Null lifts and projective dynamics

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

Cariglia, Marco, E-mail: marco@iceb.ufop.br

2015-11-15

We describe natural Hamiltonian systems using projective geometry. The null lift procedure endows the tangent bundle with a projective structure where the null Hamiltonian is identified with a projective conic and induces a Weyl geometry. Projective transformations generate a set of known and new dualities between Hamiltonian systems, as for example the phenomenon of coupling-constant metamorphosis. We conclude outlining how this construction can be extended to the quantum case for Eisenhart–Duval lifts.

Project LIFT: Year Two Report

ERIC Educational Resources Information Center

Norton, Michael; Piccinino, Kelly

2014-01-01

Research for Action (RFA) has completed its second year of a five-year external evaluation of the Project Leadership and Investment for Transformation (LIFT) Initiative in the Charlotte-Mecklenburg School District (CMS). Project LIFT is a public-private partnership between CMS and the local philanthropic and business communities in Charlotte,…

Project LIFT: Year 1 Report

ERIC Educational Resources Information Center

Norton, Michael; Piccinino, Kelly

2014-01-01

Research for Action (RFA) is currently in the second year of a five-year external evaluation of the Project Leadership and Investment for Transformation (LIFT) Initiative in the Charlotte-Mecklenburg School District (CMS). Project LIFT is a public-private partnership between CMS and the local philanthropic and business communities in Charlotte,…

The Revolutionary Vertical Lift Technology (RVLT) Project

NASA Technical Reports Server (NTRS)

Yamauchi, Gloria K.

2018-01-01

The Revolutionary Vertical Lift Technology (RVLT) Project is one of six projects in the Advanced Air Vehicles Program (AAVP) of the NASA Aeronautics Research Mission Directorate. The overarching goal of the RVLT Project is to develop and validate tools, technologies, and concepts to overcome key barriers for vertical lift vehicles. The project vision is to enable the next generation of vertical lift vehicles with aggressive goals for efficiency, noise, and emissions, to expand current capabilities and develop new commercial markets. The RVLT Project invests in technologies that support conventional, non-conventional, and emerging vertical-lift aircraft in the very light to heavy vehicle classes. Research areas include acoustic, aeromechanics, drive systems, engines, icing, hybrid-electric systems, impact dynamics, experimental techniques, computational methods, and conceptual design. The project research is executed at NASA Ames, Glenn, and Langley Research Centers; the research extensively leverages partnerships with the US Army, the Federal Aviation Administration, industry, and academia. The primary facilities used by the project for testing of vertical-lift technologies include the 14- by 22-Ft Wind Tunnel, Icing Research Tunnel, National Full-Scale Aerodynamics Complex, 7- by 10-Ft Wind Tunnel, Rotor Test Cell, Landing and Impact Research facility, Compressor Test Facility, Drive System Test Facilities, Transonic Turbine Blade Cascade Facility, Vertical Motion Simulator, Mobile Acoustic Facility, Exterior Effects Synthesis and Simulation Lab, and the NASA Advanced Supercomputing Complex. To learn more about the RVLT Project, please stop by booth #1004 or visit their website at https://www.nasa.gov/aeroresearch/programs/aavp/rvlt.

Project LIFT: Year Three Student Outcomes Memo

ERIC Educational Resources Information Center

Norton, Michael; Kim, Dae Y.; Long, Daniel A.

2016-01-01

Research for Action (RFA) was commissioned to evaluate changes in student outcomes during the first three years of the Project Leadership and Investment for Transformation (LIFT). This report focuses on two questions: (1) how do LIFT students' behavioral and academic performance compare to those of a matched set of non-LIFT comparison students?;…

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

NASA Technical Reports Server (NTRS)

Ware, George M.

1989-01-01

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

Investigation of Body-involved Lift Enhancement in Bio-inspired Flapping Flight

NASA Astrophysics Data System (ADS)

Wang, Junshi; Liu, Geng; Ren, Yan; Dong, Haibo

2016-11-01

Previous studies found that insects and birds are capable of using many unsteady aerodynamic mechanisms to augment the lift production. These include leading edge vortices, delayed stall, wake capture, clap-and-fling, etc. Yet the body-involved lift augmentation has not been paid enough attention. In this work, the aerodynamic effects of the wing-body interaction on the lift production in cicada and hummingbird forward flight are computationally investigated. 3D wing-body systems and wing flapping kinematics are reconstructed from the high-speed videos or literatures to keep their complexity. Vortex structures and associated aerodynamic performance are numerically studied by an in-house immersed-boundary-method-based flow solver. The results show that the wing-body interaction enhances the overall lift production by about 20% in the cicada flight and about 28% in the hummingbird flight, respectively. Further investigation on the vortex dynamics has shown that this enhancement is attributed to the interactions between the body-generated vortices and the flapping wings. The output from this work has revealed a new lift enhancement mechanism in the flapping flight. This work is supported by NSF CBET-1313217 and AFOSR FA9550-12-1-0071.

Mid-L/D Lifting Body Entry Demise Analysis

NASA Technical Reports Server (NTRS)

Ling, Lisa

2017-01-01

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

Comparison of the Experimental and Theoretical Distribution of Lift on a Slender Inclined Body of Revolution at M = 2

NASA Technical Reports Server (NTRS)

Perkins, Edward W; Kuehn, Donald M

1953-01-01

Pressure distributions and force characteristics have been determined for a body of revolution consisting of a fineness ratio 5.75, circular-arc, ogival nose tangent to a cylindrical afterbody for an angle-of-attack range of 0 degrees to 35.5 degrees. The free-stream Mach number was 1.98 and the free-stream Reynolds number was approximately 0.5 x 10 sup 6, based on body diameter. Comparison of the theoretical and experimental pressure distributions shows that for zero lift, either slender-body theory or higher-order theories yield results which are in good agreement with experiment. For the lifting case, good agreement with theory is found only for low angles of attack and for the region in which the body cross-sectional area is increasing in the downstream direction. Because of the effects of cross-flow separation and the effects of compressibility due to the high cross-flow Mach numbers at large angles of attack, the experimental pressure distributions differ from those predicted by potential theory. Although the flow about the inclined body was, in general, similar to that assumed as the basis for Allen's method of estimating the forces resulting from viscous effects (NACA RM A91I26), the distribution of the forces was significantly different from that assumed. Nevertheless, the lift and pitching-moment characteristics were in fair agreement with the estimated value.

Analysis of transonic flow about lifting wing-body configurations

NASA Technical Reports Server (NTRS)

Barnwell, R. W.

1975-01-01

An analytical solution was obtained for the perturbation velocity potential for transonic flow about lifting wing-body configurations with order-one span-length ratios and small reduced-span-length ratios and equivalent-thickness-length ratios. The analysis is performed with the method of matched asymptotic expansions. The angles of attack which are considered are small but are large enough to insure that the effects of lift in the region far from the configuration are either dominant or comparable with the effects of thickness. The modification to the equivalence rule which accounts for these lift effects is determined. An analysis of transonic flow about lifting wings with large aspect ratios is also presented.

X-38 Prototype Technology Demonstrator for the Crew Return Vehicle (CRV) and Project Managers Bob Ba

NASA Technical Reports Server (NTRS)

1999-01-01

unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest

Flight-Simulated Launch-Pad-Abort-to-Landing Maneuvers for a Lifting Body

NASA Technical Reports Server (NTRS)

Jackson, E. Bruce; Rivers, Robert A.

1998-01-01

The results of an in-flight investigation of the feasibility of conducting a successful landing following a launch-pad abort of a vertically-launched lifting body are presented. The study attempted to duplicate the abort-to-land-ing trajectory from the point of apogee through final flare and included the steep glide and a required high-speed, low-altitude turn to the runway heading. The steep glide was flown by reference to ground-provided guidance. The low-altitude turn was flown visually with a reduced field- of-view duplicating that of the simulated lifting body. Results from the in-flight experiment are shown to agree with ground-based simulation results; however, these tests should not be regarded as a definitive due to performance and control law dissimilarities between the two vehicles.

Developing and flight testing the HL-10 lifting body: A precursor to the Space Shuttle

NASA Technical Reports Server (NTRS)

Kempel, Robert W.; Painter, Weneth D.; Thompson, Milton O.

1994-01-01

The origins of the lifting-body idea are traced back to the mid-1950's, when the concept of a manned satellite reentering the Earth's atmosphere in the form of a wingless lifting body was first proposed. The advantages of low reentry deceleration loads, range capability, and horizontal landing of a lifting reentry vehicle (as compared with the high deceleration loads and parachute landing of a capsule) are presented. The evolution of the hypersonic HL-10 lifting body is reviewed from the theoretical design and development process to its selection as one of two low-speed flight vehicles for fabrication and piloted flight testing. The design, development, and flight testing of the low-speed, air-launched, rocket-powered HL-10 was part of an unprecedented NASA and contractor effort. NASA Langley Research Center conceived and developed the vehicle shape and conducted numerous theoretical, experimental, and wind-tunnel studies. NASA Flight Research Center (now NASA Dryden Flight Research Center) was responsible for final low-speed (Mach numbers less than 2.0) aerodynamic analysis, piloted simulation, control law development, and flight tests. The prime contractor, Northrop Corp., was responsible for hardware design, fabrication, and integration. Interesting and unusual events in the flight testing are presented with a review of significant problems encountered in the first flight and how they were solved. Impressions by the pilots who flew the HL-10 are included. The HL-10 completed a successful 37-flight program, achieved the highest Mach number and altitude of this class vehicle, and contributed to the technology base used to develop the space shuttle and future generations of lifting bodies.

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

NASA Astrophysics Data System (ADS)

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

2012-11-01

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

Dale Reed with X-38 and a Subscale Model Used in Test Program

NASA Technical Reports Server (NTRS)

1997-01-01

shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and

M2-F3 with test pilot John A. Manke

NASA Image and Video Library

1972-12-20

NASA research pilot John A. Manke is seen here in front of the M2-F3 Lifting Body. Manke was hired by NASA on May 25, 1962, as a flight research engineer. He was later assigned to the pilot's office and flew various support aircraft including the F-104, F5D, F-111 and C-47. After leaving the Marine Corps in 1960, Manke worked for Honeywell Corporation as a test engineer for two years before coming to NASA. He was project pilot on the X-24B and also flew the HL-10, M2-F3, and X-24A lifting bodies. John made the first supersonic flight of a lifting body and the first landing of a lifting body on a hard surface runway. Manke served as Director of the Flight Operations and Support Directorate at the Dryden Flight Research Center prior to its integration with Ames Research Center in October 1981. After this date John was named to head the joint Ames-Dryden Directorate of Flight Operations. He also served as site manager of the NASA Ames-Dryden Flight Research Facility. John is a member of the Society of Experimental Test Pilots. He retired on April 27, 1984.

Lift and center of pressure of wing-body-tail combinations at subsonic, transonic, and supersonic speeds

NASA Technical Reports Server (NTRS)

Pitts, William C; Nielsen, Jack N; Kaattari, George E

1957-01-01

A method is presented for calculating the lift and centers of pressure of wing-body and wing-body-tail combinations at subsonic, transonic, and supersonic speeds. A set of design charts and a computing table are presented which reduce the computations to routine operations. Comparison between the estimated and experimental characteristics for a number of wing-body and wing-body-tail combinations shows correlation to within + or - 10 percent on lift and to within about + or - 0.02 of the body length on center of pressure.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

Reminiscent of the lifting body research flights conducted more than 30 years earlier, NASA's B-52 mothership lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also

Heads-Up Display with Virtual Precision Approach Path Indicator as Implemented in a Real-Time Piloted Lifting-Body Simulation

NASA Technical Reports Server (NTRS)

Neuhaus, Jason R.

2018-01-01

This document describes the heads-up display (HUD) used in a piloted lifting-body entry, approach and landing simulation developed for the simulator facilities of the Simulation Development and Analysis Branch (SDAB) at NASA Langley Research Center. The HUD symbology originated with the piloted simulation evaluations of the HL-20 lifting body concept conducted in 1989 at NASA Langley. The original symbology was roughly based on Shuttle HUD symbology, as interpreted by Langley researchers. This document focuses on the addition of the precision approach path indicator (PAPI) lights to the HUD overlay.

Lift Recovery for AFC-Enabled High Lift System

NASA Technical Reports Server (NTRS)

Shmilovich, Arvin; Yadlin, Yoram; Dickey, Eric D.; Gissen, Abraham N.; Whalen, Edward A.

2017-01-01

This project is a continuation of the NASA AFC-Enabled Simplified High-Lift System Integration Study contract (NNL10AA05B) performed by Boeing under the Fixed Wing Project. This task is motivated by the simplified high-lift system, which is advantageous due to the simpler mechanical system, reduced actuation power and lower maintenance costs. Additionally, the removal of the flap track fairings associated with conventional high-lift systems renders a more efficient aerodynamic configuration. Potentially, these benefits translate to a approx. 2.25% net reduction in fuel burn for a twin-engine, long-range airplane.

Back muscle strength, lifting, and stooped working postures.

PubMed

Poulsen, E; Jørgensen, K

1971-09-01

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

A Study of the Zero-Lift Drag-Rise Characteristics of Wing-Body Combinations Near the Speed of Sound

NASA Technical Reports Server (NTRS)

Whitcomb, Richard T

1956-01-01

Comparisons have been made of the shock phenomena and drag-rise increments for representative wing and central-body combinations with those for bodies of revolution having the same axial developments of cross-sectional areas normal to the airstream. On the basis of these comparisons, it is concluded that near the speed of sound the zero-lift drag rise of a low-aspect-ratio thin-wing and body combination is primarily dependent on the axial development of the cross-sectional areas normal to the airstream. It follows that the drag rise for any such configuration is approximately the same as that for any other with the same development of cross-sectional areas. Investigations have also been made of representative wing-body combinations with the body so indented that the axial developments of cross-sectional areas for the combinations were the same as that for the original body alone. Such indentations greatly reduced or eliminated the zero-lift drag-rise increments associated with the wings near the speed of sound.

X-38 - First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

In a scene reminiscent of the lifting body research flights conducted more than 30 years earlier, this photo shows a close-up view of NASA's B-52 mothership as it lifts off carrying a new generation of lifting body research vehicle--the X-38. The X-38 was designed to help develop an emergency crew return vehicle for the International Space Station. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the

X-38 - On Ground after First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest

X-38 Drop Model: Glides to Earth After Being Dropped from a Cessna

NASA Technical Reports Server (NTRS)

1995-01-01

make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in

M2-F1 lifting body and Paresev 1B on ramp

NASA Technical Reports Server (NTRS)

1963-01-01

near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project). The Paresev (Paraglider Rescue Vehicle) was an indirect outgrowth of kite

Calculation of water drop trajectories to and about arbitrary three-dimensional lifting and nonlifting bodies in potential airflow

NASA Technical Reports Server (NTRS)

Norment, H. G.

1985-01-01

Subsonic, external flow about nonlifting bodies, lifting bodies or combinations of lifting and nonlifting bodies is calculated by a modified version of the Hess lifting code. Trajectory calculations can be performed for any atmospheric conditions and for all water drop sizes, from the smallest cloud droplet to large raindrops. Experimental water drop drag relations are used in the water drop equations of motion and effects of gravity settling are included. Inlet flow can be accommodated, and high Mach number compressibility effects are corrected for approximately. Seven codes are described: (1) a code used to debug and plot body surface description data; (2) a code that processes the body surface data to yield the potential flow field; (3) a code that computes flow velocities at arrays of points in space; (4) a code that computes water drop trajectories from an array of points in space; (5) a code that computes water drop trajectories and fluxes to arbitrary target points; (6) a code that computes water drop trajectories tangent to the body; and (7) a code that produces stereo pair plots which include both the body and trajectories. Accuracy of the calculations is discussed, and trajectory calculation results are compared with prior calculations and with experimental data.

Summary of Lift and Lift/Cruise Fan Powered Lift Concept Technology

NASA Technical Reports Server (NTRS)

Cook, Woodrow L.

1993-01-01

A summary is presented of some of the lift and lift/cruise fan technology including fan performance, fan stall, ground effects, ingestion and thrust loss, design tradeoffs and integration, control effectiveness and several other areas related to vertical short takeoff and landing (V/STOL) aircraft conceptual design. The various subjects addressed, while not necessarily pertinent to specific short takeoff/vertical landing (STOVL) supersonic designs being considered, are of interest to the general field of lift and lift/cruise fan aircraft designs and may be of importance in the future. The various wind tunnel and static tests reviewed are: (1) the Doak VZ-4 ducted fan, (2) the 0.57 scale model of the Bell X-22 ducted fan aircraft, (3) the Avrocar, (4) the General Electric lift/cruise fan, (5) the vertical short takeoff and landing (V/STOL) lift engine configurations related to ingestion and consequent thrust loss, (6) the XV-5 and other fan-in-wing stall consideration, (7) hybrid configurations such as lift fan and lift/cruise fan or engines, and (8) the various conceptual design studies by air-frame contractors. Other design integration problems related to small and large V/STOL transport aircraft are summarized including lessons learned during more recent conceptual design studies related to a small executive V/STOL transport aircraft.

A Multidisciplinary Performance Analysis of a Lifting-Body Single-Stage-to-Orbit Vehicle

NASA Technical Reports Server (NTRS)

Tartabini, Paul V.; Lepsch, Roger A.; Korte, J. J.; Wurster, Kathryn E.

2000-01-01

Lockheed Martin Skunk Works (LMSW) is currently developing a single-stage-to-orbit reusable launch vehicle called VentureStar(TM) A team at NASA Langley Research Center participated with LMSW in the screening and evaluation of a number of early VentureStar(TM) configurations. The performance analyses that supported these initial studies were conducted to assess the effect of a lifting body shape, linear aerospike engine and metallic thermal protection system (TPS) on the weight and performance of the vehicle. These performance studies were performed in a multidisciplinary fashion that indirectly linked the trajectory optimization with weight estimation and aerothermal analysis tools. This approach was necessary to develop optimized ascent and entry trajectories that met all vehicle design constraints. Significant improvements in ascent performance were achieved when the vehicle flew a lifting trajectory and varied the engine mixture ratio during flight. Also, a considerable reduction in empty weight was possible by adjusting the total oxidizer-to-fuel and liftoff thrust-to-weight ratios. However, the optimal ascent flight profile had to be altered to ensure that the vehicle could be trimmed in pitch using only the flow diverting capability of the aerospike engine. Likewise, the optimal entry trajectory had to be tailored to meet TPS heating rate and transition constraints while satisfying a crossrange requirement.

Comparison between prediction and experiment for all-movable wing and body combinations at supersonic speeds : lift, pitching moment, and hinge moment

NASA Technical Reports Server (NTRS)

Nielsen, Jack N; Kaattari, George E; Drake, William C

1952-01-01

A simple method is presented for estimating lift, pitching-moment, and hinge-moment characteristics of all-movable wings in the presence of a body as well as the characteristics of wing-body combinations employing such wings. In general, good agreement between the method and experiment was obtained for the lift and pitching moment of the entire wing-body combination and for the lift of the wing in the presence of the body. The method is valid for moderate angles of attack, wing deflection angles, and width of gap between wing and body. The method of estimating hinge moment was not considered sufficiently accurate for triangular all-movable wings. An alternate procedure is proposed based on the experimental moment characteristics of the wing alone. Further theoretical and experimental work is required to substantiate fully the proposed procedure.

Results of a feasibility study using the Newton-Raphson digital computer program to identify lifting body derivatives from flight data

NASA Technical Reports Server (NTRS)

Sim, A. G.

1973-01-01

A brief study was made to assess the applicability of the Newton-Raphson digital computer program as a routine technique for extracting aerodynamic derivatives from flight tests of lifting body types of vehicles. Lateral-direction flight data from flight tests of the HL-10 lifting body reserch vehicle were utilized. The results in general, show the computer program to be a reliable and expedient means for extracting derivatives for this class of vehicles as a standard procedure. This result was true even when stability augmentation was used. As a result of the study, a credible set of HL-10 lateral-directional derivatives was obtained from flight data. These derivatives are compared with results from wind-tunnel tests.

Samus Counter Lifting Fixture

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

Stredde, H.; /Fermilab

1998-05-27

A lifting fixture has been designed to handle the Samus counters. These counters are being removed from the D-zero area and will be transported off site for further use at another facility. This fixture is designed specifically for this particular application and will be transferred along with the counters. The future use of these counters may entail installation at a facility without access to a crane and therefore a lift fixture suitable for both crane and/or fork lift usage has been created The counters weigh approximately 3000 lbs. and have threaded rods extended through the counter at the top comersmore » for lifting. When these counters were first handled/installed these rods were used in conjunction with appropriate slings and handled by crane. The rods are secured with nuts tightened against the face of the counter. The rod thread is M16 x 2({approx}.625-inch dia.) and extends 2-inch (on average) from the face of the counter. It is this cantilevered rod that the lift fixture engages with 'C' style plates at the four top comers. The strongback portion of the lift fixture is a steel rectangular tube 8-inch (vertical) x 4-inch x .25-inch wall, 130-inch long. 1.5-inch square bars are welded perpendicular to the long axis of the rectangular tube at the appropriate lift points and the 'C' plates are fastened to these bars with 3/4-10 high strength bolts -grade 8. Two short channel sections are positioned-welded-to the bottom of the rectangular tube on 40 feet centers, which are used as locators for fork lift tines. On the top are lifting eyes for sling/crane usage and are rated at 3500 lbs. safe working load each - vertical lift only.« less

Helium: lifting high-performance stencil kernels from stripped x86 binaries to halide DSL code

DOE PAGES

Mendis, Charith; Bosboom, Jeffrey; Wu, Kevin; ...

2015-06-03

Highly optimized programs are prone to bit rot, where performance quickly becomes suboptimal in the face of new hardware and compiler techniques. In this paper we show how to automatically lift performance-critical stencil kernels from a stripped x86 binary and generate the corresponding code in the high-level domain-specific language Halide. Using Halide's state-of-the-art optimizations targeting current hardware, we show that new optimized versions of these kernels can replace the originals to rejuvenate the application for newer hardware. The original optimized code for kernels in stripped binaries is nearly impossible to analyze statically. Instead, we rely on dynamic traces to regeneratemore » the kernels. We perform buffer structure reconstruction to identify input, intermediate and output buffer shapes. Here, we abstract from a forest of concrete dependency trees which contain absolute memory addresses to symbolic trees suitable for high-level code generation. This is done by canonicalizing trees, clustering them based on structure, inferring higher-dimensional buffer accesses and finally by solving a set of linear equations based on buffer accesses to lift them up to simple, high-level expressions. Helium can handle highly optimized, complex stencil kernels with input-dependent conditionals. We lift seven kernels from Adobe Photoshop giving a 75 % performance improvement, four kernels from Irfan View, leading to 4.97 x performance, and one stencil from the mini GMG multigrid benchmark netting a 4.25 x improvement in performance. We manually rejuvenated Photoshop by replacing eleven of Photoshop's filters with our lifted implementations, giving 1.12 x speedup without affecting the user experience.« less

Preliminary flight-determined subsonic lift and drag characteristics of the X-29A forward-swept-wing airplane

NASA Technical Reports Server (NTRS)

Hicks, John W.; Huckabine, Thomas

1989-01-01

The X-29A subsonic lift and drag characteristics determined, met, or exceeded predictions, particularly with respect to the drag polar shapes. Induced drag levels were as great as 20 percent less than wind tunnel estimates, particularly at coefficients of lift above 0.8. Drag polar shape comparisons with other modern fighter aircraft showed the X-29A to have a better overall aircraft aerodynamic Oswald efficiency factor for the same aspect ratio. Two significant problems arose in the data reduction and analysis process. These included uncertainties in angle of attack upwash calibration and effects of maneuver dynamics on drag levels. The latter problem resulted from significantly improper control surface automatic camber control scheduling. Supersonic drag polar results were not obtained during this phase because of a lack of engine instrumentation to measure afterburner fuel flow.

Human Factors Lessons Learned from Flight Testing Wingless Lifting Body Vehicles

NASA Technical Reports Server (NTRS)

Merlin, Peter William

2014-01-01

Since the 1960s, NASA, the Air Force, and now private industry have attempted to develop an operational human crewed reusable spacecraft with a wingless, lifting body configuration. This type of vehicle offers increased mission flexibility and greater reentry cross range than capsule type craft, and is particularly attractive due to the capability to land on a runway. That capability, however, adds complexity to the human factors engineering requirements of developing such aircraft.

A Study of a Lifting Body as a Space Station Crew Exigency Return Vehicle (CERV)

NASA Technical Reports Server (NTRS)

MacConochie, Ian O.

2000-01-01

A lifting body is described for use as a return vehicle for crews from a space station. Reentry trajectories, subsystem weights and performance, and costs are included. The baseline vehicle is sized for a crew of eight. An alternate configuration is shown in which only four crew are carried with the extra volume reserved for logistics cargo. A water parachute recovery system is shown as an emergency alternative to a runway landing. Primary reaction control thrusters from the Shuttle program are used for orbital maneuvering while the Shuttle verniers are used for all attitude control maneuvers.

Assessment of Whole Body and Local Muscle Fatigue Using Electromyography and a Perceived Exertion Scale for Squat Lifting

PubMed Central

Ahmad, Imran

2018-01-01

This research study aims at addressing the paradigm of whole body fatigue and local muscle fatigue detection for squat lifting. For this purpose, a comparison was made between perceived exertion with the heart rate and normalized mean power frequency (NMPF) of eight major muscles. The sample consisted of 25 healthy males (age: 30 ± 2.2 years). Borg’s CR-10 scale was used for perceived exertion for two segments of the body (lower and upper) and the whole body. The lower extremity of the body was observed to be dominant compared to the upper and whole body in perceived response. First mode of principal component analysis (PCA) was obtained through the covariance matrix for the eight muscles for 25 subjects for NMPF of eight muscles. The diagonal entries in the covariance matrix were observed for each muscle. The muscle with the highest absolute magnitude was observed across all the 25 subjects. The medial deltoid and the rectus femoris muscles were observed to have the highest frequency for each PCA across 25 subjects. The rectus femoris, having the highest counts in all subjects, validated that the lower extremity dominates the sense of whole body fatigue during squat lifting. The findings revealed that it is significant to take into account the relation between perceived and measured effort that can help prevent musculoskeletal disorders in repetitive occupational tasks. PMID:29670002

Estimation of lumbar spinal loading and trunk muscle forces during asymmetric lifting tasks: application of whole-body musculoskeletal modelling in OpenSim.

PubMed

Kim, Hyun-Kyung; Zhang, Yanxin

2017-04-01

Large spinal compressive force combined with axial torsional shear force during asymmetric lifting tasks is highly associated with lower back injury (LBI). The aim of this study was to estimate lumbar spinal loading and muscle forces during symmetric lifting (SL) and asymmetric lifting (AL) tasks using a whole-body musculoskeletal modelling approach. Thirteen healthy males lifted loads of 7 and 12 kg under two lifting conditions (SL and AL). Kinematic data and ground reaction force data were collected and then processed by a whole-body musculoskeletal model. The results show AL produced a significantly higher peak lateral shear force as well as greater peak force of psoas major, quadratus lumborum, multifidus, iliocostalis lumborum pars lumborum, longissimus thoracis pars lumborum and external oblique than SL. The greater lateral shear forces combined with higher muscle force and asymmetrical muscle contractions may have the biomechanical mechanism responsible for the increased risk of LBI during AL. Practitioner Summary: Estimating lumbar spinal loading and muscle forces during free-dynamic asymmetric lifting tasks with a whole-body musculoskeletal modelling in OpenSim is the core value of this research. The results show that certain muscle groups are fundamentally responsible for asymmetric movement, thereby producing high lumbar spinal loading and muscle forces, which may increase risks of LBI during asymmetric lifting tasks.

A second-order shock-expansion method applicable to bodies of revolution near zero lift

NASA Technical Reports Server (NTRS)

1957-01-01

A second-order shock-expansion method applicable to bodies of revolution is developed by the use of the predictions of the generalized shock-expansion method in combination with characteristics theory. Equations defining the zero-lift pressure distributions and the normal-force and pitching-moment derivatives are derived. Comparisons with experimental results show that the method is applicable at values of the similarity parameter, the ratio of free-stream Mach number to nose fineness ratio, from about 0.4 to 2.

The ergonomics body posture on repetitive and heavy lifting activities of workers in aerospace manufacturing warehouse

NASA Astrophysics Data System (ADS)

Kamat, S. R.; Zula, N. E. N. Md; Rayme, N. S.; Shamsuddin, S.; Husain, K.

2017-06-01

Warehouse is an important entity in manufacturing organizations. It usually involves working activities that relate ergonomics risk factors including repetitive and heavy lifting activities. Aerospace manufacturing workers are prone of having musculoskeletal disorder (MSD) problems because of the manual handling activities. From the questionnaires is states that the workers may have experience discomforts experience during manual handling work. Thus, the objectives of this study are; to investigate the body posture and analyze the level of discomfort for body posture of the workers while performing the repetitive and heavy lifting activities that cause MSD problems and to suggest proper body posture and alternatives to reduce the MSD related problems. Methodology of this study involves interviews, questionnaires distribution, anthropometry measurements, RULA (Right Upper Limb Assessment) assessment sheet and CATIA V5 RULA analysis, NIOSH lifting index (LI) and recommended weight limit (RWL). Ten workers are selected for pilot study and as for anthropometry measurement all workers in the warehouse department were involved. From the first pilot study, the RULA assessment score in CATIA V5 shows the highest score which is 7 for all postures and results after improvement of working posture is very low hence, detecting weight of the material handling is not in recommendation. To reduce the risk of MSD through the improvisation of working posture, the weight limit is also calculated in order to have a RWL for each worker. Therefore, proposing a guideline for the aerospace workers involved with repetitive movement and excessive lifting will help in reducing the risk of getting MSD.

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil

X-38 in Flight during Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38

X-38 - First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was

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

PubMed Central

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

2012-01-01

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

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

PubMed Central

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

2016-01-01

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

Self-propulsion of a body with rigid surface and variable coefficient of lift in a perfect fluid

NASA Astrophysics Data System (ADS)

Ramodanov, Sergey M.; Tenenev, Valentin A.; Treschev, Dmitry V.

2012-11-01

We study the system of a 2D rigid body moving in an unbounded volume of incompressible, vortex-free perfect fluid which is at rest at infinity. The body is equipped with a gyrostat and a so-called Flettner rotor. Due to the latter the body is subject to a lifting force (Magnus effect). The rotational velocities of the gyrostat and the rotor are assumed to be known functions of time (control inputs). The equations of motion are presented in the form of the Kirchhoff equations. The integrals of motion are given in the case of piecewise continuous control. Using these integrals we obtain a (reduced) system of first-order differential equations on the configuration space. Then an optimal control problem for several types of the inputs is solved using genetic algorithms.

X-15A-2 and HL-10 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1966-01-01

The HL-10 is shown next to the X-15A-2 in 1966. Both aircraft later went on to set records. On October 3, 1967, the X-15A-2 reached a speed of Mach 6.7, which was the highest speed achieved by a piloted aircraft until the Space Shuttles far exceeded that speed in 1981 and afterwards. The HL-10 later became the fastest piloted lifting body when it flew at a speed of Mach 1.86 on February 18, 1970. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and different lessons were learned through the successful

The Project L.I.F.T. Story: Early Lessons from a Public-Private Education Turnaround Initiative

ERIC Educational Resources Information Center

Kim, Juli; Ellison, Shonaka

2015-01-01

Leading Charlotte foundations formed a funding collaborative to support a five-year district turnaround initiative to dramatically improve educational outcomes for students in the West Charlotte High School corridor, one of the city's lowest-performing feeder zones. The "Project L.I.F.T." initiative involves four areas of education…

X-38: Artist Concept of Re-Entering Earth's Atmosphere

NASA Technical Reports Server (NTRS)

1997-01-01

on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further

X-38 Vehicle #132 Landing on First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest

X-24C research vehicle

NASA Technical Reports Server (NTRS)

1974-01-01

A group of experiments that might be accomplished on the X-24C research vehicle are discussed indicating in each case the technology development needed to ready the experiments for flight, and also indicating interface problems between the vehicle and the experiment. Experiments that could be cheaply done using test platforms other than the X-24C have been eliminated. Experiments that are clearly applicable only to the X-24C research vehicle are, of course, included. Experiments that might be accomplished on either the X-24C or some other platform requiring further investigation concerning proper applicability are included for consideration.

Aerodynamic Characteristics and Control Effectiveness of the HL-20 Lifting Body Configuration at Mach 10 in Air

NASA Technical Reports Server (NTRS)

Scallion, William I.

1999-01-01

A 0.0196-scale model of the HL-20 lifting-body, one of several configurations proposed for future crewed spacecraft, was tested in the Langley 31-Inch Mach 10 Tunnel. The purpose of the tests was to determine the effectiveness of fin-mounted elevons, a lower surface flush-mounted body flap, and a flush-mounted yaw controller at hypersonic speeds. The nominal angle-of-attack range, representative of hypersonic entry, was 2 deg to 41 deg, the sideslip angles were 0 deg, 2 deg, and -2 deg, and the test Reynolds number was 1.06 x 10 E6 based on model reference length. The aerodynamic, longitudinal, and lateral control effectiveness along with surface oil flow visualizations are presented and discussed. The configuration was longitudinally and laterally stable at the nominal center of gravity. The primary longitudinal control, the fin-mounted elevons, could not trim the model to the desired entry angle of attack of 30 deg. The lower surface body flaps were effective for roll control and the associated adverse yawing moment was eliminated by skewing the body flap hinge lines. A yaw controller, flush-mounted on the lower surface, was also effective, and the associated small rolling moment was favorable.

X-38 on Lakebed after Landing on Second Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132

X-38 Arrival at NASA Dryden on June 4, 1997

NASA Technical Reports Server (NTRS)

1997-01-01

durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000

X-38 - Landing After First Free Flight, March 12, 1998

NASA Technical Reports Server (NTRS)

1998-01-01

size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was

Development of the X-33 Aerodynamic Uncertainty Model

NASA Technical Reports Server (NTRS)

Cobleigh, Brent R.

1998-01-01

An aerodynamic uncertainty model for the X-33 single-stage-to-orbit demonstrator aircraft has been developed at NASA Dryden Flight Research Center. The model is based on comparisons of historical flight test estimates to preflight wind-tunnel and analysis code predictions of vehicle aerodynamics documented during six lifting-body aircraft and the Space Shuttle Orbiter flight programs. The lifting-body and Orbiter data were used to define an appropriate uncertainty magnitude in the subsonic and supersonic flight regions, and the Orbiter data were used to extend the database to hypersonic Mach numbers. The uncertainty data consist of increments or percentage variations in the important aerodynamic coefficients and derivatives as a function of Mach number along a nominal trajectory. The uncertainty models will be used to perform linear analysis of the X-33 flight control system and Monte Carlo mission simulation studies. Because the X-33 aerodynamic uncertainty model was developed exclusively using historical data rather than X-33 specific characteristics, the model may be useful for other lifting-body studies.

X-38 Drop Model: Testing Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in

The application of some lifting-body reentry concepts to missile design

NASA Technical Reports Server (NTRS)

Spearman, M. L.

1985-01-01

The aerodynamic characteristics of some lifting-body concepts are examined with a view to the applicability of such concepts to the design of missiles. A considerable amount of research has been done in past years with vehicle concepts suitable for manned atmospheric-entry and atmospheric flight. Some of the concepts appear to offer some novel design approaches for missiles for a variety of missions and flight profiles, including long-range orbital/reentry with transatmospheric operation for strategic penetration, low altitude penetration, and battlefield tactical. The concepts considered include right triangular pyramidal configurations, a lenticular configuration, and various 75-degree triangular planform configurations with variations in body camber and control systems. The aerodynamic features are emphasized but some observations are also made relative to other factors such as heat transfer, structures, carriage, observability, propulsion, and volumetric efficiency.

A comparative analysis of lumbar spine mechanics during barbell- and crate-lifting: implications for occupational lifting task assessments.

PubMed

Zehr, Jackie D; Carnegie, Danielle R; Welsh, Timothy N; Beach, Tyson A C

2018-03-19

To compare the effects of object handled and handgrip used on lumbar spine motion and loading during occupational lifting task simulations. Eight male and eight female volunteers performed barbell and crate lifts with a pronated (barbell) and a neutral (crate) handgrip. The mass of barbells/crates lifted was identical across the objects and fixed at 11.6 and 9.3 kg for men and women, respectively. The initial heights of barbells/crates were individualized to mid-shank level. Body segment kinematics and foot-ground reaction kinetics were collected, and then input into an electromyography-assisted dynamic biomechanical model to quantify lumbar spine motion and loading. Lumbar compression and net lumbosacral moment magnitudes were 416 N and 17 Nm lower when lifting a barbell than when lifting a crate (p < 0.001), respectively. There were no between-condition differences in lumbar flexion displacements (p > 0.392) or flexion/extension velocities (p > 0.085). Crate- and barbell-lifting tasks can be used interchangeably if assessing lifting mechanics based on peak spine motion variables. If assessments are based on the spine loading responses to task demands, however, then crate- and barbell-lifting tasks cannot be used interchangeably.

X-38 Vehicle #132 in Flight Approaching Landing during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and

Mechanical lifting energy consumption in work activities designed by means of the “revised NIOSH lifting equation”

PubMed Central

RANAVOLO, Alberto; VARRECCHIA, Tiwana; RINALDI, Martina; SILVETTI, Alessio; SERRAO, Mariano; CONFORTO, Silvia; DRAICCHIO, Francesco

2017-01-01

The aims of the present work were: to calculate lifting energy consumption (LEC) in work activities designed to have a growing lifting index (LI) by means of revised NIOSH lifting equation; to evaluate the relationship between LEC and forces at the L5-S1 joint. The kinematic and kinetic data of 20 workers were recorded during the execution of lifting tasks in three conditions. We computed kinetic, potential and mechanical energy and the corresponding LEC by considering three different centers of mass of: 1) the load (CoML); 2) the multi-segment upper body model and load together (CoMUpp+L); 3) the whole body and load together (CoMTot). We also estimated compression and shear forces. Results shows that LEC calculated for CoMUpp+L and CoMTot grew significantly with the LI and that all the lifting condition pairs are discriminated. The correlation analysis highlighted a relationship between LEC and forces that determine injuries at the L5-S1 joint. PMID:28781290

24 CFR 200.24 - Existing projects.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 2 2011-04-01 2011-04-01 false Existing projects. 200.24 Section 200.24 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued) OFFICE OF ASSISTANT SECRETARY FOR HOUSING-FEDERAL HOUSING COMMISSIONER, DEPARTMENT OF HOUSING AND URBAN DEVELOPMENT GENERAL INTRODUCTION TO FHA...

24 CFR 200.24 - Existing projects.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 2 2013-04-01 2013-04-01 false Existing projects. 200.24 Section 200.24 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued) OFFICE OF ASSISTANT SECRETARY FOR HOUSING-FEDERAL HOUSING COMMISSIONER, DEPARTMENT OF HOUSING AND URBAN DEVELOPMENT GENERAL INTRODUCTION TO FHA...

24 CFR 200.24 - Existing projects.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 2 2012-04-01 2012-04-01 false Existing projects. 200.24 Section 200.24 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued) OFFICE OF ASSISTANT SECRETARY FOR HOUSING-FEDERAL HOUSING COMMISSIONER, DEPARTMENT OF HOUSING AND URBAN DEVELOPMENT GENERAL INTRODUCTION TO FHA...

24 CFR 200.24 - Existing projects.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 2 2014-04-01 2014-04-01 false Existing projects. 200.24 Section 200.24 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued) OFFICE OF ASSISTANT SECRETARY FOR HOUSING-FEDERAL HOUSING COMMISSIONER, DEPARTMENT OF HOUSING AND URBAN DEVELOPMENT GENERAL INTRODUCTION TO FHA...

Mechanical lifting energy consumption in work activities designed by means of the "revised NIOSH lifting equation".

PubMed

Ranavolo, Alberto; Varrecchia, Tiwana; Rinaldi, Martina; Silvetti, Alessio; Serrao, Mariano; Conforto, Silvia; Draicchio, Francesco

2017-10-07

The aims of the present work were: to calculate lifting energy consumption (LEC) in work activities designed to have a growing lifting index (LI) by means of revised NIOSH lifting equation; to evaluate the relationship between LEC and forces at the L 5 -S 1 joint. The kinematic and kinetic data of 20 workers were recorded during the execution of lifting tasks in three conditions. We computed kinetic, potential and mechanical energy and the corresponding LEC by considering three different centers of mass of: 1) the load (CoM L ); 2) the multi-segment upper body model and load together (CoM Upp+L ); 3) the whole body and load together (CoM Tot ). We also estimated compression and shear forces. Results shows that LEC calculated for CoM Upp+L and CoM Tot grew significantly with the LI and that all the lifting condition pairs are discriminated. The correlation analysis highlighted a relationship between LEC and forces that determine injuries at the L 5 -S 1 joint.

Inclined Bodies of Various Cross Sections at Supersonic Speeds

NASA Technical Reports Server (NTRS)

Jorgensen, Leland H.

1958-01-01

To aid in assessing effects of cross-sectional shape on body aerodynamics, the forces and moments have been measured for bodies with circular, elliptic, square, and triangular cross sections at Mach numbers 1.98 and 3.88. Results for bodies with noncircular cross sections have been compared with results for bodies of revolution having the same axial distribution of cross-sectional area (and, thus, the same equivalent fineness ratio). Comparisons have been made for bodies of fineness ratios 6 and 10 at angles of attack from 0 deg to about 20 deg and for Reynolds numbers, based on body length, of 4.0 x 10(exp 6) and 6.7 x 10(exp 6). The results of this investigation show that distinct aerodynamic advantages can be obtained by using bodies with noncircular cross sections. At certain angles of bank, bodies with elliptic, square, and triangular cross sections develop considerably greater lift and lift-drag ratios than equivalent bodies of revolution. For bodies with elliptic cross sections, lift and pitching-moment coefficients can be correlated with corresponding coefficients for equivalent circular bodies. It has been found that the ratios of lift and pitching-moment coefficients for an elliptic body to those for an equivalent circular body are practically constant with change in both angle of attack and Mach number. These lift and moment ratios are given very accurately by slender-body theory. As a result of this agreement, the method of NACA Rep. 1048 for computing forces and moments for bodies of revolution has been simply extended to bodies with elliptic cross sections. For the cases considered (elliptic bodies of fineness ratios 6 and 10 having cross-sectional axis ratios of 1.5 and 2), agreement of theory with experiment is very good. As a supplement to the force and moment results, visual studies of the flow over bodies have been made by use of the vapor-screen, sublimation, and white-lead techniques. Photographs from these studies are included in the report.

Development of a Low-Lift Chiller Controller and Simplified Precooling Control Algorithm - Final Report

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

Gayeski, N.; Armstrong, Peter; Alvira, M.

2011-11-30

KGS Buildings LLC (KGS) and Pacific Northwest National Laboratory (PNNL) have developed a simplified control algorithm and prototype low-lift chiller controller suitable for model-predictive control in a demonstration project of low-lift cooling. Low-lift cooling is a highly efficient cooling strategy conceived to enable low or net-zero energy buildings. A low-lift cooling system consists of a high efficiency low-lift chiller, radiant cooling, thermal storage, and model-predictive control to pre-cool thermal storage overnight on an optimal cooling rate trajectory. We call the properly integrated and controlled combination of these elements a low-lift cooling system (LLCS). This document is the final report formore » that project.« less

X-15A-2 and HL-10 parked on NASA ramp

NASA Technical Reports Server (NTRS)

1966-01-01

Both the HL-10 and X-15A2, shown here parked beside one another on the NASA ramp in 1966, underwent modifications. The X-15 No. 2 had been damaged in a crash landing in November 1962. Subsequently, the fuselage was lengthened, and it was outfitted with two large drop tanks. These modifications allowed the X-15A-2 to reach the speed of Mach 6.7. On the HL-10, the stability problems that appeared on the first flight at the end of 1966 required a reshaping of the fins' leading edges to eliminate the separated airflow that was causing the unstable flight. By cambering the leading edges of the fins, the HL-10 team achieved attached flow and stable flight. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force

X-38 Vehicle #132 in Flight with Deployed Parafoil during First Free Flight

NASA Technical Reports Server (NTRS)

1999-01-01

body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and

X-38 Drop Model: Used to Test Parafoil Landing System during Drop Tests

NASA Technical Reports Server (NTRS)

1995-01-01

make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in

Two X-38 Ship Demonstrators in Development at NASA Johnson Space Flight Center

NASA Technical Reports Server (NTRS)

1999-01-01

for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew

A Real-Time Lift Detection Strategy for a Hip Exoskeleton.

PubMed

Chen, Baojun; Grazi, Lorenzo; Lanotte, Francesco; Vitiello, Nicola; Crea, Simona

2018-01-01

Repetitive lifting of heavy loads increases the risk of back pain and even lumbar vertebral injuries to workers. Active exoskeletons can help workers lift loads by providing power assistance, and therefore reduce the moment and force applied on L5/S1 joint of human body when performing lifting tasks. However, most existing active exoskeletons for lifting assistance are unable to automatically detect user's lift movement, which limits the wide application of active exoskeletons in factories. In this paper, we propose a simple but effective lift detection strategy for exoskeleton control. This strategy uses only exoskeleton integrated sensors, without any extra sensors to capture human motion intentions. This makes the lift detection system more practical for applications in manufacturing environments. Seven healthy subjects participated in this research. Three different sessions were carried out, two for training and one for testing the algorithm. In the two training sessions, subjects were asked to wear a hip exoskeleton, controlled in transparent mode, and perform repetitive lifting and a locomotion circuit; lifting was executed with different techniques. The collected data were used to train the lift detection model. In the testing session, the exoskeleton was controlled in order to deliver torque to assist the lifting action, based on the lift detection made by the trained algorithm. The across-subject average accuracy of lift detection during online test was 97.97 ± 1.39% with subject-dependent model. Offline, the algorithm was trained with data acquired from all subjects to verify its performance for subject-independent detection, and an accuracy of 97.48 ± 1.53% was achieved. In addition, timeliness of the algorithm was quantitatively evaluated and the time delay was <160 ms across different lifting speeds. Surface electromyography was also measured to assess the efficacy of the exoskeleton in assisting subjects in performing load lifting tasks. These

A Real-Time Lift Detection Strategy for a Hip Exoskeleton

PubMed Central

Chen, Baojun; Grazi, Lorenzo; Lanotte, Francesco; Vitiello, Nicola; Crea, Simona

2018-01-01

Repetitive lifting of heavy loads increases the risk of back pain and even lumbar vertebral injuries to workers. Active exoskeletons can help workers lift loads by providing power assistance, and therefore reduce the moment and force applied on L5/S1 joint of human body when performing lifting tasks. However, most existing active exoskeletons for lifting assistance are unable to automatically detect user's lift movement, which limits the wide application of active exoskeletons in factories. In this paper, we propose a simple but effective lift detection strategy for exoskeleton control. This strategy uses only exoskeleton integrated sensors, without any extra sensors to capture human motion intentions. This makes the lift detection system more practical for applications in manufacturing environments. Seven healthy subjects participated in this research. Three different sessions were carried out, two for training and one for testing the algorithm. In the two training sessions, subjects were asked to wear a hip exoskeleton, controlled in transparent mode, and perform repetitive lifting and a locomotion circuit; lifting was executed with different techniques. The collected data were used to train the lift detection model. In the testing session, the exoskeleton was controlled in order to deliver torque to assist the lifting action, based on the lift detection made by the trained algorithm. The across-subject average accuracy of lift detection during online test was 97.97 ± 1.39% with subject-dependent model. Offline, the algorithm was trained with data acquired from all subjects to verify its performance for subject-independent detection, and an accuracy of 97.48 ± 1.53% was achieved. In addition, timeliness of the algorithm was quantitatively evaluated and the time delay was <160 ms across different lifting speeds. Surface electromyography was also measured to assess the efficacy of the exoskeleton in assisting subjects in performing load lifting tasks. These

Real-time simulation model of the HL-20 lifting body

NASA Technical Reports Server (NTRS)

Jackson, E. Bruce; Cruz, Christopher I.; Ragsdale, W. A.

1992-01-01

A proposed manned spacecraft design, designated the HL-20, has been under investigation at Langley Research Center. Included in that investigation are flight control design and flying qualities studies utilizing a man-in-the-loop real-time simulator. This report documents the current real-time simulation model of the HL-20 lifting body vehicle, known as version 2.0, presently in use at NASA Langley Research Center. Included are data on vehicle aerodynamics, inertias, geometries, guidance and control laws, and cockpit displays and controllers. In addition, trim case and dynamic check case data is provided. The intent of this document is to provide the reader with sufficient information to develop and validate an equivalent simulation of the HL-20 for use in real-time or analytical studies.

2005 ACGIH Lifting TLV: Employee-Friendly Presentation and Guidance for Professional Judgment

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

Splittstoesser, Riley; O'Farrell, Daniel Edward; Hill, John

The American Council of Governmental Industrial Hygienists (ACGIH) Lifting Threshold Limit Values (TLVs) provide a tool to reduce incidence of low back and shoulder injuries. However, application of the TLV is too complicated for floor-level workers and relies on professional judgment to assess commonly encountered tasks. This paper presents an Employee-Friendly Simplified Format of the TLV that has been adapted from Table 1 of the Lifting TLV presented in the 2005 TLVs and BEIs Based on the Documentation of the Threshold Limit Values for Chemical Substances and Physical Agents & Biological Exposure Indices. This simplified format can be employed bymore » floor-level workers to self-assess lifting tasks. The Ergonomics Project Team also provides research-based guidance for applying professional judgment consistent with standard industry practice: Extended Work Shifts – Reduce weight by 20% for shifts lasting 8 to 12 hours; Constrained Lower Body Posture – Reduce weight by 25% when lifting in such postures; Infrequently Performed Lifts – Lift up to 15 lbs. ≤3 lifts per hour within the zones marked “No safe limit for repetitive lifting” in the TLVs Table 1; Asymmetry beyond 30° – Reduce weight by 10 lbs. for lifts with up to 60° asymmetry from sagittal plane.« less

Approach Considerations in Aircraft with High-Lift Propeller Systems

NASA Technical Reports Server (NTRS)

Patterson, Michael D.; Borer, Nicholas K.

2017-01-01

NASA's research into distributed electric propulsion (DEP) includes the design and development of the X-57 Maxwell aircraft. This aircraft has two distinct types of DEP: wingtip propellers and high-lift propellers. This paper focuses on the unique opportunities and challenges that the high-lift propellers--i.e., the small diameter propellers distributed upstream of the wing leading edge to augment lift at low speeds--bring to the aircraft performance in approach conditions. Recent changes to the regulations related to certifying small aircraft (14 CFR x23) and these new regulations' implications on the certification of aircraft with high-lift propellers are discussed. Recommendations about control systems for high-lift propeller systems are made, and performance estimates for the X-57 aircraft with high-lift propellers operating are presented.

X-38: Plywood Mockup of Aft End Used for Flight Termination System Parachute Test

NASA Technical Reports Server (NTRS)

1996-01-01

used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further

E-21093

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 20, 1972. The HL-10 flew from December 22, 1966 until July 17, 1970 and logged the highest and fastest records in the lifting body program.

E-21115

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 20, 1972. The HL-10 flew from December 22, 1966 until July 17, 1970 and logged the highest and fastest records in the lifting body program.

EC69-2358

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 21, 1971. The HL-10 flew from December 22, 1966 until July 17, 1970, and logged the highest and fastest records in the lifting body program.

ECN-2359

NASA Image and Video Library

1969-12-18

The wingless, lifting body aircraft sitting on Rogers Dry Lake at what is now NASA's Dryden Flight Research Center, Edwards, California, from left to right are the X-24A, M2-F3 and the HL-10. The lifting body aircraft studied the feasibility of maneuvering and landing an aerodynamic craft designed for reentry from space. These lifting bodies were air launched by a B-52 mother ship, then flew powered by their own rocket engines before making an unpowered approach and landing. They helped validate the concept that a space shuttle could make accurate landings without power. The X-24A flew from April 17, 1969 to June 4, 1971. The M2-F3 flew from June 2, 1970 until December 22, 1972. The HL-10 flew from December 22, 1966 until July 17, 1970, and logged the highest and fastest records in the lifting body program.

Aerodynamic interaction between vortical wakes and lifting two-dimensional bodies

NASA Technical Reports Server (NTRS)

Stremel, Paul M.

1989-01-01

Unsteady rotor wake interactions with the empennage, tail boom, and other aerodynamic surfaces of a helicopter have a significant influence on its aerodynamic performance, the ride quality, and vibration. A numerical method for computing the aerodynamic interaction between an interacting vortex wake and the viscous flow about arbitrary two-dimensional bodies was developed to address this helicopter problem. The method solves for the flow field velocities on a body-fitted computational mesh using finite-difference techniques. The interacting vortex wake is represented by an array of discrete vortices which, in turn, are represented by a finite-core model. The evolution of the interacting vortex wake is calculated by Lagrangian techniques. The viscous flow field of the two-dimensional body is calculated on an Eulerian grid. The flow around circular and elliptic cylinders in the absence of an interacting vortex wake was calculated. These results compare very well with other numerical results and with results obtained from experiment and thereby demonstrate the accuracy of the viscous solution. The interaction of a rotor wake with the flow about a 4 to 1 elliptic cylinder at 45 degree incidence was calculated for a Reynolds number of 3000. The results demonstrate the significant variations in the lift and drag on the elliptic cylinder in the presence of the interacting rotor wake.

Development of the Strength Level on Arm for Indonesian People in Lifting Activity

NASA Astrophysics Data System (ADS)

Soewardi, H.; Prabaswari, A. D.; Muzakiroh, H. A.

2017-12-01

Lifting is one of manual material handling activity that involves the whole part of a body. This activity is significant to contribute musculoskeletal disorder specifically on arms. It is because the arms are a major strength to lift objects. However, many people do not know the capability of their arm so that the task designed does not comply with the limitation of workers. Thus, it is required to determine a level of strength on arms. The objective of this study is to develop the strength level of arms for Indonesian people based on musculoskeletal contraction. An experimental study is conducted in the ergonomics laboratory. 24 males and 24 females was participated in this study which consists of three different ethnics. They are sixteen participants of Ethnic A, sixteen participants of Ethnic B and sixteen participants of Ethnic C. A case study of lifting consists of 4 positions of object. They are 38 cm in height, 50 cm in height, 85 - 115 cm in height for forming 90 degrees of the elbow and 100 cm in height. Back lift technique was implemented. An Electromyography is used to investigate muscle contraction on arms. Statistical analysis is done to test the hypothesis. The result of this study shows that the arm strength level for Indonesian workers has significant differences between males and females among difference Ethnic. For male, Ethnic A has 28.82% - 79.28% of MVC, Ethnic B has 17.74% - 58.67% of MVC, and Ethnic C has 22.13% - 68.67% of MVC. For female, Ethnic A has 28.28% - 84.63% of MVC, Ethnic B has 24.47% - 70.98% of MVC, and Ethnic C has 24.24% - 75.67% of MVC.

Correlation parameters for the study of leeside heating on a lifting body at hypersonic speeds

NASA Technical Reports Server (NTRS)

Vidal, R. J.

1974-01-01

Leeside heating was studied with the aim of gaining some insight into: (1) the magnitude of the leeside heating rates and (2) the methods to be used to extrapolate wind tunnel leeside heating rates to the full scale flight condition. This study was based on existing experimental data obtained in a hypersonic shock tunnel on lifting body configurations that are typical of shuttle orbiter vehicles. Heat transfer was first measured on the windward side to determine the boundary layer type. Then the leeside heating was investigated with the classified boundary layer. Correlation data are given on the windward turbulent boundary layer, the windward laminar boundary layer, and the leeside surfaces.

Wind-Stress Dust Lifting in a Mars Global Circulation Model: Representation across Resolutions

NASA Astrophysics Data System (ADS)

Chapman, R.; Lewis, S.; Balme, M. R.; Steele, L.

2017-12-01

The formation of Martian dust storms is believed to be driven by dust lifting by near-surface wind stress (NSWS). Accurately representing this dust lifting within Mars Global Circulation Models (MGCMs) is important in order to gain a full understanding of the Martian dust storm cycle. Parameterisations of dust lifting by NSWS exist within several MGCMs; implementations differ but they all follow a similar design, so progress within one model is relevant to the entire field. Few studies have explored in detail how the results of these parameterisations can be affected by changing the horizontal resolution of the model. An accurate parameterisation of dust lifting by NSWS will lift a representative dust mass, reproducing characteristic dust optical depths in the atmosphere. The geographical distribution of the dust lifting by NSWS will also change throughout the year, affecting patterns of dust storm formation and development. Currently, suitable values for dust lifting parameters must be identified at every new model resolution. Resolutions of 5° latitude x 5° longitude are often used to model the Martian climate, as thermal tides and long-term weather patterns can be well represented at this resolution. However, smaller scale phenomena (such as near-surface winds driven by local topography) cannot be accurately depicted at this resolution. We use the LMD-UK MGCM to complete multi-year simulations across multiple model resolutions. Our experiments range from `low' resolution 5° lat x 5° lon to `high' resolution 1° lat x 1° lon. In experiments with fixed, constant lifting parameters, we find that higher resolution simulations lift more dust, but that this trend is asymptotic. At low resolutions, dust lifting increases proportionately with the increase in number of horizontal gridboxes. However, at high resolutions, doubling the number of gridboxes results only in a 30% increase in the total dust mass lifted. Geographical and temporal distributions of dust

Protect Your Back: Guidelines for Safer Lifting.

ERIC Educational Resources Information Center

Cantu, Carolyn O.

2002-01-01

Examines back injury in teachers and child care providers; includes statistics, common causes of back pain (improper alignment, improper posture, improper lifting, and carrying), and types of back pain (acute and chronic). Focuses on preventing back injury, body mechanics for lifting and carrying, and proper lifting and carrying of children. (SD)

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

NASA Technical Reports Server (NTRS)

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

2013-01-01

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

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

DTIC Science & Technology

1992-12-01

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

A hypersonic lift mechanism with decoupled lift and drag surfaces

NASA Astrophysics Data System (ADS)

Xu, YiZhe; Xu, ZhiQi; Li, ShaoGuang; Li, Juan; Bai, ChenYuan; Wu, ZiNiu

2013-05-01

In the present study, we propose a novel lift mechanism for which the lifting surface produces only lift. This is achieved by mounting a two-dimensional shock-shock interaction generator below the lifting surface. The shock-shock interaction theory in conjunction with a three dimensional correction and checked with computational fluid dynamics (CFD) is used to analyze the lift and drag forces as function of the geometrical parameters and inflow Mach number. Through this study, though limited to only inviscid flow, we conclude that it is possible to obtain a high lift to drag ratio by suitably arranging the shock interaction generator.

TCA High Lift Preliminary Assessment

NASA Technical Reports Server (NTRS)

Wyatt, G. H.; Polito, R. C.; Yeh, D. T.; Elzey, M. E.; Tran, J. T.; Meredith, Paul T.

1999-01-01

This paper presents a TCA (Technology Concept Airplane) High lift Preliminary Assessment. The topics discussed are: 1) Model Description; 2) Data Repeatability; 3) Effect of Inboard L.E. (Leading Edge) Flap Span; 4) Comparison of 14'x22' TCA-1 With NTF (National Transonic Facility) Modified Ref. H; 5) Comparison of 14'x22' and NTF Ref. H Results; 6) Effect of Outboard Sealed Slat on TCA; 7) TCA Full Scale Build-ups; 8) Full Scale L/D Comparisons; 9) TCA Full Scale; and 10) Touchdown Lift Curves. This paper is in viewgraph form.

X-38 Ship #2 Landing on Lakebed, Completing the Program's 4th Flight

NASA Technical Reports Server (NTRS)

1999-01-01

equipment, the Inertial Navigation System/Global Positioning System, is a unit already in use on Navy fighters. The X-38 electromechanical actuators come from previous joint NASA, U.S. Air Force, and U.S. Navy research and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research

The lift-fan aircraft: Lessons learned

NASA Technical Reports Server (NTRS)

Deckert, Wallace H.

1995-01-01

This report summarizes the highlights and results of a workshop held at NASA Ames Research Center in October 1992. The objective of the workshop was a thorough review of the lessons learned from past research on lift fans, and lift-fan aircraft, models, designs, and components. The scope included conceptual design studies, wind tunnel investigations, propulsion systems components, piloted simulation, flight of aircraft such as the SV-5A and SV-5B and a recent lift-fan aircraft development project. The report includes a brief summary of five technical presentations that addressed the subject The Lift-Fan Aircraft: Lessons Learned.

X-38: Parachute Canister Fired from Plywood Mockup during Flight Termination System Test

NASA Technical Reports Server (NTRS)

1996-01-01

, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March

Variable Lifting Index (VLI): A New Method for Evaluating Variable Lifting Tasks.

PubMed

Waters, Thomas; Occhipinti, Enrico; Colombini, Daniela; Alvarez-Casado, Enrique; Fox, Robert

2016-08-01

We seek to develop a new approach for analyzing the physical demands of highly variable lifting tasks through an adaptation of the Revised NIOSH (National Institute for Occupational Safety and Health) Lifting Equation (RNLE) into a Variable Lifting Index (VLI). There are many jobs that contain individual lifts that vary from lift to lift due to the task requirements. The NIOSH Lifting Equation is not suitable in its present form to analyze variable lifting tasks. In extending the prior work on the VLI, two procedures are presented to allow users to analyze variable lifting tasks. One approach involves the sampling of lifting tasks performed by a worker over a shift and the calculation of the Frequency Independent Lift Index (FILI) for each sampled lift and the aggregation of the FILI values into six categories. The Composite Lift Index (CLI) equation is used with lifting index (LI) category frequency data to calculate the VLI. The second approach employs a detailed systematic collection of lifting task data from production and/or organizational sources. The data are organized into simplified task parameter categories and further aggregated into six FILI categories, which also use the CLI equation to calculate the VLI. The two procedures will allow practitioners to systematically employ the VLI method to a variety of work situations where highly variable lifting tasks are performed. The scientific basis for the VLI procedure is similar to that for the CLI originally presented by NIOSH; however, the VLI method remains to be validated. The VLI method allows an analyst to assess highly variable manual lifting jobs in which the task characteristics vary from lift to lift during a shift. © 2015, Human Factors and Ergonomics Society.

The First X-38 Technology Demonstrator (V-131) Shown with Modifications to the Rear to Conform More

NASA Technical Reports Server (NTRS)

1999-01-01

crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39

Proposed Ames M2-F1, M1-L half-cone, and Langley lenticular bodies.

NASA Technical Reports Server (NTRS)

1962-01-01

acquired a Pontiac Catalina convertible with the largest engine available. He took the car to Bill Straup's renowned hot-rod shop near Long Beach for modification. With a special gearbox and racing slicks, the Pontiac could tow the 1,000-pound M2-F1 110 miles per hour in 30 seconds. It proved adequate for the roughly 400 car tows that got the M2-F1 airborne to prove it could fly safely and to train pilots before they were towed behind a C-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government

33 CFR 385.24 - Project Management Plans.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 33 Navigation and Navigable Waters 3 2010-07-01 2010-07-01 false Project Management Plans. 385.24... Processes § 385.24 Project Management Plans. (a) General requirements. (1) The Corps of Engineers and the... agencies, develop a Project Management Plan prior to initiating activities on a project. (2) The Project...

33 CFR 385.24 - Project Management Plans.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 33 Navigation and Navigable Waters 3 2013-07-01 2013-07-01 false Project Management Plans. 385.24... Processes § 385.24 Project Management Plans. (a) General requirements. (1) The Corps of Engineers and the... agencies, develop a Project Management Plan prior to initiating activities on a project. (2) The Project...

33 CFR 385.24 - Project Management Plans.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 33 Navigation and Navigable Waters 3 2012-07-01 2012-07-01 false Project Management Plans. 385.24... Processes § 385.24 Project Management Plans. (a) General requirements. (1) The Corps of Engineers and the... agencies, develop a Project Management Plan prior to initiating activities on a project. (2) The Project...

33 CFR 385.24 - Project Management Plans.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 33 Navigation and Navigable Waters 3 2011-07-01 2011-07-01 false Project Management Plans. 385.24... Processes § 385.24 Project Management Plans. (a) General requirements. (1) The Corps of Engineers and the... agencies, develop a Project Management Plan prior to initiating activities on a project. (2) The Project...

33 CFR 385.24 - Project Management Plans.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 33 Navigation and Navigable Waters 3 2014-07-01 2014-07-01 false Project Management Plans. 385.24... Processes § 385.24 Project Management Plans. (a) General requirements. (1) The Corps of Engineers and the... agencies, develop a Project Management Plan prior to initiating activities on a project. (2) The Project...

A perspective on 15 years of proof-of-concept aircraft development and flight research at Ames-Moffett by the Rotorcraft and Powered-Lift Flight Projects Division, 1970-1985

NASA Technical Reports Server (NTRS)

Few, David D.

1987-01-01

A proof-of-concept (POC) aircraft is defined and the concept of interest described for each of the six aircraft developed by the Ames-Moffet Rotorcraft and Powered-Lift Flight Projects Division from 1970 through 1985; namely, the OV-10, the C-8A Augmentor Wing, the Quiet Short-Haul Research Aircraft (QSRA), the XV-15 Tilt Rotor Research Aircraft (TRRA), the Rotor Systems Research Aircraft (RSRA)-compound, and the yet-to-fly RSRA/X-Wing Aircraft. The program/project chronology and most noteworthy features of the concepts are reviewed. The paper discusses the significance of each concept and the project demonstrating it; it briefly looks at what concepts are on the horizon as potential POC research aircraft and emphasizes that no significant advanced concept in aviation technology has ever been accepted by civilian or military users without first completing a demonstration through flight testing.

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

NASA Technical Reports Server (NTRS)

Lin, John C.; Dominik, Chet J.

1997-01-01

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

Charlotte, N.C.'s Project L.I.F.T.: New Teaching Roles Create Culture of Excellence in High-Need Schools. An Opportunity Culture Case Study

ERIC Educational Resources Information Center

Han, Jiye Grace; Barrett, Sharon Kebschull

2013-01-01

This case study reports on the work of Denise Watts, who in 2011 was the newly named Project L.I.F.T. executive director and a Charlotte-Mecklenburg Schools zone superintendent. She approached Public Impact for help in meeting the new Project L.I.F.T. (Leadership and Investment for Transformation) goals. Facing urgent needs for real change, Watts…

The relative importance of whole body vibration and occupational lifting as risk factors for low-back pain

PubMed Central

Palmer, K; Griffin, M; Syddall, H; Pannett, B; Cooper, C; Coggon, D

2003-01-01

Aims: To explore the impact of occupational exposure to whole body vibration (WBV) on low back pain (LBP) in the general population and to estimate the burden of LBP attributable to occupational WBV in comparison with that due to occupational lifting. Methods: A questionnaire including sections on WBV at work, LBP, and potential risk factors was mailed to a community sample of 22 194 men and women of working age. Sources and durations of exposure to occupational WBV were ascertained for the past week and personal vibration doses (eVDV) were estimated. Analysis was confined to subjects reporting exposures in the past week as typical of their work. Associations of LBP with eVDV, driving industrial vehicles, and occupational lifting were explored by logistic regression and attributable numbers were calculated. Results: Significant associations were found between daily lifting of weights greater than 10 kg at work and LBP, troublesome LBP (which made it difficult to put on hosiery), and sciatica (prevalence ratios 1.3 to 1.7); but the risk of these outcomes in both sexes varied little by eVDV and only weak associations were found with riding on industrial vehicles. Assuming causal associations, the numbers of cases of LBP in Britain attributable to occupational WBV were estimated to be 444 000 in men and 95 000 in women. This compared with an estimated 940 000 male cases and 370 000 female cases of LBP from occupational lifting. Conclusions: The burden of LBP in Britain from occupational exposure to WBV is smaller than that attributable to lifting at work. PMID:14504358

Forearm Torque and Lifting Strength: Normative Data.

PubMed

Axelsson, Peter; Fredrikson, Per; Nilsson, Anders; Andersson, Jonny K; Kärrholm, Johan

2018-02-10

To establish reference values for new methods designed to quantitatively measure forearm torque and lifting strength and to compare these values with grip strength. A total of 499 volunteers, 262 males and 237 females, aged 15 to 85 (mean, 44) years, were tested for lifting strength and forearm torque with the Kern and Baseline dynamometers. These individuals were also tested for grip strength with a Jamar dynamometer. Standardized procedures were used and information about sex, height, weight, hand dominance, and whether their work involved high or low manual strain was collected. Men had approximately 70% higher forearm torque and lifting strength compared with females. Male subjects aged 26 to 35 years and female subjects aged 36 to 45 years showed highest strength values. In patients with dominant right side, 61% to 78% had a higher or equal strength on this side in the different tests performed. In patients with dominant left side, the corresponding proportions varied between 41% and 65%. There was a high correlation between grip strength and forearm torque and lifting strength. Sex, body height, body weight, and age showed a significant correlation to the strength measurements. In a multiple regression model sex, age (entered as linear and squared) could explain 51% to 63% of the total variances of forearm torque strength and 30% to 36% of lifting strength. Reference values for lifting strength and forearm torque to be used in clinical practice were acquired. Grip strength has a high correlation to forearm torque and lifting strength. Sex, age, and height can be used to predict forearm torque and lifting strength. Prediction equations using these variables were generated. Normative data of forearm torque and lifting strength might improve the quality of assessment of wrist and forearm disorders as well as their treatments. Copyright © 2018 American Society for Surgery of the Hand. Published by Elsevier Inc. All rights reserved.

Flow Simulation of N3-X Hybrid Wing-Body Configuration

NASA Technical Reports Server (NTRS)

Kim, Hyoungjin; Liou, Meng-Sing

2013-01-01

System studies show that a N3-X hybrid wing-body aircraft with a turboelectric distributed propulsion system using a mail-slot inlet/nozzle nacelle can meet the environmental and performance goals for N+3 generation transports (three generations beyond the current air transport technology level) set by NASA s Subsonic Fixed Wing Project. In this study, a Navier-Stokes flow simulation of N3-X on hybrid unstructured meshes was conducted, including the mail-slot propulsor. The geometry of the mail-slot propulsor was generated by a CAD (Computer-Aided Design)-free shape parameterization. A body force approach was used for a more realistic and efficient simulation of the turning and loss effects of the fan blades and the inlet-fan interactions. Flow simulation results of the N3-X demonstrates the validity of the present approach.

The Three Main Rings of the X-38 Vehicle 201 Shown under Construction at NASA Johnson Space Flight C

NASA Technical Reports Server (NTRS)

1999-01-01

for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998, plus the first drop test on March 12, 1998, using the parachutes and parafoil. Further captive and drop tests occurred in 1999. In March 2000 Vehicle 132 completed its third and final free flight in the highest, fastest, and longest X-38 flight to date. It was released at an altitude of 39,000 feet and flew

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

NASA Technical Reports Server (NTRS)

Compton, William B, III

2015-01-01

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

X-38: Close-up of Pyrotechnic Firing during Test of Flight Termination System Parachute Deployment

NASA Technical Reports Server (NTRS)

1996-01-01

and development projects. Finally, an existing special coating developed by NASA will be used on the X-38 thermal tiles to make them more durable than those used on the space shuttles. The X-38 itself was an unpiloted lifting body designed at 80 percent of the size of a projected emergency crew return vehicle for the International Space Station, although two later versions were planned at 100 percent of the CRV size. The X-38 and the actual CRV are patterned after a lifting-body shape first employed in the Air Force-NASA X-24 lifting-body project in the early to mid-1970s. The current vehicle design is base lined with life support supplies for about nine hours of orbital free flight from the space station. It's landing will be fully automated with backup systems which allow the crew to control orientation in orbit, select a deorbit site, and steer the parafoil, if necessary. The X-38 vehicles (designated V131, V132, and V-131R) are 28.5 feet long, 14.5 feet wide, and weigh approximately 16,000 pounds on average. The vehicles have a nitrogen-gas-operated attitude control system and a bank of batteries for internal power. The actual CRV to be flown in space was expected to be 30 feet long. The X-38 project is a joint effort between the Johnson Space Center, Houston, Texas (JSC), Langley Research Center, Hampton, Virginia (LaRC) and Dryden Flight Research Center, Edwards, California (DFRC) with the program office located at JSC. A contract was awarded to Scaled Composites, Inc., Mojave, California, for construction of the X-38 test airframes. The first vehicle was delivered to the JSC in September 1996. The vehicle was fitted with avionics, computer systems and other hardware at Johnson. A second vehicle was delivered to JSC in December 1996. Flight research with the X-38 at Dryden began with an unpiloted captive-carry flight in which the vehicle remained attached to its future launch vehicle, Dryden's B-52 008. There were four captive flights in 1997 and three in 1998

Energy flow during Olympic weight lifting.

PubMed

Garhammer, J

1982-01-01

Data obtained from 16-mm film of world caliber Olympic weight lifters performing at major competitions were analyzed to study energy changes during body segment and barbell movements, energy transfer to the barbell, and energy transfer between segments during the lifting movements contested. Determination of barbell and body segment kinematics and use of rigid-link modeling and energy flow techniques permitted the calculation of segment energy content and energy transfer between segments. Energy generation within and transfer to and from segments were determined at 0.04-s intervals by comparing mechanical energy changes of a segment with energy transfer at the joints, calculated from the scalar product of net joint force with absolute joint velocity, and the product of net joint torque due to muscular activity with absolute segment angular velocity. The results provided a detailed understanding of the magnitude and temporal input of energy from dominant muscle groups during a lift. This information also provided a means of quantifying lifting technique. Comparison of segment energy changes determined by the two methods were satisfactory but could likely be improved by employing more sophisticated data smoothing methods. The procedures used in this study could easily be applied to weight training and rehabilitative exercises to help determine their efficacy in producing desired results or to ergonomic situations where a more detailed understanding of the demands made on the body during lifting tasks would be useful.

Bill Dana in front of HL-10 after flight H-24-37

NASA Image and Video Library

1969-09-03

NASA research pilot Bill Dana after his fourth free flight (1 glide and 3 powered) in the HL-10. This particular flight reached a maximum speed of Mach 1.45. Dana made a total of nine HL-10 flights (1 glide and 8 powered), and his lifting body experience as a whole included several car tow and 1 air tow flights in the M2-F1; 4 glide and 15 powered flights in the M2-F3; and 2 powered flights in the X-24B. He is wearing a pressure suit for protection against the cockpit depressurizing at high altitudes. The air conditioner box held by the ground crewman provides cool air to prevent overheating.

Using verbal instructions to influence lifting mechanics - Does the directive "lift with your legs, not your back" attenuate spinal flexion?

PubMed

Beach, Tyson A C; Stankovic, Tatjana; Carnegie, Danielle R; Micay, Rachel; Frost, David M

2018-02-01

"Use your legs" is commonly perceived as sound advice to prevent lifting-related low-back pain and injuries, but there is limited evidence that this directive attenuates the concomitant biomechanical risk factors. Body segment kinematic data were collected from 12 men and 12 women who performed a laboratory lifting/lowering task after being provided with different verbal instructions. The main finding was that instructing participants to lift "without rounding your lower back" had a greater effect on the amount of spine flexion they exhibited when lifting/lowering than instructing them to lift "with your legs instead of your back" and "bend your knees and hips". It was concluded that if using verbal instructions to discourage spine flexion when lifting, the instructions should be spine- rather than leg-focused. Copyright © 2017 Elsevier Ltd. All rights reserved.

Lifting Entry & Atmospheric Flight (LEAF) System Concept Applications at Solar System Bodies With an Atmosphere

NASA Astrophysics Data System (ADS)

Lee, Greg; Polidan, Ronald; Ross, Floyd; Sokol, Daniel; Warwick, Steve

2015-11-01

Northrop Grumman and L’Garde have continued the development of a hypersonic entry, semi-buoyant, maneuverable platform capable of performing long-duration (months to a year) in situ and remote measurements at any solar system body that possesses an atmosphere.The Lifting Entry & Atmospheric Flight (LEAF) family of vehicles achieves this capability by using a semi-buoyant, ultra-low ballistic coefficient vehicle whose lifting entry allows it to enter the atmosphere without an aeroshell. The mass savings realized by eliminating the heavy aeroshell allows significantly more payload to be accommodated by the platform for additional science collection and return.In this presentation, we discuss the application of the LEAF system at various solar system bodies: Venus, Titan, Mars, and Earth. We present the key differences in platform design as well as operational differences required by the various target environments. The Venus implementation includes propulsive capability to reach higher altitudes during the day and achieves full buoyancy in the mid-cloud layer of Venus’ atmosphere at night.Titan also offers an attractive operating environment, allowing LEAF designs that can target low or medium altitude operations, also with propulsive capabilities to roam within each altitude regime. The Mars version is a glider that descends gradually, allowing targeted delivery of payloads to the surface or high resolution surface imaging. Finally, an Earth version could remain in orbit in a stowed state until activated, allowing rapid response type deployments to any region of the globe.

24 CFR 884.212 - Project completion.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 4 2010-04-01 2010-04-01 false Project completion. 884.212 Section... RENTAL HOUSING PROJECTS Project Development and Operation § 884.212 Project completion. (a) FmHA certifications upon completion. Upon completion of the project, FmHA shall inspect the project and, if determined...

24 CFR 884.212 - Project completion.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 4 2014-04-01 2014-04-01 false Project completion. 884.212 Section... RENTAL HOUSING PROJECTS Project Development and Operation § 884.212 Project completion. (a) FmHA certifications upon completion. Upon completion of the project, FmHA shall inspect the project and, if determined...

24 CFR 884.212 - Project completion.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 4 2012-04-01 2012-04-01 false Project completion. 884.212 Section... RENTAL HOUSING PROJECTS Project Development and Operation § 884.212 Project completion. (a) FmHA certifications upon completion. Upon completion of the project, FmHA shall inspect the project and, if determined...

24 CFR 884.212 - Project completion.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 4 2011-04-01 2011-04-01 false Project completion. 884.212 Section... RENTAL HOUSING PROJECTS Project Development and Operation § 884.212 Project completion. (a) FmHA certifications upon completion. Upon completion of the project, FmHA shall inspect the project and, if determined...

24 CFR 884.212 - Project completion.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 4 2013-04-01 2013-04-01 false Project completion. 884.212 Section... RENTAL HOUSING PROJECTS Project Development and Operation § 884.212 Project completion. (a) FmHA certifications upon completion. Upon completion of the project, FmHA shall inspect the project and, if determined...

Variable Lifting Index for Manual-Lifting Risk Assessment: A Preliminary Validation Study.

PubMed

Battevi, Natale; Pandolfi, Monica; Cortinovis, Ivan

2016-08-01

The aim of this study was to evaluate the efficacy of the new Variable Lifting Index (VLI) method, theoretically based on the Revised National Institute for Occupational Safety and Health [NIOSH] Lifting Equation (RNLE), in predicting the risk of acute low-back pain (LBP) in the past 12 months. A new risk variable termed the VLI for assessing variable manual lifting has been developed, but there has been no epidemiological study that evaluates the relationship between the VLI and LBP. A sample of 3,402 study participants from 16 companies in different industrial sectors was analyzed. Of the participants, 2,374 were in the risk exposure group involving manual materials handling (MMH), and 1,028 were in the control group without MMH. The VLI was calculated for each participant in the exposure group using a systematic approach. LBP information was collected by occupational physicians at the study sites. The risk of acute LBP was estimated by calculating the odds ratio (OR) between levels of the risk exposure and the control group using a logistic regression analysis. Both crude and adjusted ORs for body mass index, gender, and age were analyzed. Both crude and adjusted ORs showed a dose-response relationship. As the levels of VLI increased, the risk of LBP increased. This risk relationship existed when VLI was greater than 1. The VLI method can be used to assess the risk of acute LBP, although further studies are needed to confirm the outcome and to define better VLI categories. © 2016, Human Factors and Ergonomics Society.

24 CFR 266.200 - Eligible projects.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 2 2013-04-01 2013-04-01 false Eligible projects. 266.200 Section... FINANCE AGENCY RISK-SHARING PROGRAM FOR INSURED AFFORDABLE MULTIFAMILY PROJECT LOANS Program Requirements § 266.200 Eligible projects. (a) Minimum project size. Projects insured under this part must consist of...

24 CFR 266.200 - Eligible projects.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 2 2011-04-01 2011-04-01 false Eligible projects. 266.200 Section... FINANCE AGENCY RISK-SHARING PROGRAM FOR INSURED AFFORDABLE MULTIFAMILY PROJECT LOANS Program Requirements § 266.200 Eligible projects. (a) Minimum project size. Projects insured under this part must consist of...

24 CFR 266.200 - Eligible projects.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 2 2014-04-01 2014-04-01 false Eligible projects. 266.200 Section... FINANCE AGENCY RISK-SHARING PROGRAM FOR INSURED AFFORDABLE MULTIFAMILY PROJECT LOANS Program Requirements § 266.200 Eligible projects. (a) Minimum project size. Projects insured under this part must consist of...

24 CFR 266.200 - Eligible projects.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 2 2012-04-01 2012-04-01 false Eligible projects. 266.200 Section... FINANCE AGENCY RISK-SHARING PROGRAM FOR INSURED AFFORDABLE MULTIFAMILY PROJECT LOANS Program Requirements § 266.200 Eligible projects. (a) Minimum project size. Projects insured under this part must consist of...

24 CFR 58.32 - Project aggregation.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 1 2010-04-01 2010-04-01 false Project aggregation. 58.32 Section... Environmental Review Process: Documentation, Range of Activities, Project Aggregation and Classification § 58.32 Project aggregation. (a) A responsible entity must group together and evaluate as a single project all...

24 CFR 58.32 - Project aggregation.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 1 2011-04-01 2011-04-01 false Project aggregation. 58.32 Section... Environmental Review Process: Documentation, Range of Activities, Project Aggregation and Classification § 58.32 Project aggregation. (a) A responsible entity must group together and evaluate as a single project all...

24 CFR 58.32 - Project aggregation.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 1 2014-04-01 2014-04-01 false Project aggregation. 58.32 Section... Environmental Review Process: Documentation, Range of Activities, Project Aggregation and Classification § 58.32 Project aggregation. (a) A responsible entity must group together and evaluate as a single project all...

24 CFR 58.32 - Project aggregation.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 1 2012-04-01 2012-04-01 false Project aggregation. 58.32 Section... Environmental Review Process: Documentation, Range of Activities, Project Aggregation and Classification § 58.32 Project aggregation. (a) A responsible entity must group together and evaluate as a single project all...

24 CFR 401.474 - Project accounts.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 2 2014-04-01 2014-04-01 false Project accounts. 401.474 Section...-MARKET) Restructuring Plan § 401.474 Project accounts. (a) Accounts from other projects. The accounts listed in § 401.472(a)(1) may be used for other eligible projects only if: (1) The projects are included...

24 CFR 401.474 - Project accounts.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 2 2012-04-01 2012-04-01 false Project accounts. 401.474 Section...-MARKET) Restructuring Plan § 401.474 Project accounts. (a) Accounts from other projects. The accounts listed in § 401.472(a)(1) may be used for other eligible projects only if: (1) The projects are included...

24 CFR 401.474 - Project accounts.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 2 2013-04-01 2013-04-01 false Project accounts. 401.474 Section...-MARKET) Restructuring Plan § 401.474 Project accounts. (a) Accounts from other projects. The accounts listed in § 401.472(a)(1) may be used for other eligible projects only if: (1) The projects are included...

24 CFR 401.474 - Project accounts.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 2 2011-04-01 2011-04-01 false Project accounts. 401.474 Section...-MARKET) Restructuring Plan § 401.474 Project accounts. (a) Accounts from other projects. The accounts listed in § 401.472(a)(1) may be used for other eligible projects only if: (1) The projects are included...

24 CFR 850.151 - Project restrictions.

Code of Federal Regulations, 2012 CFR

2012-04-01

... DISABILITIES PROGRAM) HOUSING DEVELOPMENT GRANTS Project Management § 850.151 Project restrictions. (a) Owner... 24 Housing and Urban Development 4 2012-04-01 2012-04-01 false Project restrictions. 850.151... owner shall not convert the units in the project to condominium ownership or to a form of cooperative...

24 CFR 850.151 - Project restrictions.

Code of Federal Regulations, 2013 CFR

2013-04-01

... DISABILITIES PROGRAM) HOUSING DEVELOPMENT GRANTS Project Management § 850.151 Project restrictions. (a) Owner... 24 Housing and Urban Development 4 2013-04-01 2013-04-01 false Project restrictions. 850.151... owner shall not convert the units in the project to condominium ownership or to a form of cooperative...

24 CFR 850.151 - Project restrictions.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 4 2010-04-01 2010-04-01 false Project restrictions. 850.151... DISABILITIES PROGRAM) HOUSING DEVELOPMENT GRANTS Project Management § 850.151 Project restrictions. (a) Owner... owner shall not convert the units in the project to condominium ownership or to a form of cooperative...

X-38 on B-52 Wing Pylon - View from Observation Window

NASA Technical Reports Server (NTRS)

1997-01-01

A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket booster casings. It also supported eight orbiter (space shuttle) drag chute tests in 1990. In

HFL-10 lifting body flight control system characteristics and operational experience

NASA Technical Reports Server (NTRS)

Painter, W. D.; Sitterle, G. J.

1974-01-01

A flight evaluation was made of the mechanical hydraulic flight control system and the electrohydraulic stability augmentation system installed in the HL-10 lifting body research vehicle. Flight tests performed in the speed range from landing to a Mach number of 1.86 and the altitude range from 697 meters (2300 feet) to 27,550 meters (90,300 feet) were supplemented by ground tests to identify and correct structural resonance and limit-cycle problems. Severe limit-cycle and control sensitivity problems were encountered during the first flight. Stability augmentation system structural resonance electronic filters were modified to correct the limit-cycle problem. Several changes were made to control stick gearing to solve the control sensitivity problem. Satisfactory controllability was achieved by using a nonlinear system. A limit-cycle problem due to hydraulic fluid contamination was encountered during the first powered flight, but the problem did not recur after preflight operations were improved.

Aerodynamic interactions from reaction controls for lateral control of the M2-F2 lifting-body entry configuration at transonic and supersonic and supersonic Mach numbers. [wind tunnel tests

NASA Technical Reports Server (NTRS)

Bailey, R. O.; Brownson, J. J.

1979-01-01

Tests were conducted in the Ames 6 by 6 foot wind tunnel to determine the interaction of reaction jets for roll control on the M2-F2 lifting-body entry vehicle. Moment interactions are presented for a Mach number range of 0.6 to 1.7, a Reynolds number range of 1.2 x 10 to the 6th power to 1.6 x 10 to the 6th power (based on model reference length), an angle-of-attack range of -9 deg to 20 deg, and an angle-of-sideslip range of -6 deg to 6 deg at an angle of attack of 6 deg. The reaction jets produce roll control with small adverse yawing moment, which can be offset by horizontal thrust component of canted jets.

24 CFR 954.108 - Project amendment.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 4 2010-04-01 2010-04-01 false Project amendment. 954.108 Section... INDIAN HOME PROGRAM Applying for Assistance § 954.108 Project amendment. (a) Grantees shall request prior HUD approval for all project amendments. (b) HUD can approve an amendment to a project if: (1) The...

24 CFR 954.108 - Project amendment.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 4 2011-04-01 2011-04-01 false Project amendment. 954.108 Section... INDIAN HOME PROGRAM Applying for Assistance § 954.108 Project amendment. (a) Grantees shall request prior HUD approval for all project amendments. (b) HUD can approve an amendment to a project if: (1) The...

Total Facelift: Forehead Lift, Midface Lift, and Neck Lift

PubMed Central

2015-01-01

Patients with thick skin mainly exhibit the aging processes of sagging, whereas patients with thin skin develop wrinkles or volume loss. Asian skin is usually thicker than that of Westerners; and thus, the sagging of skin due to aging, rather than wrinkling, is the chief problem to be addressed in Asians. Asian skin is also relatively large in area and thick, implying that the weight of tissue to be lifted is considerably heavier. These factors account for the difficulties in performing a facelift in Asians. Facelifts can be divided into forehead lift, midface lift, and lower face lift. These can be performed individually or with 2-3 procedures combined. PMID:25798381

The lift force on a drop in unbounded plane Poiseuille flow

NASA Technical Reports Server (NTRS)

Wohl, P. R.

1976-01-01

The lift force on a deformable liquid sphere moving in steady, plane Poiseuille-Stokes flow and subjected to an external body force is calculated. The results are obtained by seeking a solution to Stokes' equations for the motion of the liquids inside and outside the slightly perturbed sphere surface, as expansions valid for small values of the ratio of the Weber number to the Reynolds number. When the ratio of the drop and external fluid viscosities is small, the lift exerted on a neutrally buoyant drop is found to be approximately one-tenth of the magnitude of the force reported by Wohl and Rubinow acting on the same drop in unbounded Poiseuille flow in a tube. The resultant trajectory of the drop is calculated and displayed as a function of the external body force.

Comparison of 3D dynamic virtual model to link segment model for estimation of net L4/L5 reaction moments during lifting.

PubMed

Abdoli-Eramaki, Mohammad; Stevenson, Joan M; Agnew, Michael J; Kamalzadeh, Amin

2009-04-01

The purpose of this study was to validate a 3D dynamic virtual model for lifting tasks against a validated link segment model (LSM). A face validation study was conducted by collecting x, y, z coordinate data and using them in both virtual and LSM models. An upper body virtual model was needed to calculate the 3D torques about human joints for use in simulated lifting styles and to estimate the effect of external mechanical devices on human body. Firstly, the model had to be validated to be sure it provided accurate estimates of 3D moments in comparison to a previously validated LSM. Three synchronised Fastrak units with nine sensors were used to record data from one male subject who completed dynamic box lifting under 27 different load conditions (box weights (3), lifting techniques (3) and rotations (3)). The external moments about three axes of L4/L5 were compared for both models. A pressure switch on the box was used to denote the start and end of the lift. An excellent agreement [image omitted] was found between the two models for dynamic lifting tasks, especially for larger moments in flexion and extension. This virtual model was considered valid for use in a complete simulation of the upper body skeletal system. This biomechanical virtual model of the musculoskeletal system can be used by researchers and practitioners to give a better tool to study the causes of LBP and the effect of intervention strategies, by permitting the researcher to see and control a virtual subject's motions.

7 CFR 273.24 - Time limit for able-bodied adults.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 7 Agriculture 4 2011-01-01 2011-01-01 false Time limit for able-bodied adults. 273.24 Section 273.24 Agriculture Regulations of the Department of Agriculture (Continued) FOOD AND NUTRITION SERVICE... Program Alternatives § 273.24 Time limit for able-bodied adults. (a) Definitions. For purposes of the food...

7 CFR 273.24 - Time limit for able-bodied adults.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 7 Agriculture 4 2012-01-01 2012-01-01 false Time limit for able-bodied adults. 273.24 Section 273.24 Agriculture Regulations of the Department of Agriculture (Continued) FOOD AND NUTRITION SERVICE... Program Alternatives § 273.24 Time limit for able-bodied adults. (a) Definitions. For purposes of the food...

7 CFR 273.24 - Time limit for able-bodied adults.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 7 Agriculture 4 2014-01-01 2014-01-01 false Time limit for able-bodied adults. 273.24 Section 273.24 Agriculture Regulations of the Department of Agriculture (Continued) FOOD AND NUTRITION SERVICE... Program Alternatives § 273.24 Time limit for able-bodied adults. (a) Definitions. For purposes of the food...

7 CFR 273.24 - Time limit for able-bodied adults.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 7 Agriculture 4 2013-01-01 2013-01-01 false Time limit for able-bodied adults. 273.24 Section 273.24 Agriculture Regulations of the Department of Agriculture (Continued) FOOD AND NUTRITION SERVICE... Program Alternatives § 273.24 Time limit for able-bodied adults. (a) Definitions. For purposes of the food...

24 CFR 1003.303 - Project rating.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 4 2011-04-01 2011-04-01 false Project rating. 1003.303 Section... Application and Selection Process § 1003.303 Project rating. Each project included in an application that... problem. This factor will address the extent to which there is a need for the proposed project to address...

24 CFR 1003.303 - Project rating.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 4 2013-04-01 2013-04-01 false Project rating. 1003.303 Section... Application and Selection Process § 1003.303 Project rating. Each project included in an application that... problem. This factor will address the extent to which there is a need for the proposed project to address...

24 CFR 1003.303 - Project rating.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 4 2012-04-01 2012-04-01 false Project rating. 1003.303 Section... Application and Selection Process § 1003.303 Project rating. Each project included in an application that... problem. This factor will address the extent to which there is a need for the proposed project to address...

24 CFR 1003.303 - Project rating.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 4 2014-04-01 2014-04-01 false Project rating. 1003.303 Section... Application and Selection Process § 1003.303 Project rating. Each project included in an application that... problem. This factor will address the extent to which there is a need for the proposed project to address...

Low speed aerodynamic characteristics of a lifting-body hypersonic research aircraft configuration

NASA Technical Reports Server (NTRS)

Penland, J. A.

1975-01-01

An experimental investigation of the low-speed longitudinal, lateral, and directional stability characteristics of a lifting-body hypersonic research airplane concept was conducted in a low-speed tunnel with a 12-foot (3.66-meter) octagonal test section at the Langley Research Center. The model was tested with two sets of horizontal and vertical tip controls having different planform areas, a center vertical tail and two sets of canard controls having trapezoidal and delta planforms, and retracted and deployed engine modules and canopy. This investigation was conducted at a dynamic pressure of 239.4 Pa (5 psf) (Mach number of 0.06) and a Reynolds number of 2 million based on the fuselage length. The tests were conducted through an angle-of-attack range of 0 deg to 30 deg and through horizontal-tail deflections of 10 deg to minus 30 deg. The complete configuration exhibited excessive positive static longitudinal stability about the design center-of-gravity location. However, the configuration was unstable laterally at low angles of attack and unstable directionally throughout the angle-of-attack range. Longitudinal control was insufficient to trim at usable angles of attack. Experiments showed that a rearward shift of the center of gravity and the use of a center-located vertical tail would result in a stable and controllable vehicle.

Computation of viscous transonic flow about a lifting airfoil

NASA Technical Reports Server (NTRS)

Walitt, L.; Liu, C. Y.

1976-01-01

The viscous transonic flow about a stationary body in free air was numerically investigated. The geometry chosen was a symmetric NACA 64A010 airfoil at a freestream Mach number of 0.8, a Reynolds number of 4 million based on chord, and angles of attack of 0 and 2 degrees. These conditions were such that, at 2 degrees incidence unsteady periodic motion was calculated along the aft portion of the airfoil and in its wake. Although no unsteady measurements were made for the NACA 64A010 airfoil at these flow conditions, interpolated steady measurements of lift, drag, and surface static pressures compared favorably with corresponding computed time-averaged lift, drag, and surface static pressures.

Jim Newman and Bob McDonald attach an M2-F2 lifting body model to the "Mothership"

NASA Image and Video Library

1968-06-26

A photo of model airplane builders James B. Newman and Robert L. McDonald preparing for a flight with models of the M2-F2 and a “Mothership”. In 1968 a test flight was made on the Rosamond dry lakebed, Rosamond, California. The original idea of lifting bodies was conceived about 1957 by Dr. Alfred J. Eggers, Jr., then the assistant director for Research and Development Analysis and Planning at the National Advisory Committee for Aeronautics' Ames Aeronautical Laboratory, Moffett Field, California. Nose cone studies led to the design known as the M-2, a modified half-cone, rounded on the bottom and flat on top, with a blunt, rounded nose and twin tail fins. To gather flight data on this configuration, models were found to be an effective method. A special twin-engined, 14-foot model “mothership” was used for carrying the M2-F2 model to altitude and a launch, much as was being done with the B-52 for the full-scale lifting bodies. Jim (on the left) will fly the “mothership” and Bob will take control of the M2-F2 at launch and fly it to a landing on the lakebed.

24 CFR 232.902 - Eligible project.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 2 2012-04-01 2012-04-01 false Eligible project. 232.902 Section... FACILITIES Insurance of Mortgages Covering Existing Projects § 232.902 Eligible project. Existing projects... for insurance under this subpart. The project must not require substantial rehabilitation and three...

24 CFR 232.902 - Eligible project.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 2 2014-04-01 2014-04-01 false Eligible project. 232.902 Section... FACILITIES Insurance of Mortgages Covering Existing Projects § 232.902 Eligible project. Existing projects... for insurance under this subpart. The project must not require substantial rehabilitation and three...

24 CFR 232.902 - Eligible project.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 2 2013-04-01 2013-04-01 false Eligible project. 232.902 Section... FACILITIES Insurance of Mortgages Covering Existing Projects § 232.902 Eligible project. Existing projects... for insurance under this subpart. The project must not require substantial rehabilitation and three...

24 CFR 232.902 - Eligible project.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 2 2011-04-01 2011-04-01 false Eligible project. 232.902 Section... FACILITIES Insurance of Mortgages Covering Existing Projects § 232.902 Eligible project. Existing projects... for insurance under this subpart. The project must not require substantial rehabilitation and three...

24 CFR 891.660 - Project standards.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 4 2010-04-01 2010-04-01 false Project standards. 891.660 Section... Elderly and Persons with Disabilities Section 202 Projects for the Nonelderly Handicapped Families and Individuals-Section 162 Assistance § 891.660 Project standards. (a) Property standards. The property standards...

24 CFR 891.660 - Project standards.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 4 2014-04-01 2014-04-01 false Project standards. 891.660 Section... Elderly and Persons with Disabilities Section 202 Projects for the Nonelderly Handicapped Families and Individuals-Section 162 Assistance § 891.660 Project standards. (a) Property standards. The property standards...

24 CFR 891.660 - Project standards.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 4 2012-04-01 2012-04-01 false Project standards. 891.660 Section... Elderly and Persons with Disabilities Section 202 Projects for the Nonelderly Handicapped Families and Individuals-Section 162 Assistance § 891.660 Project standards. (a) Property standards. The property standards...

24 CFR 891.660 - Project standards.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 4 2011-04-01 2011-04-01 false Project standards. 891.660 Section... Elderly and Persons with Disabilities Section 202 Projects for the Nonelderly Handicapped Families and Individuals-Section 162 Assistance § 891.660 Project standards. (a) Property standards. The property standards...

24 CFR 891.660 - Project standards.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 4 2013-04-01 2013-04-01 false Project standards. 891.660 Section... Elderly and Persons with Disabilities Section 202 Projects for the Nonelderly Handicapped Families and Individuals-Section 162 Assistance § 891.660 Project standards. (a) Property standards. The property standards...

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

NASA Technical Reports Server (NTRS)

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

1994-01-01

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

Light aircraft lift, drag, and moment prediction: A review and analysis

NASA Technical Reports Server (NTRS)

Smetana, F. O.; Summey, D. C.; Smith, N. S.; Carden, R. K.

1975-01-01

The historical development of analytical methods for predicting the lift, drag, and pitching moment of complete light aircraft configurations in cruising flight is reviewed. Theoretical methods, based in part on techniques described in the literature and in part on original work, are developed. These methods form the basis for understanding the computer programs given to: (1) compute the lift, drag, and moment of conventional airfoils, (2) extend these two-dimensional characteristics to three dimensions for moderate-to-high aspect ratio unswept wings, (3) plot complete configurations, (4) convert the fuselage geometric data to the correct input format, (5) compute the fuselage lift and drag, (6) compute the lift and moment of symmetrical airfoils to M = 1.0 by a simplified semi-empirical procedure, and (7) compute, in closed form, the pressure distribution over a prolate spheroid at alpha = 0. Comparisons of the predictions with experiment indicate excellent lift and drag agreement for conventional airfoils and wings. Limited comparisons of body-alone drag characteristics yield reasonable agreement. Also included are discussions for interference effects and techniques for summing the results above to obtain predictions for complete configurations.

Becoming a Heavily Tattooed Young Body: From a Bodily Experience to a Body Project

ERIC Educational Resources Information Center

Ferreira, Vitor Sérgio

2014-01-01

Why some young people start to tattoo their bodies? And why some of them keep going on with this practice, until having all body tattooed? What doing so means to them? These are some of the questions that underlie a qualitative research project carried out in Portugal on heavily tattooed young people. In this article, the author discusses their…

Analysis of the Effects of Streamwise Lift Distribution on Sonic Boom Signature

NASA Technical Reports Server (NTRS)

Yoo, Paul

2013-01-01

Investigation of sonic boom has been one of the major areas of study in aeronautics due to the benefits a low-boom aircraft has in both civilian and military applications. This work conducts a numerical analysis of the effects of streamwise lift distribution on the shock coalescence characteristics. A simple wing-canard-stabilator body model is used in the numerical simulation. The streamwise lift distribution is varied by fixing the canard at a deflection angle while trimming the aircraft with the wing and the stabilator at the desired lift coefficient. The lift and the pitching moment coefficients are computed using the Missile DATCOM v. 707. The flow field around the wing-canard- stabilator body model is resolved using the OVERFLOW-2 flow solver. Overset/ chimera grid topology is used to simplify the grid generation of various configurations representing different streamwise lift distributions. The numerical simulations are performed without viscosity unless it is required for numerical stability. All configurations are simulated at Mach 1.4, angle-of-attack of 1.50, lift coefficient of 0.05, and pitching moment coefficient of approximately 0. Four streamwise lift distribution configurations were tested.

Clamp usable as jig and lifting clamp

DOEpatents

Tsuyama, Yoshizo

1976-01-01

There is provided a clamp which is well suited for use as a lifting clamp for lifting and moving materials of assembly in a shipyard, etc. and as a pulling jig in welding and other operations. The clamp comprises a clamp body including a shackle for engagement with a pulling device and a slot for receiving an article, and a pair of jaws provided on the leg portions of the clamp body on the opposite sides of the slot to grip the article in the slot, one of said jaws consisting of a screw rod and the other jaw consisting of a swivel jaw with a spherical surface, whereby when the article clamped in the slot by the pair of jaws tends to slide in any direction with respect to the clamp body, the article is more positively gripped by the pair of jaws.

Adjusting powerlifting performances for differences in body mass.

PubMed

Cleather, Daniel John

2006-05-01

It has been established that, in the sports of Olympic weightlifting (OL) and powerlifting (PL), the relationship between lifting performance and body mass is not linear. This relationship has been frequently studied in OL, but the literature on PL is less extensive. In this study, PL performance and body mass, for both men and women, was examined by using data from the International Powerlifting Federation World Championships during 1995-2004. Nonlinear regression was used to apply 7 models (including allometric, polynomial, and power models) to the data. The results of this study indicate that the relationship between PL performance and body mass can be best modeled by the equation y = a - bx(-c), where y is the weight lifted (in kg) in the squat, bench press, or deadlift, x is the body mass of the lifter (in kg), and a, b, and c are constants. The constants a, b, and c are determined by the type of lift (squat, bench press, or deadlift) and the gender of the lifter and were obtained from the regression analysis. Inspection of the plots of raw residuals (actual performance minus predicted performance) vs. body mass revealed no body mass bias to this formula in contrast to research into other handicapping formulas. This study supports previous research that found a bias toward lifters in the intermediate weight categories in allometric fits to PL data.

LIFT: special needs transportation in Portland, Oregon. Final report

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

Cooper, T.

1979-08-01

The Portland Special Needs Transportation Demonstration, the LIFT, is a project in which Tri-Met (the regional transit authority), in coordination with local social service agencies, provides door-to-door transportation service to eligible handicapped and elderly clients on an advance-reservation basis. Eligibility for the LIFT service was based upon a functional (rather than clinical) definition of transportation handicap - a person was considered eligible for the service if they had difficulty performing certain functions that were necessary in riding a fixed-route bus, e.g., reading directions, standing for more than 10 minutes, moving in crowds, etc. A fleet of 15 lift-equipped buses ismore » operated by Tri-Met, supplemented by transportation provided through a Tri-Met contract with local private providers, i.e., taxis. Fares are $3.00 per trip for agency-affiliated passengers, with the $3.00 paid by the sponsoring agency, and $.50 per trip for eligible general passengers, with the fare paid by the passenger. This report covers the two years of the demonstration, from December 1976 to December 1978. During this time, the LIFT project experienced gradual but steady growth in terms of client registration and trips delivered. As of December 1978 the Lift system was providing 370 trips per day; 18% of these trips were by LIFT-sponsored taxis and 17% of all trips were taken by persons using a wheelchair. This report documents a number of conclusions regarding the LIFT demonstration.« less

Navier-Stokes Simulation of a Heavy Lift Slowed-Rotor Compound Helicopter Configuration

NASA Technical Reports Server (NTRS)

Allan, Brian G.; Jenkins, Luther N.; Yao, Chung-Sheng; Bartram, Scott M.; Hallissy, Jim B.; Harris, Jerome; Noonan, Kevin W.; Wong, Oliver D.; Jones, Henry E.; Malovrh, Brendon D.;

Visual perception of fatigued lifting actions.

PubMed

Fischer, Steven L; Albert, Wayne J; McGarry, Tim

2012-12-01

Fatigue-related changes in lifting kinematics may expose workers to undue injury risks. Early detection of accumulating fatigue offers the prospect of intervention strategies to mitigate such fatigue-related risks. In a first step towards this objective, this study investigated whether fatigue detection was accessible to visual perception and, if so, what was the key visual information required for successful fatigue discrimination. Eighteen participants were tasked with identifying fatigued lifts when viewing 24 trials presented using both video and point-light representations. Each trial comprised a pair of lifting actions containing a fresh and a fatigued lift from the same individual presented in counter-balanced sequence. Confidence intervals demonstrated that the frequency of correct responses for both sexes exceeded chance expectations (50%) for both video (68%±12%) and point-light representations (67%±10%), demonstrating that fatigued lifting kinematics are open to visual perception. There were no significant differences between sexes or viewing condition, the latter result indicating kinematic dynamics as providing sufficient information for successful fatigue discrimination. Moreover, results from single viewer investigation reported fatigue detection (75%) from point-light information describing only the kinematics of the box lifted. These preliminary findings may have important workplace applications if fatigue discrimination rates can be improved upon through future research. Copyright © 2012 Elsevier B.V. All rights reserved.

Thread-Lift Sutures: Still in the Lift? A Systematic Review of the Literature.

PubMed

Gülbitti, Haydar Aslan; Colebunders, Britt; Pirayesh, Ali; Bertossi, Dario; van der Lei, Berend

2018-03-01

In 2006, Villa et al. published a review article concerning the use of thread-lift sutures and concluded that the technique was still in its infancy but had great potential to become a useful and effective procedure for nonsurgical lifting of sagged facial tissues. As 11 years have passed, the authors now performed again a systematic review to determine the real scientific current state of the art on the use of thread-lift sutures. A systematic review was performed according to Preferred Reporting Items for Systematic Reviews and Meta-Analyses guidelines using the PubMed database and using the Medical Subject Headings search term "Rhytidoplasty." "Rhytidoplasty" and the following entry terms were included by this Medical Subject Headings term: "facelift," "facelifts," "face Lift," "Face Lifts," "Lift," "Face," "Lifts," "Platysmotomy," "Platysmotomies," "Rhytidectomy," "Rhytidectomies," "Platysmaplasty," "and "Platysmaplasties." The Medical Subject Headings term "Rhytidoplasty" was combined with the following search terms: "Barbed suture," "Thread lift," "APTOS," "Suture suspension," "Percutaneous," and "Silhouette suture." RefWorks was used to filter duplicates. Three of the authors (H.A.G., B.C., and B.L.) performed the search independently. The initial search with all search terms resulted in 188 articles. After filtering the duplicates and the articles about open procedures, a total of 41 articles remained. Of these, the review articles, case reports, and letters to the editor were subsequently excluded, as were reports dealing with nonbarbed sutures, such as Vicryl and Prolene with Gore-Tex. This resulted in a total of 12 articles, seven additional articles since the five articles reviewed by Villa et al. The authors' review demonstrated that, within the past decade, little or no substantial evidence has been added to the peer-reviewed literature to support or sustain the promising statement about thread-lift sutures as made by Villa et al. in 2006 in terms of

Project 0-6749 : feasibility study of two-lift concrete paving : [project summary].

DOT National Transportation Integrated Search

2013-08-01

Two-lift concrete paving (2LCP) involves placing two layers of : concrete (wet-on-wet) instead of a single homogeneous layer, as is : typically done in the United States. 2LCP offers the opportunity to optimize the use of local aggregates and : recyc...

Experimental Results for a Flapped Natural-laminar-flow Airfoil with High Lift/drag Ratio

NASA Technical Reports Server (NTRS)

Mcghee, R. J.; Viken, J. K.; Pfenninger, W.; Beasley, W. D.; Harvey, W. D.

1984-01-01

Experimental results have been obtained for a flapped natural-laminar-flow airfoil, NLF(1)-0414F, in the Langley Low-Turbulence Pressure Tunnel. The tests were conducted over a Mach number range from 0.05 to 0.40 and a chord Reynolds number range from about 3.0 x 10(6) to 22.0 x 10(6). The airfoil was designed for 0.70 chord laminar flow on both surfaces at a lift coefficient of 0.40, a Reynolds number of 10.0 x 10(6), and a Mach number of 0.40. A 0.125 chord simple flap was incorporated in the design to increase the low-drag, lift-coefficient range. Results were also obtained for a 0.20 chord split-flap deflected 60 deg.

Isokinetic and isometric lifting capacity of Chinese in relation to the physical demand of job.

PubMed

Luk, K D K; Lu, W W; Kwan, W W; Hu, Y; Wong, Y W; Law, K K P; Leong, J C Y

2003-03-01

The aim of the study was to formulate normative data for the lifting capacities of a normal Chinese population, in order to establish a basic foundation for further studies and to investigate the relationship between individual attributes including age, gender, height, weight, job physical demand and each type of lifting capacity. Isokinetic and isometric lifting strength at low, waist and shoulder assessment levels were measured using the LIDO Workset II based on a sample of 93 normal Chinese adults (63 men and 30 women) between the ages of 21-51. The 50th percentile score for adult Chinese female's lifting strength was 17.71% lower than the American female while the adult Chinese male's lifting strength was 14.94% lower than the American male. Lifting forces were higher in the 20-40 year age group. The isometric work mode had considerable impact on the lifting capacities, with shoulder level having the highest lifting capacities. The gender and body weight had a significant positive correlation to lifting capacity while job physical demand had a moderate correlation. Age and body heights were weakly correlated to lifting capacity. Copyright 2003 Elsevier Science Ltd.

QCSEE UTW engine powered-lift acoustic performance

NASA Technical Reports Server (NTRS)

Loeffler, I. J.; Samanich, N. E.; Bloomer, H. E.

1980-01-01

Powered-lift acoustic test of the Quiet Clean Short Haul Experimental Engine (QCSEE) under the wing (UTW) engine are reported. Propulsion systems for two powered-lift concepts were designed, fabricated, and tested. In addition to low noise features, the designs included composite structures, gear-driven fans, digital control, and a variable pitch fan (UTW). The UTW engine was tested in a static ground test facility with wing and flap segments to simulate installation on a short haul transport aircraft of the future. Powered-lift acoustic performance of the UTW engine is compared with that of the previously tested and reported QCSEE over-the-wing (OTW) engine. Both engines were slightly above the noise goal but were significantly below current FAA and modern wide-body jet transport levels. The UTW system in the powered-lift mode was penalized by reflected engine noise from the wing and flap system, while the OTW system was benefitted by a wing noise shielding effect.

The Body Project 4 All: A pilot randomized controlled trial of a mixed-gender dissonance-based body image program

PubMed Central

Kilpela, Lisa Smith; Blomquist, Kerstin; Verzijl, Christina; Wilfred, Salomé; Beyl, Robbie; Becker, Carolyn Black

2017-01-01

Objective The Body Project is a cognitive dissonance-based body image improvement program with ample research support among female samples. More recently, researchers have highlighted the extent of male body dissatisfaction and disordered eating behaviors; however, boys/men have not been included in the majority of body image improvement programs. This study aims to explore the efficacy of a mixed-gender Body Project compared to the historically female-only body image intervention program. Method Participants included male and female college students (N=185) across two sites. We randomly assigned women to a mixed-gender modification of the two-session, peer-led Body Project (MG), the two-session, peer-led, female-only (FO) Body Project, or a waitlist control (WL), and men to either MG or WL. Participants completed self-report measures assessing negative affect, appearance-ideal internalization, body satisfaction, and eating disorder pathology at baseline, post-test, and at two- and six-month follow-up. Results We used linear mixed effects modeling to estimate the change from baseline over time for each dependent variable across conditions. For women, results were mixed regarding post-intervention improvement compared to WL, and were largely non-significant compared to WL at 6-month follow-up. Alternatively, results indicated that men in MG consistently improved compared to WL through 6-month follow-up on all measures except negative affect and appearance-ideal internalization. Discussion Results differed markedly between female and male samples, and were more promising for men than for women. Various explanations are provided, and further research is warranted prior to drawing firm conclusions regarding mixed-gender programming of the Body Project. PMID:27188688

24 CFR 594.25 - Project administration.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 3 2010-04-01 2010-04-01 false Project administration. 594.25 Section 594.25 Housing and Urban Development Regulations Relating to Housing and Urban Development... Grant Amounts § 594.25 Project administration. Project administration will be governed by the terms of...

24 CFR 594.25 - Project administration.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 3 2011-04-01 2010-04-01 true Project administration. 594.25 Section 594.25 Housing and Urban Development Regulations Relating to Housing and Urban Development... Grant Amounts § 594.25 Project administration. Project administration will be governed by the terms of...

24 CFR 594.25 - Project administration.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 3 2013-04-01 2013-04-01 false Project administration. 594.25 Section 594.25 Housing and Urban Development Regulations Relating to Housing and Urban Development... Grant Amounts § 594.25 Project administration. Project administration will be governed by the terms of...

24 CFR 594.25 - Project administration.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 3 2014-04-01 2013-04-01 true Project administration. 594.25 Section 594.25 Housing and Urban Development Regulations Relating to Housing and Urban Development... Grant Amounts § 594.25 Project administration. Project administration will be governed by the terms of...

24 CFR 594.25 - Project administration.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 3 2012-04-01 2012-04-01 false Project administration. 594.25 Section 594.25 Housing and Urban Development Regulations Relating to Housing and Urban Development... Grant Amounts § 594.25 Project administration. Project administration will be governed by the terms of...

24 CFR 941.306 - Maximum project cost.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 4 2012-04-01 2012-04-01 false Maximum project cost. 941.306... DEVELOPMENT PUBLIC HOUSING DEVELOPMENT Application and Proposal § 941.306 Maximum project cost. (a) Calculation of maximum project cost. The maximum project cost represents the total amount of public housing...

24 CFR 941.306 - Maximum project cost.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 4 2013-04-01 2013-04-01 false Maximum project cost. 941.306... DEVELOPMENT PUBLIC HOUSING DEVELOPMENT Application and Proposal § 941.306 Maximum project cost. (a) Calculation of maximum project cost. The maximum project cost represents the total amount of public housing...

Transonic and Supersonic Wind-Tunnel Tests of Wing-Body Combinations Designed for High Efficiency at a Mach Number of 1.41

NASA Technical Reports Server (NTRS)

Grant, Frederick C.; Sevier, John R., Jr.

1960-01-01

Wind-tunnel force tests of a number of wing-body combinations designed for high lift-drag ratio at a Mach number of 1.41 are reported. Five wings and six bodies were used in making up the various wing-body combinations investigated. All the wings had the same highly swept dis- continuously tapered plan form with NACA 65A-series airfoil sections 4 percent thick at the root tapering linearly to 3 percent thick at the tip. The bodies were based on the area distribution of a Sears-Haack body of revolution for minimum drag with a given length and volume. These wings and bodies were used to determine the effects of wing twist., wing twist and camber, wing leading-edge droop, a change from circular to elliptical body cross-sectional shape, and body indentation by the area-rule and streamline methods. The supersonic test Mach numbers were 1.41 and 2.01. The transonic test Mach number range was from 0.6 to 1.2. For the transition-fixed condition and at a Reynolds number of 2.7 x 10(exp 6) based on the mean aerodynamic chord, the maximum value of lift- drag ratio at a Mach number of 1.41 was 9.6 for a combination with a twisted wing and an indented body of elliptical cross section. The tests indicated that the transonic rise in minimum drag was low and did not change appreciably up to the highest test Mach number of 2.01. The lower values of lift-drag ratio obtained at a Mach number of 2.01 can be attributed to the increase of drag due to lift with Mach number.

Wheelchair Lifts on Transit Buses : Summary of U.S. Experience

DOT National Transportation Integrated Search

1983-01-01

The overall objective of this project was to develop information and guidance for the transit industry concerning wheelchair lifts on transit buses in the areas of lift procurement, testing and acceptance, training, and maintenance.

27 CFR 24.213 - Heavy bodied blending wine.

Code of Federal Regulations, 2013 CFR

2013-04-01

..., DEPARTMENT OF THE TREASURY ALCOHOL WINE Production of Other Than Standard Wine § 24.213 Heavy bodied blending wine. Heavy bodied blending wine is wine made for blending purposes from grapes or other fruit without...

27 CFR 24.213 - Heavy bodied blending wine.

Code of Federal Regulations, 2011 CFR

2011-04-01

..., DEPARTMENT OF THE TREASURY LIQUORS WINE Production of Other Than Standard Wine § 24.213 Heavy bodied blending wine. Heavy bodied blending wine is wine made for blending purposes from grapes or other fruit without...

27 CFR 24.213 - Heavy bodied blending wine.

Code of Federal Regulations, 2012 CFR

2012-04-01

..., DEPARTMENT OF THE TREASURY LIQUORS WINE Production of Other Than Standard Wine § 24.213 Heavy bodied blending wine. Heavy bodied blending wine is wine made for blending purposes from grapes or other fruit without...

27 CFR 24.213 - Heavy bodied blending wine.

Code of Federal Regulations, 2014 CFR

2014-04-01

..., DEPARTMENT OF THE TREASURY ALCOHOL WINE Production of Other Than Standard Wine § 24.213 Heavy bodied blending wine. Heavy bodied blending wine is wine made for blending purposes from grapes or other fruit without...

Sharp Transition in the Lift Force of a Fluid Flowing Past Nonsymmetrical Obstacles: Evidence for a Lift Crisis in the Drag Crisis Regime.

PubMed

Bot, Patrick; Rabaud, Marc; Thomas, Goulven; Lombardi, Alessandro; Lebret, Charles

2016-12-02

Bluff bodies moving in a fluid experience a drag force which usually increases with velocity. However in a particular velocity range a drag crisis is observed, i.e., a sharp and strong decrease of the drag force. This counterintuitive result is well characterized for a sphere or a cylinder. Here we show that, for an object breaking the up-down symmetry, a lift crisis is observed simultaneously to the drag crisis. The term lift crisis refers to the fact that at constant incidence the time-averaged transverse force, which remains small or even negative at low velocity, transitions abruptly to large positive values above a critical flow velocity. This transition is characterized from direct force measurements as well as from change in the velocity field around the obstacle.

27 CFR 24.213 - Heavy bodied blending wine.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 27 Alcohol, Tobacco Products and Firearms 1 2010-04-01 2010-04-01 false Heavy bodied blending wine..., DEPARTMENT OF THE TREASURY LIQUORS WINE Production of Other Than Standard Wine § 24.213 Heavy bodied blending wine. Heavy bodied blending wine is wine made for blending purposes from grapes or other fruit without...

Tool for use in lifting pin supported objects

NASA Technical Reports Server (NTRS)

Marzek, R. A.; Read, W. S. (Inventor)

1974-01-01

A tool for use in lifting a pin-supported, electronic package mounted in juxtaposition with the surface of an electronic circuit board is described. The tool is configured to be received beneath a pin-supported package and is characterized by a manually operable linkage, including an elongated, rigid link is supported for axial reciprocation and a pivotal link pinned to the body and supported for oscillation induced in response to axial motion imparted to the rigid link. A lifting plate is pivotally coupled to the distal end of the pivotal link so that oscillatory motion imparted to the pivotal link serves to move the plate vertically for elevating the plate into lifting engagement with the electronic package positioned thereabove.

Comparison of concurrent strain gage- and pressure transducer-measured flight loads on a lifting reentry vehicle and correlation with wind tunnel predictions

NASA Technical Reports Server (NTRS)

Tang, M. H.; Sefic, W. J.; Sheldon, R. G.

1978-01-01

Concurrent strain gage and pressure transducer measured flight loads on a lifting reentry vehicle are compared and correlated with wind tunnel-predicted loads. Subsonic, transonic, and supersonic aerodynamic loads are presented for the left fin and control surfaces of the X-24B lifting reentry vehicle. Typical left fin pressure distributions are shown. The effects of variations in angle of attack, angle of sideslip, and Mach number on the left fin loads and rudder hinge moments are presented in coefficient form. Also presented are the effects of variations in angle of attack and Mach number on the upper flap, lower flap, and aileron hinge-moment coefficients. The effects of variations in lower flap hinge moments due to changes in lower flap deflection and Mach number are presented in terms of coefficient slopes.

Wake Measurement Downstream of a Hybrid Wing Body Model with Blown Flaps

NASA Technical Reports Server (NTRS)

Lin, John C.; Jones, Gregory S.; Allan, Brian G.; Westra, Bryan W.; Collins, Scott W.; Zeune, Cale H.

2010-01-01

Flow-field measurements were obtained in the wake of a full-span Hybrid Wing Body model with internally blown flaps. The test was performed at the NASA Langley 14 x 22 Foot Subsonic Tunnel at low speeds. Off-body measurements were obtained with a 7-hole probe rake survey system. Three model configurations were investigated. At 0deg angle of attack the surveys were completed with 0deg and 60deg flap deflections. At 10deg angle of attack the wake surveys were completed with a slat and a 60deg flap deflection. The 7-hole probe results further quantified two known swirling regions (downstream of the outboard flap edge and the inboard/outboard flap juncture) for the 60deg flap cases with blowing. Flowfield results and the general trends are very similar for the two blowing cases at nozzle pressure ratios of 1.37 and 1.56. High downwash velocities correlated with the enhanced lift for the 60deg flap cases with blowing. Jet-induced effects are the largest at the most inboard station for all (three) velocity components due in part to the larger inboard slot height. The experimental data are being used to improve computational tools for high-lift wings with integrated powered-lift technologies.

The body project 4 all: A pilot randomized controlled trial of a mixed-gender dissonance-based body image program.

PubMed

Kilpela, Lisa Smith; Blomquist, Kerstin; Verzijl, Christina; Wilfred, Salomé; Beyl, Robbie; Becker, Carolyn Black

2016-06-01

The Body Project is a cognitive dissonance-based body image improvement program with ample research support among female samples. More recently, researchers have highlighted the extent of male body dissatisfaction and disordered eating behaviors; however, boys/men have not been included in the majority of body image improvement programs. This study aims to explore the efficacy of a mixed-gender Body Project compared with the historically female-only body image intervention program. Participants included male and female college students (N = 185) across two sites. We randomly assigned women to a mixed-gender modification of the two-session, peer-led Body Project (MG), the two-session, peer-led, female-only (FO) Body Project, or a waitlist control (WL), and men to either MG or WL. Participants completed self-report measures assessing negative affect, appearance-ideal internalization, body satisfaction, and eating disorder pathology at baseline, post-test, and at 2- and 6-month follow-up. Linear mixed effects modeling to estimate the change from baseline over time for each dependent variable across conditions were used. For women, results were mixed regarding post-intervention improvement compared with WL, and were largely non-significant compared with WL at 6-month follow-up. Alternatively, results indicated that men in MG consistently improved compared with WL through 6-month follow-up on all measures except negative affect and appearance-ideal internalization. Results differed markedly between female and male samples, and were more promising for men than for women. Various explanations are provided, and further research is warranted prior to drawing firm conclusions regarding mixed-gender programming of the Body Project. © 2016 Wiley Periodicals, Inc.(Int J Eat Disord 2016; 49:591-602). © 2016 Wiley Periodicals, Inc.

Wind Tunnel Testing of Powered Lift, All-Wing STOL Model

NASA Technical Reports Server (NTRS)

Collins, Scott W.; Westra, Bryan W.; Lin, John C.; Jones, Gregory S.; Zeune, Cal H.

2008-01-01

Short take-off and landing (STOL) systems can offer significant capabilities to warfighters and, for civil operators thriving on maximizing efficiencies they can improve airspace use while containing noise within airport environments. In order to provide data for next generation systems, a wind tunnel test of an all-wing cruise efficient, short take-off and landing (CE STOL) configuration was conducted in the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) 14- by 22-foot Subsonic Wind Tunnel. The test s purpose was to mature the aerodynamic aspects of an integrated powered lift system within an advanced mobility configuration capable of CE STOL. The full-span model made use of steady flap blowing and a lifting centerbody to achieve high lift coefficients. The test occurred during April through June of 2007 and included objectives for advancing the state-of-the-art of powered lift testing through gathering force and moment data, on-body pressure data, and off-body flow field measurements during automatically controlled blowing conditions. Data were obtained for variations in model configuration, angles of attack and sideslip, blowing coefficient, and height above ground. The database produced by this effort is being used to advance design techniques and computational tools for developing systems with integrated powered lift technologies.

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

NASA Technical Reports Server (NTRS)

Stevens, Joseph E.

1955-01-01

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

Wind tunnel and ground static investigation of a large scale model of a lift/cruise fan V/STOL aircraft

NASA Technical Reports Server (NTRS)

1976-01-01

An investigation was conducted in a 40 foot by 80 foot wind tunnel to determine the aerodynamic/propulsion characteristics of a large scale powered model of a lift/cruise fan V/STOL aircraft. The model was equipped with three 36 inch diameter turbotip X376B fans powered by three T58 gas generators. The lift fan was located forward of the cockpit area and the two lift/cruise fans were located on top of the wing adjacent to the fuselage. The three fans with associated thrust vectoring systems were used to provide vertical, and short, takeoff and landing capability. For conventional cruise mode operation, only the lift/cruise fans were utilized. The data that were obtained include lift, drag, longitudinal and lateral-directional stability characteristics, and control effectiveness. Data were obtained up to speeds of 120 knots at one model height of 20 feet for the conventional aerodynamic lift configuration and at several thrust vector angles for the powered lift configuration.

Mass Properties Measurement in the X-38 Project

NASA Technical Reports Server (NTRS)

Peterson, Wayne L.

2004-01-01

This paper details the techniques used in measuring the mass properties for the X-38 family of test vehicles. The X-38 Project was a NASA internal venture in which a series of test vehicles were built in order to develop a Crew Return Vehicle (CRV) for the International Space Station. Three atmospheric test vehicles and one spaceflight vehicle were built to develop the technologies required for a CRV. The three atmospheric test vehicles have undergone flight-testing by a combined team from the NASA Johnson Space Center and the NASA Dryden Flight Research Center. The flight-testing was performed at Edward's Air Force Base in California. The X-38 test vehicles are based on the X-24A, which flew in the '60s and '70s. Scaled Composites, Inc. of Mojave, California, built the airframes and the vehicles were outfitted at the NASA Johnson Space Center in Houston, Texas. Mass properties measurements on the atmospheric test vehicles included weight and balance by the three-point suspension method, four-point suspension method, three load cells on jackstands, and on three in-ground platform scales. Inertia measurements were performed as well in which Ixx, Iyy, Izz, and Ixz were obtained. This paper describes each technique and the relative merits of each. The proposed measurement methods for an X-38 spaceflight test vehicle will also be discussed. This vehicle had different measurement challenges, but integrated vehicle measurements were never conducted. The spaceflight test vehicle was also developed by NASA and was scheduled to fly on the Space Shuttle before the project was cancelled.

75 FR 33320 - Notice of Issuance of Final Determination Concerning a Lift Unit for an Overhead Patient Lift...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-11

... Determination Concerning a Lift Unit for an Overhead Patient Lift System; Correction AGENCY: U.S. Customs and... origin of a lift unit for an overhead patient lift system. The document contained two errors that this... origin of a lift unit for an overhead patient lift system. This document corrects in the DATES section of...

14 CFR 151.24 - Procedures: Application; information on estimated project costs.

Code of Federal Regulations, 2014 CFR

2014-01-01

... estimated project costs. 151.24 Section 151.24 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Development Projects § 151.24 Procedures: Application; information on estimated project costs. (a) If any part of the estimated project costs consists of the value of donated land, labor, materials, or equipment...

14 CFR 151.24 - Procedures: Application; information on estimated project costs.

Code of Federal Regulations, 2012 CFR

2012-01-01

... estimated project costs. 151.24 Section 151.24 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Development Projects § 151.24 Procedures: Application; information on estimated project costs. (a) If any part of the estimated project costs consists of the value of donated land, labor, materials, or equipment...

14 CFR 151.24 - Procedures: Application; information on estimated project costs.

Code of Federal Regulations, 2010 CFR

2010-01-01

... estimated project costs. 151.24 Section 151.24 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Development Projects § 151.24 Procedures: Application; information on estimated project costs. (a) If any part of the estimated project costs consists of the value of donated land, labor, materials, or equipment...

14 CFR 151.24 - Procedures: Application; information on estimated project costs.

Code of Federal Regulations, 2013 CFR

2013-01-01

... estimated project costs. 151.24 Section 151.24 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Development Projects § 151.24 Procedures: Application; information on estimated project costs. (a) If any part of the estimated project costs consists of the value of donated land, labor, materials, or equipment...

14 CFR 151.24 - Procedures: Application; information on estimated project costs.

Code of Federal Regulations, 2011 CFR

2011-01-01

... estimated project costs. 151.24 Section 151.24 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... Development Projects § 151.24 Procedures: Application; information on estimated project costs. (a) If any part of the estimated project costs consists of the value of donated land, labor, materials, or equipment...

34. ALTERNATE DESIGN USING BATTERED AND UNSHEATHED LIFT TOWERS, WITH ...

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

34. ALTERNATE DESIGN USING BATTERED AND UNSHEATHED LIFT TOWERS, WITH DEEPENED TRUSS ON LIFT SPAN. Pen-and-ink drawing by project architect Alfred Eichler, 1934. - Sacramento River Bridge, Spanning Sacramento River at California State Highway 275, Sacramento, Sacramento County, CA

Human body surface area: measurement and prediction using three dimensional body scans.

PubMed

Tikuisis, P; Meunier, P; Jubenville, C E

2001-08-01

The development of three dimensional laser scanning technology and sophisticated graphics editing software have allowed an alternative and potentially more accurate determination of body surface area (BSA). Raw whole-body scans of 641 adults (395 men and 246 women) were obtained from the anthropometric data base of the Civilian American and European Surface Anthropometry Resource project. Following surface restoration of the scans (i.e. patching and smoothing), BSA was calculated. A representative subset of the entire sample population involving 12 men and 12 women (G24) was selected for detailed measurements of hand surface area (SAhand) and ratios of surface area to volume (SA/VOL) of various body segments. Regression equations involving wrist circumference and arm length were used to predict SAhand of the remaining population. The overall [mean (SD)] of BSA were 2.03 (0.19) and 1.73 (0.19) m2 for men and women, respectively. Various prediction equations were tested and although most predicted the measured BSA reasonably closely, residual analysis revealed an overprediction with increasing body size in most cases. Separate non-linear regressions for each sex yielded the following best-fit equations (with root mean square errors of about 1.3%): BSA (cm2) = 128.1 x m0.44 x h0.60 for men and BSA = 147.4 x m0.47 x h0.55 for women, where m, body mass, is in kilograms and h, height, is in centimetres. The SA/VOL ratios of the various body segments were higher for the women compared to the men of G24, significantly for the head plus neck (by 7%), torso (19%), upper arms (15%), forearms (20%), hands (18%), and feet (11%). The SA/VOL for both sexes ranged from approximately 12.m-1 for the pelvic region to 104-123.m-1 for the hands, and shape differences were a factor for the torso and lower leg.

2,4-Dinitrophenol: a threat to Chinese body-conscious groups.

PubMed

Lee, Han Chih Hencher; Law, Chun Yiu; Chen, Mo Lung; Lam, Ying Hoo; Chan, Albert Yan Wo; Mak, Tony Wing Lai

2014-08-01

2,4-Dinitrophenol (2,4-DNP), a yellowish compound, has historically been used in the manufacture of dyes, explosives, and fungicides. As it uncouples mitochondrial oxidative phosphorylation, the compound was also used as an antiobesity agent early in the past century. The compound was subsequently banned by the United States Food and Drug Administration in 1938 due to its potentially fatal adverse effects, including hyperthermia, cataract, agranulocytosis, hepatoxicity, nephrotoxicity, and cardiotoxicity. However, the popularity of 2,4-DNP as a slimming aid has appeared to increase again in recent years. The Hong Kong Hospital Authority Toxicology Reference Laboratory recently confirmed two cases of self-administered 2,4-DNP with different clinical presentations to hospitals in the area. Here we describe those two cases, in an attempt to underscore the potential of misuse of this substance by body-conscious groups among the Chinese population. Copyright © 2014. Published by Elsevier B.V.

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the space shuttle solid rocket

Movement of the projected pedicles relative to the projected vertebral body in a fourth lumbar vertebra during axial rotation.

PubMed

Coleman, Roger R; Thomas, I Walker

2004-01-01

One use of the anteroposterior lumbar radiograph is to determine axial (y-axis) rotation of the lumbar vertebrae. Rotation might be an element of interest to clinicians seeking to evaluate vertebral positioning. Correlate and quantify movements of the projected pedicles relative to the projected vertebral body during axial rotation and determine if vertebral asymmetry and changes in object film distance affect these movements. A three-dimensional computer model of the fourth and fifth lumbar vertebrae, a modeled radiograph source, and a modeled film were produced. The vertebral model was placed in various degrees of axial rotation at a number of different object film distances. Lines from the source were passed through the pedicles of the fourth lumbar vertebral model and additional lines erected tangent to the lateral body margins. These lines were extended to points of contact with the modeled film. The projected pedicles move relative to the projected vertebral body during y-axis rotation. Vertebral asymmetry and object film distances can also affect the distance of the projected pedicle relative to the projected lateral body margin. Axial rotation produces movement of the projected pedicles relative to the projected vertebral body. However, vertebral asymmetry and changes in object film distance also affect the position of the projected pedicles relative to the projected lateral body margin and might serve as confounders to the clinician seeking to analyze vertebral rotation through the use of the projected pedicles.

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

PubMed

Burgers, Phillip; Alexander, David E

2012-01-01

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

Three-Dimensional Effects on Multi-Element High Lift Computations

NASA Technical Reports Server (NTRS)

Rumsey, Christopher L.; Lee-Rausch, Elizabeth M.; Watson, Ralph D.

2002-01-01

In an effort to discover the causes for disagreement between previous 2-D computations and nominally 2-D experiment for flow over the 3-clement McDonnell Douglas 30P-30N airfoil configuration at high lift, a combined experimental/CFD investigation is described. The experiment explores several different side-wall boundary layer control venting patterns, document's venting mass flow rates, and looks at corner surface flow patterns. The experimental angle of attack at maximum lift is found to be sensitive to the side wall venting pattern: a particular pattern increases the angle of attack at maximum lift by at least 2 deg. A significant amount of spanwise pressure variation is present at angles of attack near maximum lift. A CFD study using 3-D structured-grid computations, which includes the modeling of side-wall venting, is employed to investigate 3-D effects of the flow. Side-wall suction strength is found to affect the angle at which maximum lift is predicted. Maximum lift in the CFD is shown to be limited by the growth of all off-body corner flow vortex and consequent increase in spanwise pressure variation and decrease in circulation. The 3-D computations with and without wall venting predict similar trends to experiment at low angles of attack, but either stall too earl or else overpredict lift levels near maximum lift by as much as 5%. Unstructured-grid computations demonstrate that mounting brackets lower die the levels near maximum lift conditions.

The X-38 V-201 Fin Fold Actuation Mechanism

NASA Technical Reports Server (NTRS)

Lupo, Christian; Robertson, Brandan; Gafka, George

2004-01-01

The X-38 Vehicle 201 (V-201) is a space flight prototype lifting body vehicle that was designed to launch to orbit in the Space Shuttle orbiter payload bay. Although the project was cancelled in May 2003, many of the systems were nearly complete. This paper will describe the fin folding actuation mechanism flight subsystems and development units as well as lessons learned in the design, assembly, development testing, and qualification testing. The two vertical tail fins must be stowed (folded inboard) to allow the orbiter payload bay doors to close. The fin folding actuation mechanism is a remotely or extravehicular activity (EVA) actuated single fault tolerant system consisting of seven subsystems capable of repeatedly deploying or stowing the fins.

Three-Dimensional Effects in Multi-Element High Lift Computations

NASA Technical Reports Server (NTRS)

Rumsey, Christopher L.; LeeReusch, Elizabeth M.; Watson, Ralph D.

2003-01-01

In an effort to discover the causes for disagreement between previous two-dimensional (2-D) computations and nominally 2-D experiment for flow over the three-element McDonnell Douglas 30P-30N airfoil configuration at high lift, a combined experimental/CFD investigation is described. The experiment explores several different side-wall boundary layer control venting patterns, documents venting mass flow rates, and looks at corner surface flow patterns. The experimental angle of attack at maximum lift is found to be sensitive to the side-wall venting pattern: a particular pattern increases the angle of attack at maximum lift by at least 2 deg. A significant amount of spanwise pressure variation is present at angles of attack near maximum lift. A CFD study using three-dimensional (3-D) structured-grid computations, which includes the modeling of side-wall venting, is employed to investigate 3-D effects on the flow. Side-wall suction strength is found to affect the angle at which maximum lift is predicted. Maximum lift in the CFD is shown to be limited by the growth of an off-body corner flow vortex and consequent increase in spanwise pressure variation and decrease in circulation. The 3-D computations with and without wall venting predict similar trends to experiment at low angles of attack, but either stall too early or else overpredict lift levels near maximum lift by as much as 5%. Unstructured-grid computations demonstrate that mounting brackets lower the lift levels near maximum lift conditions.

24 CFR 92.206 - Eligible project costs.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 1 2014-04-01 2014-04-01 false Eligible project costs. 92.206....206 Eligible project costs. HOME funds may be used to pay the following eligible costs: (a... following: (1) For new construction projects, costs to meet the new construction standards in § 92.251; (2...

Calculation of potential flow past non-lifting bodies at angle of attack using axial and surface singularity methods. M.S. Thesis. Contractor Report, 1 Jan. 1981 - 31 Aug. 1982

NASA Technical Reports Server (NTRS)

Shu, J. Y.

1983-01-01

Two different singularity methods have been utilized to calculate the potential flow past a three dimensional non-lifting body. Two separate FORTRAN computer programs have been developed to implement these theoretical models, which will in the future allow inclusion of the fuselage effect in a pair of existing subcritical wing design computer programs. The first method uses higher order axial singularity distributions to model axisymmetric bodies of revolution in an either axial or inclined uniform potential flow. Use of inset of the singularity line away from the body for blunt noses, and cosine-type element distributions have been applied to obtain the optimal results. Excellent agreement to five significant figures with the exact solution pressure coefficient value has been found for a series of ellipsoids at different angles of attack. Solutions obtained for other axisymmetric bodies compare well with available experimental data. The second method utilizes distributions of singularities on the body surface, in the form of a discrete vortex lattice. This program is capable of modeling arbitrary three dimensional non-lifting bodies. Much effort has been devoted to finding the optimal method of calculating the tangential velocity on the body surface, extending techniques previously developed by other workers.

Investigation of advanced thrust vectoring exhaust systems for high speed propulsive lift

NASA Technical Reports Server (NTRS)

Hutchison, R. A.; Petit, J. E.; Capone, F. J.; Whittaker, R. W.

1980-01-01

The paper presents the results of a wind tunnel investigation conducted at the NASA-Langley research center to determine thrust vectoring/induced lift characteristics of advanced exhaust nozzle concepts installed on a supersonic tactical airplane model. Specific test objectives include: (1) basic aerodynamics of a wing body configuration, (2) investigation of induced lift effects, (3) evaluation of static and forward speed performance, and (4) the effectiveness of a canard surface to trim thrust vectoring/induced lift forces and moments.

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

NASA Technical Reports Server (NTRS)

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

1972-01-01

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

Application of a Full Reynolds Stress Model to High Lift Flows

NASA Technical Reports Server (NTRS)

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

2016-01-01

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

24 CFR 92.612 - Project requirements.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 1 2010-04-01 2010-04-01 false Project requirements. 92.612 Section 92.612 Housing and Urban Development Office of the Secretary, Department of Housing and Urban Development HOME INVESTMENT PARTNERSHIPS PROGRAM American Dream Downpayment Initiative § 92.612 Project...

24 CFR 92.612 - Project requirements.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 1 2012-04-01 2012-04-01 false Project requirements. 92.612 Section 92.612 Housing and Urban Development Office of the Secretary, Department of Housing and Urban Development HOME INVESTMENT PARTNERSHIPS PROGRAM American Dream Downpayment Initiative § 92.612 Project...

24 CFR 92.612 - Project requirements.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 1 2011-04-01 2011-04-01 false Project requirements. 92.612 Section 92.612 Housing and Urban Development Office of the Secretary, Department of Housing and Urban Development HOME INVESTMENT PARTNERSHIPS PROGRAM American Dream Downpayment Initiative § 92.612 Project...

24 CFR 92.612 - Project requirements.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 1 2013-04-01 2013-04-01 false Project requirements. 92.612 Section 92.612 Housing and Urban Development Office of the Secretary, Department of Housing and Urban Development HOME INVESTMENT PARTNERSHIPS PROGRAM American Dream Downpayment Initiative § 92.612 Project...

24 CFR 92.612 - Project requirements.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 1 2014-04-01 2014-04-01 false Project requirements. 92.612 Section 92.612 Housing and Urban Development Office of the Secretary, Department of Housing and Urban Development HOME INVESTMENT PARTNERSHIPS PROGRAM American Dream Downpayment Initiative § 92.612 Project...

24 CFR 570.464 - Project closeout.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 3 2010-04-01 2010-04-01 false Project closeout. 570.464 Section 570.464 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued... Project closeout. HUD will advise the recipient to initiate closeout procedures when HUD determines, in...

24 CFR 570.464 - Project closeout.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 3 2014-04-01 2013-04-01 true Project closeout. 570.464 Section 570.464 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued... Project closeout. HUD will advise the recipient to initiate closeout procedures when HUD determines, in...

24 CFR 570.464 - Project closeout.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 3 2011-04-01 2010-04-01 true Project closeout. 570.464 Section 570.464 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued... Project closeout. HUD will advise the recipient to initiate closeout procedures when HUD determines, in...

24 CFR 570.464 - Project closeout.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 3 2013-04-01 2013-04-01 false Project closeout. 570.464 Section 570.464 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued... Project closeout. HUD will advise the recipient to initiate closeout procedures when HUD determines, in...

24 CFR 570.464 - Project closeout.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 3 2012-04-01 2012-04-01 false Project closeout. 570.464 Section 570.464 Housing and Urban Development Regulations Relating to Housing and Urban Development (Continued... Project closeout. HUD will advise the recipient to initiate closeout procedures when HUD determines, in...

SpaceX TESS Payload Lift to Trailer; Prep for Transport to LC 40

NASA Image and Video Library

2018-04-11

Inside the Payload Hazardous Servicing Facility at NASA's Kennedy Space Center in Florida, technicians assist as the SpaceX payload fairing containing the agency's Transiting Exoplanet Survey Satellite (TESS) is lifted for the move to a transporter. The fairing will be moved to Space Launch Complex 40 at Cape Canaveral Air Force Station. The satellite is scheduled to launch atop the SpaceX Falcon 9 rocket at 6:32 p.m. EDT on April 16. TESS is the next step in NASA's search for planets outside our solar system, known as exoplanets. TESS is a NASA Astrophysics Explorer mission led and operated by MIT in Cambridge, Massachusetts, and managed by NASA’s Goddard Space Flight Center in Greenbelt, Maryland. Dr. George Ricker of MIT’s Kavli Institute for Astrophysics and Space Research serves as principal investigator for the mission. Additional partners include Orbital ATK, NASA’s Ames Research Center, the Harvard-Smithsonian Center for Astrophysics and the Space Telescope Science Institute. More than a dozen universities, research institutes and observatories worldwide are participants in the mission. NASA’s Launch Services Program is responsible for launch management.

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

PubMed Central

Burgers, Phillip; Alexander, David E.

2012-01-01

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

A VLSI Implementation of Four-Phase Lift Controller Using Verilog HDL

NASA Astrophysics Data System (ADS)

Kumar, Manish; Singh, Priyanka; Singh, Shesha

2017-08-01

With the advent of an era of staggering range of new technologies to provide ease of mobility and transportation elevators have become an essential component of all high rise buildings. An elevator is a type of vertical transportation that moves people between the floors of a high rise building. A four-Phase lift controller modeled on Verilog HDL code using Finite State Machine (FSM) has been presented in this paper. Verilog HDL helps in automated analysis and simulation of lift controller circuit. This design is based on synchronous input that operates on a fixed frequency. The Lift motion is controlled by means of accepting the destination floor level as input and generate control signal as output. In the proposed design a Verilog RTL code is developed and verified. Project Navigator of XILINX has been used as a code writing platform and results were simulated using Modelsim 5.4a simulator. This paper discusses the overall evolution of design and also discusses simulated results.

HL-10 on lakebed with pilot Major Jerauld R. Gentry

NASA Technical Reports Server (NTRS)

1968-01-01

Pilot Major Jerauld R. Gentry stands in front of the HL-10 Lifting Body. Gentry was the Air Force project pilot for the HL-10 while it was making the early glide and powered flights in 1968 following its modification. He made a total of nine flights in the vehicle. For his work on the HL-10, Gentry was awarded the Harmon International Trophy for his outstanding contribution to the science of flying. He later became the Air Force pilot for the X-24A. The HL-10 was one of five heavyweight lifting-body designs flown at NASA's Flight Research Center (FRC--later Dryden Flight Research Center), Edwards, California, from July 1966 to November 1975 to study and validate the concept of safely maneuvering and landing a low lift-over-drag vehicle designed for reentry from space. Northrop Corporation built the HL-10 and M2-F2, the first two of the fleet of 'heavy' lifting bodies flown by the NASA Flight Research Center. The contract for construction of the HL-10 and the M2-F2 was $1.8 million. 'HL' stands for horizontal landing, and '10' refers to the tenth design studied by engineers at NASA's Langley Research Center, Hampton, Va. After delivery to NASA in January 1966, the HL-10 made its first flight on Dec. 22, 1966, with research pilot Bruce Peterson in the cockpit. Although an XLR-11 rocket engine was installed in the vehicle, the first 11 drop flights from the B-52 launch aircraft were powerless glide flights to assess handling qualities, stability, and control. In the end, the HL-10 was judged to be the best handling of the three original heavy-weight lifting bodies (M2-F2/F3, HL-10, X-24A). The HL-10 was flown 37 times during the lifting body research program and logged the highest altitude and fastest speed in the Lifting Body program. On Feb. 18, 1970, Air Force test pilot Peter Hoag piloted the HL-10 to Mach 1.86 (1,228 mph). Nine days later, NASA pilot Bill Dana flew the vehicle to 90,030 feet, which became the highest altitude reached in the program. Some new and

Going One-to-One in Urban Schools: An Evaluation of the XO Champions Initiative in Project LIFT Elementary Schools

ERIC Educational Resources Information Center

Beaver, Jessica K.; Englander, Katie; Leow, Christine; Barnes, Marvin

2015-01-01

Beginning in spring 2013, students in seven elementary schools throughout the Project LIFT zone in Charlotte, North Carolina began to receive XO laptops provided by the organization One Laptop Per Child (OLPC) for use both within their classroom and at home. This report details Research for Action's (RFA) mixed-method evaluation of the first year…

X-43C Flight Demonstrator Project Overview

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

The X-43C Flight Demonstrator Project is a joint NASA-USAF hypersonic propulsion technology flight demonstration project that will expand the hypersonic flight envelope for air-breathing engines. The Project will demonstrate sustained accelerating flight through three flights of expendable X-43C Demonstrator Vehicles (DVs). The approximately 16-foot long X-43C DV will be boosted to the starting test conditions, separate from the booster, and accelerate from Mach 5 to Mach 7 under its own power and autonomous control. The DVs will be powered by a liquid hydrocarbon-fueled, fuel-cooled, dual-mode, airframe integrated scramjet engine system developed under the USAF HyTech Program. The Project is managed by NASA Langley Research Center as part of NASA's Next Generation Launch Technology Program. Flight tests will be conducted by NASA Dryden Flight Research Center off the coast of California over water in the Pacific Test Range. The NASA/USAF/industry project is a natural extension of the Hyper-X Program (X-43A), which will demonstrate short duration (approximately 10 seconds) gaseous hydrogen-fueled scramjet powered flight at Mach 7 and Mach 10 using a heavy-weight, largely heat sink construction, experimental engine. The X-43C Project will demonstrate sustained accelerating flight from Mach 5 to Mach 7 (approximately 4 minutes) using a flight-weight, fuel-cooled, scramjet engine powered by much denser liquid hydrocarbon fuel. The X-43C DV design flows from integrating USAF HyTech developed engine technologies with a NASA Air-Breathing Launch Vehicle accelerator-class configuration and Hyper-X heritage vehicle systems designs. This paper describes the X-43C Project and provides the background for NASA's current hypersonic flight demonstration efforts.

Ear-body lift and a novel thrust generating mechanism revealed by the complex wake of brown long-eared bats (Plecotus auritus)

NASA Astrophysics Data System (ADS)

Johansson, L. Christoffer; Håkansson, Jonas; Jakobsen, Lasse; Hedenström, Anders

2016-04-01

Large ears enhance perception of echolocation and prey generated sounds in bats. However, external ears likely impair aerodynamic performance of bats compared to birds. But large ears may generate lift on their own, mitigating the negative effects. We studied flying brown long-eared bats, using high resolution, time resolved particle image velocimetry, to determine the aerodynamics of flying with large ears. We show that the ears and body generate lift at medium to cruising speeds (3-5 m/s), but at the cost of an interaction with the wing root vortices, likely reducing inner wing performance. We also propose that the bats use a novel wing pitch mechanism at the end of the upstroke generating thrust at low speeds, which should provide effective pitch and yaw control. In addition, the wing tip vortices show a distinct spiraling pattern. The tip vortex of the previous wingbeat remains into the next wingbeat and rotates together with a newly formed tip vortex. Several smaller vortices, related to changes in circulation around the wing also spiral the tip vortex. Our results thus show a new level of complexity in bat wakes and suggest large eared bats are less aerodynamically limited than previous wake studies have suggested.

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

NASA Technical Reports Server (NTRS)

Spearman, M. Leroy; Torres, Abel O.

1994-01-01

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

Variable Lifting Index (VLI)

PubMed Central

Waters, Thomas; Occhipinti, Enrico; Colombini, Daniela; Alvarez-Casado, Enrique; Fox, Robert

2015-01-01

Objective: We seek to develop a new approach for analyzing the physical demands of highly variable lifting tasks through an adaptation of the Revised NIOSH (National Institute for Occupational Safety and Health) Lifting Equation (RNLE) into a Variable Lifting Index (VLI). Background: There are many jobs that contain individual lifts that vary from lift to lift due to the task requirements. The NIOSH Lifting Equation is not suitable in its present form to analyze variable lifting tasks. Method: In extending the prior work on the VLI, two procedures are presented to allow users to analyze variable lifting tasks. One approach involves the sampling of lifting tasks performed by a worker over a shift and the calculation of the Frequency Independent Lift Index (FILI) for each sampled lift and the aggregation of the FILI values into six categories. The Composite Lift Index (CLI) equation is used with lifting index (LI) category frequency data to calculate the VLI. The second approach employs a detailed systematic collection of lifting task data from production and/or organizational sources. The data are organized into simplified task parameter categories and further aggregated into six FILI categories, which also use the CLI equation to calculate the VLI. Results: The two procedures will allow practitioners to systematically employ the VLI method to a variety of work situations where highly variable lifting tasks are performed. Conclusions: The scientific basis for the VLI procedure is similar to that for the CLI originally presented by NIOSH; however, the VLI method remains to be validated. Application: The VLI method allows an analyst to assess highly variable manual lifting jobs in which the task characteristics vary from lift to lift during a shift. PMID:26646300

Engaging stakeholder communities as body image intervention partners: The Body Project as a case example.

PubMed

Becker, Carolyn Black; Perez, Marisol; Kilpela, Lisa Smith; Diedrichs, Phillippa C; Trujillo, Eva; Stice, Eric

2017-04-01

Despite recent advances in developing evidence-based psychological interventions, substantial changes are needed in the current system of intervention delivery to impact mental health on a global scale (Kazdin & Blase, 2011). Prevention offers one avenue for reaching large populations because prevention interventions often are amenable to scaling-up strategies, such as task-shifting to lay providers, which further facilitate community stakeholder partnerships. This paper discusses the dissemination and implementation of the Body Project, an evidence-based body image prevention program, across 6 diverse stakeholder partnerships that span academic, non-profit and business sectors at national and international levels. The paper details key elements of the Body Project that facilitated partnership development, dissemination and implementation, including use of community-based participatory research methods and a blended train-the-trainer and task-shifting approach. We observed consistent themes across partnerships, including: sharing decision making with community partners, engaging of community leaders as gatekeepers, emphasizing strengths of community partners, working within the community's structure, optimizing non-traditional and/or private financial resources, placing value on cost-effectiveness and sustainability, marketing the program, and supporting flexibility and creativity in developing strategies for evolution within the community and in research. Ideally, lessons learned with the Body Project can be generalized to implementation of other body image and eating disorder prevention programs. Copyright © 2015 Elsevier Ltd. All rights reserved.

X-38 on B-52 Wing Pylon - View from Observation Window

NASA Image and Video Library

1997-11-19

A unique, close-up view of the X-38 under the wing of NASA's B-52 mothership prior to launch of the lifting-body research vehicle. The photo was taken from the observation window of the B-52 bomber as it banked in flight.

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

NASA Technical Reports Server (NTRS)

James, Carlton S.

1960-01-01

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

The Selection of a Van Lift or a Scooter.

ERIC Educational Resources Information Center

Stevens, John H.

1990-01-01

This newsletter issue describes 3-wheeled scooters and van lifts that can assist a person with a disability to drive independently or have access to transportation. The section on van lifts compares hydraulic lifts and electric lifts, lists manufacturers, and offers an "assessment quiz" outlining factors to consider in selecting a van…

Analysis of the Effects of Streamwise Lift Distribution on Sonic Boom Signature

NASA Technical Reports Server (NTRS)

Yoo, Seung Yeun (Paul)

2010-01-01

The streamwise lift distribution of a wing-canard-stabilator-body configuration was varied to study its effect on the near-field sonic boom signature. The investigation was carried out via solving the three-dimensional Euler equation with the OVERFLOW-2 flow solver. The computational meshes were created using the Chimera overset grid topology. The lift distribution was varied by first deflecting the canard then trimming the aircraft with the wing and the stabilator while maintaining constant lift coefficient of 0.05. A validation study using experimental results was also performed to determine required grid resolution and appropriate numerical scheme. A wide range of streamwise lift distribution was simulated. The result shows that the longitudinal wave propagation speed can be controlled through lift distribution thus controlling the shock coalescence.

Lift : Special Needs Transportation in Portland, Oregon

DOT National Transportation Integrated Search

1978-01-01

The report covers Portland, Oregon's Special Needs Transportation (SNT) project - the Lift - during its first year of operation. The purposes of this UMTA Service and Methods Demonstration (SMD) is to: (1) test a transit operator's ability to provide...

Study on process design of partially-balanced, hydraulically lifting vertical ship lift

NASA Astrophysics Data System (ADS)

Xin, Shen; Xiaofeng, Xu; Lu, Zhang; Bing, Zhu; Fei, Li

2017-11-01

The hub ship lift in Panjin is the first navigation structure in China for the link between the inland and open seas, which adopts a novel partially-balanced, hydraulically lifting ship lift; it can meet such requirements as fast and sharp water level change in open sea, large draft of a yacht, and launching of a ship reception chamber; its balancing weight system can effectively reduce the load of the primary lifting cylinder, and optimize the force distribution of the ship reception chamber. The paper provides an introduction to main equipment, basic principles, main features and system composition of a ship lift. The unique power system and balancing system of the completed ship lift has offered some experience for the construction of the tourism-type ship lifts with a lower lifting height.

X-38 Ship #2 in Free Flight after Release from B-52 Mothership

NASA Technical Reports Server (NTRS)

1999-01-01

The X-38 research vehicle drops away from NASA's B-52 mothership immediately after being released from the B-52's wing pylon. More than 30 years earlier, this same B-52 launched the original lifting-body vehicles flight tested by NASA and the Air Force at what is now called the Dryden Flight Research Center and the Air Force Flight Test Center. NASA B-52, Tail Number 008, is an air launch carrier aircraft, 'mothership,' as well as a research aircraft platform that has been used on a variety of research projects. The aircraft, a 'B' model built in 1952 and first flown on June 11, 1955, is the oldest B-52 in flying status and has been used on some of the most significant research projects in aerospace history. Some of the significant projects supported by B-52 008 include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft technology), Pegasus, validation of parachute systems developed for the space shuttle program (solid-rocket-booster recovery system and the orbiter drag chute system), and the X-38. The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Information gained from the highly successful X-15 program contributed to the Mercury, Gemini, and Apollo human spaceflight programs as well as space shuttle development. Between 1966 and 1975, the B-52 served as the launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s and 1980s, the B-52 was the launch aircraft for several aircraft at what is now the Dryden Flight Research Center, Edwards, California, to study spin-stall, high-angle-of attack, and maneuvering characteristics. These included the 3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and structural testing). The aircraft supported the development of parachute recovery systems used to recover the

24 CFR 941.402 - Project design and construction.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 4 2011-04-01 2011-04-01 false Project design and construction... URBAN DEVELOPMENT PUBLIC HOUSING DEVELOPMENT Project Development § 941.402 Project design and.... A PHA may certify that its proposed design and construction plans for the development are in...

24 CFR 200.54 - Project completion funding.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 2 2012-04-01 2012-04-01 false Project completion funding. 200.54... Project completion funding. (a) Except as provided in paragraph (d) of this section, the mortgagor shall... conditions established by the Commissioner, where the required funding is to be provided by a grant or loan...

24 CFR 200.54 - Project completion funding.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 2 2011-04-01 2011-04-01 false Project completion funding. 200.54... Project completion funding. (a) Except as provided in paragraph (d) of this section, the mortgagor shall... conditions established by the Commissioner, where the required funding is to be provided by a grant or loan...

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

PubMed

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

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

High-Lift Propeller System Configuration Selection for NASA's SCEPTOR Distributed Electric Propulsion Flight Demonstrator

NASA Technical Reports Server (NTRS)

Patterson, Michael D.; Derlaga, Joseph M.; Borer, Nicholas K.

2016-01-01

Although the primary function of propellers is typically to produce thrust, aircraft equipped with distributed electric propulsion (DEP) may utilize propellers whose main purpose is to act as a form of high-lift device. These \\high-lift propellers" can be placed upstream of wing such that, when the higher-velocity ow in the propellers' slipstreams interacts with the wing, the lift is increased. This technique is a main design feature of a new NASA advanced design project called Scalable Convergent Electric Propulsion Technology Operations Research (SCEPTOR). The goal of the SCEPTOR project is design, build, and y a DEP aircraft to demonstrate that such an aircraft can be much more ecient than conventional designs. This paper provides details into the high-lift propeller system con guration selection for the SCEPTOR ight demonstrator. The methods used in the high-lift propeller system conceptual design and the tradeo s considered in selecting the number of propellers are discussed.

Numerical simulation of a powered-lift landing, tracking flow features using overset grids, and simulation of high lift devices on a fighter-lift-and-control wing

NASA Technical Reports Server (NTRS)

Chawla, Kalpana

1993-01-01

Attached as appendices to this report are documents describing work performed on the simulation of a landing powered-lift delta wing, the tracking of flow features using overset grids, and the simulation of flaps on the Wright Patterson Lab's fighter-lift-and-control (FLAC) wing. Numerical simulation of a powered-lift landing includes the computation of flow about a delta wing at four fixed heights as well as a simulated landing, in which the delta wing descends toward the ground. Comparison of computed and experimental lift coefficients indicates that the simulations capture the qualitative trends in lift-loss encountered by thrust-vectoring aircraft operating in ground effect. Power spectra of temporal variations of pressure indicate computed vortex shedding frequencies close to the jet exit are in the experimentally observed frequency range; the power spectra of pressure also provide insights into the mechanisms of lift oscillations. Also, a method for using overset grids to track dynamic flow features is described and the method is validated by tracking a moving shock and vortices shed behind a circular cylinder. Finally, Chimera gridding strategies were used to develop pressure coefficient contours for the FLAC wing for a Mach no. of 0.18 and Reynolds no. of 2.5 million.

75 FR 31803 - Notice of Issuance of Final Determination Concerning a Lift Unit for an Overhead Patient Lift System

Federal Register 2010, 2011, 2012, 2013, 2014

2010-06-04

... Determination Concerning a Lift Unit for an Overhead Patient Lift System AGENCY: U.S. Customs and Border... concerning the country of origin of a lift unit for an overhead patient lift system. Based upon the facts presented, CBP has concluded in the final determination that Sweden is the country of origin of the lift...

Feasibility study of modern airships, phase 1. Volume 2: Parametric analysis (task 3). [lift, weight (mass)

NASA Technical Reports Server (NTRS)

Lancaster, J. W.

1975-01-01

Various types of lighter-than-air vehicles from fully buoyant to semibuoyant hybrids were examined. Geometries were optimized for gross lifting capabilities for ellipsoidal airships, modified delta planform lifting bodies, and a short-haul, heavy-lift vehicle concept. It is indicated that: (1) neutrally buoyant airships employing a conservative update of materials and propulsion technology provide significant improvements in productivity; (2) propulsive lift for VTOL and aerodynamic lift for cruise significantly improve the productivity of low to medium gross weight ellipsoidal airships; and (3) the short-haul, heavy-lift vehicle, consisting of a simple combination of an ellipsoidal airship hull and existing helicopter componentry, provides significant potential for low-cost, near-term applications for ultra-heavy lift missions.

24 CFR 203.28 - Economic soundness of projects.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 2 2010-04-01 2010-04-01 false Economic soundness of projects. 203.28 Section 203.28 Housing and Urban Development Regulations Relating to Housing and Urban Development... § 203.28 Economic soundness of projects. The mortgage must be executed with respect to a project which...

24 CFR 203.28 - Economic soundness of projects.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 2 2014-04-01 2014-04-01 false Economic soundness of projects. 203.28 Section 203.28 Housing and Urban Development Regulations Relating to Housing and Urban Development... § 203.28 Economic soundness of projects. The mortgage must be executed with respect to a project which...

24 CFR 203.28 - Economic soundness of projects.

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 2 2012-04-01 2012-04-01 false Economic soundness of projects. 203.28 Section 203.28 Housing and Urban Development Regulations Relating to Housing and Urban Development... § 203.28 Economic soundness of projects. The mortgage must be executed with respect to a project which...

24 CFR 203.28 - Economic soundness of projects.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 2 2013-04-01 2013-04-01 false Economic soundness of projects. 203.28 Section 203.28 Housing and Urban Development Regulations Relating to Housing and Urban Development... § 203.28 Economic soundness of projects. The mortgage must be executed with respect to a project which...

24 CFR 203.28 - Economic soundness of projects.

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 2 2011-04-01 2011-04-01 false Economic soundness of projects. 203.28 Section 203.28 Housing and Urban Development Regulations Relating to Housing and Urban Development... § 203.28 Economic soundness of projects. The mortgage must be executed with respect to a project which...

Spanwise lift distributions and wake velocity surveys of a semi-span wing with a discontinuous twist

NASA Technical Reports Server (NTRS)

Kumagai, Hiroyuki

1989-01-01

A wind tunnel test was conducted in the NASA-Ames 7 x 10 ft wind tunnel to investigate the lift distribution on a semispan wing with a discontinuous change in spanwise twist. The semispan wing had a tip with an adjustable pitch angle independent on the inboard section pitch angle simulating the free tip rotor blade when its free tip is at a deflected position. The spanwise lift distribution over the wing and the tip were measured and three component velocity surveys behind the wing were obtained with a 3-D laser Doppler velocimeter (LV) with the wing at one angle of attack and the tip deflected at different pitch angles. A six-component internal strain gage balance was also used to measure total forces and moments on the tip. The 3-D lift was computed from the 2-D lift distributions obtained from the LV and from the strain gage balance. The results from both experimental methods are shown to be in agreement with predictions made by a steady, 3-D panel code, VSAERO.

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

PubMed

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

2016-12-01

Lower back problems are a common cause of sick leave of employees in Dutch care homes and hospitals. In the Netherlands over 40% of reported sick leave is due to back problems, mainly caused by carrying out heavy work. The goal of the iLift project was to develop a game for nursing personnel to train them in lifting and transfer techniques. The main focus was not on testing for the effectiveness of the game itself, but rather on the design of the game as an autogenous trigger and its place in a behavioral change support system. In this article, the design and development of such a health behavior change support system is addressed, describing cycles of design and evaluation. (a) To define the problem space, use context and user context, focus group interviews were conducted with Occupational Therapists (n=4), Nurses (n=10) and Caregivers (n=12) and a thematic analysis was performed. We interviewed experts (n=5) on the subject of lifting and transferring techniques. (b) A design science research approach resulted in a playable prototype. An expert panel conducted analysis of video-recorded playing activities. (c) Field experiment: We performed a dynamic analysis in order to investigate the feasibility of the prototype through biometric data from player sessions (n=620) by healthcare professionals (n=37). (a) Occupational Therapists, Nurses and Caregivers did not recognise a lack of knowledge with training in lifting and transferring techniques. All groups considered their workload, time pressure and a culturally determined habit to place the patient's well being above their own as the main reason not to apply appropriate lifting and transferring techniques. This led to a shift in focus from a serious game teaching lifting and transferring techniques to a health behavior change support system containing a game with the intention to influence behavior. (b) Building and testing (subcomponents of) the prototype resulted in design choices regarding players perspective

Design and analysis of lifting tool assemblies to lift different engine block

NASA Astrophysics Data System (ADS)

Sawant, Arpana; Deshmukh, Nilaj N.; Chauhan, Santosh; Dabhadkar, Mandar; Deore, Rupali

2017-07-01

Engines block are required to be lifted from one place to another while they are being processed. The human effort required for this purpose is more and also the engine block may get damaged if it is not handled properly. There is a need for designing a proper lifting tool which will be able to conveniently lift the engine block and place it at the desired position without any accident and damage to the engine block. In the present study lifting tool assemblies are designed and analyzed in such way that it may lift different categories of engine blocks. The lifting tool assembly consists of lifting plate, lifting ring, cap screws and washers. A parametric model and assembly of Lifting tool is done in 3D modelling software CREO 2.0 and analysis is carried out in ANSYS Workbench 16.0. A test block of weight equivalent to that of an engine block is considered for the purpose of analysis. In the preliminary study, without washer the stresses obtained on the lifting tool were more than the safety margin. In the present design, washers were used with appropriate dimensions which helps to bring down the stresses on the lifting tool within the safety margin. Analysis is carried out to verify that tool design meets the ASME BTH-1 required safety margin.

Ares V: Progress Toward a Heavy Lift Capability for the Heavy Lift Capability for the Moon and Beyond

NASA Technical Reports Server (NTRS)

Sumrall, Phil

2008-01-01

The NASA Ares Projects are developing the launch vehicles to move the United States and humanity beyond low earth orbit. Ares 1 is a crewed vehicle, and Ares V is a heavy-lift vehicle being designed to send crews and cargo to the Moon. The Ares V design is evolving and maturing toward an authority-to-proceed milestone in 2011. The Ares V vehicle will be considered a national asset, opening new worlds and creating unmatched opportunities for human exploration, science, national security, and space business.

Modification of the Douglas Neumann program to improve the efficiency of predicting component interference and high lift characteristics

NASA Technical Reports Server (NTRS)

Bristow, D. R.; Grose, G. G.

1978-01-01

The Douglas Neumann method for low-speed potential flow on arbitrary three-dimensional lifting bodies was modified by substituting the combined source and doublet surface paneling based on Green's identity for the original source panels. Numerical studies show improved accuracy and stability for thin lifting surfaces, permitting reduced panel number for high-lift devices and supercritical airfoil sections. The accuracy of flow in concave corners is improved. A method of airfoil section design for a given pressure distribution, based on Green's identity, was demonstrated. The program uses panels on the body surface with constant source strength and parabolic distribution of doublet strength, and a doublet sheet on the wake. The program is written for the CDC CYBER 175 computer. Results of calculations are presented for isolated bodies, wings, wing-body combinations, and internal flow.

A participatory approach to the study of lifting demands and musculoskeletal symptoms among Hong Kong workers

PubMed Central

Yeung, S; Genaidy, A; Deddens, J; Shoaf, C; Leung, P

2003-01-01

Aims: To investigate the use of a worker based methodology to assess the physical stresses of lifting tasks on effort expended, and to associate this loading with musculoskeletal outcomes (MO). Methods: A cross sectional study was conducted on 217 male manual handling workers from the Hong Kong area. The effects of four lifting variables (weight of load, horizontal distance, twisting angle, and vertical travel distance) on effort were examined using a linguistic approach (that is, characterising variables in descriptors such as "heavy" for weight of load). The numerical interpretations of linguistic descriptors were established. In addition, the associations between on the job effort and MO were investigated for 10 body regions including the spine, and both upper and lower extremities. Results: MO were prevalent in multiple body regions (range 12–58%); effort was significantly associated with MO in 8 of 10 body regions (odds ratios with age adjusted ranged from 1.31 for low back to 1.71 for elbows and forearm). The lifting task variables had significant effects on effort, with the weight of load having twice the effect of other variables; each linguistic descriptor was better described by a range of numerical values rather than a single numerical value. Conclusions: The participatory worker based approach on musculoskeletal outcomes is a promising methodology. Further testing of this approach is recommended. PMID:14504360

Effects of squat lift training and free weight muscle training on maximum lifting load and isolinetic peak torque of young adults without impairments.

PubMed

Yeung, S S; Ng, G Y

2000-06-01

Manual lifting is a frequent cause of back injury, and there is no evidence as to which training mode can provide the best training effect for lifting performance and muscle force. The purpose of this study was to examine the effects of a squat lift training and a free weight muscle training program on the maximum lifting load and isokinetic peak torque in subjects without known neuromuscular or musculoskeletal impairments. Thirty-six adults (20 male, 16 female) without known neuromuscular or musculoskeletal impairments participated. The subjects' mean age was 21.25 years (SD=1.16, range=20-24). Subjects were divided into 3 groups. Subjects in group 1 (n=12) performed squat lift training. Subjects in group 2 (n=12) participated in free weight resistance training of their shoulder abductors, elbow flexors, knee extensors and trunk extensors. Subjects in group 3 (n=12) served as controls. The maximum lifting load and isokinetic peak torques of the trunk extensors, knee extensors, elbow flexors, and shoulder abductors of each subject were measured before and after the study. Training was conducted on alternate days for 4 weeks, with an initial load of 80% of each subject's maximum capacity and with the load increased by 5% weekly. All groups were comparable for all measured variables before the study. After 4 weeks, subjects in groups 1 and 2 demonstrated more improvement in maximum lifting load and isokinetic peak torque of the back extensors compared with the subjects in group 3, but the 2 training groups were not different. The findings demonstrate that both squat lift and free weight resistance training are equally effective in improving the lifting load and isokinetic back extension performance of individuals without impairments.

Prediction of static aerodynamic characteristics for slender bodies alone and with lifting surfaces to very high angles of attack

NASA Technical Reports Server (NTRS)

Jorgensen, L. H.

1977-01-01

An engineering-type method is presented for computing normal-force and pitching-moment coefficients for slender bodies of circular and noncircular cross section alone and with lifting surfaces. In this method, a semi-empirical term representing viscous-separation crossflow is added to a term representing potential-theory crossflow. For many bodies of revolution, computed aerodynamic characteristics are shown to agree with measured results for investigated free-stream Mach numbers from 0.6 to 2.9. The angles of attack extend from 0 deg to 180 deg for M = 2.9 from 0 deg to 60 deg for M = 0.6 to 2.0. For several bodies of elliptic cross section, measured results are also predicted reasonably well over the investigated Mach number range from 0.6 to 2.0 and at angles of attack from 0 deg to 60 deg. As for the bodies of revolution, the predictions are best for supersonic Mach numbers. For body-wing and body-wing-tail configurations with wings of aspect ratios 3 and 4, measured normal-force coefficients and centers are predicted reasonably well at the upper test Mach number of 2.0. Vapor-screen and oil-flow pictures are shown for many body, body-wing and body-wing-tail configurations. When spearation and vortex patterns are asymmetric, undesirable side forces are measured for the models even at zero sideslip angle. Generally, the side-force coefficients decrease or vanish with the following: increase in Mach number, decrease in nose fineness ratio, change from sharp to blunt nose, and flattening of body cross section (particularly the body nose).

Muscle and liver glycogen utilization during prolonged lift and carry exercise: male and female responses.

PubMed

Price, Thomas B; Sanders, Kimberly

2017-02-01

This study examined the use of carbohydrates by men and women during lift/carry exercise. Effects of menstrual cycle variation were examined in women. Twenty-five subjects (15 M, 10 F) were studied; age 25 ± 2y M, 26 ± 3y F, weight 85 ± 3 kg* M, 63 ± 3 kg F, and height 181 ± 2 cm* M, 161 ± 2 cm F (* P  < 0.0001). During exercise subjects squatted to floor level and lifted a 30 kg box, carried it 3 m, and placed it on a shelf 132 cm high 3X/min over a 3-hour period (540 lifts) or until they could not continue. Males were studied in a single session, females were studied on separate occasions (during the luteal (L) and follicular (F) menstrual phases). The protocol was identical for both sexes and on both occasions in the female group. Glycogen utilization was tracked with natural abundance C-13 NMR of quadriceps femoris and biceps brachialis muscles, and in the liver at rest and throughout the exercise period. Males completed more of the 180 min protocol than females [166 ± 9 min M, 112 ± 16 min* F (L), 88 ± 16 min** F (F) (* P  = 0.0036, ** P  < 0.0001)]. Quadriceps glycogen depletion was similar between sexes and within females in L/F phases [4.7 ± 0.8 mmol/L-h M, 4.5 ± 2.4 mmol/L-h F (L), 10.3 ± 3.5 mmol/L-h F (F)]. Biceps glycogen depletion was greater in females [2.7 ± 0.9 mmol/L-h M, 10.3 ± 1.3 mmol/L-h* F (L), 16.8 ± 4.8 mmol/L-h** F (F) (* P  = 0.0004, ** P  = 0.0122)]. Resting glycogen levels were higher in females during the follicular phase ( P  = 0.0077). Liver glycogen depletion increased during exercise, but was not significant. We conclude that with non-normalized lift/carry exercise: (1) Based on their smaller size, women are less capable of completing and work their upper body harder than men. (2) Women and men work their lower body at similar levels. (3) Women store more quadriceps carbohydrate during the follicular phase. (4) The liver is not significantly challenged by

Lift-enhancement in the gliding paradise tree snake

NASA Astrophysics Data System (ADS)

Krishnan, Anush; Barba, Lorena A.

2012-11-01

The paradise tree snake is a good glider, despite having no wing-like appendages. This snake jumps from tree branches, flattens its body and adopts an S-shape, then glides while undulating laterally in the air. Previous experimental studies in wind and water tunnels showed that the lift of the snake cross-section can peak markedly at about 35° angle of attack, a surprising feature that hints at a lift-enhancing mechanism. Here, we report numerical simulations on the snake cross-section using an immersed boundary method, which also show the peak in lift above a certain Reynolds number threshold. Our visualizations reveal a change in the vortex shedding pattern at that angle of attack. We also study variants of the cross-section, removing the anatomical overhanging lips on the fore and aft, and observe that they have a large impact on the flow field. The best performance is in fact obtained with the anatomically correct shape of the snake.

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

PubMed

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

2016-09-01

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

M2-F1 mounted in NASA Ames Research Center 40x80 foot wind tunnel

NASA Technical Reports Server (NTRS)

1962-01-01

-47 aircraft and released. These initial car-tow tests produced enough flight data about the M2-F1 to proceed with flights behind the C-47 tow plane at greater altitudes. The C-47 took the craft to an altitude of 12,000 where free flights back to Rogers Dry Lake began. Pilot for the first series of flights of the M2-F1 was NASA research pilot Milt Thompson. Typical glide flights with the M2-F1 lasted about two minutes and reached speeds of 110 to l20 mph. A small solid landing rocket, referred to as the 'instant L/D rocket,' was installed in the rear base of the M2-F1. This rocket, which could be ignited by the pilot, provided about 250 pounds of thrust for about 10 seconds. The rocket could be used to extend the flight time near landing if needed. More than 400 ground tows and 77 aircraft tow flights were carried out with the M2-F1. The success of Dryden's M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies based on studies at NASA's Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, and the U.S. Air Force's X-24 program, with an X-24A and -B built by Martin. The Lifting Body program also heavily influenced the Space Shuttle program. The M2-F1 program demonstrated the feasibility of the lifting body concept for horizontal landings of atmospheric entry vehicles. It also demonstrated a procurement and management concept for prototype flight test vehicles that produced rapid results at very low cost (approximately $50,000, excluding salaries of government employees assigned to the project).

Lift truck safety review

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

Cadwallader, L.C.

1997-03-01

This report presents safety information about powered industrial trucks. The basic lift truck, the counterbalanced sit down rider truck, is the primary focus of the report. Lift truck engineering is briefly described, then a hazard analysis is performed on the lift truck. Case histories and accident statistics are also given. Rules and regulations about lift trucks, such as the US Occupational Safety an Health Administration laws and the Underwriter`s Laboratories standards, are discussed. Safety issues with lift trucks are reviewed, and lift truck safety and reliability are discussed. Some quantitative reliability values are given.

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

NASA Technical Reports Server (NTRS)

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

2017-01-01

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

24 CFR 990.275 - Project-based management (PBM).

Code of Federal Regulations, 2010 CFR

2010-04-01

... 24 Housing and Urban Development 4 2010-04-01 2010-04-01 false Project-based management (PBM). 990... URBAN DEVELOPMENT THE PUBLIC HOUSING OPERATING FUND PROGRAM Asset Management § 990.275 Project-based... of rental housing at the project level. Under PBM, these property management services are arranged...

24 CFR 990.275 - Project-based management (PBM).

Code of Federal Regulations, 2011 CFR

2011-04-01

... 24 Housing and Urban Development 4 2011-04-01 2011-04-01 false Project-based management (PBM). 990... URBAN DEVELOPMENT THE PUBLIC HOUSING OPERATING FUND PROGRAM Asset Management § 990.275 Project-based... of rental housing at the project level. Under PBM, these property management services are arranged...

24 CFR 990.275 - Project-based management (PBM).

Code of Federal Regulations, 2012 CFR

2012-04-01

... 24 Housing and Urban Development 4 2012-04-01 2012-04-01 false Project-based management (PBM). 990... URBAN DEVELOPMENT THE PUBLIC HOUSING OPERATING FUND PROGRAM Asset Management § 990.275 Project-based... of rental housing at the project level. Under PBM, these property management services are arranged...

24 CFR 990.275 - Project-based management (PBM).

Code of Federal Regulations, 2013 CFR

2013-04-01

... 24 Housing and Urban Development 4 2013-04-01 2013-04-01 false Project-based management (PBM). 990... URBAN DEVELOPMENT THE PUBLIC HOUSING OPERATING FUND PROGRAM Asset Management § 990.275 Project-based... of rental housing at the project level. Under PBM, these property management services are arranged...

24 CFR 990.275 - Project-based management (PBM).

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 4 2014-04-01 2014-04-01 false Project-based management (PBM). 990... URBAN DEVELOPMENT THE PUBLIC HOUSING OPERATING FUND PROGRAM Asset Management § 990.275 Project-based... of rental housing at the project level. Under PBM, these property management services are arranged...

Forehead lift

MedlinePlus

... both sides even. If you have already had plastic surgery to lift your upper eyelids, a forehead ... brow lifting. In: Rubin JP, Neligan PC, eds. Plastic Surgery: Volume 2: Aesthetic Surgery . 4th ed. Philadelphia, ...

24 CFR 1003.302 - Project specific threshold requirements.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 24 Housing and Urban Development 4 2014-04-01 2014-04-01 false Project specific threshold requirements. 1003.302 Section 1003.302 Housing and Urban Development REGULATIONS RELATING TO HOUSING AND URBAN... Purpose Grant Application and Selection Process § 1003.302 Project specific threshold requirements. (a...

X-38 Ship #2 Mated to B-52 Mothership in Flight

NASA Image and Video Library

1999-07-09

This photo shows one of the X-38 lifting-body research vehicles mated to NASA's B-52 mothership in flight prior to launch. The B-52 has been a workhorse for the Dryden Flight Research Center for more than 40 years, carrying numerous research vehicles aloft and conducting a variety of other research flight experiments.

Heavy Lift for Exploration: Options and Utilization

NASA Technical Reports Server (NTRS)

Creech, Steve; Sumrall, Phil

2010-01-01

Every study of exploration capabilities since the Apollo Program has recommended the renewal of a heavy lift launch capability for the United States. NASA is aggressively pursuing that capability. This paper will discuss several aspects of that effort and the potential uses for that heavy lift capability. The need for heavy lift was cited most recent in the findings of the Review of U.S. Human Space Flight Plans Committee. Combined with considerations of launch availability and on-orbit operations, the Committee finds that exploration will benefit from the availability of a heavy-lift vehicle, the report said. In addition, heavy lift would enable the launching of large scientific observatories and more capable deep-space missions. It may also provide benefit in national security applications. The most recent focus of NASA s heavy lift effort is the Ares V cargo launch vehicle, which is part of the Constellation Program architecture for human exploration beyond low Earth orbit (LEO). The most recent point-of-departure configuration of the Ares V was approved during the Lunar Capabilities concept Review (LCCR) in 2008. The Ares V first stage propulsion system consists of a core stage powered by six commercial liquid hydrogen/liquid oxygen (LH2/LOX) RS-68 engines, flanked by two 5.5-segment solid rocket boosters (SRBs) based on the 5-segment Ares I first stage. The boosters use the same Polybutadiene Acrylonitrile (PBAN) propellant as the Space Shuttle. Atop the core stage is the Earth departure stage (EDS), powered by a single J-2X upper stage engine based on the Ares I upper stage engine. The 33-foot-diameter payload shroud can enclose a lunar lander, scientific instruments, or other payloads. Since LCCR, NASA has continued to refine the design through several successive internal design cycles. In addition, NASA has worked to quantify the broad national consensus for heavy lift in ways that, to the extent possible, meet the needs of the user community.

Three-dimensional motion analysis of the lumbar spine during "free squat" weight lift training.

PubMed

Walsh, James C; Quinlan, John F; Stapleton, Robert; FitzPatrick, David P; McCormack, Damian

2007-06-01

Heavy weight lifting using a squat bar is a commonly used athletic training exercise. Previous in vivo motion studies have concentrated on lifting of everyday objects and not on the vastly increased loads that athletes subject themselves to when performing this exercise. Athletes significantly alter their lumbar spinal motion when performing squat lifting at heavy weights. Controlled laboratory study. Forty-eight athletes (28 men, 20 women) performed 6 lifts at 40% maximum, 4 lifts at 60% maximum, and 2 lifts at 80% maximum. The Zebris 3D motion analysis system was used to measure lumbar spine motion. Exercise was performed as a "free" squat and repeated with a weight lifting support belt. Data obtained were analyzed using SAS. A significant decrease (P < .05) was seen in flexion in all groups studied when lifting at 40% maximum compared with lifting at 60% and 80% of maximum lift. Flexion from calibrated 0 point ranged from 24.7 degrees (40% group) to 6.8 degrees (80% group). A significant increase (P < .05) was seen in extension when lifting at 40% maximum was compared with lifting at 60% and 80% maximum lift. Extension from calibrated 0 point ranged from -1.5 degrees (40% group) to -20.3 degrees (80% group). No statistically significant difference was found between motion seen when exercise was performed as a free squat or when lifting using a support belt in any of the groups studied. Weight lifting using a squat bar causes athletes to significantly hyperextend their lumbar spines at heavier weights. The use of a weight lifting support belt does not significantly alter spinal motion during lifting.

Formal optimization of hovering performance using free wake lifting surface theory

NASA Technical Reports Server (NTRS)

Chung, S. Y.

1986-01-01

Free wake techniques for performance prediction and optimization of hovering rotor are discussed. The influence functions due to vortex ring, vortex cylinder, and source or vortex sheets are presented. The vortex core sizes of rotor wake vortices are calculated and their importance is discussed. Lifting body theory for finite thickness body is developed for pressure calculation, and hence performance prediction of hovering rotors. Numerical optimization technique based on free wake lifting line theory is presented and discussed. It is demonstrated that formal optimization can be used with the implicit and nonlinear objective or cost function such as the performance of hovering rotors as used in this report.

A Practical Approach To Lift-Off

NASA Astrophysics Data System (ADS)

Jones, Susan K.; Chapman, Richard C.; Pavelchek, Edward K.

1987-08-01

Lift-off technology provides an alternate metal patterning technology to that of subtractive etching. In this raper, we describe an image reversal process which provides a practical means for reliably producing resist stencils which are required for successful lift-off in a 2.0 μm metal pitch CMOS process, as well as for experimental submicron processing. Experimental data and PROSIM simulations are presented to show the effects of patterning exposure dose, flood exposure dose, develop time, and focus parameters on resist linewidths as well as for control of resist retrograde (undercut) sidewall angles. Deposition and subsequent lift-off of Al/Cu alloys and sandwich metallizations is demonstrated. Because the image reversal process enables pattern definition at the top of the resist film, it is demonstrated that thicker resist films can be used to produce finer resolution of lift-off stencils over topography than would have been expected without resorting to multilayer resist structures.

High lift selected concepts

NASA Technical Reports Server (NTRS)

Henderson, M. L.

1979-01-01

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

The lift-fan powered-lift aircraft concept: Lessons learned

NASA Technical Reports Server (NTRS)

Deckert, Wallace H.

1993-01-01

This is one of a series of reports on the lessons learned from past research related to lift-fan aircraft concepts. An extensive review is presented of the many lift-fan aircraft design studies conducted by both government and industry over the past 45 years. Mission applications and design integration including discussions on manifolding hot gas generators, hot gas dusting, and energy transfer control are addressed. Past lift-fan evaluations of the Avrocar are discussed. Lessons learned from these past efforts are identified.

Design of a portable powered seat lift

NASA Technical Reports Server (NTRS)

Weddendorf, Bruce

1993-01-01

People suffering from degenerative hip or knee joints find sitting and rising from a seated position very difficult. These people can rely on large stationary chairs at home, but must ask others for assistance when rising from any other chair. An orthopedic surgeon identified to the MSFC Technology Utilization Office the need for development of a portable device that could perform a similar function to the stationary lift chairs. The MSFC Structural Development Branch answered the Technology Utilization Office's request for design of a portable powered seat lift. The device is a seat cushion that opens under power, lifting the user to near-standing positions. The largest challenge was developing a mechanism to provide a stable lift over the large range of motion needed, and fold flat enough to be comfortable to sit on. CAD 3-D modeling was used to generate complete drawings for the prototype, and a full-scale working model of the Seat lift was made based on the drawings. The working model is of low strength, but proves the function of the mechanism and the concept.

Lessons learned from training peer-leaders to conduct Body Project workshops.

PubMed

Vanderkruik, Rachel; Strife, Samantha; Dimidjian, Sona

2017-01-01

The Body Project is a cognitive-dissonance intervention that is effective in improving body satisfaction for high school and college aged women. The Body Project can be implemented by trained peers, thus increasing its potential for broad and cost-effective dissemination. Little is known, however, about peer-leaders' perceptions of their training needs and preferences to deliver prevention programs. This qualitative study explored the perceptions of training strengths and areas of improvement among 14 Body Project peer-leaders at a college campus through a series of focus groups. Recommendations are made to inform training for the Body Project as well as peer-led prevention and treatment interventions more broadly.

A Summary of the NASA Design Environment for Novel Vertical Lift Vehicles (DELIVER) Project

NASA Technical Reports Server (NTRS)

Theodore, Colin R.

2018-01-01

The number of new markets and use cases being developed for vertical take-off and landing vehicles continues to explode, including the highly publicized urban air taxi and package deliver applications. There is an equally exploding variety of novel vehicle configurations and sizes that are being proposed to fill these new market applications. The challenge for vehicle designers is that there is currently no easy and consistent way to go from a compelling mission or use case to a vehicle that is best configured and sized for the particular mission. This is because the availability of accurate and validated conceptual design tools for these novel types and sizes of vehicles have not kept pace with the new markets and vehicles themselves. The Design Environment for Novel Vertical Lift Vehicles (DELIVER) project was formulated to address this vehicle design challenge by demonstrating the use of current conceptual design tools, that have been used for decades to design and size conventional rotorcraft, applied to these novel vehicle types, configurations and sizes. In addition to demonstrating the applicability of current design and sizing tools to novel vehicle configurations and sizes, DELIVER also demonstrated the addition of key transformational technologies of noise, autonomy, and hybrid-electric and all-electric propulsion into the vehicle conceptual design process. Noise is key for community acceptance, autonomy and the need to operate autonomously are key for efficient, reliable and safe operations, and electrification of the propulsion system is a key enabler for these new vehicle types and sizes. This paper provides a summary of the DELIVER project and shows the applicability of current conceptual design and sizing tools novel vehicle configurations and sizes that are being proposed for urban air taxi and package delivery type applications.

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

PubMed

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

2017-09-01

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

Design of high lift airfoils with a Stratford distribution by the Eppler method

NASA Technical Reports Server (NTRS)

Thomson, W. G.

1975-01-01

Airfoils having a Stratford pressure distribution, which has zero skin friction in the pressure recovery area, were investigated in an effort to develop high lift airfoils. The Eppler program, an inverse conformal mapping technique where the x and y coordinates of the airfoil are developed from a given velocity distribution, was used.

Recognition of military-specific physical activities with body-fixed sensors.

PubMed

Wyss, Thomas; Mäder, Urs

2010-11-01

The purpose of this study was to develop and validate an algorithm for recognizing military-specific, physically demanding activities using body-fixed sensors. To develop the algorithm, the first group of study participants (n = 15) wore body-fixed sensors capable of measuring acceleration, step frequency, and heart rate while completing six military-specific activities: walking, marching with backpack, lifting and lowering loads, lifting and carrying loads, digging, and running. The accuracy of the algorithm was tested in these isolated activities in a laboratory setting (n = 18) and in the context of daily military training routine (n = 24). The overall recognition rates during isolated activities and during daily military routine activities were 87.5% and 85.5%, respectively. We conclude that the algorithm adequately recognized six military-specific physical activities based on sensor data alone both in a laboratory setting and in the military training environment. By recognizing type of physical activities this objective method provides additional information on military-job descriptions.

Sonic Boom Research at NASA Dryden: Objectives and Flight Results from the Lift and Nozzle Change Effects on Tail Shock (LaNCETS) Project

NASA Technical Reports Server (NTRS)

Moes, Timothy R.

2009-01-01

The principal objective of the Supersonics Project is to develop and validate multidisciplinary physics-based predictive design, analysis and optimization capabilities for supersonic vehicles. For aircraft, the focus will be on eliminating the efficiency, environmental and performance barriers to practical supersonic flight. Previous flight projects found that a shaped sonic boom could propagate all the way to the ground (F-5 SSBD experiment) and validated design tools for forebody shape modifications (F-5 SSBD and Quiet Spike experiments). The current project, Lift and Nozzle Change Effects on Tail Shock (LaNCETS) seeks to obtain flight data to develop and validate design tools for low-boom tail shock modifications. Attempts will be made to alter the shock structure of NASA's NF-15B TN/837 by changing the lift distribution by biasing the canard positions, changing the plume shape by under- and over-expanding the nozzles, and changing the plume shape using thrust vectoring. Additional efforts will measure resulting shocks with a probing aircraft (F-15B TN/836) and use the results to validate and update predictive tools. Preliminary flight results are presented and are available to provide truth data for developing and validating the CFD tools required to design low-boom supersonic aircraft.

Optimal Shape Design of Mail-Slot Nacelle on N3-X Hybrid Wing-Body Configuration

NASA Technical Reports Server (NTRS)

Kim, Hyoungjin; Liou, Meng-Sing

2013-01-01

System studies show that a N3-X hybrid wing-body aircraft with a turboelectric distributed propulsion system using a mail-slot inlet/nozzle nacelle can meet the environmental and performance goals for N+3 generation transports (three generations beyond the current air transport technology level) set by NASA's Subsonic Fixed Wing Project. In this study, a Navier-Stokes flow simulation of N3-X on hybrid unstructured meshes was conducted, including the mail-slot propulsor. The geometry of the mail-slot propulsor was generated by a CAD (Computer-Aided Design)-free shape parameterization. A novel body force model generation approach was suggested for a more realistic and efficient simulation of the flow turning, pressure rise and loss effects of the fan blades and the inlet-fan interactions. Flow simulation results of the N3-X demonstrates the validity of the present approach. An optimal Shape design of the mail-slot nacelle surface was conducted to reduce strength of shock waves and flow separations on the cowl surface.

Fuel properties to enable lifted-flame combustion

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

Kurtz, Eric

The Fuel Properties to Enable Lifted-Flame Combustion project responded directly to solicitation DE-FOA-0000239 AOI 1A, Fuels and Lubricants for Advanced Combustion Regimes. This subtopic was intended to encompass clean and highly-efficient, liquid-fueled combustion engines to achieve extremely low engine-out nitrogen oxides (NOx) and particulate matter (PM) as a target and similar efficiency as state-of-the-art direct injection diesel engines. The intent of this project was to identify how fuel properties can be used to achieve controllable Leaner Lifted Flame Combustion (LLFC) with low NOx and PM emissions. Specifically, this project was expected to identify and test key fuel properties to enablemore » LLFC and their compatibility with current fuel systems and to enhance combustion models to capture the effect of fuel properties on advanced combustion. Successful demonstration of LLFC may reduce the need for after treatment devices, thereby reducing costs and improving thermal efficiency. The project team consisted of key technical personnel from Ford Motor Company (FMC), the University of Wisconsin-Madison (UW), Sandia National Laboratories (SNL) and Lawrence Livermore National Laboratories (LLNL). Each partner had key roles in achieving project objectives. FMC investigated fuel properties relating to LLFC and sooting tendency. Together, FMC and UW developed and integrated 3D combustion models to capture fuel property combustion effects. FMC used these modeling results to develop a combustion system and define fuel properties to support a single-cylinder demonstration of fuel-enabled LLFC. UW investigated modeling the flame characteristics and emissions behavior of different fuels, including those with different cetane number and oxygen content. SNL led spray combustion experiments to quantify the effect of key fuel properties on combustion characteristics critical for LLFC, as well as single cylinder optical engine experiments to improve fundamental

Inexpensive Dramatic Pneumatic Lift

NASA Astrophysics Data System (ADS)

Morse, Robert A.

2017-09-01

Various experiments and demonstrations relate air pressure and air pressure difference to force and area. Carpenter and Minnix describe a large-scale pneumatic lift in which a person sitting on a board atop a plastic garbage bag is lifted when the bag is connected to the exhaustport of a vacuum cleaner, which easily lifts the person. This article describes the construction and use of an inexpensive hand-held pneumatic lift to demonstrate the same principle.

LAVA Simulations for the 3rd AIAA CFD High Lift Prediction Workshop with Body Fitted Grids

NASA Technical Reports Server (NTRS)

Jensen, James C.; Stich, Gerrit-Daniel; Housman, Jeffrey A.; Denison, Marie; Kiris, Cetin C.

2018-01-01

In response to the 3rd AIAA CFD High Lift Prediction Workshop, the workshop cases were analyzed using Reynolds-averaged Navier-Stokes flow solvers within the Launch Ascent and Vehicle Aerodynamics (LAVA) solver framework. For the workshop cases the advantages and limitations of both overset-structured an unstructured polyhedral meshes were assessed. The workshop included 3 cases: a 2D airfoil validation case, a mesh convergence study using the High Lift Common Research Model, and a nacelle/pylon integration study using the JAXA (Japan Aerospace Exploration Agency) Standard Model. The 2D airfoil case from the workshop is used to verify the implementation of the Spalart-Allmaras turbulence model along with some of its variants within the solver. The High Lift Common Research Model case is used to assess solver performance and accuracy at varying mesh resolutions, as well as identify the minimum mesh fidelity required for LAVA on this class of problem. The JAXA Standard Model case is used to assess the solver's sensitivity to the turbulence model and to compare the structured and unstructured mesh paradigms. These workshop cases have helped establish best practices for high lift flow configurations for the LAVA solver.

Body image and quality of life in patients with and without body contouring surgery following bariatric surgery: a comparison of pre- and post-surgery groups

PubMed Central

de Zwaan, Martina; Georgiadou, Ekaterini; Stroh, Christine E.; Teufel, Martin; Köhler, Hinrich; Tengler, Maxi; Müller, Astrid

2014-01-01

Background: Massive weight loss (MWL) following bariatric surgery frequently results in an excess of overstretched skin causing physical discomfort and negatively affecting quality of life, self-esteem, body image, and physical functioning. Methods: In this cross-sectional study 3 groups were compared: (1) patients prior to bariatric surgery (n = 79), (2) patients after bariatric surgery who had not undergone body contouring surgery (BCS) (n = 252), and (3) patients after bariatric surgery who underwent subsequent BCS (n = 62). All participants completed self-report questionnaires assessing body image (Multidimensional Body-Self Relations Questionnaire, MBSRQ), quality of life (IWQOL-Lite), symptoms of depression (PHQ-9), and anxiety (GAD-7). Results: Overall, 62 patients (19.2%) reported having undergone a total of 90 BCS procedures. The most common were abdominoplasties (88.7%), thigh lifts (24.2%), and breast lifts (16.1%). Post-bariatric surgery patients differed significantly in most variables from pre-bariatric surgery patients. Although there were fewer differences between patients with and without BCS, patients after BCS reported better appearance evaluation (AE), body area satisfaction (BAS), and physical functioning, even after controlling for excess weight loss and time since surgery. No differences were found for symptoms of depression and anxiety, and most other quality of life and body image domains. Discussion: Our results support the results of longitudinal studies demonstrating significant improvements in different aspects of body image, quality of life, and general psychopathology after bariatric surgery. Also, we found better AE and physical functioning in patients after BCS following bariatric surgery compared to patients with MWL after bariatric surgery who did not undergo BCS. Overall, there appears to be an effect of BCS on certain aspects of body image and quality of life but not on psychological aspects on the whole. PMID:25477839

High Lift Common Research Model for Wind Tunnel Testing: An Active Flow Control Perspective

NASA Technical Reports Server (NTRS)

Lin, John C.; Melton, Latunia P.; Viken, Sally A.; Andino, Marlyn Y.; Koklu, Mehti; Hannon, Judith A.; Vatsa, Veer N.

2017-01-01

This paper provides an overview of a research and development effort sponsored by the NASA Advanced Air Transport Technology Project to achieve the required high-lift performance using active flow control (AFC) on simple hinged flaps while reducing the cruise drag associated with the external mechanisms on slotted flaps of a generic modern transport aircraft. The removal of the external fairings for the Fowler flap mechanism could help to reduce drag by 3.3 counts. The main challenge is to develop an AFC system that can provide the necessary lift recovery on a simple hinged flap high-lift system while using the limited pneumatic power available on the aircraft. Innovative low-power AFC concepts will be investigated in the flap shoulder region. The AFC concepts being explored include steady blowing and unsteady blowing operating in the spatial and/or temporal domain. Both conventional and AFC-enabled high-lift configurations were designed for the current effort. The high-lift configurations share the cruise geometry that is based on the NASA Common Research Model, and therefore, are also open geometries. A 10%-scale High Lift Common Research Model (HL-CRM) is being designed for testing at the NASA Langley Research Center 14- by 22-Foot Subsonic Tunnel during fiscal year 2018. The overall project plan, status, HL-CRM configurations, and AFC objectives for the wind tunnel test are described.

Can a new behaviorally oriented training process to improve lifting technique prevent occupationally related back injuries due to lifting?

PubMed

Lavender, Steven A; Lorenz, Eric P; Andersson, Gunnar B J

2007-02-15

A prospective randomized control trial. To determine the degree to which a new behavior-based lift training program (LiftTrainer; Ascension Technology, Burlington, VT) could reduce the incidence of low back disorder in distribution center jobs that require repetitive lifting. Most studies show programs aimed at training lifting techniques to be ineffective in preventing low back disorders, which may be due to their conceptual rather than behavioral learning approach. A total of 2144 employees in 19 distribution centers were randomized into either the LiftTrainer program or a video control group. In the LiftTrainer program, participants were individually trained in up to 5, 30-minute sessions while instrumented with motion capture sensors to quantify the L5/S1 moments. Twelve months following the initial training, injury data were obtained from company records. Survival analyses (Kaplan-Meier) indicated that there was no difference in injury rates between the 2 training groups. Likewise, there was no difference in the turnover rates. However, those with a low (<30 Nm) average twisting moment at the end of the first session experienced a significantly (P < 0.005) lower rate of low back disorder than controls. While overall the LiftTrainer program was not effective, those with twisting moments below 30 Nm reported fewer injuries, suggesting a shift in focus for "safe" lifting programs.

18 CFR 2.24 - Project decommissioning at relicensing.

Code of Federal Regulations, 2010 CFR

2010-04-01

... 18 Conservation of Power and Water Resources 1 2010-04-01 2010-04-01 false Project decommissioning at relicensing. 2.24 Section 2.24 Conservation of Power and Water Resources FEDERAL ENERGY REGULATORY COMMISSION, DEPARTMENT OF ENERGY GENERAL RULES GENERAL POLICY AND INTERPRETATIONS Statements of General...

18 CFR 2.24 - Project decommissioning at relicensing.

Code of Federal Regulations, 2014 CFR

2014-04-01

... 18 Conservation of Power and Water Resources 1 2014-04-01 2014-04-01 false Project decommissioning at relicensing. 2.24 Section 2.24 Conservation of Power and Water Resources FEDERAL ENERGY REGULATORY COMMISSION, DEPARTMENT OF ENERGY GENERAL RULES GENERAL POLICY AND INTERPRETATIONS Statements of General...

18 CFR 2.24 - Project decommissioning at relicensing.

Code of Federal Regulations, 2013 CFR

2013-04-01

... 18 Conservation of Power and Water Resources 1 2013-04-01 2013-04-01 false Project decommissioning at relicensing. 2.24 Section 2.24 Conservation of Power and Water Resources FEDERAL ENERGY REGULATORY COMMISSION, DEPARTMENT OF ENERGY GENERAL RULES GENERAL POLICY AND INTERPRETATIONS Statements of General...

18 CFR 2.24 - Project decommissioning at relicensing.

Code of Federal Regulations, 2012 CFR