demonstrated radical in-flight shape change. This dissertation will examine two questions that aircraft reconfigurability raises, especially as reconfiguration increases in complexity. First, is there an efficient method to develop a light weight structure which supports all the loads generated by each configuration? Second, can this method include the capability to propose a sub-structure topology that weighs less than other considered designs? The first question requires a method that will design and optimize multiple configurations of a reconfigurable aerostructure. Three options exist, this dissertation will show one is better than the others. Simultaneous optimization considers all configurations and their respective load cases and constraints at the same time. Another method is sequential optimization which considers each configuration of the vehicle one after the other - with the optimum design variable values from the first configuration becoming the lower bounds for subsequent configurations. This process repeats for each considered configuration and the lower bounds update as necessary. The third approach is aggregate combination — this method keeps the thickness or area of each member for the most critical configuration, the configuration that requires the largest cross-section. This research will show that simultaneous optimization produces a lower weight and different topology for the considered structures when compared to the sequential and aggregate techniques. To answer the second question, the developed optimization algorithm combines simultaneous optimization with a new method for determining the optimum location of the structural members of the sub-structure. The method proposed here considers an over-populated structural model, one in which there are initially more members than necessary. Using a unique iterative process, the optimization algorithm removes members from the design if they do not carry enough load to justify their presence. The initial set of members includes ribs, spars and a series of cross-members that diagonally connect the ribs and spars. The final result is a different structure, which is lower weight than one developed from sequential optimization or aggregate combination, and suggests the primary load paths. Chapter 1 contains background information on reconfigurable aircraft and a description of the new reconfigurable air vehicle being considered by the Air Vehicles Directorate of the Air Force Research Laboratory. This vehicle serves as a platform to test the proposed optimization process. Chapters 2 and 3 overview the optimization method and Chapter 4 provides some background analysis which is unique to this particular reconfigurable air vehicle. Chapter 5 contains the results of the optimizations and demonstrates how changing constraints or initial configuration impacts the final weight and topology of the wing structure. The final chapter contains conclusions and comments on some future work which would further enhance the effectiveness of the simultaneous reconfigurable structural topology optimization process developed and used in this dissertation.

X-15 #2 just after launch

NASA Technical Reports Server (NTRS)

1960-01-01

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

X-15 cockpit

NASA Technical Reports Server (NTRS)

1963-01-01

This photo shows the X-15 cockpit. The X-15 was unique for many reasons, including the fact that it had two types of controls for the pilot. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wing provided roll control. The conventional aerodynamic controls used a stick, located in the middle of the floor, and pedals. The reaction control system used a side arm controller, seen in this photo on the left. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Last Display of Old Glory

NASA Technical Reports Server (NTRS)

1963-01-01

Hancock County, Miss., residents Lollie Bell Wright, Logtown Postmaster, and Roy Baxter, owner of the Post Office, lower the flag for the last time. Ms. Wright had worked at the Post Office for 36 years before learning that NASA would be building a test facility in Hancock County.

6. CLOSEUP VIEW OF TENFOOT WIND TUNNEL (1991). WrightPatterson ...

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

6. CLOSE-UP VIEW OF TEN-FOOT WIND TUNNEL (1991). - Wright-Patterson Air Force Base, Area B, Buildings 25 & 24,10-foot & 20-foot Wind Tunnel Complex, Northeast side of block bounded by K, G, Third, & Fifth Streets, Dayton, Montgomery County, OH

X-15 with test pilot Major Robert M. White

NASA Technical Reports Server (NTRS)

1961-01-01

Major Robert M. White is seen here next to the X-15 aircraft after a research flight. White was one of the initial pilots selected for the X-15 program, representing the Air Force in the joint program with NASA, the Navy, and North American Aviation. Between 13 April 1960 and 14 December 1962, he made 16 flights in the rocket-powered aircraft. He was the first pilot to fly to Mach 4, 5, and 6 (respectively 4, 5, and 6 times the speed of sound). He also flew to the altitude of 314,750 feet on 17 July 1962, setting a world altitude record. This was 59.6 miles, significantly higher than the 50 miles the Air Force accepted as the beginning of space, qualifying White for astronaut wings. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Theories that narrate the world: Ronald A. Fisher's mass selection and Sewall Wright's shifting balance.

PubMed

Rosales, Alirio

2017-04-01

Theories are composed of multiple interacting components. I argue that some theories have narratives as essential components, and that narratives function as integrative devices of the mathematical components of theories. Narratives represent complex processes unfolding in time as a sequence of stages, and hold the mathematical elements together as pieces in the investigation of a given process. I present two case studies from population genetics: R. A. Fisher's "mas selection" theory, and Sewall Wright's shifting balance theory. I apply my analysis to an early episode of the "R. A. Fisher - Sewall Wright controversy." Copyright © 2017 Elsevier Ltd. All rights reserved.

KAM Torus Orbit Prediction from Two Line Element Sets

DTIC Science & Technology

2014-03-01

should be addressed. KAM Theory, SGP4 and TLE, Periodic Orbit, Floquet Problem, Non-linear Least Squares U U U UU 138 Dr William E. Wiesel Jr . (ENY) (937) 255-3636 x4312 william.wielsel@afit.edu ...UNIVERSITY AIR FORCE INSTITUTE OF TECHNOLOGY Wright- Patterson Air Force Base, Ohio DISTRIBUTION STATEMENT A APPROVED FOR PUBLIC RELEASE; DISTRIBUTION...ABAY, BS 1st Lieutenant, TURAF Approved: //signed// Feb 28, 2014 William E. Wiesel, PhD (Chairman) Date //signed// Feb 28, 2014 Alan L. Jennings, PhD

Interpretation of F106B and CV580 in-flight lightning data and form factor determination

NASA Technical Reports Server (NTRS)

Rudolph, T.; Horembala, J.; Eriksen, F. J.; Weigel, H. S.; Elliott, J. R.; Parker, S. L.; Perala, R. A.

1989-01-01

Two topics of in-flight aircraft/lightning interaction are addressed. The first is the analysis of measured data from the NASA F106B Thunderstorm Research Aircraft and the CV580 research program run by the FAA and Wright-Patterson Air Force Base. The CV580 data was investigated in a mostly qualitative sense, while the F106B data was subjected to both statistical and quantitative analysis using linear triggered lightning finite difference models. The second main topic is the analysis of field mill data and the calibration of the field mill systems. The calibration of the F106B field mill system was investigated using an improved finite difference model of the aircraft having a spatial resolution of one-quarter meter. The calibration was applied to measured field mill data acquired during the 1985 thunderstorm season. The experimental determination of form factors useful for field mill calibration was also investigated both experimentally and analytically. The experimental effort involved the use of conducting scale models and an electrolytic tank. An analytic technique was developed to aid in the understanding of the experimental results.

The Canadian ISTAR Information-Centric Collaborative Workspace Concept. Paper 3: The Info-Centric Collaborative Workspace from a Systems Perspective

DTIC Science & Technology

2004-09-01

sympatico.caGuy ThériaultGeneral Dynamics Canada Ltd Charlie.jamieson@lmco.comCharlie JamiesonLockheed Martin Canada D.lacroix@oerlikon.caDenis LacroixOerlikon Contraves Inc Bill.wright@oculusinfo.comBill WrightOculus

Analysis of the impact of changes to the Wright Amendment : executive summary.

DOT National Transportation Integrated Search

1992-07-01

A change to the Wright Amendment will result in more service, more competition, lower : fares, and more traffic for the Dallas-Fort Worth Metroplex and the region. Travellers to : or from the Metroplex region will save an estimated $183 million per y...

Repetition and Metaphor in the Early Stages of Composing.

ERIC Educational Resources Information Center

Peterson, Linda

1985-01-01

Describes some of the strategies of repetition and metaphor used by Black American novelist Richard Wright, as a model that students can adopt in their own writing, both for generating ideas and for revising them. Appendixes include various drafts of an interview statement by Wright. (HTH)

77 FR 22343 - National Register of Historic Places; Notification of Pending Nominations and Related Actions

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-13

..., Parts of Glasgow, Leffingwell, Madison, Magazine, & N. Market Sts., St. Louis (Independent City), 12000255. NEW YORK Oneida County Wright Settlement Cemetery, Cemetery Rd., Wright Settlement, 12000256. Orange County Denniston--Steidle House, 575 Jackson Ave., New Windsor, 12000257. Orleans County Clarendon...

Workers begin removing PDU from STS-101 Atlantis

NASA Technical Reports Server (NTRS)

2000-01-01

United Space Alliance technicians at Launch Pad 39A look at the site of the power drive unit (PDU) for the rudder/speed brake on Shuttle Atlantis. From left are Mark Noel, Tod Biddle and Bob Wright. Shuttle managers decided to replace the faulty PDU, about the size of an office copy machine, at the launch pad. If successful, launch preparations will continue as planned, with liftoff targeted for April 24 at 4:15 p.m. on mission STS-101. The mission is the third assembly flight for the International Space Station, carrying logistics and supplies to the Space Station, plus the crew will be preparing the Station for the arrival of the Zvezda Service Module, expected to be launched by Russia in July 2000. The crew will conduct one space walk to perform maintenance on the Space Station.

An overview of aeroelasticity studies for the National Aero-Space Plane

NASA Technical Reports Server (NTRS)

Ricketts, Rodney H.; Noll, Thomas E.; Whitlow, Woodrow, Jr.; Huttsell, Lawrence J.

1993-01-01

The National Aero-Space Plane (NASP), or X-30, is a single-stage-to-orbit vehicle that is designed to takeoff and land on conventional runways. Research in aeroelasticity was conducted by the NASA and the Wright Laboratory to support the design of a flight vehicle by the national contractor team. This research includes the development of new computational codes for predicting unsteady aerodynamic pressures. In addition, studies were conducted to determine the aerodynamic heating effects on vehicle aeroelasticity and to determine the effects of fuselage flexibility on the stability of the control systems. It also includes the testing of scale models to better understand the aeroelastic behavior of the X-30 and to obtain data for code validation and correlation. This paper presents an overview of the aeroelastic research which has been conducted to support the airframe design.

Er: YLF Laser Development

DTIC Science & Technology

1975-12-01

Force Wright Aeronautical Laboratory, AFAL/DHO, Wright-Patterson AFB, OH 45433. WL/AFSC( IST ) ltr, 12 Apr 1991 UNCLASSIFIED AD NUMBER LIMITATION CHANGES TO...ju^i^zs.^iu •Lbbrtbataafetiu.*. i ! mtotfffiflaiai WP1— 1 ’ »■■■«I HIU I I .1 III ll.lll. VIH IWII

Arthur Wright Combs: A Humanistic Pioneer

ERIC Educational Resources Information Center

Magnuson, Sandy

2012-01-01

Arthur Wright Combs (1912-1999) championed humanistic counseling and education. He proposed a theory that incorporated humanistic values and cognitive factors. This article features a review of his contributions, an overview of his theory, a synthesis of stories about Combs that were acquired during research interviews, and my commentary on his…

78 FR 43852 - Correction for the Cairo, IL and Belmond, IA Areas

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-22

... Designation'' ``D.R. Schaal'' paragraph is hereby corrected to include: The following grain elevators are not....: Agvantage F.S., Chapin, Franklin County and Five Star Coop, Rockwell, Cerro Gordo County, Iowa; Sioux City... County; Gold-Eagle, Goldfield, Wright County; and North Central Coop, Holmes, Wright County, Iowa...

78 FR 76969 - Wright Brothers Day, 2013

Federal Register 2010, 2011, 2012, 2013, 2014

2013-12-19

... champion STEM education in their communities. As we remember the Wright brothers, let us not forget another... results. That is why my Administration is dedicated to improving education in the vital fields of science... underrepresented groups, and through Race to the Top, we are raising standards and making STEM education a priority...

Richard Hofstadter, C. Wright Mills, and "the Critical Ideal"

ERIC Educational Resources Information Center

Gillam, Richard

1977-01-01

This look at C. Wright Mills and Richard Hofstadter illuminates some neglected aspects of recent intellectual history in the United States and explains how two men of very different personality, sensibility, and ideology have exerted a common hold on many contemporary scholars of critical inclination. (Author/RK)

Richard Wright's Successful Failure: A New Look at "Uncle Tom's Children"

ERIC Educational Resources Information Center

Giles, James R.

1973-01-01

A reevaluation of novelist Richard Wright's first book, which is a collection of five short stories-- Big Boy Leaves Home,'' Down by the Riverside,'' Long Black Song,'' Fire and Cloud,'' and Bright and Morning Star''--and an introductory essay, The Ethics of Living Jim Crow.'' (JM)

Plant Fact Sheet: Western Prairie Clover [Dalea Ornata (Douglas) Eaton & Wright

USDA-ARS?s Scientific Manuscript database

Dalea L. is a widespread genus of the legume family (Fabaceae), which is comprised of 62 species of prairie clovers in North America. Western prairie clover [Dalea ornata (Douglas) Eaton & Wright] is a perennial, insect-pollinated legume that is non-toxic and palatable to herbivores. It occures in...

Asa Wright Nature Center, Like Another World.

ERIC Educational Resources Information Center

Trimm, Wayne

1983-01-01

The Asa Wright Nature Center, on the Caribbean island of Trinidad, offers a diversity of wildlife species: 108 mammals, 400 birds, 55 reptiles, 25 amphibians, and over 600 butterflies. Learning opportunities include art and photography instruction, lectures, interpretive nature walks, annual resident seminars, and a two-day trip to Tobago. (MH)

In Search of the Prototypical Fraction

ERIC Educational Resources Information Center

Wright, Vince

2013-01-01

Vince Wright makes a convincing argument for presenting children with a different "prototype" of a fraction to the typical one-half. Consider how the prototype that Wright mentions may be applied to a variety of fraction concepts. We are sure that you will never look at a doughnut in quite the same way.

Update On the Puzzling Boyajian's Star

NASA Astrophysics Data System (ADS)

Kohler, Susanna

2016-09-01

Photometric time series for a neighboring star thats 25 NNW of Boyajians Star. No significant long-term dimming is seen which constrains the size of potential material obscuring Boyajians Star. [Wright et al. 2016/Benjamin Montet]Whats causing the mysterious light-curve dips of the so-called alien megastructure star, Boyajians Star? A recent study analyzes a variety of possible explanations to determine which ones are the most plausible.An Unusual Light CurveEarlier this year, astronomer Tabetha Boyajian reported on the unusual light curve of the star KIC 8462852. This star, now nicknamed Tabbys Star or Boyajians Star, showsunusual dips on day-long timescales that are too large to be explained by planet transits or similar phenomena.In addition to these short dips in luminosity, recent observations have also indicated that the star has faded by roughly 20% over the past hundred years. What could be causing both the short-term dips in the stars light and the long-term dimming over a century?Could the dimming be caused by an alien megastructure built by an extraterrestrial civilization? The authors find that a spherical structure is very unlikely. [Danielle Futselaar/SETI International]Alien Megastructures? Or Another Explanation?Boyajians Star was vaulted into the media spotlight when astronomer Jason Wright (Pennsylvania State University and University of California, Berkeley) proposed that its unusual light curve could potentially be explained by a surrounding megastructure built by an extraterrestrial civilization.Now Wright is back with co-author Steinn Sigurdsson (Pennsylvania State University). In a new study, Wright and Sigurdsson analyze an extensive list of explanations for the puzzling apparent behavior of Boyajians Star, based on our latest knowledge about this strange object.The Realm of PossibilitiesHere are just a few possible causes of Boyajians Stars dimming, as well as the authors assessment of their plausibility. For the full list, see the authors original article, or check out Wrights own summary of the article here!Pulsations, polar spots, and other stellar variability: unlikelyThe authors show that the variety of timescales observed for dimming events make scenarios involving stellar variations unlikely.Circumstellar material: unlikelyMaterial orbiting the star (like comets) would explain some of the light-curve dips, but it cant explain the long-term dimming observed.Post-merger return to normal: unclearPerhaps Boyajians Star recently merged with a brown dwarf or other star? Now it could be gradually dimming as it returns to its normal brightness, and restructuring of the stars material could causethe short-term dips. Though this scenariois possible, the timescales for the brightness changes are shorter than we would expect.Artificial structures: unclearSpherical swarms of structures would intercept the stars light and re-radiate it in infrared. Since long-wavelength observations have found no evidence of such radiation, the authors declare spherical geometries to be unlikely. Other structure geometries cant yet be ruled out, though.Small-scale interstellar medium (ISM) structure: plausibleSmall-scale density variations in the ISM between us and Boyajians Star could cause the dimming we observe, but the fact that nearby stars dont show similar dimming sets tight limits on the size of such ISM clumps.Spectral energy distribution of Boyajians Star. The upper-limit arrows on the right-hand side indicate that big clouds of megastructures are unlikely, because we would detect their heat as they re-radiate the stars light in infrared. [Wright et al. 2016]Looking to the FutureOf the possible locations for the source of the dimming, Wright and Sigurdsson deem the interstellar space between us and Boyajians Star to be the most likely culprit. They identify several future lines of research that could help us further eliminate possibilities, however, including a study of the ISM toward Boyajians Star, a hunt for similar variations in stars near in the sky to Boyajians Star, and infrared observation of the star with JWST to search for heat signatures.CitationJason T. Wright and Steinn Sigurdsson 2016 ApJ 829 L3. doi:10.3847/2041-8205/829/1/L3

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

NASA Technical Reports Server (NTRS)

1966-01-01

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

X-15 #3 and F-104A chase plane landing

NASA Technical Reports Server (NTRS)

1960-01-01

Followed by a Lockheed F-104A Starfighter chase plane, the North American X-15 ship #3 (56-6672) sinks toward touchdown on Rogers Dry Lake following a research flight. In the foreground is green smoke, used to indicate wind direction. The F-104 chase pilot joined up with the X-15 as it glided to the landing. The chase pilot was there to warn the X-15 pilot of any problems and to call out the altitude above the lakebed. F-104 aircraft were also used for X-15 pilot training to simulate the landing characteristics of the rocket-powered airplane, which landed without engine power since the rocket engine had already burned all of its propellant before the landing. The F-104s could simulate the steep descent of the X-15 as it glided to a landing. They did this by extending the landing gear and speed brakes while setting the throttle to idle. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

10. DETAILED VIEW OF THE EAST ELEVATION. THE UPPER SET ...

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

10. DETAILED VIEW OF THE EAST ELEVATION. THE UPPER SET OF WINDOWS PROVIDE LIGHT FOR THE DELIVERY LEVEL. THE LOWER SETS OF WINDOWS PROVIDE LIGHT TO THREE STORY SPACE BENEATH THE DELIVERY LEVEL AND BEHIND THE ORE STORAGE BINS. NOTE THE ORE DELIVER TRESTLE AT THE TIME THE PHOTOGRAPH WAS TAKEN, THE MODERN CEMENT MIXER AND WHEELBARROWS WERE FOR THIS WORK. NOTE THE MORTAR BOXES ON THEIR SIDES. IT IS UNCLEAR IF THESE WERE FROM EARLIER STAMPS AT THIS MILL OR IF THEY WERE BROUGHT TO THE SITE FROM OTHER MILLS IN THE REGION. RISDON IRON WORKS IS CAST INTO THE MORTARS AND THEY ALSO BEAR A PLATE: WHITE, ROGERS AND CO. MILL WRIGHTS. - Standard Gold Mill, East of Bodie Creek, Northeast of Bodie, Bodie, Mono County, CA

Unification of the family of Garrison-Wright's phases.

PubMed

Cui, Xiao-Dong; Zheng, Yujun

2014-07-24

Inspired by Garrison and Wight's seminal work on complex-valued geometric phases, we generalize the concept of Pancharatnam's "in-phase" in interferometry and further develop a theoretical framework for unification of the abelian geometric phases for a biorthogonal quantum system modeled by a parameterized or time-dependent nonhermitian hamiltonian with a finite and nondegenerate instantaneous spectrum, that is, the family of Garrison-Wright's phases, which will no longer be confined in the adiabatic and nonadiabatic cyclic cases. Besides, we employ a typical example, Bethe-Lamb model, to illustrate how to apply our theory to obtain an explicit result for the Garrison-Wright's noncyclic geometric phase, and also to present its potential applications in quantum computation and information.

X-15 ship #3 on lakebed

NASA Technical Reports Server (NTRS)

1962-01-01

The X-15 ship #3 (56-6672) is seen here on the lakebed at the Edwards Air Force Base, Edwards, California. Ship #3 made 65 flights during the program, attaining a top speed of Mach 5.65 and a maximum altitude of 354,200 feet. Only 10 of the 12 X-15 pilots flew Ship #3, and only eight of them earned their astronaut wings during the program. Robert White, Joseph Walker, Robert Rushworth, John 'Jack' McKay, Joseph Engle, William 'Pete' Knight, William Dana, and Michael Adams all earned their astronaut wings in Ship #3. Neil Armstrong and Milton Thompson also flew Ship #3. In fact, Armstrong piloted Ship #3 on its first flight, on 20 December 1961. On 15 November 1967, Ship #3 was launched over Delamar Lake, Nevada with Maj. Michael J. Adams at the controls. The vehicle soon reached a speed of Mach 5.2, and a peak altitude of 266,000 feet. During the climb, an electrical disturbance degraded the aircraft's controllability. Ship #3 began a slow drift in heading, which soon became a spin. Adams radioed that the X-15 'seems squirrelly,' and then said 'I'm in a spin.' Through some combination of pilot technique and basic aerodynamic stability, Adams recovered from the spin, and entered an inverted Mach 4.7 dive. As the X-15 plummeted into the increasingly thicker atmosphere, the Honeywell adaptive flight control system caused the vehicle to begin oscillating. As the pitching motion increased, aerodynamic forces finally broke the aircraft into several major pieces. Adams was killed when the forward fuselage impacted the desert. This was the only fatal accident during the entire X-15 program. The X-15 was a rocket powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph or Mach 6.7 (set by Ship #2) and 354,200 ft (set by Ship #3) in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini,and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, serial number 56-6672, recovered in 1992 by Peter Merlin and Tony Moore (The X-Hunters) are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from Ship #3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

Design and Testing of Flight Control Laws on the RASCAL Research Helicopter

NASA Technical Reports Server (NTRS)

Frost, Chad R.; Hindson, William S.; Moralez. Ernesto, III; Tucker, George E.; Dryfoos, James B.

2001-01-01

Two unique sets of flight control laws were designed, tested and flown on the Army/NASA Rotorcraft Aircrew Systems Concepts Airborne Laboratory (RASCAL) JUH-60A Black Hawk helicopter. The first set of control laws used a simple rate feedback scheme, intended to facilitate the first flight and subsequent flight qualification of the RASCAL research flight control system. The second set of control laws comprised a more sophisticated model-following architecture. Both sets of flight control laws were developed and tested extensively using desktop-to-flight modeling, analysis, and simulation tools. Flight test data matched the model predicted responses well, providing both evidence and confidence that future flight control development for RASCAL will be efficient and accurate.

Trainee Teachers' e-Learning Experiences of Computer Play

ERIC Educational Resources Information Center

Wright, Pam

2009-01-01

Pam Wright highlights the role of technology in providing situated learning opportunities for preservice teachers to explore the role commercial computer games may have in primary education. In a study designed to assess the effectiveness of an online unit on gaming incorporated into a course on learning technologies, Wright found that thoughtful…

Using Parametric Cost Models to Estimate Engineering and Installation Costs of Selected Electronic Communications Systems

DTIC Science & Technology

1994-09-01

Institute of Technology, Wright- Patterson AFB OH, January 1994. 4. Neter, John and others. Applied Linear Regression Models. Boston: Irwin, 1989. 5...Technology, Wright-Patterson AFB OH 5 April 1994. 29. Neter, John and others. Applied Linear Regression Models. Boston: Irwin, 1989. 30. Office of

76 FR 1211 - Union Pacific Railroad Company-Abandonment Exemption-In Wright County, IA

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-07

... DEPARTMENT OF TRANSPORTATION Surface Transportation Board [Docket No. AB 33 (Sub-No. 293X)] Union Pacific Railroad Company--Abandonment Exemption--In Wright County, IA Union Pacific Railroad Company (UP) filed a verified notice of exemption under 49 CFR 1152 subpart F--Exempt Abandonments to abandon a line...

On Jorge Becoming a Boy: A Counselor's Perspective

ERIC Educational Resources Information Center

Wright, Travis

2007-01-01

In this portrait, Travis Wright, writing as a psychology counselor in training, brings the reader into one morning's events in his clinical work with Jorge, a three-year-old boy whose family is experiencing difficult times. Throughout the morning at Jorge's day-care center, Wright encounters scenarios that force him to ask questions about child…

Learning To Fly: The Wright Brothers' Adventure.

ERIC Educational Resources Information Center

National Aeronautics and Space Administration, Washington, DC.

This educator guide provides background information on Wilbur and Orville Wright and activities on aeronautics that provide templates for building the 1900, 1901, and 1902 Gliders and the 1903 Flyer. Activities include: (1) Early Aviation; (2) Your First Interview; (3) Your First Report; (4) Build a Model of the 1900 Glider; (5) Questions on the…

Plant Guide: Western Prairie Clover [Dalea Ornata (Douglas) Eaton & Wright

USDA-ARS?s Scientific Manuscript database

Western prairie clover [Dalea ornata (Douglas) Eaton & Wright] is a perennial North American legume that is non-toxic to livestock and wildlife. It can be found in Idaho, Nevada, Washington, Oregon, and California. Western prairie is tap-rooted and reaches a height of 30 to 61 cm. A cluster of st...

"Ingraham v. Wright" and the Decline of Due Process.

ERIC Educational Resources Information Center

Clark, Gerard J.

1978-01-01

Suggests that the constitutional questions in "Ingraham vs Wright" lend credence to a concern that the Court is seeking to eliminate all due process intervention outside of the incorporation and privacy cases and to limit even these cases to defenses of a criminal prosecution. Available from Suffolk University Law Review Office, 41…

(Environmental investigation of ground water contamination at Wright-Patterson Air Force Base, Ohio)

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

Not Available

1992-03-01

This report presents information related to the sampling of ground water at the Wright-Patterson Air Force Base. It is part of an investigation into possible ground water contamination. Information concerns well drilling/construction; x-ray diffraction and sampling; soil boring logs; and chain-of-custody records.

Prophet of the Storm: Richard Wright and the Radical Tradition

ERIC Educational Resources Information Center

Campbell, Finley C.

1977-01-01

Asserts that Wright's importance emerges out of his literary identification with a specific sociological vision of the life and destiny of black people in particular and human kind in general. Examines this vision interpretatively as a philosophy, as a historical trend in American culture, and as a personal and ideological commitment forming the…

Using Minds to Command the Logic of Things: A Response to Case and Wright.

ERIC Educational Resources Information Center

Paul, Richard

1997-01-01

Reviews some of the basic tenets of critical thinking as it applies to social studies, especially those articulated in Roland Case's and Ian Wright's article, "Taking Seriously the Teaching of Critical Thinking." Praises the article but suggests that it would be improved by tightening the central focus. (MJP)

Joint Service Aircrew Mask (JSAM) Rotary Wing (RW): MPU-5 Noise Attenuation Performance

DTIC Science & Technology

2016-06-09

Swayne Ball Aerospace and Technologies Corp. Dayton, OH Hilary Gallagher Warfighter Interface Division Battlespace Acoustics Branch Wright... Acoustics Branch Battlespace Acoustics Branch Warfighter Interface Division //signed// WILLIAM E. RUSSELL Chief, Warfighter Interface...Directorate Warfighter Interface Division Battlespace Acoustics Branch Wright-Patterson AFB OH 45433 711 HPW/RHCB 11. SPONSOR

Understanding Richard Wright's "Black Boy": A Student Casebook to Issues, Sources, and Historical Documents.

ERIC Educational Resources Information Center

Felgar, Robert

In "Black Boy," Richard Wright triumphs over an ugly, racist world by fashioning an inspiring, powerful, beautiful, and fictionalized autobiography. To help students understand and appreciate his story in the cultural, political, racial, social, and literary contexts of its time, this casebook provides primary historical documents,…

A Diverging View of Role Modeling in Medical Education

ERIC Educational Resources Information Center

Sandhu, Gurjit; Rich, Jessica V.; Magas, Christopher; Walker, G. Ross

2015-01-01

Research in the area of role modeling has primarily focused on the qualities and attributes of exceptional role models, and less attention has been given to the act of role modeling itself (Elzubeir & Rizk, 2001; Jochemsen-van der Leeuw, van Dijk, van Etten-Jamaludin, & Wieringa-de Waard, 2013; Wright, 1996; Wright, Wong, & Newill,…

DEMONSTRATION BULLETIN: NEW YORK STATE MULTI-VENDOR BIOREMEDIATION - R.E. WRIGHT ENVIRONMENTAL, INC.'S IN-SITU BIOREMEDIATION TREATMENT SYSTEM

EPA Science Inventory

The R.E. Wright Environmental, Inc.‘s (REWEI) In-situ Bioremediation Treatment System is an in-situ bioremediation technology for the treatment of soils contaminated with organic compounds. According to the Developer, contaminated soils are remediated in-situ by stimulating the a...

Cases Not Proven: An Evaluation of Two Studies of Teacher Racism.

ERIC Educational Resources Information Center

Foster, Peter

1990-01-01

Evaluates two British ethnographic studies by Bruce Carrington and Edward Wood, and by Cecile Y. Wright claiming to find evidence of teachers' racist attitudes and behaviors toward Afro-Caribbean students that contributed to student underachievement. Delineates methodological flaws. Argues that Wright's findings that the source of racism is in…

Final Environmental Assessment, Assured Aerospace Fuels Research Facility, Wright-Patterson Air Force Base, Ohio

DTIC Science & Technology

2008-09-01

Fish and Wildlife Services Amir Mott Program Manager 88 ABW/CECW Zachary Olds WPAFB Air and Water Program Technician 88 ABW/CEV Warren Richardson...Building 22 Wright Patterson AFB, OH 45433-5209 Dear Mr. Baker: BOARD OF DIRECTORS William E. Lukens Gayle B. Price, Jr. Thomas B. Rentschler GENERAL

Effects of the Ordering of Natural Selection and Population Regulation Mechanisms on Wright-Fisher Models

PubMed Central

He, Zhangyi; Beaumont, Mark; Yu, Feng

2017-01-01

We explore the effect of different mechanisms of natural selection on the evolution of populations for one- and two-locus systems. We compare the effect of viability and fecundity selection in the context of the Wright-Fisher model with selection under the assumption of multiplicative fitness. We show that these two modes of natural selection correspond to different orderings of the processes of population regulation and natural selection in the Wright-Fisher model. We find that under the Wright-Fisher model these two different orderings can affect the distribution of trajectories of haplotype frequencies evolving with genetic recombination. However, the difference in the distribution of trajectories is only appreciable when the population is in significant linkage disequilibrium. We find that as linkage disequilibrium decays the trajectories for the two different models rapidly become indistinguishable. We discuss the significance of these findings in terms of biological examples of viability and fecundity selection, and speculate that the effect may be significant when factors such as gene migration maintain a degree of linkage disequilibrium. PMID:28500051

Computational Predictions of the Performance Wright 'Bent End' Propellers

NASA Technical Reports Server (NTRS)

Wang, Xiang-Yu; Ash, Robert L.; Bobbitt, Percy J.; Prior, Edwin (Technical Monitor)

2002-01-01

Computational analysis of two 1911 Wright brothers 'Bent End' wooden propeller reproductions have been performed and compared with experimental test results from the Langley Full Scale Wind Tunnel. The purpose of the analysis was to check the consistency of the experimental results and to validate the reliability of the tests. This report is one part of the project on the propeller performance research of the Wright 'Bent End' propellers, intend to document the Wright brothers' pioneering propeller design contributions. Two computer codes were used in the computational predictions. The FLO-MG Navier-Stokes code is a CFD (Computational Fluid Dynamics) code based on the Navier-Stokes Equations. It is mainly used to compute the lift coefficient and the drag coefficient at specified angles of attack at different radii. Those calculated data are the intermediate results of the computation and a part of the necessary input for the Propeller Design Analysis Code (based on Adkins and Libeck method), which is a propeller design code used to compute the propeller thrust coefficient, the propeller power coefficient and the propeller propulsive efficiency.

A proof of Wright's conjecture

NASA Astrophysics Data System (ADS)

van den Berg, Jan Bouwe; Jaquette, Jonathan

2018-06-01

Wright's conjecture states that the origin is the global attractor for the delay differential equation y‧ (t) = - αy (t - 1) [ 1 + y (t) ] for all α ∈ (0, π/2 ] when y (t) > - 1. This has been proven to be true for a subset of parameter values α. We extend the result to the full parameter range α ∈ (0, π/2 ], and thus prove Wright's conjecture to be true. Our approach relies on a careful investigation of the neighborhood of the Hopf bifurcation occurring at α = π/2. This analysis fills the gap left by complementary work on Wright's conjecture, which covers parameter values further away from the bifurcation point. Furthermore, we show that the branch of (slowly oscillating) periodic orbits originating from this Hopf bifurcation does not have any subsequent bifurcations (and in particular no folds) for α ∈ (π/2, π/2 + 6.830 ×10-3 ]. When combined with other results, this proves that the branch of slowly oscillating solutions that originates from the Hopf bifurcation at α = π/2 is globally parametrized by α > π/2.

X-29 Research Pilot Rogers Smith

NASA Technical Reports Server (NTRS)

1988-01-01

Rogers Smith, a NASA research pilot, is seen here at the cockpit of the X-29 forward-swept-wing technology demonstrator at NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, in 1988. The X-29 explored the use of advanced composites in aircraft construction; variable camber wing surfaces; the unique forward-swept-wing and its thin supercritical airfoil; strake flaps; and a computerized fly-by-wire flight control system that overcame the aircraft's instability. Grumman Aircraft Corporation built two X-29s. They were flight tested at Dryden from 1984 to 1992 in a joint NASA, DARPA (Defense Advanced Research Projects Agency) and U.S. Air Force program. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

The accuracy of portable peak flow meters.

PubMed

Miller, M R; Dickinson, S A; Hitchings, D J

1992-11-01

The variability of peak expiratory flow (PEF) is now commonly used in the diagnosis and management of asthma. It is essential for PEF meters to have a linear response in order to obtain an unbiased measurement of PEF variability. As the accuracy and linearity of portable PEF meters have not been rigorously tested in recent years this aspect of their performance has been investigated. The response of several portable PEF meters was tested with absolute standards of flow generated by a computer driven, servo controlled pump and their response was compared with that of a pneumotachograph. For each device tested the readings were highly repeatable to within the limits of accuracy with which the pointer position can be assessed by eye. The between instrument variation in reading for six identical devices expressed as a 95% confidence limit was, on average across the range of flows, +/- 8.5 l/min for the Mini-Wright, +/- 7.9 l/min for the Vitalograph, and +/- 6.4 l/min for the Ferraris. PEF meters based on the Wright meter all had similar error profiles with overreading of up to 80 l/min in the mid flow range from 300 to 500 l/min. This overreading was greatest for the Mini-Wright and Ferraris devices, and less so for the original Wright and Vitalograph meters. A Micro-Medical Turbine meter was accurate up to 400 l/min and then began to underread by up to 60 l/min at 720 l/min. For the low range devices the Vitalograph device was accurate to within 10 l/min up to 200 l/min, with the Mini-Wright overreading by up to 30 l/min above 150 l/min. Although the Mini-Wright, Ferraris, and Vitalograph meters gave remarkably repeatable results their error profiles for the full range meters will lead to important errors in recording PEF variability. This may lead to incorrect diagnosis and bias in implementing strategies of asthma treatment based on PEF measurement.

The accuracy of portable peak flow meters.

PubMed Central

Miller, M R; Dickinson, S A; Hitchings, D J

1992-01-01

BACKGROUND: The variability of peak expiratory flow (PEF) is now commonly used in the diagnosis and management of asthma. It is essential for PEF meters to have a linear response in order to obtain an unbiased measurement of PEF variability. As the accuracy and linearity of portable PEF meters have not been rigorously tested in recent years this aspect of their performance has been investigated. METHODS: The response of several portable PEF meters was tested with absolute standards of flow generated by a computer driven, servo controlled pump and their response was compared with that of a pneumotachograph. RESULTS: For each device tested the readings were highly repeatable to within the limits of accuracy with which the pointer position can be assessed by eye. The between instrument variation in reading for six identical devices expressed as a 95% confidence limit was, on average across the range of flows, +/- 8.5 l/min for the Mini-Wright, +/- 7.9 l/min for the Vitalograph, and +/- 6.4 l/min for the Ferraris. PEF meters based on the Wright meter all had similar error profiles with overreading of up to 80 l/min in the mid flow range from 300 to 500 l/min. This overreading was greatest for the Mini-Wright and Ferraris devices, and less so for the original Wright and Vitalograph meters. A Micro-Medical Turbine meter was accurate up to 400 l/min and then began to underread by up to 60 l/min at 720 l/min. For the low range devices the Vitalograph device was accurate to within 10 l/min up to 200 l/min, with the Mini-Wright overreading by up to 30 l/min above 150 l/min. CONCLUSION: Although the Mini-Wright, Ferraris, and Vitalograph meters gave remarkably repeatable results their error profiles for the full range meters will lead to important errors in recording PEF variability. This may lead to incorrect diagnosis and bias in implementing strategies of asthma treatment based on PEF measurement. PMID:1465746

Education, Technology and the Sociological Imagination--Lessons to Be Learned from C. Wright Mills

ERIC Educational Resources Information Center

Selwyn, Neil

2017-01-01

As part of the "Learning, Media & Technology" series on "Key Thinkers and Theoretical Traditions", this paper explores the relevance of C. Wright Mills' much lauded book "The Sociological Imagination". The argument is made that we would do well to take heed of many of the central tenets of Mills' call to arms for…

Assessment of Human Performance in a Simulated Rotorcraft Downwash Environment

DTIC Science & Technology

2007-05-01

Plaga Biosciences and Protection Division Biomechanics Branch May 2007 Final Report for December 2004 to August 2005... Biomechanics Branch Wright-Patterson AFB OH 45433-7947 Approved for public release; distribution is unlimited NOTICE AND SIGNATURE PAGE...Human Effectiveness Directorate Biosciences & Protection Division Biomechanics Branch Wright-Patterson AFB OH 45433-7947 11. SPONSOR/MONITOR’S

A Comparison of the Rasch Separate Calibration and Between-Fit Methods of Detecting Item Bias.

ERIC Educational Resources Information Center

Smith, Richard M.

1996-01-01

The separate calibration t-test approach of B. Wright and M. Stone (1979) and the common calibration between-fit approach of B. Wright, R. Mead, and R. Draba (1976) appeared to have similar Type I error rates and similar power to detect item bias within a Rasch framework. (SLD)

Prostate Cancer Research Training Program

DTIC Science & Technology

2009-02-01

Bukola Fatunmbi Katherine Foster Theon Francis Michelle Gray Julia Greenfield Gladys Murage Britanny Stokes Stacy-Ann Wright Lubaroff...Julia Greenfield 2008 Henry Lincoln junior Gladys Murage 2008 Domann Lincoln senior Brittany Stokes 2008 Griffith Lincoln senior Stacy-Ann Wright...report; page 10 Bukola Fatunmbi Katherine Foster Theon Francis Michelle Gray Julia Greenfield Gladys Murage Iowa/Lincoln Summer Research Training

Performance Assessment of the Invisio V60 Tactical System with the X5 Dual In-Ear Headset

DTIC Science & Technology

2015-06-30

Gallagher Warfighter Interface Division Battlespace Acoustics Branch Wright-Patterson AFB, OH Melissa A. Theis Oak Ridge Institute for Science...Robert C. McKinley Work Unit Manager Chief, Battlespace Acoustics Branch Battlespace Acoustics Branch Warfighter Interface Division...Warfighter Interface Division Dayton, OH Battlespace Acoustics Branch Wright-Patterson AFB OH 45433 711

"Black Boy": A Story of Soul-Making and a Quest for the Real.

ERIC Educational Resources Information Center

Howland, Jacob

1986-01-01

The general character and significance of a quest for the real gives "Black Boy" its special form. The autobiography displays the development of Wright's soul and the nature of his own specifically artistic quest. The opening scene metaphorically prefigures the shape and movement of Wright's formative experiences as a whole. (LHW)

The Holiversity. A Perspective on the Wright Report.

ERIC Educational Resources Information Center

Adelman, Howard

After a decade of almost unlimited funds, the universities in Ontario are faced not only with declining enrollments but with an attack on their very function and role. The Wright Report, the final version of the Report of the Commission on Post-Secondary Education in Ontario, appeared early in 1973. It has engendered major controversy, and its…

77 FR 41973 - Record of Decision for the Entry Control Reconfiguration and Base Perimeter Fence Relocation in...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-17

... Reconfiguration and Base Perimeter Fence Relocation in area A Wright-Patterson AF Base, Ohio, Final Environmental..., 2012, the United States Air Force signed the ROD for the Entry Control Reconfiguration and Base Perimeter Fence Relocation in Area A Wright-Patterson Air Force Base (WPAFB), Ohio Final Environmental...

Demographic monitoring of Wright fishhook cactus

Treesearch

Ronald J. Kass

2001-01-01

Wright fishhook cactus (Sclerocactus wrightiae Benson) is a small barrel cactus endemic to the San Rafael Swell in south-central Utah. It was listed as an endangered species in 1979 due to its small population size, threats of over-collecting, and development associated with oil and gas. Demographic monitoring was initiated in 1993 with the following objectives: to...

Environmental Assessment for the Radar Tomography Range and Equipment Storage Facility, Wright-Patterson Air Force Base, Ohio

DTIC Science & Technology

2012-10-01

relocated to Wright-Patterson AFB, and therefore, the antenna to~ e ! ring and services must relocate to Wright-Patterson AFB to continue the AFRLIRY...Support, 88 ABW/CEANQ, Wright‐Patterson Air Force Base.  E ‐ mail to Tamar Krantz, Labat Environmental regarding Title V and fugitive dust permits April...Greene, and Montgomery  Counties, Ohio. Division of Air Pollution Control. May 2011. Accessed on August 28, 2011 at  http://www.epa.ohio.gov/ portals /27

United States Air Force Wipe Solvent Testing

NASA Technical Reports Server (NTRS)

Hornung, Steven D.; Beeson, Harold D.

2000-01-01

The Wright-Patterson Air Force Base (WPAFB), as part of the Air Force Material Command, requested that NASA Johnson Space Center (JSC) White Sands Test Facility (WSTF) conduct testing and analyses in support of the United States Air Force Wipe Solvent Development Project. The purpose of the wipe solvent project is to develop an alternative to be used by Air Force flight line and maintenance personnel for the wipe cleaning of oxygen equipment. This report provides material compatibility, liquid oxygen (LOX) mechanical impact, autogenous ignition temperature (AIT), and gauge cleaning test data for some of the currently available solvents that may be used to replace CFC-113 and methyl chloroform. It provides data from previous WSTF test programs sponsored by the Naval Sea Systems Command, the Kennedy Space Center, and other NASA programs for the purpose of assisting WP AFB in identifying the best alternative solvents for validation testing.

Workers begin removing PDU from STS-101 Atlantis

NASA Technical Reports Server (NTRS)

2000-01-01

With coverings removed from a site near the tail of Space Shuttle Atlantis, Tod Biddle, a United Space Alliance (USA) technician, points to the power drive unit (PDU) inside. The PDU controls the rudder/speed brake on the orbiter. The hands at right belong to Bob Wright, also a USA technician. Shuttle managers decided to replace the faulty PDU, about the size of an office copy machine, at the launch pad. If successful, launch preparations will continue as planned, with liftoff targeted for April 24 at 4:15 p.m. on mission STS-101. The mission is the third assembly flight for the International Space Station, carrying logistics and supplies to the Space Station, plus the crew will be preparing the Station for the arrival of the Zvezda Service Module, expected to be launched by Russia in July 2000. The crew will conduct one space walk to perform maintenance on the Space Station.

Workers begin removing PDU from STS-101 Atlantis

NASA Technical Reports Server (NTRS)

2000-01-01

United Space Alliance technicians (left to right) Tod Biddle, Bob Wright and Mark Noel (hidden) remove the coverings from a site near the tail of Space Shuttle Atlantis to reveal the power drive unit (PDU) inside. The PDU controls the rudder/speed brake on the orbiter. Shuttle managers decided to replace the faulty PDU, about the size of an office copy machine, at the launch pad. If successful, launch preparations will continue as planned, with liftoff targeted for April 24 at 4:15 p.m. on mission STS-101. The mission is the third assembly flight for the International Space Station, carrying logistics and supplies to the Space Station, plus the crew will be preparing the Station for the arrival of the Zvezda Service Module, expected to be launched by Russia in July 2000. The crew will conduct one space walk to perform maintenance on the Space Station.

US Air Force perspective on validated NDE - Past, present, and future

NASA Astrophysics Data System (ADS)

Lindgren, Eric A.

2016-02-01

The concept of inspection has accompanied aviation since the work of the Wright Brothers. Inspection for both initial quality/materials acceptance and readiness for flight have been coupled with US Air Force (USAF) since its inception as the US Army Signal Corps. Initial nondestructive evaluation work expanded beyond visual inspection to include radiography and magnetic particle in the 1920's and 1930's as air frames transitioned to metal and engines used higher strength steels. Within the USAF Research and Development community, a Nondestructive Test Section was stood up in 1952 and the Nondestructive Evaluation Branch (NDE) was established in 1974. In 2012 the name was changed to the Materials State Awareness Branch. This name change reflects the evolution from a primary focus on inspections for damage and defects in materials to the characterization of the underlying materials structure that governs properties of the materials of interest for Air Force applications.

X-15 #3 with test pilot Bill Dana

NASA Technical Reports Server (NTRS)

1967-01-01

NASA research pilot Bill Dana is seen here next to the X-15 #3 (56-6672) rocket-powered aircraft after a flight. William H. Dana is Chief Engineer at NASA's Dryden Flight Research Center, Edwards, California. Formerly an aerospace research pilot at Dryden, Dana flew the F-15 HIDEC research aircraft and the Advanced Fighter Technology Integration/F-16 aircraft. Dana flew the famed X-15 research airplane 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 306,900 feet (over 58 miles high). The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio.X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

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

NASA Technical Reports Server (NTRS)

1960-01-01

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

X-15A-2 with full-scale ablative coating (pink X-15) in Building 4821

NASA Technical Reports Server (NTRS)

1967-01-01

In June 1967, the X-15A-2 rocket-powered research aircraft received a full-scale ablative coating to protect the craft from the high temperatures associated with hypersonic flight (above Mach 5). This pink eraser-like substance, applied to the X-15A-2 aircraft (56-6671), was then covered with a white sealant coat before flight. This coating would help the #2 aircraft reach the record speed of 4,520 mph (Mach 6.7). The basic X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. However, the X-15A-2 had been elongated to 52 ft 5 in. Like the other two X-15s, it was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15A-2 with full scale ablative coating (pink X-15) on NASA ramp

NASA Technical Reports Server (NTRS)

1967-01-01

In June 1967, the X-15A-2 rocket powered research aircraft received a full-scale ablative coating to protect the craft from the high temperatures associated with supersonic flight. This pink eraser-like substance, applied to the #2 aircraft (56-6671), was then covered with a white sealant coat before flight. This coating would help the #2 aircraft reach the record speed of 4,520 mph (Mach 6.7). The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. However, the X-15A-2 had been elongated to 52 ft 5 in. Like the other two X-15s, it was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of piloted hypersonic flight. Information gained fromthe highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J Adams.

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

NASA Technical Reports Server (NTRS)

1966-01-01

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

Installation of X-15 full-scale mock-up at Dryden

NASA Technical Reports Server (NTRS)

1995-01-01

This photo shows workers installing the full-scale mock-up of X-15 #3 at the NASA Dryden Flight Research Center, Edwards, California, in September 1995. The mock-up is now on a pedestal outside the main gate at the center. The original X-15 #3, serial number 56-6672, was destroyed 15 November 1967, in a crash that also fatally injured pilot Maj. Michael J. Adams. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. Parts of the crashed X-15-3, recovered by Peter Merlin and Tony Moore (The X-Hunters) in 1992, are on display at the Air Force Flight Test Center Museum at Edwards. The canopy from the X-15-3, recovered during the original search in 1967, is displayed at the San Diego Aerospace Museum, San Diego, California.

X-15 with test pilot Bill Dana

NASA Technical Reports Server (NTRS)

1966-01-01

NASA research pilot Bill Dana is seen here next to the X-15 #3 rocket-powered aircraft after a flight. William H. Dana is Chief Engineer at NASA's Dryden Flight Research Center, Edwards, California. Formerly an aerospace research pilot at Dryden, Dana flew the F-15 HiDEC research aircraft and the Advanced Fighter Technology Integration/F-16 aircraft. Dana flew the famed X-15 research airplane 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 310,000 feet (almost 59 miles high). The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation made 3 X-15 aircraft for the program. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and canted horizontal surfaces on the tail to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Advanced Thermal Batteries.

DTIC Science & Technology

1981-06-01

ADVANCED THERMAL BATTERIES NATIONAL UNION ELECTRIC CORPORATION ADVANCE SCIENCE DIVISION 1201 E. BELL STREET BLXXMINGTON, ILLINOIS 61701 JUNE 1981...December 1978 in: " Advanced Thermal Batteries " AFAPL-TR-78-114 Air Force Aero Propulsion Laboratory Air Force Wright Aeronautical Laboratories Air Force...March 1980 in: " Advanced Thermal Batteries " AFAPL-TR-80-2017 Air Force Aero Propulsion Laboratory Air Force Wright Aeronautical Laboratories Air Force

Utilizing a Rapid Prototyping Approach in the Building of a Hypermedia-Based Reference Station.

ERIC Educational Resources Information Center

Sell, Dan

This paper discusses the building of a hypermedia-based reference station at the Wright Laboratory Technical Library, Wright-Patterson Air Force Base, Ohio. Following this, the paper focuses on an electronic user survey from which data is collected and analysis is made. The survey data is used in a rapid prototyping approach, which is defined as…

Scientific and Technological Achievements, 1946-2011, of the AFRL Electromagnetics Technology Division (AFRL/RYH) and Its Progenitors

DTIC Science & Technology

2012-07-01

AFRL /RYH) Sensors Directorate Air Force Research Laboratory Wright-Patterson Air Force ...Lossless Acoustic Monopoles, Electric Dipoles, and Magnetodielectric Spheres, Air Force Research Laboratory in-house report AFRL -SN-HS-TR-2006-0039... FORCE RESEARCH LABORATORY SENSORS DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7320 AIR FORCE MATERIEL COMMAND UNITED

The Impact of Grading on a Curve: Assessing the Results of Kulick and Wright's Simulation Analysis

ERIC Educational Resources Information Center

Bailey, Gary L.; Steed, Ronald C.

2012-01-01

Kulick and Wright concluded, based on theoretical mathematical simulations of hypothetical student exam scores, that assigning exam grades to students based on the relative position of their exam performance scores within a normal curve may be unfair, given the role that randomness plays in any given student's performance on any given exam.…

Three-dimensional Crack Depth Profile Assessment using Near-Field Surface Acoustic Wave Signal Response (Postprint)

DTIC Science & Technology

2012-02-01

release; distribution unlimited. See additional restrictions described on inside pages STINFO COPY AIR FORCE RESEARCH...LABORATORY MATERIALS AND MANUFACTURING DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7750 AIR FORCE MATERIEL COMMAND UNITED STATES AIR FORCE...AFRL/RXLP) Materials and Manufacturing Directorate, Air Force Research Laboratory Wright-Patterson Air Force Base, OH 45433-7750 Air Force

Semiconducter Optical Amplifier as a Phase Modulator for Coherent Laser Radar (Preprint)

DTIC Science & Technology

2012-01-01

AIR FORCE RESEARCH LABORATORY SENSORS DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7320 AIR FORCE MATERIEL COMMAND UNITED STATES... AIR FORCE NOTICE AND SIGNATURE PAGE Using Government drawings, specifications, or other data included in this document for any purpose other...NUMBER Multispectral Sensing and Detection Division LADAR Technology Branch (AFRL/RYMM) Air Force Research Laboratory, Sensors Directorate Wright

Prostate Cancer Research Training Program

DTIC Science & Technology

2009-06-01

Katherine Foster Theon Francis Michelle Gray Julia Greenfield Gladys Murage Brittany Stokes Stacy-Ann Wright Students Accepted for the 2009...graduate school Michelle Gray 2008 Lubaroff U. Mass Graduate Julia Greenfield 2008 Henry Lincoln Senior Gladys Murage 2008 Domann U. Mass Graduate...Bukola Fatumnbi Michelle Gray 2009 Lincoln Students at the University of Iowa Julia Greenfield Katherine Foster Gladys Murage Stacy-Ann Wright

50 Years of C. Wright Mills and "The Sociological Imagination"

ERIC Educational Resources Information Center

Scanlan, Stephen J.; Grauerholz, Liz

2009-01-01

The core ideas and lessons of C. Wright Mills are most likely among the first perspectives to which students are exposed in sociology and are a foundation to the discipline. Although perhaps difficult to recall all of the specific details of the encounter, many of these students are likely to remember the first time that they were introduced to C.…

[Environmental investigation of ground water contamination at Wright-Patterson Air Force Base, Ohio]. Volume 5, Appendix A, Part 1, Field Investigation report

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

Not Available

1992-03-01

This report presents information related to the sampling of ground water at the Wright-Patterson Air Force Base. It is part of an investigation into possible ground water contamination. Information concerns well drilling/construction; x-ray diffraction and sampling; soil boring logs; and chain-of-custody records.

Discharge Processes in the Oxygen Plasma

DTIC Science & Technology

1981-04-01

for Period October 1975 - October 1980 Approved for public release; distribution unlimited C.) A "AERO PROPULSION LABORATORY L. AIR FORCE WRIGHT...AERONAUTICAL LABORATORIES AIR FORCE SYSTEMS COMMAND WRIGHT PATTERSON AIR FORCE BASE, OHIO 45433 816,., 009 Best Available Copy S...it different from Report) IS. SUPPLEMENTARY NOTES A Dissertation Presented to the Faculty of the School of Engineering of the Air Force Institute of

Encoding Gaussian Curvature in Glassy and Elastomeric Liquid Crystal Solids (Postprint)

DTIC Science & Technology

2016-05-04

unlimited. © 2016 THE ROYAL SOCIETY PUBLISHING (STINFO COPY) AIR FORCE RESEARCH LABORATORY MATERIALS AND MANUFACTURING DIRECTORATE WRIGHT...ACRONYM(S) Air Force Research Laboratory Materials and Manufacturing Directorate Wright-Patterson Air Force Base, OH 45433-7750 Air Force Materiel...integration of such materials is a precondition for their exploitation in new devices. 15. SUBJECT TERMS nematic, elastomers, solids, curvature

Pretext, Context, Subtext: Textual Power in the Writing of Langston Hughes, Richard Wright, and Martin Luther King, Jr.

ERIC Educational Resources Information Center

Bogumil, Mary L.; Molino, Michael R.

1990-01-01

Studies verbal pretexts, social subtexts, and interpretive contexts of works by Langston Hughes, Richard Wright, and Martin Luther King, Jr. Notes that cultural repression is propagated (and dispelled) in part through the power of language. Notes that these texts are relevant for teaching textual power in hopes of affecting social change. (RS)

Additional Evidence Is Needed to Recommend Acquiring a Dog to Families of Children with Autism Spectrum Disorder: A Response to Wright and Colleagues

ERIC Educational Resources Information Center

Crossman, Molly K.; Kazdin, Alan E.

2016-01-01

Caregivers of children with autism spectrum disorder are vulnerable to overstated benefits of interventions, and such overstatements are common with interventions involving animals. This response to Wright, Hall, Hames, Hardmin, Mills, the Paws Team, and Mills' (2015) article, "Acquiring a Pet Dog Significantly Reduces Stress of Primary…

X-29 in Protective Cover Being Transported by Truck to Dryden

NASA Technical Reports Server (NTRS)

1988-01-01

In a stark juxtaposition of nature and technology, the second X-29 forward-swept-wing research aircraft is shown here passing by one of the classic, spiny Joshua trees that populate the Mojave desert while being transported by truck to NASA's Ames-Dryden Flight Research Facility (later the Dryden Flight Research Center), Edwards, California, on November 7, 1988. The aircraft, with its protective covering, traveled by ship from the manufacturer's plant on Long Island through the Panama Canal to Port Hueneme and then was trucked to Dryden. X-29 No. 2 was used in a high angle-of-attack research program which began in spring 1989. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

X-15A-2 with dummy ramjet

NASA Technical Reports Server (NTRS)

1967-01-01

This photo shows the X-15A-2 (56-6671) on a research flight with a dummy ramjet engine attached to the bottom of its wedge-shaped vertical tail. One of the experiments planned for the X-15A-2 involved tests of a functional ramjet at speeds above Mach 5. This photo was taken with a dummy ramjet. On this research flight, the X-15A-2 did not carry the two drop tanks used on its Mach 6.7 flight. It also had not yet been covered with an ablative coating. The X-15A-2 made several flights with the dummy ramjet, leading to the record Mach 6.7 flight on October 3, 1967. Delays in producing the operational ramjet, aerodynamic heating damage to the aircraft during the record flight (despite the ablative coating), and the end of the X-15 program in 1968 resulted in no flights with the actual ramjet. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

X-15 #2 with test pilot Joe Walker

NASA Technical Reports Server (NTRS)

1961-01-01

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

The Peak Flow Working Group: test of portable peak flow meters by explosive decompression.

PubMed

Pedersen, O F; Miller, M R

1997-02-01

In 1991, 50 new Vitalograph peak flow meters and 27 previously used mini-Wright peak flow meters were tested at three peak flows by use of a calibrator applying explosive decompression. The mini-Wright peak flow meters were also compared with eight new meters. For both makes of meter there was an excellent within-meter and between-meter variation. The accuracy, however, was poor, with a maximal overestimation of true flows of 50 and 70 L.min-1 in the interval from 200 to 400 L.min-1 for the Vitalograph and mini-Wright meters, respectively. The deviation is explained by the physical characteristics of the variable orifice peak flow meters. They have been supplied with equidistant scales, which give non-linear readings.

B-29 Superfortress Engine in the Altitude Wind Tunnel

NASA Image and Video Library

1944-07-21

The resolution of the Boeing B-29 Superfortress’ engine cooling problems was one of the Aircraft Engine Research Laboratory’s (AERL) key contributions to the World War II effort. The B-29 leapfrogged previous bombers in size, speed, and altitude capabilities. The B–29 was intended to soar above anti-aircraft fire and make pinpoint bomb drops onto strategic targets. Four Wright Aeronautical R-3350 engines powered the massive aircraft. The engines, however, frequently strained and overheated due to payload overloading. This resulted in a growing number of engine fires that often resulted in crashes. The military asked the NACA to tackle the overheating issue. Full-scale engine tests on a R–3350 engine in the Prop House demonstrated that a NACA-designed impeller increased the fuel injection system’s flow rate. Single-cylinder studies resolved a valve failure problem by a slight extension of the cylinder head, and researchers in the Engine Research Building combated uneven heating with a new fuel injection system. Investigations during the summer of 1944 in the Altitude Wind Tunnel, which could simulate flight conditions at high altitudes, led to reduction of drag and improved air flow by reshaping the cowling inlet and outlet. The NACA modifications were then flight tested on a B-29 bomber that was brought to the AERL.

NARC Rayon Replacement Program for the RSRM Nozzle, Phase IV Qualification and Implementation Status

NASA Technical Reports Server (NTRS)

Haddock, M. Reed; Wendel, Gary M.; Cook, Roger V.

2005-01-01

The Space Shuttle NARC Rayon Replacement Program has down-selected Enka rayon as a replacement for the obsolete NARC rayon in the nozzle carbon cloth phenolic (CCP) ablative insulators. Full qualification testing of the Enka rayon-based carbon cloth phenolic is underway, including processing, thmal/structural properties, and hot-fire subscale tests. Required thermal-structural capabilities, together with confidence in erosio/char performance in simulated and subscale hot fire tests such as Wright-Patterson Air Force Base Laser Hardened Materials Evaluation Laboratory testing, NASA-MSFC 24-inch motor tests, NASA-MSFC Solid Fuel Torch - Super Sonic Blast Tube, NASA-MSFC Plasma Torch Test Bed, ATK Thiokol Forty Pound Charge and NASA-MSFC MNASA justified the testing of the new Enka-rayon candidate on full-scale static test motors. The first RSRM full-scale static test motor nozzle, fabricated using the new Enka rayon-based CCP, was successfully demonstrated in June 2004. Two additional static test motors are planned with the new Enka rayon in the next two years along with additional A-basis property characterization. Process variation or "corner-of-the-box" testing together with cured and uncured aging studies are also planned as some of the pre-flight implementation activities with 5-year cured aging studies over-lapping flight hardware fabrication.

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

NASA Technical Reports Server (NTRS)

1960-01-01

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

Chained Kullback-Leibler Divergences

PubMed Central

Pavlichin, Dmitri S.; Weissman, Tsachy

2017-01-01

We define and characterize the “chained” Kullback-Leibler divergence minw D(p‖w) + D(w‖q) minimized over all intermediate distributions w and the analogous k-fold chained K-L divergence min D(p‖wk−1) + … + D(w2‖w1) + D(w1‖q) minimized over the entire path (w1,…,wk−1). This quantity arises in a large deviations analysis of a Markov chain on the set of types – the Wright-Fisher model of neutral genetic drift: a population with allele distribution q produces offspring with allele distribution w, which then produce offspring with allele distribution p, and so on. The chained divergences enjoy some of the same properties as the K-L divergence (like joint convexity in the arguments) and appear in k-step versions of some of the same settings as the K-L divergence (like information projections and a conditional limit theorem). We further characterize the optimal k-step “path” of distributions appearing in the definition and apply our findings in a large deviations analysis of the Wright-Fisher process. We make a connection to information geometry via the previously studied continuum limit, where the number of steps tends to infinity, and the limiting path is a geodesic in the Fisher information metric. Finally, we offer a thermodynamic interpretation of the chained divergence (as the rate of operation of an appropriately defined Maxwell’s demon) and we state some natural extensions and applications (a k-step mutual information and k-step maximum likelihood inference). We release code for computing the objects we study. PMID:29130024

Revisiting the time until fixation of a neutral mutant in a finite population - A coalescent theory approach.

PubMed

Greenbaum, Gili

2015-09-07

Evaluation of the time scale of the fixation of neutral mutations is crucial to the theoretical understanding of the role of neutral mutations in evolution. Diffusion approximations of the Wright-Fisher model are most often used to derive analytic formulations of genetic drift, as well as for the time scales of the fixation of neutral mutations. These approximations require a set of assumptions, most notably that genetic drift is a stochastic process in a continuous allele-frequency space, an assumption appropriate for large populations. Here equivalent approximations are derived using a coalescent theory approach which relies on a different set of assumptions than the diffusion approach, and adopts a discrete allele-frequency space. Solutions for the mean and variance of the time to fixation of a neutral mutation derived from the two approaches converge for large populations but slightly differ for small populations. A Markov chain analysis of the Wright-Fisher model for small populations is used to evaluate the solutions obtained, showing that both the mean and the variance are better approximated by the coalescent approach. The coalescence approximation represents a tighter upper-bound for the mean time to fixation than the diffusion approximation, while the diffusion approximation and coalescence approximation form an upper and lower bound, respectively, for the variance. The converging solutions and the small deviations of the two approaches strongly validate the use of diffusion approximations, but suggest that coalescent theory can provide more accurate approximations for small populations. Copyright © 2015 Elsevier Ltd. All rights reserved.

Learning to Fly: The Wright Brothers' Adventure. A Guide for Educators and Students with Activities in Aeronautics

ERIC Educational Resources Information Center

Storm, Roger; Benson, Thomas; Galica, Carol; McCredie, Patty

2003-01-01

This educator guide provides background information on Wilbur and Orville Wright. It also presents activities on aeronautics that provide templates for building the 1900, 1901, and 1902 Gliders and the 1903 Flyer. Activities include: (1) Early Aviation; (2) Your First Interview; (3) Your First Report; (4) Build a Model of the 1900 Glider; (5)…

The Effects of DHEA on Resilience to PTSD

DTIC Science & Technology

2011-04-01

Resilience to PTSD Authors Cassandra M. Ellington Scott J. Wright Lolita M. Burrell Michael D. Matthews United States Military Academy...to PTSD 5a. CONTRACT NUMBER 5b. GRANT NUMBER 5c. PROGRAM ELEMENT NUMBER 6. AUTHOR(S) Cassandra Ellington; Scott Wright; Lolita Burrell; Michael...Chilcoat, H. D., Kessler, R. C., Peterson, E. L., & Lucia, V. C. (1999). Vulnerability to assaultive violence: Further specification of the sex

Simulant Gas Test Technique Feasibility

DTIC Science & Technology

1990-05-01

DY’NAMICS LABORATORY WRIGHT RESEARCH AND DEVELOPMENT CENTER AIR FORCE SYSTEMS COMMAND WRIGHT-PATTERSON AIR FORCE BASE, OHIO 45433-6553 NOTIr’ When...TERMS (Continue on reverse if necessary and identify by block number) FIELD GROUP SUB-GROUP Hypersonic-test Air -chemistry Non-equilibrium-flow 0g...ABSTRACT (Continue on reverse if necessary and identify by block number) ’[lie Ulcertaillty engendered by non-equilibrium air effects on hypersonic

Richard Wright's Thematic Treatment of Women in "Uncle Tom's Children,""Black Boy," and "Native Son."

ERIC Educational Resources Information Center

Brewton, Butler E.

Richard Wright's literary work emphasizes a contrast between black women and white women. Although both are "givers" to black boys, the nature of what they give is different. The black woman gives physical life, feeds it, and protects it at the expense of spiritual or creative vitality. Her goal is to survive bodily, to breathe, to have…

HOT CELL BUILDING, TRA632, INTERIOR. WRIGHT 3TON HOIST ON EAST ...

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

HOT CELL BUILDING, TRA-632, INTERIOR. WRIGHT 3-TON HOIST ON EAST SIDE OF CELL 2. SIGN AT LEFT OF VIEW SAYS, "...DO NOT BRING FISSILE MATERIAL INTO AREA WITHOUT APPROVAL." CAMERA FACES NORTHWEST. INL NEGATIVE NO. HD46-29-2. Mike Crane, Photographer, 2/2005 - Idaho National Engineering Laboratory, Test Reactor Area, Materials & Engineering Test Reactors, Scoville, Butte County, ID

Nb3Sn Superconductor Loss Study

DTIC Science & Technology

1988-01-08

ABERO PROPULSION LABORATORY AIR FORCE WRIGHT AERONAUTICAL LABORATORIES AIR FORCE SYSTEMS COMMAND WRIGHT-PATTERSON AIR FORCE BASE, OHIO 45433-6563 93...Advanced Power Systems Branch Aerospace Power Division Aero Propulsion & Power Laboratory FOR THE COMMANDER MiCHAEL D. BRAYDICH, Maj, USAF Deputy Director...Aerospace Power Division Aero Propulsion & Power Laboratory IF YOUR ADDRESS HAS CHANGED, IF YOU WISH TO BE REMOVED FROM OUR MAIUNG LIST, OR IF THE

Shear Moduli of Orthotropic Composites.

DTIC Science & Technology

1980-03-01

COMPOSITES N. J. Pagano Mechanics & Surface Interactions Branch Nonmetallic Materials Division March 1980 DT1C> Technical Report AFML-TR-79-4164 ELE(I JUN...Surface Interactions Br. Nonmetallic Materials Division Nonmetallic Materials Division FOR THE COMMANDER M.KLLChief metallic Materials Division "If your...SrtaceT’ Ileation ranch 10. PROGRAM ELEMENT. PROJECT, TASK Materials Laboratory 219 u,\\i’- Air Force Wright Aeronautical Laboratories 21310, WD Wright

Defense Conference on Nondestructive Testing (28th), 27-29 November 1979

DTIC Science & Technology

1979-11-29

58 ’.Microencapsulated Penetrants, A Now Approach to Penetrant Inspection" • ........ Albert Olevitch, Wright- Patterson AEB, OH...J. Watts, Warren, MI 48090 ......................... 140 "Using NDT Methods to Influence the Aircraft Design Process,’ William L Andre, Moffett Field...Albert Olevitch Air Force Materialý Laboratory Attn: AFML/MXE Wright- Patterson AFB, OH 45433 Autovon 785-3691 ABSTRACT This paper describes the work

Very Long Wave Length IR Detectors

DTIC Science & Technology

2015-02-01

STINFO COPY AIR FORCE RESEARCH LABORATORY MATERIALS AND MANUFACTURING DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH 45433-7750 AIR FORCE...to comply with a collection of information if it does not display a currently valid OMB control number. PLEASE DO NOT RETURN YOUR FORM TO THE ABOVE...NAME(S) AND ADDRESS(ES) Air Force Research Laboratory Materials and Manufacturing Directorate Wright-Patterson Air Force Base, OH 45433-7750 Air

Transformation and Change Management for Strategic Leaders

DTIC Science & Technology

2002-04-09

TRANSFORMATION AND CHANGE MANAGEMENT FOR STRATEGIC LEADERS BY MR. KENNETH L. WRIGHT Department of the Army DISTRIBUTION STATEMENT A: Approved for Public...PROJECT TRANSFORMATION AND CHANGE MANAGEMENT FOR STRATEGIC LEADERS BY MR. KENNETH L. WRIGHT DEPARTMENT OF THE ARMY Dr. Robert M. Murphy Project Advisor The...STRATEGIC LEADERS FORMAT: Strategy Research Project DATE: 09 April 2002 PAGES: 33 CLASSIFICATION: Unclassified The objective of this work is to examine

Investigation of Fire-Vulnerability-Reduction Effectiveness of Fire-Resistant Diesel Fuel in Armored Vehicular Fuel Tanks

DTIC Science & Technology

1980-09-30

Aberdeen Proving Ground, Maryland, September 1976. 2. Weatherford, W.D., Jr., Fodor, G.E., Naegeli , D.W., Owens, E.C., Wright, B.R., and Schaekel, F.W...Weatherford, W.I)., Jr., Fodor, G.E., Naegeli , D.W., Owens, E.C., Wright, B.R., and Schaekel, F.W., "Development of Army Fire-Resistant Diesel Fuel," Interim

Collaboration, Reputation, and Ethics in American Academic Life: Hans H. Gerth and C. Wright Mills.

ERIC Educational Resources Information Center

Oakes, Guy; Vidich, Arthur J.

Using the collaboration between sociologist C. Wright Mills and Hans H. Gerth and their studies of the work of Max Weber as a point of departure for a sustained discussion of academic ethics, this book explores how concealment, secrecy, and deception contribute to the building of academic reputation and how the balance of knowledge and power in a…

Annotated Bibliography: Polymers in Concrete.

DTIC Science & Technology

1982-10-01

under the general supervision of Mr. Bryant Mather, Chief, SL, and Mr. John Scanlon, Chief, Concrete Technology Division , SL, and under the direct...Foreign Technology Division , Wright-Patterson Air Force Base, Ohio. The shrinkage effect on concrete is a significant factor in solving the problem of using...Infrared Radiation," p 13, Jun 1974, Foreign Technology Division , Wright-Patterson Air Force Base, Ohio. Infrared irradiation is an effective means of

A modified Wright-Fisher model that incorporates Ne: A variant of the standard model with increased biological realism and reduced computational complexity.

PubMed

Zhao, Lei; Gossmann, Toni I; Waxman, David

2016-03-21

The Wright-Fisher model is an important model in evolutionary biology and population genetics. It has been applied in numerous analyses of finite populations with discrete generations. It is recognised that real populations can behave, in some key aspects, as though their size that is not the census size, N, but rather a smaller size, namely the effective population size, Ne. However, in the Wright-Fisher model, there is no distinction between the effective and census population sizes. Equivalently, we can say that in this model, Ne coincides with N. The Wright-Fisher model therefore lacks an important aspect of biological realism. Here, we present a method that allows Ne to be directly incorporated into the Wright-Fisher model. The modified model involves matrices whose size is determined by Ne. Thus apart from increased biological realism, the modified model also has reduced computational complexity, particularly so when Ne⪡N. For complex problems, it may be hard or impossible to numerically analyse the most commonly-used approximation of the Wright-Fisher model that incorporates Ne, namely the diffusion approximation. An alternative approach is simulation. However, the simulations need to be sufficiently detailed that they yield an effective size that is different to the census size. Simulations may also be time consuming and have attendant statistical errors. The method presented in this work may then be the only alternative to simulations, when Ne differs from N. We illustrate the straightforward application of the method to some problems involving allele fixation and the determination of the equilibrium site frequency spectrum. We then apply the method to the problem of fixation when three alleles are segregating in a population. This latter problem is significantly more complex than a two allele problem and since the diffusion equation cannot be numerically solved, the only other way Ne can be incorporated into the analysis is by simulation. We have achieved good accuracy in all cases considered. In summary, the present work extends the realism and tractability of an important model of evolutionary biology and population genetics. Copyright © 2016 Elsevier Ltd. All rights reserved.

Reconnaissance for trace metals in bed sediment, Wright Patman Lake, near Texarkana, Texas

USGS Publications Warehouse

McKee, Paul W.

2001-01-01

Many contaminants can be introduced into the environment by urban and industrial activities. The drainage area of Wright Patman Lake is influenced by these activities. Among the contaminants associated with urban and industrial activities are trace metals such as arsenic, lead, mercury, and zinc. These contaminants are relatively insoluble in water and commonly are found in stream, lake, and reservoir bottom sediment, especially the clays and silts within the sediment.Wright Patman Lake serves as the major potable water supply for the city of Texarkana and surrounding communities. Texarkana, located in the northeastern corner of Texas and the southwestern corner of Arkansas, had a population of about 56,000 in 1998, which reflects an increase of about 3.4 percent from the 1990 census (Ramos, 1999). Texarkana Water Utilities, which manages the water-treatment facilities for Texarkana, proposes to dredge the lake bed near the water intake in the Elliot Creek arm of Wright Patman Lake. It is possible that arsenic, lead, mercury, and other trace metals might be released into the water if the bed sediment is disturbed. Bed sediment in the Elliot Creek arm of the lake, in particular, could contain trace metals because of its proximity to Red River Army Depot and because industrial land use is prevalent in the headwaters of Elliot Creek.The U.S. Geological Survey (USGS), in cooperation with Reconnaissance for Trace Metals in Bed Sediment, Wright Patman Lake, Near Texarkana, Texas In cooperation with the Texarkana Water Utilities conducted a reconnaissance of Wright Patman Lake to collect bed-sediment samples for analysis of trace metals. This report presents trace metal concentrations in bed-sediment samples collected at six sites along the Elliot Creek arm of the lake, one site each in two adjacent arms, and one site near the dam on June 16, 1999 (fig. 1). One bed-sediment sample was collected at each of the nine sites, and one sediment core was collected at each of two of the sites. Trace metal concentrations are compared to sediment-quality guidelines for the protection of aquatic life and to screening levels based on historical trace metal concentrations in bed sediment of Texas reservoirs.

Effet de l'encombrement visuel de l'ecran primaire de vol sur la performance du pilote, la charge de travail et le parcours visuel

NASA Astrophysics Data System (ADS)

Doyon-Poulin, Philippe

Flight deck of 21st century commercial aircrafts does not look like the one the Wright brothers used for their first flight. The rapid growth of civilian aviation resulted in an increase in the number of flight deck instruments and of their complexity, in order to complete a safe and ontime flight. However, presenting an abundance of visual information using visually cluttered flight instruments might reduce the pilot's flight performance. Visual clutter has received an increased interest by the aerospace community to understand the effects of visual density and information overload on pilots' performance. Aerospace regulations demand to minimize visual clutter of flight deck displays. Past studies found a mixed effect of visual clutter of the primary flight display on pilots' technical flight performance. More research is needed to better understand this subject. In this thesis, we did an experimental study in a flight simulator to test the effects of visual clutter of the primary flight display on the pilot's technical flight performance, mental workload and gaze pattern. First, we identified a gap in existing definitions of visual clutter and we proposed a new definition relevant to the aerospace community that takes into account the context of use of the display. Then, we showed that past research on the effects of visual clutter of the primary flight display on pilots' performance did not manipulate the variable of visual clutter in a similar manner. Past research changed visual clutter at the same time than the flight guidance function. Using a different flight guidance function between displays might have masked the effect of visual clutter on pilots' performance. To solve this issue, we proposed three requirements that all tested displays must satisfy to assure that only the variable of visual clutter is changed during study while leaving other variables unaffected. Then, we designed three primary flight displays with a different visual clutter level (low, medium, high) but with the same flight guidance function, by respecting the previous requirements. Twelve pilots, with a mean experience of over 4000 total flight hours, completed an instrument landing in a flight simulator using all three displays for a total of nine repetitions. Our results showed that pilots reported lower workload level and had better lateral precision during the approach using the medium-clutter display compared to the low- and high-clutter displays. Also, pilots reported that the medium-clutter display was the most useful for the flight task compared to the two other displays. Eye tracker results showed that pilots' gaze pattern was less efficient for the high-clutter display compared to the low- and medium-clutter displays. Overall, these new experimental results emphasize the importance of optimizing visual clutter of flight displays as it affects both objective and subjective performance of experienced pilots in their flying task. This thesis ends with practical recommendations to help designers optimize visual clutter of displays used for man-machine interface.

De E. Beeler

NASA Technical Reports Server (NTRS)

1949-01-01

De Elroy Beeler became the Acting Director of the National Aeronautics and Space Administration's Flight Research Center on April 27, 1971, with the official appointment being made on May 31, 1971. He retained this position until October 11, 1971, when Lee Scherer became director of the Center that was renamed in honor of Hugh L. Dryden in 1976. De was one of the original small group of engineers and technicians who arrived at the Muroc Army Air Field between September and December of 1946. These people worked under the direction of Walter C. Williams to perform flight research on the Bell XS-1 aircraft. De became the engineer in charge of the aircraft loads program. Beeler soon became responsible for the research planning, design and flight investigations of advanced research aircraft projects. Through time, his title changed many times from engineer in charge of loads research for the NACA Muroc Flight Test Unit in 1947 to Deputy Director for the NASA Flight Research Center in 1974, when he retired. During this period there was a growing number of research programs, the employees grew in numbers, and changes in the facility name occurred, all creating more responsibility for De. He also held the title of Chief of Research until the mid 1960s. Beeler received a Bachelor of Science Degree in mechanical and aeronautical engineering from Kansas State University, Manhattan, Kansas, in 1941. After graduation he was employed by the Wright Aeronautical Corporation of Paterson, New Jersey. In 1941 De joined the National Advisory Committee for Aeronautics at the Langley Memorial Aeronautical Laboratory, Langley Field, Virginia, where he was project engineer on the North American XP-51 Mustang and specialized in high-speed flight research. Beeler was the author of many technical reports and papers. He also gave presentations throughout the world. He is an Associate Fellow in the American Institute of Aeronautics and Astronautics (AIAA), and he has been a member of a technical committee on the lunar landing program of Project Apollo , the NASA Supersonic Transport Committee and the Research Advisory Committee on Aircraft Aerodynamics. He was awarded the NASA Outstanding Leadership Medal.

Western Aeronautical Test Range (WATR) Mission Control Gold Room During X-29 Flight

NASA Technical Reports Server (NTRS)

1989-01-01

The mission control Gold room is seen here during a research flight of the X-29 at the Dryden Flight Research Center, Edwards, California. All aspects of a research mission are monitored from one of two of these control rooms at Dryden. Dryden and its control rooms are part of the Western Aeronautical Test Range (WATR). The WATR consists of a highly automated complex of computer controlled tracking, telemetry, and communications systems and control room complexes that are capable of supporting any type of mission ranging from system and component testing, to sub-scale and full-scale flight tests of new aircraft and reentry systems. Designated areas are assigned for spin/dive tests; corridors are provided for low, medium, and high-altitude supersonic flight; and special STOL/VSTOL facilities are available at Ames Moffett and Crows Landing. Special use airspace, available at Edwards, covers approximately twelve thousand square miles of mostly desert area. The southern boundary lies to the south of Rogers Dry Lake, the western boundary lies midway between Mojave and Bakersfield, the northern boundary passes just south of Bishop, and the eastern boundary follows about 25 miles west of the Nevada border except in the northern areas where it crosses into Nevada. Two X-29 aircraft, featuring one of the most unusual designs in aviation history, flew at the Ames-Dryden Flight Research Facility (now the Dryden Flight Research Center, Edwards, California) from 1984 to 1992. The fighter-sized X-29 technology demonstrators explored several concepts and technologies including: the use of advanced composites in aircraft construction; variable-camber wing surfaces; a unique forward- swept wing and its thin supercritical airfoil; strakes; close-coupled canards; and a computerized fly-by-wire flight control system used to maintain control of the otherwise unstable aircraft. Research results showed that the configuration of forward-swept wings, coupled with movable canards, gave pilots excellent control response at angles of attack of up to 45 degrees. During its flight history, the X-29 aircraft flew 422 research missions and a total of 436 missions. Sixty of the research flights were part of the X-29 follow-on 'vortex control' phase. The forward-swept wing of the X-29 resulted in reverse airflow, toward the fuselage rather than away from it, as occurs on the usual aft-swept wing. Consequently, on the forward-swept wing, the ailerons remained unstalled at high angles of attack. This provided better airflow over the ailerons and prevented stalling (loss of lift) at high angles of attack. Introduction of composite materials in the 1970s opened a new field of aircraft construction. It also made possible the construction of the X-29's thin supercritical wing. State-of-the-art composites allowed aeroelastic tailoring which, in turn, allowed the wing some bending but limited twisting and eliminated structural divergence within the flight envelope (i.e. deformation of the wing or the wing breaking off in flight). Additionally, composite materials allowed the wing to be sufficiently rigid for safe flight without adding an unacceptable weight penalty. The X-29 project consisted of two phases plus the follow-on vortex-control phase. Phase 1 demonstrated that the forward sweep of the X-29 wings kept the wing tips unstalled at the moderate angles of attack flown in that phase (a maximum of 21 degrees). Phase I also demonstrated that the aeroelastic tailored wing prevented structural divergence of the wing within the flight envelope, and that the control laws and control-surface effectiveness were adequate to provide artificial stability for an otherwise unstable aircraft. Phase 1 further demonstrated that the X-29 configuration could fly safely and reliably, even in tight turns. During Phase 2 of the project, the X-29, flying at an angle of attack of up to 67 degrees, demonstrated much better control and maneuvering qualities than computational methods and simulation models had predicted . During 120 research flights in this phase, NASA, Air Force, and Grumman project pilots reported the X-29 aircraft had excellent control response to an angle of attack of 45 degrees and still had limited controllability at a 67-degree angle of attack. This controllability at high angles of attack can be attributed to the aircraft's unique forward-swept wing- canard design. The NASA/Air Force-designed high-gain flight control laws also contributed to the good flying qualities. During the Air Force-initiated vortex-control phase, the X-29 successfully demonstrated vortex flow control (VFC). This VFC was more effective than expected in generating yaw forces, especially in high angles of attack where the rudder is less effective. VFC was less effective in providing control when sideslip (wind pushing on the side of the aircraft) was present, and it did little to decrease rocking oscillation of the aircraft. The X-29 vehicle was a single-engine aircraft, 48.1 feet long with a wing span of 27.2 feet. Each aircraft was powered by a General Electric F404-GE-400 engine producing 16,000 pounds of thrust. The program was a joint effort of the Department of Defense's Defense Advanced Research Projects Agency (DARPA), the U.S. Air Force, the Ames-Dryden Flight Research Facility, the Air Force Flight Test Center, and the Grumman Corporation. The program was managed by the Air Force's Wright Laboratory, Wright Patterson Air Force Base, Ohio.

Passion play: Will Wright and games for science learning

NASA Astrophysics Data System (ADS)

Ching, Dixie

2012-12-01

Researchers and instructional designers are exploring the possibilities of using video games to support STEM education in the U.S., not only because they are a popular media form among youth, but also because well-designed games often leverage the best features of inquiry learning. Those interested in using games in an educational capacity may benefit from an examination of the work of video game designer Will Wright. Wright designs through a constructivist lens and his open-ended, sandbox games ( SimCity, The Sims, Spore) present wide "possibility spaces" that allow players to exercise their critical thinking and problem solving skills. His games invoke a delight in discovery that inspire creative acts and interest-driven learning both during and outside of the game. Finally, he reminds us that failure-based learning is a viable strategy for building expertise and understanding.

Comparisons of some scattering theories with recent scatterometer measurements. [sea roughness radar model

NASA Technical Reports Server (NTRS)

Fung, A. K.; Dome, G.; Moore, R. K.

1977-01-01

The paper compares the predictions of two different types of sea scatter theories with recent scatterometer measurements which indicate the variations of the backscattering coefficient with polarization, incident angle, wind speed, and azimuth angle. Wright's theory (1968) differs from that of Chan and Fung (1977) in two major aspects: (1) Wright uses Phillips' sea spectrum (1966) while Chan and Fung use that of Mitsuyasu and Honda, and (2) Wright uses a modified slick sea slope distribution by Cox and Munk (1954) while Chan and Fung use the slick sea slope distribution of Cox and Munk defined with respect to the plane perpendicular to the look direction. Satisfactory agreements between theory and experimental data are obtained when Chan and Fung's model is used to explain the wind and azimuthal dependence of the scattering coefficient.

X-15 mock-up with test pilot Milt Thompson

NASA Technical Reports Server (NTRS)

1993-01-01

NASA research pilot Milt Thompson is seen here with the mock-up of X-15 #3 that was later installed at the NASA Dryden Flight Research Center, Edwards, California. Milton 0. Thompson was a research pilot, Chief Engineer and Director of Research Projects during a long career at the NASA Dryden Flight Research Center. Thompson was hired as an engineer at the flight research facility on 19 March 1956, when it was still under the auspices of NACA. He became a research pilot on 25 May 1958. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the X-15 rocket-powered research aircraft between 1959 and 1968. He began flying X-15s on 29 October 1963. He flew the aircraft 14 times during the following two years, reaching a maximum speed of 3723 mph (Mach 5.42) and a peak altitude of 214,100 feet on separate flights. (On a different flight, he reached a Mach number of 5.48 but his mph was only 3712.) Thompson concluded his active flying career in 1968, becoming Director of Research Projects. In 1975 he was appointed Chief Engineer and retained the position until his death on 8 August 1993. The X-15 was a rocket powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Quantification of Uncertainty in the Remedial Investigation/Feasibility Studies Process

DTIC Science & Technology

1993-09-01

Environmental Restoration Division, HQ Air Combat Command at Langley AFB . Without his support this thesis would not have been possible. Through his...Lester, Restoration Program Manager, Wright-Patterson AFB , stated that the Operable Units (OUs) at Wright- Patterson AFB were regrouped (sites moved...provided detailed information on each installation’s sites and OUs and how they were related. For example, the MAP for Hamilton AFB might describe how

Temperature Dependent Sellmeier Equation for the Refractive Index of GaP (Postprint)

DTIC Science & Technology

2018-02-01

OPTICAL SOCIETY OF AMERICA (STINFO COPY) AIR FORCE RESEARCH LABORATORY MATERIALS AND MANUFACTURING DIRECTORATE WRIGHT-PATTERSON AIR FORCE BASE, OH...10. SPONSORING/MONITORING AGENCY ACRONYM(S) Air Force Research Laboratory Materials and Manufacturing Directorate Wright-Patterson Air...the samples were identical in all but thickness, the n(λ)d product determined from the measured fringe spectra (using Eq. (2), with known m) for any

The Wonder and Enrichment of Teaching Wright Morris's "A Fight between a White Boy and a Black Boy in the Dusk of a Fall Afternoon in Omaha, Nebraska."

ERIC Educational Resources Information Center

McCaffrey, Jerrine

2001-01-01

Outlines a teaching method for Wright Morris's "A Fight Between a White Boy and a Black Boy in the Dusk of a Fall Afternoon in Omaha, Nebraska." Proposes that the story provides and opportunity to introduce stream-of-consciousness writing and to convey the significance of memory recall. (PM)

The Wright Institute Sanctuary Project: Development and Proposed Evaluation of a Graduate Training Program Providing Clinical Services to Asylum Seekers in the Bay Area

ERIC Educational Resources Information Center

Padilla, Brenda Lisa

2012-01-01

This study highlights the development of a graduate training program at The Wright Institute in Berkeley, CA, which provides assessment services for undocumented immigrants seeking asylum. This program focuses on the needs of a general asylum seeking population, with a specific relevance to some of the populations that may be served in the…

DOD JPADS Programs Overview & NATO Activities

DTIC Science & Technology

2007-05-01

DOD JPADS PROGRAMS OVERVIEW & NATO ACTIVITIES Richard Benney, Joseph McGrath, Jaclyn McHugh, Andrew Meloni, Greg Noetscher, Steve Tavan1 US...May 23-26, 2005, Munich, Germany. [3] Philip D. Hattis, Thomas J. Fill, David S. Rubenstein, Robert P. Wright, and Richard J. Benney, "An Advanced...Colorado. [4] Philip Hattis, Thomas Fill, David Rubenstein, Robert Wright, Richard Benney, David LeMoine, "Status of an On-Board PC-Based Airdrop

The Shock and Vibration Bulletin. Part 4. Damping and Machinery Dynamics

DTIC Science & Technology

1983-05-01

Y. S. Shin, Naval Postgraduate School, Monterey, CA and M. K. Chargin, NASA Ames Research Center, Moffett Field, CA FLUID-STRUCTURE INTERACTION BY...Wright Aeronautical Laboratories, Wright-Patterson AFB, OH, and J. R. McGehee, NASA Langley Research Center, Hampton, VA ON THE MODAL... NASA Langley Missile Command, Redstone Arsenal, AL Research Center, Hampton, VA Mr. R. E. Seely, Naval Weapons Handlinj Center. Earle, Colts

The Supply Effectiveness of Cooperative Logistics.

DTIC Science & Technology

1979-06-01

comparisins need special attention. One- Wav ANOVA The critical item data were run on the computer using the subprogram One-Way (lo:422-425) to...thesis midi -proposal, LSSR 3-79B, Air Force Institute of Technology, Wright-Patterson AFB OH, February 1979. 6. Christenson, Linda. Supply Systems...Pricing Procedures." Unpublished thesis midi -proposal. LSSR 8-79B, Air Force Institute of Technology, Wright-Patterson AFB OH, February 1979. 28

The Evolution of the International System: Surrender Sovereignty or Fight to the Death

DTIC Science & Technology

2011-06-01

8 Robert Wright, Nonzero: The Logic of Human Destiny (New York, NY: First Vintage Books, 2001), 6-7. 9 Kenneth...systems, ecologies, cells, developing embryos , and ant colonies‖ as well as any socially constructed human group.36 Each system is made up of agents...Arnold. Discord and Collaboration. Baltimore, MD: The Johns Hopkins University Press, 1962. Wright, Robert. Nonzero: The Logic of Human Destiny

Darwinism after Mendelism: the case of Sewall Wright's intellectual synthesis in his shifting balance theory of evolution (1931).

PubMed

Hodge, Jonathan

2011-03-01

Historians of science have long been agreeing: what many textbooks of evolutionary biology say, about the histories of Darwinism and the New Synthesis, is just too simple to do justice to the complexities revealed to critical scholarship and historiography. There is no current consensus, however, on what grand narratives should replace those textbook histories. The present paper does not offer to contribute directly to any grand, consensual, narrational goals; but it does seek to do so indirectly by showing how, in just one individual case, details of intellectual biography connect with big picture issues. To this end, I examine here how very diverse scientific and metaphysical commitments were integrated in Sewall Wright's own personal synthesis of biology and philosophy. Taking as the decisive text the short final section of Wright's long 1931 paper on 'Evolution in Mendelian populations,' I examine how his shifting balance theory (SBT) related to his optimum breeding strategy research, his physiological genetics, his general theory of homogenising and heterogenesing causation and his panpsychist view of mind and matter; and I discuss how understanding these relations can clarify Wright's place in the longue durée of evolutionary thought. Copyright © 2010 Elsevier Ltd. All rights reserved.

Single and simultaneous binary mergers in Wright-Fisher genealogies.

PubMed

Melfi, Andrew; Viswanath, Divakar

2018-05-01

The Kingman coalescent is a commonly used model in genetics, which is often justified with reference to the Wright-Fisher (WF) model. Current proofs of convergence of WF and other models to the Kingman coalescent assume a constant sample size. However, sample sizes have become quite large in human genetics. Therefore, we develop a convergence theory that allows the sample size to increase with population size. If the haploid population size is N and the sample size is N 1∕3-ϵ , ϵ>0, we prove that Wright-Fisher genealogies involve at most a single binary merger in each generation with probability converging to 1 in the limit of large N. Single binary merger or no merger in each generation of the genealogy implies that the Kingman partition distribution is obtained exactly. If the sample size is N 1∕2-ϵ , Wright-Fisher genealogies may involve simultaneous binary mergers in a single generation but do not involve triple mergers in the large N limit. The asymptotic theory is verified using numerical calculations. Variable population sizes are handled algorithmically. It is found that even distant bottlenecks can increase the probability of triple mergers as well as simultaneous binary mergers in WF genealogies. Copyright © 2018 Elsevier Inc. All rights reserved.

14 CFR 25.1155 - Reverse thrust and propeller pitch settings below the flight regime.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 14 Aeronautics and Space 1 2014-01-01 2014-01-01 false Reverse thrust and propeller pitch settings... Powerplant Controls and Accessories § 25.1155 Reverse thrust and propeller pitch settings below the flight regime. Each control for reverse thrust and for propeller pitch settings below the flight regime must...

14 CFR 25.1155 - Reverse thrust and propeller pitch settings below the flight regime.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 14 Aeronautics and Space 1 2012-01-01 2012-01-01 false Reverse thrust and propeller pitch settings... Powerplant Controls and Accessories § 25.1155 Reverse thrust and propeller pitch settings below the flight regime. Each control for reverse thrust and for propeller pitch settings below the flight regime must...

14 CFR 25.1155 - Reverse thrust and propeller pitch settings below the flight regime.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Reverse thrust and propeller pitch settings... Powerplant Controls and Accessories § 25.1155 Reverse thrust and propeller pitch settings below the flight regime. Each control for reverse thrust and for propeller pitch settings below the flight regime must...

14 CFR 25.1155 - Reverse thrust and propeller pitch settings below the flight regime.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 14 Aeronautics and Space 1 2013-01-01 2013-01-01 false Reverse thrust and propeller pitch settings... Powerplant Controls and Accessories § 25.1155 Reverse thrust and propeller pitch settings below the flight regime. Each control for reverse thrust and for propeller pitch settings below the flight regime must...

14 CFR 25.1155 - Reverse thrust and propeller pitch settings below the flight regime.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 14 Aeronautics and Space 1 2011-01-01 2011-01-01 false Reverse thrust and propeller pitch settings... Powerplant Controls and Accessories § 25.1155 Reverse thrust and propeller pitch settings below the flight regime. Each control for reverse thrust and for propeller pitch settings below the flight regime must...

"Plants that Remind Me of Home": Collecting, Plant Geography, and a Forgotten Expedition in the Darwinian Revolution.

PubMed

Hung, Kuang-Chi

2017-02-01

In 1859, Harvard botanist Asa Gray (1810-1888) published an essay of what he called "the abstract of Japan botany." In it, he applied Charles Darwin's evolutionary theory to explain why strong similarities could be found between the flora of Japan and that of eastern North America, which provoked his famous debate with Louis Agassiz (1807-1873) and initiated Gray's efforts to secure a place for Darwinian biology in the American sciences. Notably, although the Gray-Agassiz debate has become one of the most thoroughly studied scientific debates, historians of science remain unable to answer one critical question: How was Gray able to acquire specimens from Japan? Making use of previously unknown archival materials, this article scrutinizes the institutional, instrumental, financial, and military settings that enabled Gray's collector, Charles Wright (1811-1885), to travel to Japan, as well as examine Wright's collecting practices in Japan. I argue that it is necessary to examine Gray's diagnosis of Japan's flora and the subsequent debate about it from the viewpoint of field sciences. The field-centered approach not only unveils an array of historical significances that have been overshadowed by the analytical framework of the Darwinian revolution and the reception of Darwinism, but also places a seemingly domestic incident in a transnational context.

X-15 #2 on lakebed after engine failure forced pilot Jack McKay to make an emergency landing at Mud

NASA Technical Reports Server (NTRS)

1962-01-01

On 9 November 1962, an engine failure forced Jack McKay, a NASA research pilot, to make an emergency landing at Mud Lake, Nevada, in the second X-15 (56-6671); its landing gear collapsed and the X-15 flipped over on its back. McKay was promptly rescued by an Air Force medical team standing by near the launch site, and eventually recovered to fly the X-15 again. But his injuries, more serious than at first thought, eventually forced his retirement from NASA. The aircraft was sent back to the manufacturer, where it underwent extensive repairs and modifications. It returned to Edwards in February 1964 as the X-15A-2, with a longer fuselage (52 ft 5 in) and external fuel tanks. The basic X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years--June 1959 to Oct. 1968--and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Ada Compiler Validation Summary Report: Certificate Number 89020W1. 10073: International Business Machines Corporation, IBM Development System for the Ada Language, VM/CMS Ada Compiler, Version 2.1.1, IBM 3083 (Host and Target)

DTIC Science & Technology

1989-04-20

International Business Machines Corporation) IBM Development System for the Ada Language, VN11/CMS Ada Compiler, Version 2.1.1, Wright-Patterson AFB, IBM 3083...890420W1.10073 International Business Machines Corporation IBM Development System for the Ada Language VM/CMS Ada Compiler Version 2.1.1 IBM 3083... International Business Machines Corporation and reviewed by the validation team. The compiler was tested using all default option settings except for the

X-15 mock-up with test pilot Milt Thompson

NASA Technical Reports Server (NTRS)

1993-01-01

NASA research pilot Milt Thompson stands next to a mock-up of X-15 number 3 that was later installed at the NASA Dryden Flight Research Center, Edwards, California. Milton 0. Thompson was a research pilot, Chief Engineer and Director of Research Projects during a long career at the NASA Dryden Flight Research Center. Thompson was hired as an engineer at the flight research facility on 19 March 1956, when it was still under the auspices of NACA. He became a research pilot on 25 May 1958. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the X-15 rocket-powered research aircraft between 1959 and 1968. He began flying X-15s on 29 October 1963. He flew the aircraft 14 times during the following two years, reaching a maximum speed of 3723 mph (Mach 5.42) and a peak altitude of 214,100 feet on separate flights. Thompson concluded his active flying career in 1968, becoming Director of Research Projects. In 1975 he was appointed Chief Engineer and retained the position until his death on 8 August 1993. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and moving horizontal stabilizers which control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. The X-15-3, serial number 56-6672, crashed on 15 Novemebr 1967, resulting in the death of Maj. Michael J. Adams.

X-15 #3 with test pilot Milt Thompson

NASA Technical Reports Server (NTRS)

1964-01-01

NASA research pilot Milt Thompson stands next to the X-15 #3 ship after a research flight. Milton 0. Thompson was a research pilot, Chief Engineer and Director of Research Projects during a long career at the NASA Dryden Flight Research Center. Thompson was hired as an engineer at the Flight Research Facility on March 19, 1956, when it was still under the auspices of NACA. He became a research pilot on May 25, 1958. Thompson was one of the 12 NASA, Air Force, and Navy pilots to fly the X-15 rocket-powered research aircraft between 1959 and 1968. He began flying X-15s on October 29, 1963. He flew the aircraft 14 times during the following two years, reaching a maximum speed of 3723 mph (Mach 5.42) and a peak altitude of 214,100 feet on separate flights. Thompson concluded his active flying career in 1968, becoming Director of Research Projects. In 1975 he was appointed Chief Engineer and retained the position until his death on August 8, 1993. The X-15 was a rocket-powered aircraft 50 ft long with a wingspan of 22 ft. It was a missile-shaped vehicle with an unusual wedge-shaped vertical tail, thin stubby wings, andunique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was capable of developing 57,000 lb of thrust. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as a testbed to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudders on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a ballistic control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Pilot Neil Armstrong with X-15 #1

NASA Technical Reports Server (NTRS)

1960-01-01

Dryden pilot Neil Armstrong is seen here next to the X-15 ship #1 (56-6670) after a research flight. Armstrong made his first X-15 flight on November 30, 1960, in the #1 X-15. He made his second flight on December 9, 1960, in the same aircraft. This was the first X-15 flight to use the ball nose, which provided accurate measurement of air speed and flow angle at supersonic and hypersonic speeds. The servo-actuated ball nose can be seen in this photo in front of Armstrong's right hand. The X-15 employed a non-standard landing gear. It had a nose gear with a wheel and tire, but the main landing consisted of skids mounted at the rear of the vehicle. In the photo, the left skid is visible, as are marks on the lakebed from both skids. Because of the skids, the rocket-powered aircraft could only land on a dry lakebed, not on a concrete runway. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

STEM Education: Introduction of Quantitative Math and Science Content into Elementary Education, STEM Enrichment Effort in Title One Elementary and Middle Schools in Bay County, Florida

DTIC Science & Technology

2013-06-01

inside pages STINFO COPY AIR FORCE RESEARCH LABORATORY MATERIALS AND MANUFACTURING DIRECTORATE WRIGHT PATTERSON AIR FORCE BASE, OH 45433-7750...Materials and Manufacturing Directorate Materials and Manufacturing Directorate Air Force Research Laboratory Air Force Research Laboratory This... Research Laboratory Materials and Manufacturing Directorate Wright Patterson Air Force Base, OH 45433-7750 Air Force Materiel Command United States

Annual Symposium, Psychology in the Air Force (5th), 8 April - 10 April 1976

DTIC Science & Technology

1976-06-01

approach . Miller, Robert B., Psychological Considerations in the Design of Training Equipment, WADC-TR-54-563, Wright-Patterson AFB, OH, Wright Air... Abnormal and Social Psychology , 1963, 66, 207-216. Berkley, C. S. & Sproule, C. F. Test anxiety and test-unsophistication: The effects, the cures. Public...SYMPOSIUM PROCEEDINGS Proceedings of the 5th Symposium on Psychology in the Air Force. Sponsored by the Department of Behavioral Sciences and

Flood Mitigation and Response: Comparing the Great Midwest Floods of 1993 and 2008

DTIC Science & Technology

2010-12-01

The Galloway Commission ranged the damage between $12 and $16 billion; however, the report admits that its numbers were premature and not all...Foundation, June 18, 2008); Wright (2000); Sharing the Challenge; Galloway , 7; Georgianne Nienaber, “Is ‘Mother Nature’ really to Blame for the...Mattoon. 24 Wright (2000), 80–83; National Flood Programs (2007), 8; Sharing the Challenge (1994); Galloway (2005), 9. Cody and Carter, 7. 11

The Shock and Vibration Bulletin. Part 3. Invited Papers, Pyrotechnic Shock, Pyrotechnic Shock Workshop

DTIC Science & Technology

1986-08-01

Technology Laboratory, Watertown, MA AIR FORCE BASIC RESEARCH IN DYNAMICS AND CONTROL OF LARGE SPACE STRUCTURES Anthony K. Amos, Boiling Air Force Base...Engineering, Watchun$, NJ TEMPERATURE SHIFT CONSIDERATIONS FOR DAMPING MATERIALS L. Rogers, Air Force Wright Aeronautictl Laboratories, Wright...INDUCED CAVITY ACOUSTICS L.L. Shaw,. Air Force Wr4ht Aeroaauical Laborawrics, Wri•ht-Paucswon AFB. OH i 4i SESSION CHAIRMEN AND COCHAIRMEN 56th Shock and

Science, alchemy and light: paintings by Joseph Wright of Derby.

PubMed

Dominiczak, Marek H

2002-01-01

This article considers two paintings by the English painter, Joseph Wright of Derby (1734-97), 'An Experiment on a Bird in the Air Pump' and 'The Alchemist in Search of the Philosopher's Stone' as painterly reflections on the early industrial culture. Particularly interesting in the "Experiment on a Bird" is the broad spectrum of spectator's reactions to the experiment; this can be related to the contemporary debate on the contextualization of science.

PLC Hardware Discrimination using RF-DNA fingerprinting

DTIC Science & Technology

2014-06-19

PLC HARDWARE DISCRIMINATION USING RF-DNA FINGERPRINTING THESIS Bradley C. Wright, Civilian, USAF AFIT-ENG-T-14-J-12 DEPARTMENT OF THE AIR FORCE AIR...protection in the United States. AFIT-ENG-T-14-J-12 PLC HARDWARE DISCRIMINATION USING RF-DNA FINGERPRINTING THESIS Presented to the Faculty Department...DISCRIMINATION USING RF-DNA FINGERPRINTING Bradley C. Wright, B.S.E.E. Civilian, USAF Approved: /signed/ Maj Samuel J. Stone, PhD (Chairman) /signed/ Michael A

Workshop on Diffuse Discharge Opening Switches (January 13-15, 1982).

DTIC Science & Technology

1982-04-23

Chairman) Peter Bletzinger Air Force Wright Aeronautical Laboratory Frank DeLucia Duke University Albert Engelhardt Los Alamos National Laboratory...and other gas discharge plasmas," J. Opt. Soc. Am., 68, 352 (1978). 9. P. Camus , M. Dieulin and C. Morillon, "Optogalvanic detection of barium high...Parkway Wright-Patterson AFB, OH 45433 Everett, MA 02149 513/255-2923 617/389-3000 ext. 36 ext. 568 Rudy Buser Albert G. Engelhardt Night Vision and

Tankering Fuel: A Cost Saving Initiative

DTIC Science & Technology

2011-05-01

USAF AFIT/IMO/ENS/11-06 DEPARTMENT OF THE AIR FORCE AIR UNIVERSITY AIR FORCE INSTITUTE OF TECHNOLOGY Wright- Patterson Air Force Base, Ohio...NORTHCOM DFSP Verona DESC New York US NULL NORTHCOM DFSP Watson DESC California US NULL NORTHCOM DFSP WILLIAMS DESC FLOATING US NULL NORTHCOM DFSP...ANG KOKC AF Oklahoma US ANG NORTHCOM Willow Grove ANG KNXX AF Pennsylvania US ANG NORTHCOM Wright Patterson KFFO AF Ohio US AFMC NORTHCOM WV ARNG

Sampled-Data Kalman Filtering and Multiple Model Adaptive Estimation for Infinite-Dimensional Continuous-Time Systems

DTIC Science & Technology

2007-03-01

mathematical frame- 1-6 work of linear algebra and functional analysis [122, 33], while Kalman-Bucy filtering [96, 32] is an especially important...Engineering, Air Force Institute of Technology (AU), Wright- Patterson AFB, Ohio, March 2002. 85. Hoffman, Kenneth and Ray Kunze. Linear Algebra (Second Edition...Engineering, Air Force Institute of Technology (AU), Wright- Patterson AFB, Ohio, December 1989. 189. Strang, Gilbert. Linear Algebra and Its Applications

Sewall Wright's equation Deltaq=(q(1-q) partial differentialw/ partial differentialq)/2w.

PubMed

Edwards, A W

2000-02-01

An equation of Sewall Wright's expresses the change in the frequency of an allele under selection at a multiallelic locus as a function of the gradient of the mean fitness "surface" in the direction in which the relative proportions of the other alleles do not change. An attempt to derive this equation using conventional vector calculus shows that this description leads to a different equation and that the purported gradient in Wright's equation is not a gradient of the mean fitness surface except in the diallelic case, where the two equations are the same. It is further shown that if Fisher's angular transformation is applied to the diallelic case the genic variance is exactly equal to one-eighth of the square of the gradient of the mean fitness with respect to the transformed gene frequency. Copyright 2000 Academic Press.

A Policy Analysis of Using Unit Costs as a Means of Performance Measurement in the Air Force Science and Technology Program

DTIC Science & Technology

1991-09-01

demonstrate, is that there is more than one way to account for S &T costs and evaluate its program performance. The first option evaluated considers...Personal Communication. Wright Laboratory, Wright-Patterson AFB OH, 14 May 1991. Horngren , Charles T. and George Foster. Cost Accounting A Managerial...78 Programmatic Feedback ........ 79 S &T as Overhead............79 Scoring the Options............80 Unit Costs ................8 Programmatic

Modeling and Control in Distributed Parameter Physical Systems.

DTIC Science & Technology

1998-05-15

Albanese); May 5-7 (Albanese). The collaborations intensified during 1997 with the following visits: 1. June 15-August 30, 1997: C. Musante , a graduate...November 13, 1997: H.T. Banks and C. Musante visited with Jeff Fisher and colleagues in the toxicology group at Wright Patterson to discuss our progress in...May 22, 1997: NCSU team (H.T. Banks, R.C. Smith, C. Musante ) visited with Mike Stands and colleagues at Wright Patterson. 3. October 7, 1997: H.T

Possible Effects of the Department of Defense Acting as a Buyer on the Derivatives Futures Market

DTIC Science & Technology

2009-06-01

Buyer on the Derivatives Futures Market By: Thomas R. Bowman Evan P. Wright June 2009 Advisors: Douglas Brook Nayantara...Possible Effects of the Department of Defense Acting as a Buyer on the Derivatives Futures Market 6. AUTHOR(S) Thomas R. Bowman and Evan P. Wright 5...DoD) participation as a buyer in the commercial futures market for derivatives. The idea that DoD should participate in derivatives trading has

Hydroprocessed Esters and Fatty Acids (HEFA) Bio-Based Jet Fuels: Sensory Irritation Study and Human Health Hazard Assessment

DTIC Science & Technology

2013-06-30

AFRL-RH-FS-TR-2014-0001 Hydroprocessed Esters and Fatty Acids (HEFA) Bio -Based Jet Fuels: Sensory Irritation Study and Human Health Hazard...Karen L. Mumy Brian A. Wong R. Arden James James Reboulet Brian Sharits Michael Grimm Nathan Gargas Naval Medical Research Unit - Dayton...Wright-Patterson AFB OH Richard C. Striebich AFRL/RQTF Wright-Patterson AFB OH David R. Mattie Bioeffects Division Molecular Bioeffects Branch

Measured Properties of Turbulent Premixed Flames for Model Assessment, Including Burning Velocities, Stretch Rates, and Surface Densities (Postprint)

DTIC Science & Technology

2006-10-01

Engineering) Campbell D. Carter and Jeffrey M. Donbar (Aerospace Propulsion Division, Propulsion Sciences Branch (AFRL/ PRAS )) 5f. WORK UNIT NUMBER...Sciences Branch (AFRL/ PRAS ) Propulsion Directorate Air Force Research Laboratory, Air Force Materiel Command Wright-Patterson AFB, OH 45433-7251 Uni. of...M. Donbar b a Department of Aerospace Engineering, University of Michigan, Ann Arbor, MI 48109, USA b Air Force Research Laboratory AFRL/ PRAS , Wright

Final Environmental Assessment for Construction of Fisher House II, Wright-Patterson Air Force Base, Ohio

DTIC Science & Technology

2008-03-25

aquifer that supplies drinking water to much of southwestern Ohio. This is an unconsolidated aquifer of glacial origin ranging in thickness from 40 to...underlying Wright-Patterson AFB is gently dipping Ordovician and Silurian sedimentary rock. The base is located on the crest of the Cincinnati Arch...a broad anticline that drops to the north- northeast at approximately five feet per mile. This sedimentary rock consists mainly of shales with thin

The Development and Inter-Rater Reliability of the Department of Defense Human Factors Analysis and Classification System, Version 7.0

DTIC Science & Technology

2015-04-09

Anthony Wurmstein, Lt Col Brian (Moose) Musselman, & Maj Alejandro Ramos (U.S. Air Force). Finally, Lt Col Mary E. Arnholt and Maj Ernest Herrera, Jr ...Wright- Patterson AFB, OH 45433-7913 Distribution A: Approved for public release; distribution is unlimited. Case Number: 88ABW-2015-2334, 12...School of Aerospace Medicine Aerospace Medicine Department Aerospace Education Branch 2510 Fifth St. Wright- Patterson AFB, OH 45433-7913 8

Stability and Change of Medical Specialty Choice, Wright State University School of Medicine. Classes of 1981 and 1982, Report No. 7 [and] Class of 1981, Report No. 4. Program Evaluation Studies. Occasional Papers.

ERIC Educational Resources Information Center

Markert, Ronald J.

Medical specialty choice and reasons for change among those Wright State University students who switched their choice between entry and graduation were studied, based on questionnaire findings. For the class of 1982, 35 of the 70 students chose as their eventual specialty their preference at entry to medical school. Primary care specialties…

German Jumo 004 Engine at the Lewis Flight Propulsion Laboratory

NASA Image and Video Library

1946-03-21

Researcher Robert Miller led an investigation into the combustor performance of a German Jumo 004 engine at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. The Jumo 004 powered the world's first operational jet fighter, the Messerschmitt Me 262, beginning in 1942. The Me 262 was the only jet aircraft used in combat during World War II. The eight-stage axial-flow compressor Jumo 004 produced 2000 pounds of thrust. The US Army Air Forces provided the NACA with a Jumo 004 engine in 1945 to study the compressor’s design and performance. Conveniently the engine’s designer Anselm Franz had recently arrived at Wright-Patterson Air Force Base in nearby Dayton, Ohio as part of Project Paperclip. The Lewis researchers used a test rig in the Engine Research Building to analyze one of the six combustion chambers. It was difficult to isolate a single combustor’s performance when testing an entire engine. The combustion efficiency, outlet-temperature distribution, and total pressure drop were measured. The researchers determined the Jumo 004’s maximum performance was 5000 revolutions per minute at a 27,000 foot altitude and 11,000 revolutions per minute at a 45,000 foot altitude. The setup in this photograph was created for a tour of NACA Lewis by members of the Institute of Aeronautical Science on March 22, 1945.

Hypersonics Before the Shuttle: A Concise History of the X-15 Research Airplane

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2000-01-01

It is a beginning. Over forty-five years have elapsed since the X-15 was conceived; 40 since it first flew. And 31 since the program ended. Although it is usually heralded as the most productive flight research program ever undertaken, no serious history has been assembled to capture its design, development, operations, and lessons. This monograph is the first step towards that history. Not that a great deal not previously been written about the X-15, because it has. But most of it has been limited to specific aspects of the program; pilot's stories, experiments. lessons-learned, etc. But with the exception of Robert S. Houston's history published by the Wright Air Development Center in 1958, and later included in the Air Force History Office's Hypersonic Revolution, no one has attempted to tell the entire story. And the WADC history is taken entirely from the Air Force perspective, with small mention of the other contributors.

Workers begin removing PDU from STS-101 Atlantis

NASA Technical Reports Server (NTRS)

2000-01-01

Technicians at Launch Pad 39A begin removing thermal blankets and panels from a site near the tail of Space Shuttle Atlantis in order to reach the power drive unit (PDU) inside. The PDU controls the rudder/speed brake on the orbiter. From left to right are Mark Noel, Bob Wright and Tod Biddle, with United Space Alliance. Shuttle managers decided to replace the faulty PDU, about the size of an office copy machine, at the launch pad. If successful, launch preparations will continue as planned, with liftoff targeted for April 24 at 4:15 p.m. on mission STS-101. The mission is the third assembly flight for the International Space Station, carrying logistics and supplies to the Space Station, plus the crew will be preparing the Station for the arrival of the Zvezda Service Module, expected to be launched by Russia in July 2000. The crew will conduct one space walk to perform maintenance on the Space Station.

Members of the flight and ground crews prepare to unload equipment from NASA's B377SGT Super Guppy T

NASA Technical Reports Server (NTRS)

2000-01-01

Members of the flight and ground crews prepare to unload equipment from NASA's B377SGT Super Guppy Turbine cargo aircraft on the ramp at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. The outsize cargo plane had delivered the latest version of the X-38 flight test vehicle to NASA Dryden when this photo was taken on June 11, 2000. The B-377SGT Super Guppy Turbine evolved from the 1960s-vintage Pregnant Guppy, Mini Guppy and Super Guppy, used for transporting sections of the Saturn rocket used for the Apollo program moon launches and other outsized cargo. The various Guppies were modified from 1940's and 50's-vintage Boeing Model 377 and C-97 Stratocruiser airframes by Aero Spacelines, Inc., which operated the aircraft for NASA. NASA's Flight Research Center assisted in certification testing of the first Pregnant Guppy in 1962. One of the turboprop-powered Super Guppies, built up from a YC-97J airframe, last appeared at Dryden in May, 1976 when it was used to transport the HL-10 and X-24B lifting bodies from Dryden to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. NASA's present Super Guppy Turbine, the fourth and last example of the final version, first flew in its outsized form in 1980. It and its three sister ships were built in the 1970s for Europe's Airbus Industrie to ferry outsized structures for Airbus jetliners to the final assembly plant in Toulouse, France. It later was acquired by the European Space Agency, and then acquired by NASA in late 1997 for transport of large structures for the International Space Station to the launch site. It replaced the earlier-model Super Guppy, which has been retired and is used for spare parts. NASA's Super Guppy Turbine carries NASA registration number N941NA, and is based at Ellington Field near the Johnson Space Center. For more information on NASA's Super Guppy Turbine, log onto the Johnson Space Center Super Guppy web page at http://spaceflight.nasa.gov/station/assembly/superguppy/

Bell P-59B Airacomet at the Lewis Flight Propulsion Laboratory

NASA Image and Video Library

1947-03-21

A Bell P-59B Airacomet sits beside the hangar at the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. In 1942 the Bell XP-59A Airacomet became the first jet aircraft in the US. The Airacomet incorporated centrifugal turbojet engines that were based on British plans secretly brought to the US in 1941. A Bell test pilot flew the XP-59A for the first time at Muroc Lake, California in October 1942. The General Electric I-16 engines proved to be problematic. In an effort to increase the engine performance, an Airacomet was secretly brought to Cleveland in early 1944 for testing in the Altitude Wind Tunnel. A series of tunnel investigations in February and March resulted in a 25-percent increase in the I-16 engine’s performance. Nonetheless, Bell’s 66 Airacomets never made it into combat. A second, slightly improved Airacomet, a P-59B, was transferred to NACA Lewis just after the war in September 1945. The P-59B was used over the next three years to study general jet thrust performance and thrust augmentation devices such as afterburners and water/alcohol injection. The P-59B flights determined the proper alcohol and water mixture and injection rate to produce a 21-percent increase in thrust. Since the extra boost would be most useful for takeoffs, a series of ground-based tests with the aircraft ensued. It was determined that the runway length for takeoffs could be reduced by as much as 15 percent. The P-59B used for the tests is now on display at the Air Force Museum at Wright Patterson.

Product Performance Agreement Center Proceedings Held at Dayton, Ohio on 18-19 June 1984.

DTIC Science & Technology

1984-06-19

current warranty requirements. The excruciating overlapping syndromes now being manifested in your daily postulations and emotional reverberations may...OfficeWright-Patterson AFB, OH 45433 ASD/EN 513/255-6145 Wright-Patterson AFB, OH 45431 513/255-5874*Harry Diamond Laboratories John Carroll Texas...61299 201/575-2319 309/i94-5953 McDonnell Douglas Corporit ion James Gardner Staff Vice President P" P.O. Box 5ib St. Louis, 110 6J166 * 314/232-7074

Comparative Anthropometry of the Hand

DTIC Science & Technology

1980-12-01

presented in a report by Churchill, Kuby , and Daniels (1957)." The basic data used for men were those obtained in a survey of 4063 USAF flying personnel...Wright-Patterson Air Force Base, Ohio, December 1956. (AD 110 589) 6 Churchill, E., A. Kuby , and G. S. Daniels. Nomograph of the Hand and Its Related...LAD A047 314) 6. Churchill, E., A. Kuby , and G.S. Daniels. Nomograph of the Hand and Its Related Dimensions. WADC Technical Report 57-198, Wright Air

The Potential for Restructuring MOS (Military Occupational Specialties) Tasks to Reduce Physical Demand Requirements of Critical MOS

DTIC Science & Technology

1984-09-01

fitness training in the US Army (ARIEM T-5/79). Natick, MS: US Army Research Institute for Environental Medicine, August 1979, p 31. 6Vogel, Wright...Human engineering guide to equipment d (rev. ed.). Washington, DC: US Government Printing Office, 1972, pp 497, 512, 527., 2 2Vogel, Wright, & Patton...physical demands they make. Three of the interview questions addressed this issue . The questions were: "Are you tired after doing this task?" "Have

The birth of gravitational evolutionary dynamics of stellar systems (from Th. Wright to W. Herschel).

NASA Astrophysics Data System (ADS)

Eremeeva, A. J.

1995-05-01

Th. Wright, I. Kant and I. H. Lambert used well-known ideas about the structure and dynamics of the Solar system as a basis of their concepts of the stellar Universe. W. Herschel discovered the main features of the true, non-hierarchical large-scale structure of the Universe. He was also a pioneer of stellar dynamics with its new statistical laws and also of the theory of dynamical evolution in stellar systems at different scales.

Notes on the distribution of eastern woodrats and hispid cotton rats in south-central Nebraska

USGS Publications Warehouse

Wills, H.D.; Geluso, Keith; Smits, E.J.; Springer, J.T.; Newton, W.E.

2011-01-01

The eastern woodrat (Neotoma floridana) and hispid cotton rat (Sigmodon hispidus) reach distributional limits in southern Nebraska (Jones 1964, Farney 1975). In the last half century, both species have expanded their distributional ranges in the region (Kugler and Geluso 2009, Wright et al. 2010). Herein, we report new localities of occurrence for both species that extend known distributional boundaries in south-central Nebraska beyond those reported by Kugler and Geluso (2009) and Wright et al. (2010).

The class analysis of poverty: is the underclass living off the socially available surplus?

PubMed

Chernomas, R; Sepehri, A

1997-01-01

In a recent article Erik Olin Wright argues that the U.S. underclass is a drain on the socially available surplus and thus a hindrance to capital accumulation. Wright's argument is not supported by available evidence from the United States, Canada, and the United Kingdom on the state's distributive activities. This evidence suggests that the social welfare necessary to sustain the underclass is provided by transfers from wage and salary earners rather than from profit.

The Role of Fanconi/BRCA DNA Repair Pathway in Epithelial Ovarian Carcinogenesis

DTIC Science & Technology

2015-01-01

kit from Millipore. Chromatin was precleared with Magna ChIP Protien A/G Magnetic Beads and then incubated overnight at 4oC with 5 ug ChIP...Gynecology, 2014, accepted. Wright JW, Engel S, Kellar M, Bean Y, Hays L, Mhawech-Fauceglia P, Lim YJ, Pejovic T: Subcellular localization of FANCD2is...associated with survival in serous carcinoma of the ovary. Manuscript submitted. 2014 Meeting abstracts: Kellar M, Bean Y, Wright J, Pejovic T

Cost Effectiveness Analysis, A DTIC Bibliography.

DTIC Science & Technology

1980-07-01

CoSt.Nonstetionary Case. - AD-AO46 808 AD-AO0O 505 -PERSONAL AUTHOR -IKDEX-49 UNCLASSIFIED ZOW)? SAV-C"U F UNC LASS IF! ED *SCHUMACHER. WILLIAM J. OSEABERO. ERNEST ...Laboratory. Wright- Patterson AFB. envirOnmelnks wnder risk. Historically- VERT hs Ohio 45433. This work was ai calibration and been used crirnCiPally to...WRIGHT- PATTERSON AFB OH SCHOOL OF ALEXANDRIA VA SYSTEMS A𔃾D LOGISTICS A Methodology and Analysis for Cost-EffzCtive An Investigation of Changes in

One-Sided Comparisons for Treatments with a Control.

DTIC Science & Technology

1981-09-10

AD-AlOB 331 MISSOURI UNIV-ROLLA DEPT OF MATHEMATICS F/S 12/1 ONE-SIDED COMPARISONS FOR TREATMENTS WITH A CONTROL.U SEP al T ROBERTSON, F T WRIGHT...Robertson and F. T. Wright Department of Statistics Department of Mathematics The University of Iowa University of Missouri -Rolla ’~ Iowa City, Iowa 52242...treatments with a control or standard. For example, in a drug study , several drugs may be compared with a zero dose control. In the absence of prior

Microemulsion-Type Fire-Resistant Diesel Fuel.

DTIC Science & Technology

1984-12-31

Interface Sci., 42, 381 (1983). (SPEC22.A) 76 V. REFERENCES 1. Weatherford, W.D., Jr.; Fodor, G.E.; Naegeli , D.W.; Owens, E.C.; and Wright, B.R.; and...OO01 and DAAK70-80-C-OOOI, Report AFLRL No. il, December 1979 (Government Accession No. AD A083610). 2. Weatherford, W.D., Jr.; Fodor, G.E.; Naegeli , D.W...130, September 1980 (Government Accession No. AD A090129). 4. Weatherford, W.D., Jr.; Fodor, G.E.; Kanakia, M.D.; Naegeli , D.W.; and Wright, B.R

Modeling Political Populations with Bacteria

NASA Astrophysics Data System (ADS)

Cleveland, Chris; Liao, David

2011-03-01

Results from lattice-based simulations of micro-environments with heterogeneous nutrient resources reveal that competition between wild-type and GASP rpoS819 strains of E. Coli offers mutual benefit, particularly in nutrient deprived regions. Our computational model spatially maps bacteria populations and energy sources onto a set of 3D lattices that collectively resemble the topology of North America. By implementing Wright-Fishcer re- production into a probabilistic leap-frog scheme, we observe populations of wild-type and GASP rpoS819 cells compete for resources and, yet, aid each other's long term survival. The connection to how spatial political ideologies map in a similar way is discussed.

Effect of Sampling Schedule on Pharmacokinetic Parameter Estimates of Promethazine in Astronauts

NASA Technical Reports Server (NTRS)

Boyd, Jason L.; Wang, Zuwei; Putcha, Lakshmi

2005-01-01

Six astronauts on the Shuttle Transport System (STS) participated in an investigation on the pharmacokinetics of promethazine (PMZ), a medication used for the treatment of space motion sickness (SMS) during flight. Each crewmember completed the protocol once during flight and repeated thirty days after returned to Earth. Saliva samples were collected at scheduled times for 72 h after PMZ administration; more frequent samples were collected on the ground than during flight owing to schedule constraints in flight. PMZ concentrations in saliva were determined by a liquid chromatographic/mass spectrometric (LC-MS) assay and pharmacokinetic parameters (PKPs) were calculated using actual flight and ground-based data sets and using time-matched sampling schedule on ground to that during flight. Volume of distribution (V(sub c)) and clearance (Cl(sub s),) decreased during flight compared to that from time-matched ground data set; however, Cl(sub s) and V(sub c) estimates were higher for all subjects when partial ground data sets were used for analysis. Area under the curve (AUC) normalized with administered dose was similar in flight and partial ground data; however AUC was significantly lower using time-matched sampling compared with the full data set on ground. Half life (t(sub 1/2)) was longest during flight, shorter with matched-sampling schedule on ground and shortest when complete data set from ground was used. Maximum concentration (C(sub max)), time for C(sub max), (t(sub max)), parameters of drug absorption, depicted a similar trend with lowest and longest respectively, during flight, lower with time-matched ground data and highest and shortest with full ground data.

Effect of sampling schedule on pharmacokinetic parameter estimates of promethazine in astronauts

NASA Astrophysics Data System (ADS)

Boyd, Jason L.; Wang, Zuwei; Putcha, Lakshmi

2005-08-01

Six astronauts on the Shuttle Transport System (STS) participated in an investigation on the pharmacokinetics of promethazine (PMZ), a medication used for the treatment of space motion sickness (SMS) during flight. Each crewmember completed the protocol once during flight and repeated thirty days after returned to Earth. Saliva samples were collected at scheduled times for 72 h after PMZ administration; more frequent samples were collected on the ground than during flight owing to schedule constraints in flight. PMZ concentrations in saliva were determined by a liquid chromatographic/mass spectrometric (LC-MS) assay and pharmacokinetic parameters (PKPs) were calculated using actual flight and ground-based data sets and using time-matched sampling schedule on ground to that during flight. Volume of distribution (Vc) and clearance (Cls) decreased during flight compared to that from time-matched ground data set; however, ClS and Vc estimates were higher for all subjects when partial ground data sets were used for analysis. Area under the curve (AUC) normalized with administered dose was similar in flight and partial ground data; however AUC was significantly lower using time-matched sampling compared with the full data set on ground. Half life (t1/2) was longest during flight, shorter with matched-sampling schedule on ground and shortest when complete data set from ground was used. Maximum concentration (Cmax), time for Cmax (tmax), parameters of drug absorption, depicted a similar trend with lowest and longest respectively, during flight, lower with time- matched ground data and highest and shortest with full ground data.

A FURTHER CONTRIBUTION TO THE KNOWLEDGE OF THE OPSONINS

PubMed Central

Simon, Charles E.

1907-01-01

1. The determination of Wright's index of the opsonic content of the blood and other fluids of the body is open to serious and in part unavoidable errors and should be abandoned in its present form. 2. Conclusions based upon the determination of the opsonic content of the blood, according to Wright's method, are accordingly not uniformly reliable. 3. The percentage index is a valuable check on Wright's bacillary index, but likewise does not furnish an adequate idea of the opsonic content of the blood, unless carried out with progressive dilutions to the point of opsonic extinction. 4. The opsonins of normal blood serum are not specific. 5. The specificity of the opsonins in "immune" sera has not been satisfactorily established, but appears probable. 6. An opsonic immunity, in the sense of a continued high opsonic content of the blood does not exist. 7. In the blood and exudates of infected individuals substances may be present which exercise an inhibitory effect upon phagocytosis. PMID:19867106

The robust nature of the biopsychosocial model challenge and threat: a reply to Wright and Kirby.

PubMed

Blascovich, Jim; Mendes, Wendy Berry; Tomaka, Joe; Salomon, Kristen; Seery, Mark

2003-01-01

This article responds to Wright and Kirby's (this issue) critique of our biopsychosocial (BPS) analysis of challenge and threat motivation. We counter their arguments by reviewing the current state of our theory as well as supporting data, then turn to their specific criticisms. We believe that Wright and Kirby failed to accurately represent the corpus of our work, including both our theoretical model and its supporting data. They critiqued our model from a contextual, rational-economic perspective that ignores the complexity and subjectivity of person-person and person-environmental interactions as well as nonconscious influences. Finally, they provided criticisms regarding possible underspecificity of antecedent components of our model that do not so much indicate theoretical flaws as provide important and interesting questions for future research. We conclude by affirming that our BPS model of challenge and threat is an evolving, generative theory directed toward understanding the complexity of personality and social psychological factors underlying challenge and threat states.

An extraterrestrial habitat on earth: The algal mat of Don Jaun Pond

NASA Astrophysics Data System (ADS)

Siegel, B. Z.; Siegel, S. M.; Chen, J.; Larock, P.

On the edge of Don Juan Pond in the Wright Valley of Antarctica lies a mat of mineral and detritus cemented by organic matter. In spite of a CaCl2 concentration of about 33% (w/v), the mat contains Oscillatoria and other cyanobacteria, unicellular forms, colonial forms rich in carotenoids, and diatoms. Bacteria are rare; fungal filaments are not. Oscillatoria showed motility, but only at temperatures <10°C. Acetone extracts of the mat and nearby muds yielded visible spectra similar to those of laboratory grown O. sancta, with 50- to 70-fold molar ratio of chlorophyll a to b. Although rare, tardigrades were also found. The algal mat had enzymatic activities characteristic of peroxidase, catalase, dehydrogenase, and amylase. Cellulose, chitin, protein, lipid and ATP were present. Previously, algae in the Wright Valley have been described in melt water, not in the brine itself. Wright Valley has been used as a near sterile Martian model. It obviously contains an array of hardy terrestrial organisms.

Radio-opaque modification/substitute for the wright superior oblique tendon extender for superior oblique muscle overaction strabismus.

PubMed

Arnold, Robert W; Leman, Rachel E

2007-01-01

Kenneth Wright developed a technique for graded weakening of the superior oblique by increasing the effective length of this extraocular muscle's long tendon with a piece of silicone rubber retinal encircling band commonly used by eye surgery for retinal detachment repairs. In the absence of any specific retinal bands in our Children's Hospital, the following technique was developed affording a non-invasive ability to monitor, which was less intricate than the technique so well described by Demer. We substituted the "Mini Vessel Loop" (by Maaxxim Medical or Henley International). It is an elastic smooth silicone rubber cord that is radio-opaque, and can easily be seen on X-rays and CT scans. It is not an ophthalmologic medical device but it rather is designed to loop around and identify and gently retract blood vessels and nerves in any form of surgery where needed. We demonstrated success similar to that achieved by Wright in 43 patients using these radio-opaque, silicon Mini Vessel loops.

An extraterrestrial habitat on Earth: the algal mat of Don Juan [correction of Jaun] Pond.

PubMed

Siegel, B Z; Siegel, S M; Chen, J; LaRock, P

1983-01-01

On the edge of Don Juan Pond in the Wright Valley of Antarctica lies a mat of mineral and detritus cemented by organic matter. In spite of a CaCl2 concentration of about 33% (w/v), the mat contains Oscillatoria and other cyanobacteria, unicellular forms, colonial forms rich in carotenoids, and diatoms. Bacteria are rare; fungal filaments are not. Oscillatoria showed motility but only at temperatures <10 degrees C. Acetone extracts of the mat and nearby muds yielded visible spectra similar to those of laboratory grown O. sancta, with 50- to 70-fold molar ratio of chlorophyll a to b. Although rare, tardigrades were also found. The algal mat had enzymatic activities characteristic of peroxidase, catalase, dehydrogenase, and amylase. Cellulose, chitin, protein, lipid and ATP were present. Previously, algae in the Wright Valley have been described in melt water, not in the brine itself. Wright Valley has been used as a near sterile Martian model. It obviously contains an array of hardy terrestrial organisms.

Probability distribution of haplotype frequencies under the two-locus Wright-Fisher model by diffusion approximation.

PubMed

Boitard, Simon; Loisel, Patrice

2007-05-01

The probability distribution of haplotype frequencies in a population, and the way it is influenced by genetical forces such as recombination, selection, random drift ...is a question of fundamental interest in population genetics. For large populations, the distribution of haplotype frequencies for two linked loci under the classical Wright-Fisher model is almost impossible to compute because of numerical reasons. However the Wright-Fisher process can in such cases be approximated by a diffusion process and the transition density can then be deduced from the Kolmogorov equations. As no exact solution has been found for these equations, we developed a numerical method based on finite differences to solve them. It applies to transient states and models including selection or mutations. We show by several tests that this method is accurate for computing the conditional joint density of haplotype frequencies given that no haplotype has been lost. We also prove that it is far less time consuming than other methods such as Monte Carlo simulations.

ED14-0338-081

NASA Image and Video Library

2014-11-06

Initial flight-testing of the ACTE followed extensive wind tunnel experiments. For the first phase of ACTE flights, the experimental control surfaces were locked at a specified setting. Varied flap settings on subsequent tests are now demonstrating the capability of the flexible surfaces under actual flight conditions.

Pilot Neil Armstrong in the X-15 #1 cockpit

NASA Technical Reports Server (NTRS)

1961-01-01

NASA pilot Neil Armstrong is seen here in the cockpit of the X-15 ship #1 (56-6670) after a research flight. A U.S. Navy pilot in the Korean War who flew 78 combat missions in F9F-2 jet fighters and who was awarded the Air Medal and two Gold Stars, Armstrong graduated from Purdue University in 1955 with a bachelor degree in aeronautical engineering. That same year, he joined the National Advisory Committee for Aeronautics' Lewis Flight Propulsion Laboratory in Cleveland, Ohio (today, the NASA Glenn Research Center). In July 1955, Armstrong transferred to the High-Speed Flight Station (HSFS, as Dryden Flight Research Center was then called) as an aeronautical research engineer. Soon thereafter, he became a research pilot. For the first few years at the HSFS, Armstrong worked on a number of projects. He was a pilot on the Navy P2B-1S used to launch the D-558-2 and also flew the F-100A, F-100C, F-101, F-104A, and X-5. His introduction to rocket flight came on August 15, 1957, with his first flight (of four, total) on the X-1B. He then became one of the first three NASA pilots to fly the X-15, the others being Joe Walker and Jack McKay. (Scott Crossfield, a former NACA pilot, flew the X-15 first but did so as a North American Aviation pilot.) The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Wright Stuff

NASA Image and Video Library

2016-01-14

Scientists with NASA New Horizons mission have assembled the highest-resolution color view of one of two potential cryovolcanoes spotted on the surface of the distant planet by the passing New Horizons spacecraft in July 2015. At about 90 miles (150 kilometers) across and 2.5 miles (4 kilometers) high, the feature -- informally named Wright Mons -- is enormous. If it is in fact a volcano, as suspected, it would be the largest such feature discovered in the outer solar system. Mission scientists are intrigued by the sparse distribution of red material in the image and wonder why it is not more widespread. Also perplexing is that there is only one identified impact crater on Wright Mons itself, telling scientists that the surface (as well as some of the crust underneath) was created relatively recently. This is turn may indicate that Wright Mons was volcanically active late in Pluto's history. This composite image includes pictures taken by the New Horizons spacecraft's Long Range Reconnaissance Imager (LORRI) on July 14, 2015, from a range of about 30,000 miles (48,000 kilometers), showing features as small as 1,500 feet (450 meters) across. Sprinkled across the LORRI mosaic is enhanced color data from the Ralph/Multispectral Visible Imaging Camera (MVIC) gathered about 20 minutes after the LORRI snapshots were taken, from a range of 21,000 miles (34,000 kilometers) and at a resolution of about 2,100 feet (650 meters) per pixel. The entire scene is 140 miles (230 kilometers) across. http://photojournal.jpl.nasa.gov/catalog/PIA20361

Gas compression in lungs decreases peak expiratory flow depending on resistance of peak flowmeter.

PubMed

Pedersen, O F; Pedersen, T F; Miller, M R

1997-11-01

It has recently been shown (O. F. Pedersen T. R. Rasmussen, O. Omland, T. Sigsgaard, P. H. Quanjer. and M. R. Miller. Eur. Respir. J. 9: 828-833, 1996) that the added resistance of a mini-Wright peak flowmeter decreases peak expiratory flow (PEF) by approximately 8% compared with PEF measured by a pneumotachograph. To explore the reason for this, 10 healthy men (mean age 43 yr, range 33-58 yr) were examined in a body plethysmograph with facilities to measure mouth flow vs. expired volume as well as the change in thoracic gas volume (Vb) and alveolar pressure (PA). The subjects performed forced vital capacity maneuvers through orifices of different sizes and also a mini-Wright peak flowmeter. PEF with the meter and other added resistances were achieved when flow reached the perimeter of the flow-Vb curves. The mini-Wright PEF meter decreased PEF from 11.4 +/- 1.5 to 10.3 +/- 1.4 (SD) l/s (P < 0.001), PA increased from 6.7 +/- 1.9 to 9.3 +/- 2.7 kPa (P < 0.001), an increase equal to the pressure drop across the meter, and caused Vb at PEF to decrease by 0.24 +/- 0.09 liter (P < 0.001). We conclude that PEF obtained with an added resistance like a mini-Wright PEF meter is a wave-speed-determined maximal flow, but the added resistance causes gas compression because of increased PA at PEF. Therefore, Vb at PEF and, accordingly, PEF decrease.

Detection of alkaline phosphatase in canine cells previously stained with Wright-Giemsa and its utility in differentiating osteosarcoma from other mesenchymal tumors.

PubMed

Ryseff, Julia K; Bohn, Andrea A

2012-09-01

Osteosarcoma (OSA) is a common primary bone tumor in dogs. Demonstration of alkaline phosphatase (ALP) reactivity by tumor cells on unstained slides is useful in differentiating osteosarcoma from other types of sarcoma. However, unstained slides are not always available. The objectives of this study were to evaluate the diagnostic utility of detecting ALP expression in differentiating osteosarcoma from other sarcomas in dogs using cytologic material previously stained with Wright-Giemsa stain and to assess the sensitivity and specificity of ALP expression for diagnosing osteosarcoma using a specific protocol. Archived aspirates of histologically confirmed sarcomas in dogs that had been previously stained with Wright-Giemsa stain were treated with 5-bromo, 4-chloro, 3-indolyl phosphate/nitroblue tetrazolium (BCIP/NBT) as a substrate for ALP. Cells were evaluated for expression of ALP after incubation with BCIP/NBT for 1 hour. Sensitivity and specificity of ALP expression for diagnosis of OSA were calculated. In samples from 83 dogs, cells from 15/17 OSAs and from 4/66 tumors other than OSA (amelanotic melanoma, gastrointestinal stromal tumor, collision tumor, and anaplastic sarcoma) expressed ALP. Sensitivity and specificity of ALP expression detected using BCIP/NBT substrate applied to cells previously stained with Wright-Giemsa stain for OSA were 88 and 94%, respectively. ALP expression detected using BCIP/NBT substrate applied to previously stained cells is useful in differentiating canine OSA from other mesenchymal neoplasms. © 2012 American Society for Veterinary Clinical Pathology.

A Low Cost Simulation System to Demonstrate Pilot Induced Oscillation Phenomenon

NASA Technical Reports Server (NTRS)

Ali, Syed Firasat

1997-01-01

A flight simulation system with graphics and software on Silicon Graphics computer workstations has been installed in the Flight Vehicle Design Laboratory at Tuskegee University. The system has F-15E flight simulation software from NASA Dryden which uses the graphics of SGI flight simulation demos. On the system, thus installed, a study of pilot induced oscillations is planned for future work. Preliminary research is conducted by obtaining two sets of straight level flights with pilot in the loop. In one set of flights no additional delay is used between the stick input and the appearance of airplane response on the computer monitor. In another set of flights, a 500 ms additional delay is used. The flight data is analyzed to find cross correlations between deflections of control surfaces and response of the airplane. The pilot dynamics features depicted from cross correlations of straight level flights are discussed in this report. The correlations presented here will serve as reference material for the corresponding correlations in a future study of pitch attitude tracking tasks involving pilot induced oscillations.

Boltzmann Calculations of Electron Transport in CF4 and CF_4/Ar

NASA Astrophysics Data System (ADS)

Wang, Yicheng; van Brunt, R. J.

1996-10-01

A new set of electron collisional cross sections(L. G. Christophorou, J. K. Olthoff, and M. V. V. S. Rao, J. Phys. Chem. Ref. Data, submitted (May 1996)) for CF4 has been proposed, based primarily upon available experimental measurements. In this paper we present the results of calculations of the drift velocity, ionization coefficient, and attachment coefficient for electrons in CF4 based upon the new cross section set, using a two-term Boltzmann calculation. Comparison of results with experimental determinations of the transport parameters, such as drift velocity, are presented, along with comparison of results obtained using two previously pubished(M. Hyashi, in Swarm Studies and Elastic Electron-Molecule Collisions) (1987); and Y. Nakamura in Gaseous Electronics and Their Applications (1991) electron impact cross section sets for CF_4. Additions and adjustments to the cross section sets required for the model to achieve consitency with transport data are discussed. - Research sponsored in part by the U.S. Air Force Wright Laboratory under contract F33615-96-C-2600 with the University of Tennessee. Also, Department of Physics, The University of Tennessee, Knoxville, TN.

X-15 with test pilot Capt. Joe Engle

NASA Technical Reports Server (NTRS)

1965-01-01

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

In Memoriam: Herbert E. Wright, Jr., 1917-2015

NASA Astrophysics Data System (ADS)

Whitlock, Cathy; Stein, Julie K.; Fritz, Sherilyn

2016-01-01

Professor Herbert E. Wright passed away on November 12, 2015 in his 98th year. His passing leaves many in Quaternary community reflecting on his enormous contributions to the discipline, as well as the many ways in which he touched our lives. Herb's legacy, writ large, is evidenced by decades of scholarly contributions to the fields of glacial geology, geomorphology, paleoecology, paleolimnology, paleoclimatology, and archaeology. During the course of his career, he authored and co-authored over 250 scientific publications and co-edited 16 influential volumes on the Quaternary.

Don Quixote Pond: A Small Scale Model of Weathering and Salt Accumulation

NASA Technical Reports Server (NTRS)

Englert, P.; Bishop, J. L.; Patel, S. N.; Gibson, E. K.; Koeberl, C.

2015-01-01

The formation of Don Quixote Pond in the North Fork of Wright Valley, Antarctica, is a model for unique terrestrial calcium, chlorine, and sulfate weathering, accumulation, and distribution processes. The formation of Don Quixote Pond by simple shallow and deep groundwater contrasts more complex models for Don Juan Pond in the South Fork of Wright Valley. Our study intends to understand the formation of Don Quixote Pond as unique terrestrial processes and as a model for Ca, C1, and S weathering and distribution on Mars.

Optimal Control Allocation with Load Sensor Feedback for Active Load Suppression

NASA Technical Reports Server (NTRS)

Miller, Christopher

2017-01-01

These slide sets describe the OCLA formulation and associated algorithms as a set of new technologies in the first practical application of load limiting flight control utilizing load feedback as a primary control measurement. Slide set one describes Experiment Development and slide set two describes Flight-Test Performance.

X-36 Taking off during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft lifts off from Rogers Dry Lake at the Dryden Flight Research Center on its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Comparative Analysis of Uninhibited and Constrained Avian Wing Aerodynamics

NASA Astrophysics Data System (ADS)

Cox, Jordan A.

The flight of birds has intrigued and motivated man for many years. Bird flight served as the primary inspiration of flying machines developed by Leonardo Da Vinci, Otto Lilienthal, and even the Wright brothers. Avian flight has once again drawn the attention of the scientific community as unmanned aerial vehicles (UAV) are not only becoming more popular, but smaller. Birds are once again influencing the designs of aircraft. Small UAVs operating within flight conditions and low Reynolds numbers common to birds are not yet capable of the high levels of control and agility that birds display with ease. Many researchers believe the potential to improve small UAV performance can be obtained by applying features common to birds such as feathers and flapping flight to small UAVs. Although the effects of feathers on a wing have received some attention, the effects of localized transient feather motion and surface geometry on the flight performance of a wing have been largely overlooked. In this research, the effects of freely moving feathers on a preserved red tailed hawk wing were studied. A series of experiments were conducted to measure the aerodynamic forces on a hawk wing with varying levels of feather movement permitted. Angle of attack and air speed were varied within the natural flight envelope of the hawk. Subsequent identical tests were performed with the feather motion constrained through the use of externally-applied surface treatments. Additional tests involved the study of an absolutely fixed geometry mold-and-cast wing model of the original bird wing. Final tests were also performed after applying surface coatings to the cast wing. High speed videos taken during tests revealed the extent of the feather movement between wing models. Images of the microscopic surface structure of each wing model were analyzed to establish variations in surface geometry between models. Recorded aerodynamic forces were then compared to the known feather motion and surface geometry to correlate the performance to these two features. The results of this study revealed that the performance of the bird wing was directly affected by feather motion. It was also found that the motion of covert and secondary covert feathers had the greatest influence on the performance. Increased coefficients of lift and drag were found when higher frequencies of these feathers were observed. Noticeable reductions in the coefficient of drag were found to be associated with micron level variations in the depth of surface features on the wing.

Jane Cooke Wright (1919-2013): Pioneering oncologist, woman and humanitarian.

PubMed

Crosby, Harriet L

2016-02-01

Jane Wright was a fundamental researcher in cancer chemotherapy in the 1950s-1980s and was one of the first scientists to test anti-cancer drugs on humans rather than solely on mice, discovering the use of the popular antimetabolite drug methotrexate on solid tumours. From her research she was able to conclude which specific anti-cancer agents would have the greatest lethal effect on a patient's certain cancer type and she invented a method of delivering chemotherapy agents directly to an internal cancer site. During a time when the Civil Rights in the United States of America were undergoing a transformation to reduce the discrimination and segregation imposed on African Americans and the civil rights activist Martin Luther King Jr made a speech to call for an end to racism in 1963, Jane Wright became the first African American to hold such a high position at a nationally recognised institution and the first woman to be elected President of the New York Cancer Society. US President Lyndon B Johnson appointed Jane to the President's Commission of Heart Disease, Cancer and Stroke (serving 1964-1965) and the National Cancer Advisory Board (serving 1966-1970). Jane retired in 1987 by which time she had published more than 75 scientific papers, led delegations of oncologists in China, the former Soviet Union, Africa and Europe and held key positions in various international and national organisations. Jane Wright passed away on 19 February 2013 aged 93 but her legacy lives on in the name of an award from the American Association of Cancer Research. © The Author(s) 2014.

X-15 simulator

NASA Technical Reports Server (NTRS)

1961-01-01

This photo shows the X-15 flight simulator located at the NASA Flight Research Center, Edwards, California, in the 1960s. One of the major advances in aircraft development, pilot training, mission planning, and research flight activities in the 1950s and 1960s was the use of simulators. For the X-15, a computer was programmed with the flight characteristics of the aircraft. Before actually flying a mission, a research pilot could discover many potential problems with the aircraft or the mission while still on the ground by 'flying' the simulator. The problem could then be analyzed by engineers and a solution found. This did much to improve safety. The X-15 simulator was very limited compared to those available in the 21st century. The video display was simple, while the computer was analog rather than digital (although it became hybrid in 1964 with the addition of a digital computer for the X-15A-2; this generated the nonlinear aerodynamic coefficients for the modified No. 2 aircraft). The nonlinear aerodynamic function generators used in the X-15 simulator had hundreds of fuses, amplifiers, and potentiometers without any surge protection. After the simulator was started on a Monday morning, it would be noon before it had warmed up and stabilized. The electronics for the X-15 simulator took up many large consoles. The X-15 was a rocket-powered aircraft. The original three aircraft were about 50 ft long with a wingspan of 22 ft. The modified #2 aircraft (X-15A-2 was longer.) They were a missile-shaped vehicles with unusual wedge-shaped vertical tails, thin stubby wings, and unique side fairings that extended along the side of the fuselage. The X-15 weighed about 14,000 lb empty and approximately 34,000 lb at launch. The XLR-99 rocket engine, manufactured by Thiokol Chemical Corp., was pilot controlled and was rated at 57,000 lb of thrust, although there are indications that it actually achieved up to 60,000 lb. North American Aviation built three X-15 aircraft for the program. The X-15 research aircraft was developed to provide in-flight information and data on aerodynamics, structures, flight controls, and the physiological aspects of high-speed, high-altitude flight. A follow-on program used the aircraft as testbeds to carry various scientific experiments beyond the Earth's atmosphere on a repeated basis. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls such as rudder surfaces on the vertical stabilizers to control yaw and movable horizontal stabilizers to control pitch when moving in synchronization or roll when moved differentially. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. Because of the large fuel consumption, the X-15 was air launched from a B-52 aircraft at approximately 45,000 ft and a speed of about 500 mph. Depending on the mission, the rocket engine provided thrust for the first 80 to 120 sec of flight. The remainder of the normal 10 to 11 min. flight was powerless and ended with a 200-mph glide landing. Generally, one of two types of X-15 flight profiles was used; a high-altitude flight plan that called for the pilot to maintain a steep rate of climb, or a speed profile that called for the pilot to push over and maintain a level altitude. The X-15 was flown over a period of nearly 10 years -- June 1959 to Oct. 1968 -- and set the world's unofficial speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 ft in a program to investigate all aspects of manned hypersonic flight. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs, and also the Space Shuttle program. The X-15s made a total of 199 flights, and were manufactured by North American Aviation. X-15-1, serial number 56-6670, is now located at the National Air and Space Museum, Washington DC. North American X-15A-2, serial number 56-6671, is at the United States Air Force Museum, Wright-Patterson AFB, Ohio. X-15-3, serial number 56-6672, crashed on 15 November 1967, resulting in the death of Maj. Michael J. Adams.

Interactions of Vesicular-Arbuscular Mycorrhizal Fungi, Phosphorus, and Heterodera glycines on Soybean.

PubMed

Tylka, G L; Hussey, R S; Roncadori, R W

1991-01-01

Effects of vesicular-arbuscular mycorrhizal (VAM) fungi and soil phosphorus (P) fertility on parasitism of soybean cultivars Bragg and Wright by soybean cyst nematode (SCN) were investigated in field micropiot and greenhouse experiments. VAM fungi increased height of both cultivars and yield of Wright in microplot studies in 1986 and 1987. Conversely, yield of mycorrhizal and nonmycorrhizal plants of both cultivars was suppressed by SCN. Soil population densities of SCN were unaffected by VAM fungi in 1986 but were greater in microplots infested with VAM fungi than in control microplots in 1987. Growth of Wright soybean was stimulated by VAM fungi and suppressed by SCN in greenhouse experiments. The effect of VAM fungi on SCN varied with time. Numbers of SCN in roots and soil were decreased by VAM fungi by as much as 73% at the highest SCN inoculum level through 49 days after planting. Later, however, SCN numbers were usually comparable on mycorrhizal and nonmycorrhizal plants. Soil P fertility generally had no effect on SCN. Results of a split-root experiment indicated that VAM fungal suppression of SCN was not systemic.

Seroprevalence of Brucellosis in Human Immunodeficiency Virus Infected Patients in Hamadan, Iran

PubMed Central

Keramat, Fariba; Majzobi, Mohammad Mehdi; Poorolajal, Jalal; Ghane, Zohreh Zarei; Adabi, Maryam

2017-01-01

Objectives Brucellosis is a systemic disease with a wide spectrum of clinical manifestations. This study aimed to determine the seroprevalence of brucellosis in human immunodeficiency virus (HIV) infected patients in Hamadan Province in the west of Iran. Methods A total of 157 HIV-infected patients were screened through standard serological tests, including Wright’s test, Coombs’ Wright test, and 2-mercaptoethanol Brucella agglutination test (2ME test), blood cultures in Castaneda media, and CD4 counting. Data were analyzed using Stata version 11. Results Wright and Coombs’ Wright tests were carried out, and only 5 (3.2%) patients had positive serological results. However, all patients had negative 2ME results, and blood cultures were negative for Brucella spp. Moreover, patients with positive serology and a mean CD4 count of 355.8 ± 203.11 cells/μL had no clinical manifestations of brucellosis, and, and the other patients had a mean CD4 count of 335.55 ± 261.71 cells/μL. Conclusion Results of this study showed that HIV infection is not a predisposing factor of acquiring brucellosis. PMID:28904852

The flowering of pathology as a medical discipline in Boston, 1892-c.1950: W.T. Councilman, FB Mallory, JH Wright, SB Wolbach and their descendants.

PubMed

Louis, David N; O'Brien, Michael J; Young, Robert H

2016-09-01

During most of the nineteenth century, the discipline of pathology in Boston made substantial strides as a result of physicians and surgeons who practiced pathology on a part-time basis. The present essay tells the subsequent story, beginning in 1892, when full-time pathologists begin to staff the medical schools and hospitals of Boston. Three individuals from this era deserve special mention: William T Councilman, Frank Burr Mallory and James Homer Wright, with Councilman remembered primarily as a visionary and teacher, Mallory as a trainer of many pathologists, and Wright as a scientist. Together with S Burt Wolbach in the early-to-mid-twentieth century, these pathologists went on to train the next generation of pathologists-a generation that then populated the various hospitals that were developed in Boston in the early 1900s. This group of seminal pathologists in turn formed the diagnostically strong, academically productive, pathology departments that grew in Boston over the remainder of the twentieth century.

A comparison of life prediction methodologies for titanium matrix composites subjected to thermomechanical fatigue

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

Calcaterra, J.R.; Johnson, W.S.; Neu, R.W.

1997-12-31

Several methodologies have been developed to predict the lives of titanium matrix composites (TMCs) subjected to thermomechanical fatigue (TMF). This paper reviews and compares five life prediction models developed at NASA-LaRC. Wright Laboratories, based on a dingle parameter, the fiber stress in the load-carrying, or 0{degree}, direction. The two other models, both developed at Wright Labs. are multi-parameter models. These can account for long-term damage, which is beyond the scope of the single-parameter models, but this benefit is offset by the additional complexity of the methodologies. Each of the methodologies was used to model data generated at NASA-LeRC. Wright Labs.more » and Georgia Tech for the SCS-6/Timetal 21-S material system. VISCOPLY, a micromechanical stress analysis code, was used to determine the constituent stress state for each test and was used for each model to maintain consistency. The predictive capabilities of the models are compared, and the ability of each model to accurately predict the responses of tests dominated by differing damage mechanisms is addressed.« less

Behaviour of levee on softsoil caused by rapid drawdown

NASA Astrophysics Data System (ADS)

Upomo, Togani Cahyadi; Effendi, Mahmud Kori; Kusumawardani, Rini

2018-03-01

Rapid Drawdown is a condition where the water elevation that has reached the peak suddenly drops. As the water level reaches the peak, hydrostatic pressure helps in the stability of the slope. When water elevation decreases there will be two effects. First, reduced hydrostatic pressure and second, modification of pore water pressure. Rapid draw down usually comon in hydraulic structure such as dam and levee. This study will discuss behaviour of levee on softsoil caused by rapid drawdown. The analysis based on method which developed by US Army Corps Engineer and modified method which developed by Duncan, Wright, dan Wong. Results of analysis show that in drawdown condition, at 1 m drop of water, safety factor obtained based on US Army Corps Engineer method was 1.16 and 0.976 while based on Duncan, Wright, and Wong methods were 1.244 and 1.117. At 0.5 m water level, safety factor based on US Army Corps Engineer method was 1.287 and 1.09 while Duncan, Wright, and Wong were 1.357 and 1.194.

X-24A in Powered Flight after Drop from B-52 Mothership

NASA Technical Reports Server (NTRS)

1970-01-01

The X-24A lights its XLR-11 rocket engine and begins its powered flight after being drop launched from its B-52 mothership, seen here with high-altitude contrails streaming from its wings against a piercingly dark blue sky. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph-Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated that accurate unpowered reentry vehicle landings were operationally feasible. Top speed achieved by the X-24B was 1,164 mph and the highest altitude it reached was 74,130 feet. The vehicle is on display at the Air Force Museum, Wright-Patterson Air Force Base, Ohio. The pilot on the last powered flight of the X-24B was Bill Dana, who also flew the last X-15 flight about seven years earlier. The X-24A shape was later borrowed for the X-38 Crew Return Vehicle (CRV) technology demonstrator for the International Space Station.

Absolute accuracy of the Cyberware WB4 whole-body scanner

NASA Astrophysics Data System (ADS)

Daanen, Hein A. M.; Taylor, Stacie E.; Brunsman, Matthew A.; Nurre, Joseph H.

1997-03-01

The Cyberware WB4 whole body scanner is one of the first scanning systems in the world that generates a high resolution data set of the outer surface of the human body. The Computerized Anthropometric Research and Design (CARD) Laboratory of Wright-Patterson AFB intends to use the scanner to enable quick and reliable acquisition of anthropometric data. For this purpose, a validation study was initiated to check the accuracy, reliability and errors of the system. A calibration object, consisting of two boxes and a cylinder, was scanned in several locations in the scanning space. The object dimensions in the resulting scans compared favorably to the actual dimensions of the calibration object.

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The tailless X-36 technology demonstrator research aircraft cruises over the California desert at low altitude during a 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Self-Contained Avionics Sensing and Flight Control System for Small Unmanned Aerial Vehicle

NASA Technical Reports Server (NTRS)

Ingham, John C. (Inventor); Shams, Qamar A. (Inventor); Logan, Michael J. (Inventor); Fox, Robert L. (Inventor); Fox, legal representative, Melanie L. (Inventor); Kuhn, III, Theodore R. (Inventor); Babel, III, Walter C. (Inventor); Fox, legal representative, Christopher L. (Inventor); Adams, James K. (Inventor); Laughter, Sean A. (Inventor)

2011-01-01

A self-contained avionics sensing and flight control system is provided for an unmanned aerial vehicle (UAV). The system includes sensors for sensing flight control parameters and surveillance parameters, and a Global Positioning System (GPS) receiver. Flight control parameters and location signals are processed to generate flight control signals. A Field Programmable Gate Array (FPGA) is configured to provide a look-up table storing sets of values with each set being associated with a servo mechanism mounted on the UAV and with each value in each set indicating a unique duty cycle for the servo mechanism associated therewith. Each value in each set is further indexed to a bit position indicative of a unique percentage of a maximum duty cycle for the servo mechanism associated therewith. The FPGA is further configured to provide a plurality of pulse width modulation (PWM) generators coupled to the look-up table. Each PWM generator is associated with and adapted to be coupled to one of the servo mechanisms.

Installation Restoration Program. Phase II. Confirmation/Quantification Stage I for Wright-Patterson Air Force Base, Dayton, Ohio.

DTIC Science & Technology

1985-09-01

combination of bromochloromethane, described in Section 7. 2-bromo- 1 - chloropropane , and 10.3 Adjust the purge gas (nitrogen 8.3.2 The laboratory must develop...Smmmmmmmiih EmmmmmmEEmmmiEEhhE/hEEE/hEEI EEEmmmmmmmlmmE mmmEmmEEmmmmEI mmmmEEmmmEEmmI . AN 11 Igo 12. i,11111 1111 IIII1111l 1.2 IlII1.4 11’ .6 1 ...BASE DAYTON, OHIO AIR FORCE SYSTEMS COMMAND HEADQUARTERS AERONAUTICAL SYSTEMS DIVISION WRIGHT-PATTERSON AFB, OHIO 1 AUGU.$ 985 PREPARED BY ROY F

Towards a better cannabis drug.

PubMed

Mechoulam, Raphael; Parker, Linda

2013-12-01

This commentary discusses the importance of a new study entitled 'Cannabidiol attenuates deficits of visuo-spatial associative memory induced by Δ(9) -tetrahydrocannabinol' by Wright et al. from the Scripps Institute in La Jolla, California. The results in this study show that the non-psychoactive cannabis constituent cannabidiol opposes some, but not all, forms of behavioural and memory disruption caused by Δ(9) -tetrahydrocannabinol in male rhesus monkeys. This article is a commentary on the research paper by Wright et al., pp 1365-1373 of this issue. To view this paper visit http://dx.doi.org/10.1111/bph.12199. © 2013 The British Pharmacological Society.

Towards a better cannabis drug

PubMed Central

Mechoulam, Raphael; Parker, Linda

2013-01-01

This commentary discusses the importance of a new study entitled ‘Cannabidiol attenuates deficits of visuo-spatial associative memory induced by Δ9-tetrahydrocannabinol’ by Wright et al. from the Scripps Institute in La Jolla, California. The results in this study show that the non-psychoactive cannabis constituent cannabidiol opposes some, but not all, forms of behavioural and memory disruption caused by Δ9-tetrahydrocannabinol in male rhesus monkeys. LINKED ARTICLE This article is a commentary on the research paper by Wright et al., pp 1365–1373 of this issue. To view this paper visit http://dx.doi.org/10.1111/bph.12199 PMID:24024867

Wind Tunnel Model Study of the Hot Exhaust Plume from the Compressor Research Facility at Wright-Patterson Air Force Base, Ohio

DTIC Science & Technology

1977-10-01

PLUME FROM THE COMPRESSOR JtESEARCHJAC ILITY AT WRIGHT- /ATTERSON AIR FORCE JBASE, OHIO , r= mrm (.) Gary R./Ludwig 9. PERFORMING ORGANIZATION NAME... ms Mass flux of stack exhaust gas (slugs/sec) nrtfl Mass flux of ambient air and stack exhaust gas mixture st plume cross-section A (slugs/sec...the horizontal momentum flux in the ambient wind be the same in the model as it is in full-scale. /»» Ms M i a. ’ ro P>"S P*» + ’f (3) where 0

Flexure Strength and Optical Transparency of Magnesium-Aluminate Spinel (MgAlO4): Influence of Polishing and Glass Coating

DTIC Science & Technology

2016-12-01

resulting from the addition of a sodium aluminosilicate ( SiO2 -BaO- Na2O-B2O3-Al2O3) glass coating on coarse-grained transparent spinel having 3...MgAlO4): Influence of Polishing and Glass Coating by Steve M Kilczewski, Robert J Pavlacka, Jeffrey J Swab, Jane W Adams, and Jared C Wright...Magnesium–Aluminate Spinel (MgAlO4): Influence of Polishing and Glass Coating by Steve M Kilczewski and Jared C Wright TKC Global, Herndon, VA

Research on Fire-Resistant Diesel Fuel.

DTIC Science & Technology

1981-12-01

1[ >1 1? 1F RESEARCH ON FIRE-RESISTANT DIESEL FUEL INTERIM REPORT AFLRL No. 145 By W.D. Weatherford, Jr. G.E. Fodor M.D. Kanakia D.W. Naegeli B.R...GRANT NUMBER(S) W.D. Weatherford, Jr., G.E. Fodor, DAAK7O-80-C-OOO1 M.D. Kanakia, D.W. Naegeli , B.R. Wright (AFLRL) DAAK7O-82-C-OOO1 andF.W...Filters in Fuel Systems of U.S. Army Vehicles I:I , i , , , =- 111 REFERENCES 1. Weatherford, W.D., Jr. Fodor, G.E., Naegeli , D.W., Owens, E.C., Wright

A rotorcraft flight database for validation of vision-based ranging algorithms

NASA Technical Reports Server (NTRS)

Smith, Phillip N.

1992-01-01

A helicopter flight test experiment was conducted at the NASA Ames Research Center to obtain a database consisting of video imagery and accurate measurements of camera motion, camera calibration parameters, and true range information. The database was developed to allow verification of monocular passive range estimation algorithms for use in the autonomous navigation of rotorcraft during low altitude flight. The helicopter flight experiment is briefly described. Four data sets representative of the different helicopter maneuvers and the visual scenery encountered during the flight test are presented. These data sets will be made available to researchers in the computer vision community.

An Approximate Markov Model for the Wright-Fisher Diffusion and Its Application to Time Series Data.

PubMed

Ferrer-Admetlla, Anna; Leuenberger, Christoph; Jensen, Jeffrey D; Wegmann, Daniel

2016-06-01

The joint and accurate inference of selection and demography from genetic data is considered a particularly challenging question in population genetics, since both process may lead to very similar patterns of genetic diversity. However, additional information for disentangling these effects may be obtained by observing changes in allele frequencies over multiple time points. Such data are common in experimental evolution studies, as well as in the comparison of ancient and contemporary samples. Leveraging this information, however, has been computationally challenging, particularly when considering multilocus data sets. To overcome these issues, we introduce a novel, discrete approximation for diffusion processes, termed mean transition time approximation, which preserves the long-term behavior of the underlying continuous diffusion process. We then derive this approximation for the particular case of inferring selection and demography from time series data under the classic Wright-Fisher model and demonstrate that our approximation is well suited to describe allele trajectories through time, even when only a few states are used. We then develop a Bayesian inference approach to jointly infer the population size and locus-specific selection coefficients with high accuracy and further extend this model to also infer the rates of sequencing errors and mutations. We finally apply our approach to recent experimental data on the evolution of drug resistance in influenza virus, identifying likely targets of selection and finding evidence for much larger viral population sizes than previously reported. Copyright © 2016 by the Genetics Society of America.

Draft standard for color AMLCDs in U.S. military aircraft

NASA Astrophysics Data System (ADS)

Hopper, Darrel G.; Dolezal, William K.; Schur, Keith; Liccione, John W.

1994-06-01

Flight instruments have begun to use color active liquid crystal displays (AMLCDs), signaling the beginning of a significant transition from electromechanical and cathode ray tube display designs to AMLCD designs. We have the opportunity with this new technology to establish common products capable of meeting user requirements for sunlight-readable, color and gray scale-capable, high-pixel-count, flat-panel displays for weapon systems. The Wright Laboratory is leading the development of standard and specification documentation for this new generation of display modules based on requirements for U.S. military aircraft. These requirements are similar in many ways to those of both the civil aviation and automotive industries. Accordingly, commonality with these applications is incorporated, where possible, along with the requirements for all military combat applications. Industry and government organizations are involved in this process through workshops and draft review processes. Military procurement specifications for combat system applications may use this information as a source of recommended best practice for this new generation of digital flat panel displays. The draft standard will be revised based upon continuing feedback by early 1995.

An application of high authority/low authority control and positivity

NASA Technical Reports Server (NTRS)

Seltzer, S. M.; Irwin, D.; Tollison, D.; Waites, H. B.

1988-01-01

Control Dynamics Company (CDy), in conjunction with NASA Marshall Space Flight Center (MSFC), has supported the U.S. Air Force Wright Aeronautical Laboratory (AFWAL) in conducting an investigation of the implementation of several DOD controls techniques. These techniques are to provide vibration suppression and precise attitude control for flexible space structures. AFWAL issued a contract to Control Dynamics to perform this work under the Active Control Technique Evaluation for Spacecraft (ACES) Program. The High Authority Control/Low Authority Control (HAC/LAC) and Positivity controls techniques, which were cultivated under the DARPA Active Control of Space Structures (ACOSS) Program, were applied to a structural model of the NASA/MSFC Ground Test Facility ACES configuration. The control systems design were accomplished and linear post-analyses of the closed-loop systems are provided. The control system designs take into account effects of sampling and delay in the control computer. Nonlinear simulation runs were used to verify the control system designs and implementations in the facility control computers. Finally, test results are given to verify operations of the control systems in the test facility.

Evaluation of the turbine pocket spirometer.

PubMed Central

Gunawardena, K A; Houston, K; Smith, A P

1987-01-01

A compact electronic spirometer, the turbine pocket spirometer, which measures the FEV1, forced vital capacity (FVC), and peak expiratory flow (PEF) in a single expiration, was compared with the Vitalograph and the Wright peak flow meter in 99 subjects (FEV1 range 0.40-5.50 litres; FVC 0.58-6.48 l; PEF 40-650 l min-1). The mean differences between the machines were small--0.05 l for FEV1, 0.05 l for FVC, and 11.6 l min-1 for PEF, with the limits of agreement at +/- 0.25 l, +/- 0.48 l, and +/- 52.2 l min-1 respectively. The wide limits of agreement for the PEF comparison were probably because of the difference in the technique of blowing: a fast, long blow was used for the pocket spirometer and a short, sharp one for the Wright peak flow meter. The FEV1 and FVC showed a proportional bias of around 4-5% in favour of the Vitalograph. The repeatability coefficient for the pocket spirometer FEV1 was 0.18 l, for FVC 0.22 l, and for PEF 31 l min-1. These compared well with the repeatability coefficients of the Vitalograph and the Wright peak flow meter, which gave values of 0.18 l, 0.28 l, and 27 l min-1 respectively. At flow rates of over 600 l min-1 the resistance of the pocket spirometer marginally exceeded the American Thoracic Society recommendations. The machine is easy to operate and portable, and less expensive than the Vitalograph and Wright peak flow meter combined. It can be recommended for general use. Images PMID:3686460

Touch cytology in diagnosing Helicobacter pylori: comparison of four staining methods.

PubMed

Hashemi, M R; Rahnavardi, M; Bikdeli, B; Dehghani Zahedani, M; Iranmanesh, F

2008-06-01

Helicobacter pylori (Hp), a major cause of peptic ulcer disease and an important risk factor for gastric malignancy, can be diagnosed by several methods. Touch cytology (TC) of the gastric mucosa has been noted to give good results and has been found to be very simple, inexpensive and rapid. However, evidence regarding the accuracy of different staining methods of TC is lacking. The present study aims at defining the diagnostic accuracy of four different staining methods of TC. Biopsy specimens were taken from the antral mucosa of one hundred consecutive patients referred for upper gastrointestinal endoscopy (UGIE) for various indications. TC slides were processed by four staining methods: Wright, Giemsa, Papanicolaou and Gram. Rapid urease test (RUT) and histological examination of specimens were also performed. The same experienced pathologist evaluated the coded samples. A patient's Hp status was established by minimum concordance of the three tests, including histology, RUT, and 'Touch mean'. The latter was defined positive when at least three of the four TC staining methods were positive. Forty-six patients (46%) were positive for Hp according to Hp status. TC stained by Wright had excellent agreement with both histology (kappa = 0.80, P < 0.001) and RUT (kappa = 0.84, P < 0.001). Regarding Hp status, histology was 100% sensitive and RUT was 100% specific. Wright-stained TC (88.89%) was significantly more specific than both Giemsa- (74.07%; P < 0.05) and Papanicolaou-stained (70.37%; P < 0.05) TC. RUT should still be acknowledged as the primary test in diagnosing Hp following UGIE. If RUT is negative and Hp detection is intended only, Wright-stained TC can safely substitute for histology. However, when assessment for severity of mucosal damage or cell atypias is meant, histology cannot be neglected.

Tom test 8/26/02 11:45am

NASA Technical Reports Server (NTRS)

2000-01-01

Members of the flight and ground crews prepare to unload equipment from NASA's B377SGT Super Guppy Turbine cargo aircraft on the ramp at NASA's Dryden Flight Research Center at Edwards Air Force Base, Calif. The outsize cargo plane had delivered the latest version of the X-38 flight test vehicle to NASA Dryden when this photo was taken on June 11, 2000. The B-377SGT Super Guppy Turbine evolved from the 1960s-vintage Pregnant Guppy, Mini Guppy and Super Guppy, used for transporting sections of the Saturn rocket used for the Apollo program moon launches and other outsized cargo. The various Guppies were modified from 1940's and 50's-vintage Boeing Model 377 and C-97 Stratocruiser airframes by Aero Spacelines, Inc., which operated the aircraft for NASA. NASA's Flight Research Center assisted in certification testing of the first Pregnant Guppy in 1962. One of the turboprop-powered Super Guppies, built up from a YC-97J airframe, last appeared at Dryden in May, 1976 when it was used to transport the HL-10 and X-24B lifting bodies from Dryden to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. NASA's present Super Guppy Turbine, the fourth and last example of the final version, first flew in its outsized form in 1980. It and its three sister ships were built in the 1970s for Europe's Airbus Industrie to ferry outsized structures for Airbus jetliners to the final assembly plant in Toulouse, France. It later was acquired by the European Space Agency, and then acquired by NASA in late 1997 for transport of large structures for the International Space Station to the launch site. It replaced the earlier-model Super Guppy, which has been retired and is used for spare parts. NASA's Super Guppy Turbine carries NASA registration number N941NA, and is based at Ellington Field near the Johnson Space Center. For more information on NASA's Super Guppy Turbine, log onto the Johnson Space Center Super Guppy web page at http://spaceflight.nasa.gov/station/assembly/superguppy/

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The X-36 technology demonstrator shows off its distinctive shape as the remotely piloted aircraft flies a research mission over the Southern California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft in it's hangar at NASA Dryden Flight Research Center, Edwards, California, following its arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepare the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight in May 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 in Flight over Mojave Desert during 5th Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The unusual lines of the X-36 Tailless Fighter Agility Research Aircraft contrast sharply with the desert floor as the remotely-piloted aircraft flies over the Mojave Desert on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The remotely-piloted X-36 Tailless Fighter Agility Research Aircraft climbs out from Rogers Dry Lake at the Dryden Flight Research Center on its first flight in May 1997. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 in Flight near Edge of Rogers Dry Lake during 5th Flight

NASA Technical Reports Server (NTRS)

1997-01-01

This photo shows the X-36 Tailless Fighter Agility Research Aircraft passing over the edge of Rogers Dry Lake as the remotely-piloted aircraft flies over Edwards Air Force Base on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, a technician prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Lit by the rays of the morning sunrise on Rogers Dry Lake, adjacent to NASA's Dryden Flight Research Center, Edwards, California, technicians prepares the remotely-piloted X-36 Tailless Fighter Agility Research Aircraft for its first flight on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Taking off During First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

The X-36 remotely piloted aircraft lifts off on its first flight, May 17, 1997, at NASA's Dryden Flight Research Center, Edwards, California. The aircraft flew for five minutes and reached an altitude of approximately 4,900 feet. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

As the sun creeps above the horizon of Rogers Dry Lake at NASA's Dryden Flight Research Center, Edwards, California, technicians make final preparations for the first flight of the X-36 Tailless Fighter Agility Research Aircraft. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Flight service evaluation of composite components on the Bell helicopter model 206L, flight service report

NASA Technical Reports Server (NTRS)

Zinberg, H.

1984-01-01

The flight service components for the Bell Model 206L JetRanger helicopter are examined. The components were placed in service in the Continental United States, Canada, and Alaska. The status of 34 sets of components is discussed. Approximately 27,500 flight hours were accumulated on the components as of 1 August 1983. Three sets of components and one-fifth of the exposure coupons were returned and tested. The results are given. The overall behavior of the components and associated problems are discussed.

Space debris measurement program at Phillips Laboratory

NASA Technical Reports Server (NTRS)

Dao, Phan D.; Mcnutt, Ross T.

1992-01-01

Ground-based optical sensing was identified as a technique for measuring space debris complementary to radar in the critical debris size range of 1 to 10 cm. The Phillips Laboratory is building a staring optical sensor for space debris measurement and considering search and track optical measurement at additional sites. The staring sensor is implemented in collaboration with Wright Laboratory using the 2.5 m telescope at Wright Patterson AFB, Dayton, Ohio. The search and track sensor is designed to detect and track orbital debris in tasked orbits. A progress report and a discussion of sensor performance and search and track strategies will be given.

The Brothers Were Wright - An Abridged History of Wind Tunnel Testing at Ames Research Center

NASA Technical Reports Server (NTRS)

Buchholz, Steve

2017-01-01

The Wright Brothers used wind tunnel data to refine their design for the first successful airplane back in 1903. Today, wind tunnels are still in use all over the world gathering data to improve the design of cars, trucks, airplanes, missiles and spacecraft. Ames Research Center is home to many wind tunnels, including the Unitary Plan Wind Tunnel complex. Built in the early 1950s, it is one of the premiere transonic and supersonic testing facilities in the country. Every manned spacecraft has been tested in the wind tunnels at Ames. This is a testing history from past to present.

New leads in speculative behavior

NASA Astrophysics Data System (ADS)

Kindler, A.; Bourgeois-Gironde, S.; Lefebvre, G.; Solomon, S.

2017-02-01

The Kiyotaki and Wright (1989) (henceforth KW) model of money emergence as a medium of exchange has been studied from various perspectives in recent papers. In the present work we propose a minimalistic model for the behavior of agents in the KW framework, which may either reproduce the theoretical predictions of Kiyotaki and Wright (1989) on the emerging Nash equilibria, or (less closely) the empirical results of Brown (1996), Duffy and Ochs (1999) and our own, introduced in a first part of the present paper. The main import is the systematic computer scanning of speculative monetary equilibria under drastic bounded rationality of agents, based on behavior previously observed in the lab.

Analysis of Optimal Transport Route Determination of Oil Palm Fresh Fruit Bunches from Plantation to Processing Factory

NASA Astrophysics Data System (ADS)

Tarigan, U.; Sidabutar, R. F.; Tarigan, U. P. P.; Chen, A.

2018-04-01

Manufacturers engaged in the business, producing CPO and kernels whose raw materials are oil palm fresh fruit bunches taken from their own plantation, generally face problems of transporting from plantation to factory where there is often a change of distance traveled by the truck the carrier of FFB is due to non-specific transport instructions. The research was conducted to determine the optimal transportation route in terms of distance, time and route number. The determination of this transportation route is solved using Nearest Neighbours and Clarke & Wright Savings methods. Based on the calculations performed then found in area I with method Nearest Neighbours has a distance of 200.78 Km while Clarke & Wright Savings as with a result of 214.09 Km. As for the harvest area, II obtained results with Nearest Neighbours method of 264.37 Km and Clarke & Wright Savings method with a total distance of 264.33 Km. Based on the calculation of the time to do all the activities of transporting FFB juxtaposed with the work time of the driver got the reduction of conveyance from 8 units to 5 units. There is also improvement of fuel efficiency by 0.8%.

Climatic implications of reconstructed early - Mid Pliocene equilibrium-line altitudes in the McMurdo Dry Valleys, Antarctica

USGS Publications Warehouse

Krusic, A.G.; Prentice, M.L.; Licciardi, J.M.

2009-01-01

Early-mid Pliocene moraines in the McMurdo Dry Valleys, Antarctica, are more extensive than the present alpine glaciers in this region, indicating substantial climatic differences between the early-mid Pliocene and the present. To quantify this difference in the glacier-climate regime, we estimated the equilibrium-line altitude (ELA) change since the early-mid Pliocene by calculating the modern ELA and reconstructing the ELAs of four alpine glaciers in Wright and Taylor Valleys at their early-mid Pliocene maxima. The area-altitude balance ratio method was used on modern and reconstructed early-mid Pliocene hypsometry. In Wright and Victoria Valleys, mass-balance data identify present-day ELAs of 800-1600 m a.s.l. and an average balance ratio of 1.1. The estimated ELAs of the much larger early-mid Pliocene glaciers in Wright and Taylor Valleys range from 600 to 950 ?? 170 m a.s.l., and thus are 250-600 ??170 m lower than modern ELAs in these valleys. The depressed ELAs during the early-mid-Pliocene most likely indicate a wetter and therefore warmer climate in the Dry Valleys during this period than previous studies have recognized.

Comparison of Aerosol Delivery by Face Mask and Tracheostomy Collar.

PubMed

Bugis, Alaa A; Sheard, Meryl M; Fink, James B; Harwood, Robert J; Ari, Arzu

2015-09-01

The purpose of this study was to compare the performance of a tracheostomy collar, Wright mask, and aerosol mask attached to a jet nebulizer in facilitating aerosolized medication delivery to the lungs. We also compared albuterol delivery with open versus closed fenestration and determined the effect of inspiratory-expiratory ratio (I:E) on aerosol delivery. Albuterol (2.5 mg/3 mL) was administered to an in vitro model consisting of an adult teaching mannequin extrathoracic and upper airway with stoma intubated with an 8-mm fenestrated tracheostomy tube. The cuff was deflated. A collecting filter at the level of the bronchi was connected to a breathing simulator at a tidal volume of 400 mL, breathing frequency of 20 breaths/min, and I:E of 2:1 and 1:2. A jet nebulizer was operated with O2 at 8 L/min. Each interface was tested in triplicate. The flow was discontinued at the end of nebulization. For each test, the nebulizer was attached to a tracheostomy collar with the fenestration open or closed, a Wright mask, or an aerosol mask. Drug was analyzed by spectrophotometry (276 nm). A paired t test and analysis of variance were performed (P < .05). The mean ± SD percent albuterol dose delivered distal to the bronchi was greater with the tracheostomy collar with a closed fenestration (9.4 ± 1.5%) compared with an open fenestration (7.0 ± 0.8%). The doses delivered with the Wright mask (4.1 ± 0.6%) and aerosol mask (3.5 ± 0.04%) were both less than with the tracheostomy collar under either condition (P < .05). Increasing the I:E from 1:2 to 2:1 increased aerosol delivery by 2.5-4%, with significance for the tracheostomy collar with an open fenestration (11.6 ± 1.4%), Wright mask (7.2 ± 0.6%), and aerosol mask (6.1 ± 0.5%). In an adult tracheostomy model, the tracheostomy collar delivered more aerosol to the bronchi than the Wright or aerosol mask. An I:E of 2:1 caused greater aerosol deposition compared with an I:E of 1:2. During aerosol administration via a tracheostomy collar, closing the fenestration improved aerosol delivery. Copyright © 2015 by Daedalus Enterprises.

Annotated bibliography of structural equation modelling: technical work.

PubMed

Austin, J T; Wolfle, L M

1991-05-01

Researchers must be familiar with a variety of source literature to facilitate the informed use of structural equation modelling. Knowledge can be acquired through the study of an expanding literature found in a diverse set of publishing forums. We propose that structural equation modelling publications can be roughly classified into two groups: (a) technical and (b) substantive applications. Technical materials focus on the procedures rather than substantive conclusions derived from applications. The focus of this article is the former category; included are foundational/major contributions, minor contributions, critical and evaluative reviews, integrations, simulations and computer applications, precursor and historical material, and pedagogical textbooks. After a brief introduction, we annotate 294 articles in the technical category dating back to Sewall Wright (1921).

GlobiPack v. 1.0

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

Bartlett, Roscoe

2010-03-31

GlobiPack contains a small collection of optimization globalization algorithms. These algorithms are used by optimization and various nonlinear equation solver algorithms.Used as the line-search procedure with Newton and Quasi-Newton optimization and nonlinear equation solver methods. These are standard published 1-D line search algorithms such as are described in the book Nocedal and Wright Numerical Optimization: 2nd edition, 2006. One set of algorithms were copied and refactored from the existing open-source Trilinos package MOOCHO where the linear search code is used to globalize SQP methods. This software is generic to any mathematical optimization problem where smooth derivatives exist. There is nomore » specific connection or mention whatsoever to any specific application, period. You cannot find more general mathematical software.« less

APMS 3.0 Flight Analyst Guide: Aviation Performance Measuring System

NASA Technical Reports Server (NTRS)

Jay, Griff; Prothero, Gary; Romanowski, Timothy; Lynch, Robert; Lawrence, Robert; Rosenthal, Loren

2004-01-01

The Aviation Performance Measuring System (APMS) is a method-embodied in software-that uses mathematical algorithms and related procedures to analyze digital flight data extracted from aircraft flight data recorders. APMS consists of an integrated set of tools used to perform two primary functions: a) Flight Data Importation b) Flight Data Analysis.

NASA's B377SGT Super Guppy Turbine cargo aircraft touches down at Edwards Air Force Base, Calif. on

NASA Technical Reports Server (NTRS)

2000-01-01

NASA's B377SGT Super Guppy Turbine cargo aircraft touches down at Edwards Air Force Base, Calif. on June 11, 2000 to deliver the latest version of the X-38 flight test vehicle to NASA's Dryden Flight Research Center. The B-377SGT Super Guppy Turbine evolved from the 1960s-vintage Pregnant Guppy, Mini Guppy and Super Guppy, used for transporting sections of the Saturn rocket used for the Apollo program moon launches and other outsized cargo. The various Guppies were modified from 1940's and 50's-vintage Boeing Model 377 and C-97 Stratocruiser airframes by Aero Spacelines, Inc., which operated the aircraft for NASA. NASA's Flight Research Center assisted in certification testing of the first Pregnant Guppy in 1962. One of the turboprop-powered Super Guppies, built up from a YC-97J airframe, last appeared at Dryden in May, 1976 when it was used to transport the HL-10 and X-24B lifting bodies from Dryden to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. NASA's present Super Guppy Turbine, the fourth and last example of the final version, first flew in its outsized form in 1980. It and its three sister ships were built in the 1970s for Europe's Airbus Industrie to ferry outsized structures for Airbus jetliners to the final assembly plant in Toulouse, France. It later was acquired by the European Space Agency, and then acquired by NASA in late 1997 for transport of large structures for the International Space Station to the launch site. It replaced the earlier-model Super Guppy, which has been retired and is used for spare parts. NASA's Super Guppy Turbine carries NASA registration number N941NA, and is based at Ellington Field near the Johnson Space Center. For more information on NASA's Super Guppy Turbine, log onto the Johnson Space Center Super Guppy web page at http://spaceflight.nasa.gov/station/assembly/superguppy/

X-36 in Flight over Mojave Desert

NASA Technical Reports Server (NTRS)

1997-01-01

The unusual lines of the X-36 technology demonstrator contrast sharply with the desert floor as the remotely piloted aircraft scoots across the California desert at low altitude during a research flight on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 on Ground after Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

A UH-1 helicopter lowers the X-36 Tailless Fighter Agility Research Aircraft to the ground after radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Carried Aloft by Helicopter during Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

A Bell UH-1 helicopter lifts the X-36 Tailless Fighter Agility Research Aircraft off the ground for radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed/ high angles of attack and at high speed/low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Carried Aloft by Helicopter during Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

A Bell UH-1 helicopter lifts the X-36 Tailless Fighter Agility Research Aircraft off the ground for radio frequency and telemetry tests above Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, in November 1996. The purpose of taking the X-36 aloft for the radio and telemetry system checkouts was to test the systems more realistically while airborne. More taxi and radio frequency tests were conducted before the aircraft's first flight in early 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. More taxi and radio frequency tests were slated before it's first flight would be made. This took place on May 17, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

The lack of a vertical tail on the X-36 technology demonstrator is evident as the remotely piloted aircraft flies a low-altitude research flight above Rogers Dry Lake at Edwards Air Force Base in the California desert on October 30, 1997. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Assessing and minimizing contamination in time of flight based validation data

NASA Astrophysics Data System (ADS)

Lennox, Kristin P.; Rosenfield, Paul; Blair, Brenton; Kaplan, Alan; Ruz, Jaime; Glenn, Andrew; Wurtz, Ronald

2017-10-01

Time of flight experiments are the gold standard method for generating labeled training and testing data for the neutron/gamma pulse shape discrimination problem. As the popularity of supervised classification methods increases in this field, there will also be increasing reliance on time of flight data for algorithm development and evaluation. However, time of flight experiments are subject to various sources of contamination that lead to neutron and gamma pulses being mislabeled. Such labeling errors have a detrimental effect on classification algorithm training and testing, and should therefore be minimized. This paper presents a method for identifying minimally contaminated data sets from time of flight experiments and estimating the residual contamination rate. This method leverages statistical models describing neutron and gamma travel time distributions and is easily implemented using existing statistical software. The method produces a set of optimal intervals that balance the trade-off between interval size and nuisance particle contamination, and its use is demonstrated on a time of flight data set for Cf-252. The particular properties of the optimal intervals for the demonstration data are explored in detail.

LWS/SET Technology Experiment Carrier

NASA Technical Reports Server (NTRS)

Sherman, Barry; Giffin, Geoff

2002-01-01

This paper examines the approach taken to building a low-cost, modular spacecraft bus that can be used to support a variety of technology experiments in different space environments. It describes the techniques used and design drivers considered to ensure experiment independence from as yet selected host spacecraft. It describes the technology experiment carriers that will support NASA's Living With a Star Space Environment Testbed space missions. NASA has initiated the Living With a Star (LWS) Program to develop a better scientific understanding to address the aspects of the connected Sun-Earth system that affect life and society. A principal goal of the program is to bridge the gap between science, engineering, and user application communities. The Space Environment Testbed (SET) Project is one element of LWS. The Project will enable future science, operational, and commercial objectives in space and atmospheric environments by improving engineering approaches to the accommodation and/or mitigation of the effects of solar variability on technological systems. The SET Project is highly budget constrained and must seek to take advantage of as yet undetermined partnering opportunities for access to space. SET will conduct technology validation experiments hosted on available flight opportunities. The SET Testbeds will be developed in a manner that minimizes the requirements for accommodation, and will be flown as flight opportunities become available. To access the widest range of flight opportunities, two key development requirements are to maintain flexibility with respect to accommodation constraints and to have the capability to respond quickly to flight opportunities. Experiments, already developed to the technology readiness level of needing flight validation in the variable Sun-Earth environment, will be selected on the basis of the need for the subject technology, readiness for flight, need for flight resources and particular orbit. Experiments will be accumulated by the Project and manifested for specific flight opportunities as they become available. The SET Carrier is designed to present a standard set of interfaces to SET technology experiments and to be modular and flexible enough to interface to a variety of possible host spacecraft. The Carrier will have core components and mission unique components. Once the core carrier elements have been developed, only the mission unique components need to be defined and developed for any particular mission. This approach will minimize the mission specific cost and development schedule for a given flight opportunity. The standard set of interfaces provided by SET to experiments allows them to be developed independent of the particulars of a host spacecraft. The Carrier will provide the power, communication, and the necessary monitoring features to operate experiments. The Carrier will also provide all of the mechanical assemblies and harnesses required to adapt experiments to a particular host. Experiments may be hosted locally with the Carrier or remotely on the host spacecraft. The Carrier design will allow a single Carrier to support a variable number of experiments and will include features that support the ability to incrementally add experiments without disturbing the core architecture.

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2012 CFR

2012-01-01

... flight simulator or flight training device, the make, model, and series of airplane or the set of... simulator and flight training device subject to qualification evaluation by the Administrator, the... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal...

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2014 CFR

2014-01-01

... flight simulator or flight training device, the make, model, and series of airplane or the set of... simulator and flight training device subject to qualification evaluation by the Administrator, the... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal...

14 CFR 142.11 - Application for issuance or amendment.

Code of Federal Regulations, 2013 CFR

2013-01-01

... flight simulator or flight training device, the make, model, and series of airplane or the set of... simulator and flight training device subject to qualification evaluation by the Administrator, the... Flight Standards District Office that has jurisdiction over the area in which the applicant's principal...

The non-equilibrium allele frequency spectrum in a Poisson random field framework.

PubMed

Kaj, Ingemar; Mugal, Carina F

2016-10-01

In population genetic studies, the allele frequency spectrum (AFS) efficiently summarizes genome-wide polymorphism data and shapes a variety of allele frequency-based summary statistics. While existing theory typically features equilibrium conditions, emerging methodology requires an analytical understanding of the build-up of the allele frequencies over time. In this work, we use the framework of Poisson random fields to derive new representations of the non-equilibrium AFS for the case of a Wright-Fisher population model with selection. In our approach, the AFS is a scaling-limit of the expectation of a Poisson stochastic integral and the representation of the non-equilibrium AFS arises in terms of a fixation time probability distribution. The known duality between the Wright-Fisher diffusion process and a birth and death process generalizing Kingman's coalescent yields an additional representation. The results carry over to the setting of a random sample drawn from the population and provide the non-equilibrium behavior of sample statistics. Our findings are consistent with and extend a previous approach where the non-equilibrium AFS solves a partial differential forward equation with a non-traditional boundary condition. Moreover, we provide a bridge to previous coalescent-based work, and hence tie several frameworks together. Since frequency-based summary statistics are widely used in population genetics, for example, to identify candidate loci of adaptive evolution, to infer the demographic history of a population, or to improve our understanding of the underlying mechanics of speciation events, the presented results are potentially useful for a broad range of topics. Copyright © 2016 Elsevier Inc. All rights reserved.

The discrete Laplace exponential family and estimation of Y-STR haplotype frequencies.

PubMed

Andersen, Mikkel Meyer; Eriksen, Poul Svante; Morling, Niels

2013-07-21

Estimating haplotype frequencies is important in e.g. forensic genetics, where the frequencies are needed to calculate the likelihood ratio for the evidential weight of a DNA profile found at a crime scene. Estimation is naturally based on a population model, motivating the investigation of the Fisher-Wright model of evolution for haploid lineage DNA markers. An exponential family (a class of probability distributions that is well understood in probability theory such that inference is easily made by using existing software) called the 'discrete Laplace distribution' is described. We illustrate how well the discrete Laplace distribution approximates a more complicated distribution that arises by investigating the well-known population genetic Fisher-Wright model of evolution by a single-step mutation process. It was shown how the discrete Laplace distribution can be used to estimate haplotype frequencies for haploid lineage DNA markers (such as Y-chromosomal short tandem repeats), which in turn can be used to assess the evidential weight of a DNA profile found at a crime scene. This was done by making inference in a mixture of multivariate, marginally independent, discrete Laplace distributions using the EM algorithm to estimate the probabilities of membership of a set of unobserved subpopulations. The discrete Laplace distribution can be used to estimate haplotype frequencies with lower prediction error than other existing estimators. Furthermore, the calculations could be performed on a normal computer. This method was implemented in the freely available open source software R that is supported on Linux, MacOS and MS Windows. Copyright © 2013 Elsevier Ltd. All rights reserved.

Tire footprint studies

NASA Technical Reports Server (NTRS)

Chawla, Mangal; Medzorian, John

1995-01-01

This presentation covers the results of tire footprint studies conducted in the Landing Gear Development Facility of the USAF Wright Laboratory at the Wright Patterson Air force Base, OH. Tire footprint studies are essential in understanding tire wear mechanisms and computing tire tread wear rates. The power input into the tread is the driving force for tread wear. Variables needed for power input calculations include the footprint pressure and slip velocity distributions. Studies were performed on the effects of power input distributions due to vertical load, camber, yaw, inflation pressure, and tire construction. For the present study, two tire constructions, one radial and the other bias, were selected. These tires were for the F-16 Block 30 fighter aircraft, both of which were previously worn. The present study was limited to steady straight roll with a 14,000 lb vertical load, a 310 psi inflation pressure, and zero yaw and camber. All tests were conducted on the Tire Force Machine (TFM) with a specialized sensor plate with embedded pressure sensors (X, Y, and Z) and slip sensors (X and Y). All tests were conducted for a table speed of 1 in/s. Tests on the TFM show that the power intensity distributions and total power for both tire constructions are quite similar for straight roll. Later on, tests were also conducted on a modified dynamometer which was overlaid with a grit wear surface. The tire speed was maintained at 40 miles per hour and yaw was set to four degrees. Dynamometer tests showed that radial tires have more tread wear than the bias tire; however, in the field, radial tires have longer life.

Probability of identity by descent in metapopulations.

PubMed Central

Kaj, I; Lascoux, M

1999-01-01

Equilibrium probabilities of identity by descent (IBD), for pairs of genes within individuals, for genes between individuals within subpopulations, and for genes between subpopulations are calculated in metapopulation models with fixed or varying colony sizes. A continuous-time analog to the Moran model was used in either case. For fixed-colony size both propagule and migrant pool models were considered. The varying population size model is based on a birth-death-immigration (BDI) process, to which migration between colonies is added. Wright's F statistics are calculated and compared to previous results. Adding between-island migration to the BDI model can have an important effect on the equilibrium probabilities of IBD and on Wright's index. PMID:10388835

Exact Markov chains versus diffusion theory for haploid random mating.

PubMed

Tyvand, Peder A; Thorvaldsen, Steinar

2010-05-01

Exact discrete Markov chains are applied to the Wright-Fisher model and the Moran model of haploid random mating. Selection and mutations are neglected. At each discrete value of time t there is a given number n of diploid monoecious organisms. The evolution of the population distribution is given in diffusion variables, to compare the two models of random mating with their common diffusion limit. Only the Moran model converges uniformly to the diffusion limit near the boundary. The Wright-Fisher model allows the population size to change with the generations. Diffusion theory tends to under-predict the loss of genetic information when a population enters a bottleneck. 2010 Elsevier Inc. All rights reserved.

Antenna analysis using properties of metamaterials

NASA Astrophysics Data System (ADS)

Mitra, Atindra K.; Hu, Colin; Maxwell, Kasandra

2010-04-01

As part of the Student Internship Programs at Wright-Patterson Air Force Base, including the AFRL Wright Scholar Program for High School Students and the AFRL STEP Program, sample results from preliminary investigation and analysis of integrated antenna structures are reported. Investigation of these novel integrated antenna geometries can be interpreted as a continuation of systems analysis under the general topic area of potential integrated apertures for future software radar/radio solutions [1] [2]. Specifically, the categories of novel integrated aperture geometries investigated in this paper include slotted-fractal structures on microstrip rectangular patch antenna models in tandem with the analysis of exotic substrate materials comprised of a type of synthesized electromagnetic structure known as metamaterials [8] - [10].

Status of holographic interferometry at Wright Patterson Air Force Base

NASA Technical Reports Server (NTRS)

Seibert, George

1987-01-01

At Wright Patterson AFB, holographic interferometry has been used for nearly 15 years in a variety of supersonic and hypersonic wind tunnels. Specifically, holographic interferometry was used to study boundary layers, shock boundary layer interaction, and general flow diagnostics. Although a considerable amount of quantitative work was done, the difficulty of reducing data severely restricted this. In the future, it is of interest to use holographic interferometry in conjunction with laser Doppler velocimetry to do more complete diagnostics. Also, there is an interest to do particle field diagnostics in the combustion research facility. Finally, there are efforts in nondestructive testing where automated fringe readout and analysis would be extremely helpful.

Aluminum Alloy 7050 Extrusions.

DTIC Science & Technology

1977-03-01

o .rf^ofTiin (^r^mvo^TfN co^vür^ oui^o < TJ co M t> ^t fH 0\\ cDincO’T’Tco iOr-<-4vO cuo^ fio oocr--r-r--,X) a)(Dr-r-r~vü cor-r^-’O cor...toa>ooo m vo * ff» o o mvoooffiA ro c*) ^ ^ ^j H ro rn fo ^ v ^ ^ to fi ro vo vo a» o o insoot fio in«s Da<o«o mtcopotoo...AFML/LLN, Dr. V. J. Russo Wright-Patterson AFB, Ohio 45433 AFML/LLM, Dr. H. A. Lipsitt Wright-Patterson AFB, Ohio 45433 FTD/PDRR, Maj. L. A

76 FR 4131 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2011-01-24

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... notice sets forth the date of the February 5, 2011, meeting of the Flight 93 Advisory Commission. DATES.... to 1 p.m. (Eastern). The Commission will meet jointly with the Flight 93 Memorial Task Force...

76 FR 64102 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2011-10-17

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... sets forth the date of the November 5, 2011, meeting of the Flight 93 Advisory Commission. DATES: The....m. (Eastern). Location: The meeting will be held at the Flight 93 National Memorial Office, 109 West...

75 FR 43199 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2010-07-23

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... sets forth the date of the August 7, 2010, meeting of the Flight 93 Advisory Commission. DATES: The.... (Eastern). The Commission will meet jointly with the Flight 93 Memorial Task Force. Location: The meeting...

75 FR 17158 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2010-04-05

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... sets forth the date of the May 1, 2010, meeting of the Flight 93 Advisory Commission. DATES: The public...). The Commission will meet jointly with the Flight 93 Memorial Task Force. Location: The meeting will be...

77 FR 24220 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2012-04-23

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... sets forth the date of the May 5, 2012, for meeting of the Flight 93 Advisory Commission. DATES: The.... (Eastern). Location: The meeting will be held at the Flight 93 National Memorial Office, 109 West Main...

77 FR 3793 - Flight 93 National Memorial Advisory Commission

Federal Register 2010, 2011, 2012, 2013, 2014

2012-01-25

... DEPARTMENT OF THE INTERIOR National Park Service Flight 93 National Memorial Advisory Commission... notice sets forth the date of the February 4, 2012, meeting of the Flight 93 Advisory Commission. DATES.... to 1 p.m. (Eastern). Location: The meeting will be held via teleconference at the Flight 93 National...

Space shuttle orbiter test flight series

NASA Technical Reports Server (NTRS)

Garrett, D.; Gordon, R.; Jackson, R. B.

1977-01-01

The proposed studies on the space shuttle orbiter test taxi runs and captive flight tests were set forth. The orbiter test flights, the approach and landing tests (ALT), and the ground vibration tests were cited. Free flight plans, the space shuttle ALT crews, and 747 carrier aircraft crew were considered.

Pathfinder aircraft taking off - setting new solar powered altitude record

NASA Image and Video Library

1995-09-11

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

Influence of the helicopter environment on patient care capabilities: Flight crew perceptions

NASA Technical Reports Server (NTRS)

Meyers, K. Jeffrey; Rodenberg, Howard; Woodard, Daniel

1994-01-01

Flight crew perceptions of the effect of the rotary wing environment on patient care capabilities have not been subject to statistical analysis. We hypothesized that flight crew perceived significant difficulties in performing patient care tasks during air medical transport. A survey instrument was distributed to a convenience sample of flight crew members from twenty flight programs. Respondents were asked to compare the difficulty of performing patient care tasks in rotary wing and standard (emergency department or intensive care unit) settings. Demographic data collected on respondents included years of flight experience, flights per month, crew duty position, and primary aircraft in which the respondent worked. Statistical analysis was performed as appropriate using Student's t-test, type 111 sum of squares, and analysis of variance. Alpha was defined as p is less than or equal to .05. Fifty-five percent of programs (90 individuals) responded. All tasks were rated significantly more difficult in the rotary wing environment. Ratings were not significantly correlated with flight experience, duty position, flights per month, or aircraft used. We conclude that the performance of patient care tasks are perceived by air medical flight crew to be significantly more difficult during rotary wing air medical transport than in hospital settings.

Influence of the helicopter environment on patient care capabilities: flight crew perceptions

NASA Technical Reports Server (NTRS)

Myers, K. J.; Rodenberg, H.; Woodard, D.

1995-01-01

INTRODUCTION: Flight crew perceptions of the effect of the rotary-wing environment on patient-care capabilities have not been subject to statistical analysis. We hypothesized that flight crew members perceived significant difficulties in performing patient-care tasks during air medical transport. METHODS: A survey was distributed to a convenience sample of flight crew members from 20 flight programs. Respondents were asked to compare the difficulty of performing patient-care tasks in rotary-wing and standard (emergency department or intensive care unit) settings. Demographic data collected on respondents included years of flight experience, flights per month, crew duty position and primary aircraft in which the respondent worked. Statistical analysis was performed as appropriate using Student's t-test, type III sum of squares, and analysis of variance. Alpha was defined as p < 0.05. RESULTS: Fifty-five percent of programs (90 individuals) responded. All tasks were significantly rated more difficult in the rotary-wing environment. Ratings were not significantly correlated with flight experience, duty position, flights per month or aircraft used. CONCLUSIONS: We conclude that the performance of patient-care tasks are perceived by air medical flight crew to be significantly more difficult during rotary-wing air medical transport than in hospital settings.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel remove protective covers from the newly arrived NASA/McDonnell Douglas Corporation X-36 Tailless Fighter Agility Research Aircraft. It arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 on Ramp Viewed from Above

NASA Technical Reports Server (NTRS)

1997-01-01

This look-down view of the X-36 Tailless Fighter Agility Research Aircraft on the ramp at NASA's Dryden Flight Research Center, Edwards, California, clearly shows the unusual wing and canard design of the remotely-piloted aircraft. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel wait to attach a hoist to the X-36 Tailless Fighter Agility Research Aircraft, which arrived at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft on lakebed during high-speed taxi tests

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft undergoes high-speed taxi tests on Rogers Dry Lake at NASA Dryden Flight Research Center, Edwards, California, on October 17, 1996. The aircraft was tested at speeds up to 85 knots. Normal takeoff speed would be 110 knots. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

NASA and McDonnell Douglas Corporation (MDC) personnel steady the X-36 Tailless Fighter Agility Research Aircraft following arrival at NASA Dryden Flight Research Center, Edwards, California, on July 2, 1996. The aircraft is being hoisted out of it's shipping crate. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The NASA/McDonnell Douglas Corporation (MDC) X-36 Tailless Fighter Agility Research Aircraft is steered to it's hangar at NASA Dryden Flight Research Center, Edwards, California, following arrival on July 2, 1996. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of just over 10 feet. A Williams International F112 turbofan engine provided close to 700 pounds of thrust. A typical research flight lasted 35 to 45 minutes from takeoff to touchdown. A total of 31 successful research flights were flown from May 17, 1997, to November 12, 1997, amassing 15 hours and 38 minutes of flight time. The aircraft reached an altitude of 20,200 feet and a maximum angle of attack of 40 degrees. In a follow-on effort, the Air Force Research Laboratory (AFRL), Wright-Patterson Air Force Base, Ohio, contracted with Boeing to fly AFRL's Reconfigurable Control for Tailless Fighter Aircraft (RESTORE) software as a demonstration of the adaptability of the neural-net algorithm to compensate for in-flight damage or malfunction of effectors, such as flaps, ailerons and rudders. Two RESTORE research flights were flown in December 1998, proving the viability of the software approach. The X-36 aircraft flown at the Dryden Flight Research Center in 1997 was a 28-percent scale representation of a theoretical advanced fighter aircraft. The Boeing Phantom Works (formerly McDonnell Douglas) in St. Louis, Missouri, built two of the vehicles in a cooperative agreement with the Ames Research Center, Moffett Field, California.

Aircraft loss-of-control prevention and recovery: A hybrid control strategy

NASA Astrophysics Data System (ADS)

Dongmo, Jean-Etienne Temgoua

The Complexity of modern commercial and military aircrafts has necessitated better protection and recovery systems. With the tremendous advances in computer technology, control theory and better mathematical models, a number of issues (Prevention, Reconfiguration, Recovery, Operation near critical points, ... etc) moderately addressed in the past have regained interest in the aeronautical industry. Flight envelope is essential in all flying aerospace vehicles. Typically, flying the vehicle means remaining within the flight envelope at all times. Operation outside the normal flight regime is usually subject to failure of components (Actuators, Engines, Deflection Surfaces) , pilots's mistakes, maneuverability near critical points and environmental conditions (crosswinds...) and in general characterized as Loss-Of-Control (LOC) because the aircraft no longer responds to pilot's inputs as expected. For the purpose of this work, (LOC) in aircraft is defined as the departure from the safe set (controlled flight) recognized as the maximum controllable (reachable) set in the initial flight envelope. The LOC can be reached either through failure, unintended maneuvers, evolution near irregular points and disturbances. A coordinated strategy is investigated and designed to ensure that the aircraft can maneuver safely in their constraint domain and can also recover from abnormal regime. The procedure involves the computation of the largest controllable (reachable) set (Safe set) contained in the initial prescribed envelope. The problem is posed as a reachability problem using Hamilton-Jacobi Partial Differential Equation (HJ-PDE) where a cost function is set to he minimized along trajectory departing from the given set. Prevention is then obtained by computing the controller which would allow the flight vehicle to remain in the maximum controlled set in a multi-objective set up. Then the recovery procedure is illustrated with a two-point boundary value problem. Once illustrate, a set of control strategies is designed for recovery purpose ranging from nonlinear smooth regulators with Hamilton Jacobi-Hellman (HJB) formulation to the switching controllers with High Order Sliding Mode Controllers (HOSMC). A coordinated strategy known as a high level supervisor is then implemented using the multi-models concept where models operate in specified safe regions of the state space.

Mars Science Laboratory Workstation Test Set

NASA Technical Reports Server (NTRS)

Henriquez, David A.; Canham, Timothy K.; Chang, Johnny T.; Villaume, Nathaniel

2009-01-01

The Mars Science Laboratory developed the Workstation TestSet (WSTS) is a computer program that enables flight software development on virtual MSL avionics. The WSTS is the non-real-time flight avionics simulator that is designed to be completely software-based and run on a workstation class Linux PC.

Wright's Shifting Balance Theory and the Diversification of Aposematic Signals

PubMed Central

Chouteau, Mathieu; Angers, Bernard

2012-01-01

Despite accumulating evidence for selection within natural systems, the importance of random genetic drift opposing Wright's and Fisher's views of evolution continue to be a subject of controversy. The geographical diversification of aposematic signals appears to be a suitable system to assess the factors involved in the process of adaptation since both theories were independently proposed to explain this phenomenon. In the present study, the effects of drift and selection were assessed from population genetics and predation experiments on poison-dart frogs, Ranitomaya imitator, of Northern Peru. We specifically focus on the transient zone between two distinct aposematic signals. In contrast to regions where high predation maintains a monomorphic aposematic signal, the transient zones are characterized by lowered selection and a high phenotypic diversity. As a result, the diversification of phenotypes may occur via genetic drift without a significant loss of fitness. These new phenotypes may then colonize alternative habitats if successfully recognized and avoided by predators. This study highlights the interplay between drift and selection as determinant processes in the adaptive diversification of aposematic signals. Results are consistent with the expectations of the Wright's shifting balance theory and represent, to our knowledge, the first empirical demonstration of this highly contested theory in a natural system. PMID:22470509

Designing for Annual Spacelift Performance

NASA Technical Reports Server (NTRS)

McCleskey, Carey M.; Zapata, Edgar

2017-01-01

This paper presents a methodology for approaching space launch system design from a total architectural point of view. This different approach to conceptual design is contrasted with traditional approaches that focus on a single set of metrics for flight system performance, i.e., payload lift per flight, vehicle mass, specific impulse, etc. The approach presented works with a larger set of metrics, including annual system lift, or "spacelift" performance. Spacelift performance is more inclusive of the flight production capability of the total architecture, i.e., the flight and ground systems working together as a whole to produce flights on a repeated basis. In the proposed methodology, spacelift performance becomes an important design-for-support parameter for flight system concepts and truly advanced spaceport architectures of the future. The paper covers examples of existing system spacelift performance as benchmarks, points out specific attributes of space transportation systems that must be greatly improved over these existing designs, and outlines current activity in this area.

Tracing groundwater input into Lake Vanda, Wright Valley, Antarctica using major ions, stable isotopes and noble gas

NASA Astrophysics Data System (ADS)

Dowling, C. B.; Poreda, R. J.; Snyder, G. T.

2008-12-01

The McMurdo Dry Valleys (MDV), Antarctica, is the largest ice-free region on Antarctica. Lake Vanda, located in central Wright Valley, is the deepest lake among the MDV lakes. It has a relatively fresh water layer above 50 m with a hypersaline calcium-chloride brine below (50-72 m). The Onyx River is the only stream input into Lake Vanda. It flows westward from the coastal Lower Wright Glacier and discharges into Lake Vanda. Suggested by the published literature and this study, there has been and may still be groundwater input into Lake Vanda. Stable isotopes, major ions, and noble gas data from this study coupled with previously published data indicate that the bottom waters of Lake Vanda have had significant contributions from a deep groundwater system. The dissolved gas of the bottom waters of Lake Vanda display solubility concentrations rather than the Ar-enriched dissolved gas seen in the Taylor Valley lakes (such as Lake Bonney). The isotopic data indicate that the bottom calcium-chloride-brine of Lake Vanda has undergone very little evaporation. The calcium-chloride chemistry of the groundwater that discharges into Lake Vanda most likely results from the chemical weathering and dissolution of cryogenic evaporites (antarcticite and gypsum) within the glacial sediments of Wright Valley. The high calcium concentrations of the brine have caused gypsum to precipitate on the lake bottom. Our work also supports previous physical and chemical observations suggesting that the upper portion actively circulates and the hypersaline bottom layer does not. The helium and calcium chloride values are concentrated at the bottom, with a very narrow transition layer between it and the above fresh water. If the freshwater layer did not actively circulate, then diffusion over time would have caused the helium and calcium chloride to slowly permeate upwards through the water column.

Telomere Restriction Fragment (TRF) Analysis.

PubMed

Mender, Ilgen; Shay, Jerry W

2015-11-20

While telomerase is expressed in ~90% of primary human tumors, most somatic tissue cells except transiently proliferating stem-like cells do not have detectable telomerase activity (Shay and Wright, 1996; Shay and Wright, 2001). Telomeres progressively shorten with each cell division in normal cells, including proliferating stem-like cells, due to the end replication (lagging strand synthesis) problem and other causes such as oxidative damage, therefore all somatic cells have limited cell proliferation capacity (Hayflick limit) (Hayflick and Moorhead, 1961; Olovnikov, 1973). The progressive telomere shortening eventually leads to growth arrest in normal cells, which is known as replicative senescence (Shay et al. , 1991). Once telomerase is activated in cancer cells, telomere length is stabilized by the addition of TTAGGG repeats to the end of chromosomes, thus enabling the limitless continuation of cell division (Shay and Wright, 1996; Shay and Wright, 2001). Therefore, the link between aging and cancer can be partially explained by telomere biology. There are many rapid and convenient methods to study telomere biology such as Telomere Restriction Fragment (TRF), Telomere Repeat Amplification Protocol (TRAP) (Mender and Shay, 2015b) and Telomere dysfunction Induced Foci (TIF) analysis (Mender and Shay, 2015a). In this protocol paper we describe Telomere Restriction Fragment (TRF) analysis to determine average telomeric length of cells. Telomeric length can be indirectly measured by a technique called Telomere Restriction Fragment analysis (TRF). This technique is a modified Southern blot, which measures the heterogeneous range of telomere lengths in a cell population using the length distribution of the terminal restriction fragments (Harley et al. , 1990; Ouellette et al. , 2000). This method can be used in eukaryotic cells. The description below focuses on the measurement of human cancer cells telomere length. The principle of this method relies on the lack of restriction enzyme recognition sites within TTAGGG tandem telomeric repeats, therefore digestion of genomic DNA, not telomeric DNA, with a combination of 6 base restriction endonucleases reduces genomic DNA size to less than 800 bp.

Recent NASA Wake-Vortex Flight Tests, Flow-Physics Database and Wake-Development Analysis

NASA Technical Reports Server (NTRS)

Vicroy, Dan D.; Vijgen, Paul M.; Reimer, Heidi M.; Gallegos, Joey L.; Spalart, Philippe R.

1998-01-01

A series of flight tests over the ocean of a four engine turboprop airplane in the cruise configuration have provided a data set for improved understanding of wake vortex physics and atmospheric interaction. An integrated database has been compiled for wake characterization and validation of wake-vortex computational models. This paper describes the wake-vortex flight tests, the data processing, the database development and access, and results obtained from preliminary wake-characterization analysis using the data sets.

Automated flight test management system

NASA Technical Reports Server (NTRS)

Hewett, M. D.; Tartt, D. M.; Agarwal, A.

1991-01-01

The Phase 1 development of an automated flight test management system (ATMS) as a component of a rapid prototyping flight research facility for artificial intelligence (AI) based flight concepts is discussed. The ATMS provides a flight engineer with a set of tools that assist in flight test planning, monitoring, and simulation. The system is also capable of controlling an aircraft during flight test by performing closed loop guidance functions, range management, and maneuver-quality monitoring. The ATMS is being used as a prototypical system to develop a flight research facility for AI based flight systems concepts at NASA Ames Dryden.

Stochastic models of the bystander effect and of transmissible genomic instability: implications for mechanisms and low dose risks

NASA Astrophysics Data System (ADS)

Little, M. P.

Bystander effects following exposure to α -particles have been observed in C3H 10T cells and in other experimental systems, and imply that linearly extrapolating low dose risks from high-dose data might materially underestimate risk. In many experimental systems there is evidence of saturation of dose response that would be expected from the bystander effect. The ratio of lung cancer risk among persons exposed to low and high doses of radon daughters is 2.4 -- 4.0, with an upper 95% confidence limit of about 14. Assuming the bystander effect observed in the C3H 10T data applies to human lung cells in vivo, the epidemiological data imply that the number of neighbouring cells that can contribute to the bystander effect is between 0 and 1, with an upper 95% confidence limit of about 7. As a consequence, the bystander effect observed in the C3H 10T system probably does not play a large part in the process of radon-induced lung carcinogenesis in humans. Other experimental data relating to the bystander effect after α -particle exposure are surveyed; some of these data are more compatible with the epidemiological data. Three models of genomic instability recently developed by Little and Wright (Math. Biosci. 2003;183:111-34), with two, three and five stages, are compared with the four-stage model proposed by Luebeck and Moolgavkar (PNAS 2002;99:15095-100) and the two-stage model of Nowak et al. (PNAS 2002;99:16226-31). All models are fitted to SEER colon cancer data. Although the five-stage model of Little and Wright (2003) provides the best fit, it is not much superior to that of the model of Nowak et al. (2002) or the two- and three-stage models of Little and Wright (2003). The fit of the model of Luebeck and Moolgavkar (2002) is somewhat worse than these three, particularly for females under the age of 40. Comparison of the predictions of the two-stage models of Little and Wright (2003) and Nowak (2002) with patterns of excess risk in the Japanese atomic bomb survivor colon cancer incidence data indicate that radiation might act on cell proliferation rates in the model, and at least for the model of Little and Wright also on one of the parameters governing progression to genomic destabilization.

Natural Selection as Coarsening

NASA Astrophysics Data System (ADS)

Smerlak, Matteo

2017-11-01

Analogies between evolutionary dynamics and statistical mechanics, such as Fisher's second-law-like "fundamental theorem of natural selection" and Wright's "fitness landscapes", have had a deep and fruitful influence on the development of evolutionary theory. Here I discuss a new conceptual link between evolution and statistical physics. I argue that natural selection can be viewed as a coarsening phenomenon, similar to the growth of domain size in quenched magnets or to Ostwald ripening in alloys and emulsions. In particular, I show that the most remarkable features of coarsening—scaling and self-similarity—have strict equivalents in evolutionary dynamics. This analogy has three main virtues: it brings a set of well-developed mathematical tools to bear on evolutionary dynamics; it suggests new problems in theoretical evolution; and it provides coarsening physics with a new exactly soluble model.

Natural Selection as Coarsening

NASA Astrophysics Data System (ADS)

Smerlak, Matteo

2018-07-01

Analogies between evolutionary dynamics and statistical mechanics, such as Fisher's second-law-like "fundamental theorem of natural selection" and Wright's "fitness landscapes", have had a deep and fruitful influence on the development of evolutionary theory. Here I discuss a new conceptual link between evolution and statistical physics. I argue that natural selection can be viewed as a coarsening phenomenon, similar to the growth of domain size in quenched magnets or to Ostwald ripening in alloys and emulsions. In particular, I show that the most remarkable features of coarsening—scaling and self-similarity—have strict equivalents in evolutionary dynamics. This analogy has three main virtues: it brings a set of well-developed mathematical tools to bear on evolutionary dynamics; it suggests new problems in theoretical evolution; and it provides coarsening physics with a new exactly soluble model.

Learning Strategies in Matching to Sample: If-then and Configural Learning by Pigeons

PubMed Central

Katz, Jeffrey S.; Bodily, Kent D.; Wright, Anthony A.

2008-01-01

Pigeons learned a matching-to-sample task with a split training-set design in which half of the stimulus displays were untrained and tested following acquisition. Transfer to the untrained displays along with no novel-stimulus transfer indicated that these pigeons learned the task (partially) via if-then rules. Comparisons to other performance measures indicated that they also partially learned the task via configural learning (learning the gestalt of the whole stimulus display). Differences in the FR-sample requirement (1 vs. 20) had no systematic effect on the type of learning or level of learning obtained. Differences from a previous study (Wright, 1997) are discussed, including the effect of displaying the stimuli vertically (traditional display orientation) or horizontally from the floor. PMID:18079071

Ares I-X Flight Data Evaluation: Executive Overview

NASA Technical Reports Server (NTRS)

Huebner, Lawrence D.; Waits, David A.; Lewis, Donny L.; Richards, James S.; Coates, R. H., Jr.; Cruit, Wendy D.; Bolte, Elizabeth J.; Bangham, Michal E.; Askins, Bruce R.; Trausch, Ann N.

2011-01-01

NASA's Constellation Program (CxP) successfully launched the Ares I-X flight test vehicle on October 28, 2009. The Ares I-X flight was a developmental flight test to demonstrate that this very large, long, and slender vehicle could be controlled successfully. The flight offered a unique opportunity for early engineering data to influence the design and development of the Ares I crew launch vehicle. As the primary customer for flight data from the Ares I-X mission, the Ares Projects Office (APO) established a set of 33 flight evaluation tasks to correlate flight results with prospective design assumptions and models. The flight evaluation tasks used Ares I-X data to partially validate tools and methodologies in technical disciplines that will ultimately influence the design and development of Ares I and future launch vehicles. Included within these tasks were direct comparisons of flight data with preflight predictions and post-flight assessments utilizing models and processes being applied to design and develop Ares I. The benefits of early development flight testing were made evident by results from these flight evaluation tasks. This overview provides summary information from assessment of the Ares I-X flight test data and represents a small subset of the detailed technical results. The Ares Projects Office published a 1,600-plus-page detailed technical report that documents the full set of results. This detailed report is subject to the International Traffic in Arms Regulations (ITAR) and is available in the Ares Projects Office archives files.