Aero Spacelines B377SG Super Guppy on Ramp Loading the X-24B and HL-10 Lifting Bodies.
NASA Technical Reports Server (NTRS)
1976-01-01
The Aero Spacelines B377SG Super Guppy was at Dryden in May, 1976, to ferry the X-24 and HL-10 lifting bodies from the Center to the Air Force Museum at Wright-Patterson Air Force Base, Ohio. The oversized cargo aircraft is a further modification of the B377PG Pregnant Guppy, which was built to transport outsized cargo for NASA's Apollo program, primarily to carry portions of the Saturn V rockets from the manufacturer to Cape Canaveral. The original Guppy modification incorporated the wings, engines, lower fuselage and tail from a Boeing 377 Stratocruiser with a huge upper fuselage more than 20 feet in diameter. The Super Guppy further expanded the fuselage added a taller vertical tail for better lateral stability. A later version, the Super Guppy Turbine, is still in occasional use by NASA to transport oversize structures. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered
X-24B on Lakebed Showing Upper Body Shape
NASA Technical Reports Server (NTRS)
1972-01-01
The sleek, futuristic shape of the X-24B lifting body research vehicle can be clearly seen in this look-down view of the aircraft on Rogers Dry Lake, adjacent to the NASA Flight Research Center, Edwards, California. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph-Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B demonstrated
X-24B with Test Pilot Michael V. Love
NASA Technical Reports Server (NTRS)
1973-01-01
This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting-body research vehicle at Edwards Air Force Base in 1973. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air
X-24B with Test Pilot Lt. Col. Michael V. Love
NASA Technical Reports Server (NTRS)
1976-01-01
This photo shows Air Force Lieutenant Colonel Michael V. Love in front of the X-24B lifting body research vehicle at Edwards Air Force Base in 1976. Love was assigned as a project pilot on the joint NASA-USAF X-24B Lifting Body flight test program at the NASA Flight Research Center. He made a total of 12 flights in the plane from October 4, 1973 until July 15, 1975. Love flew it to a speed of Mach 1.76 on October 25, 1974, a record for the X-24B. Love attended the USAF Test Pilot School and remained as an instructor there from 1969 through 1971. He was a test pilot at Edwards when assigned to fly to the X-24B. Love was a combat veteran of Vietnam and was awarded the Distinguished Flying Cross with two Oak Leaf clusters. Love perished while attempting an emergency landing in an RF-4C on March 1, 1976 - less than a month after this photo was taken. The X-24B was the last aircraft to fly in the Dryden Flight Research Center's manned lifting body program. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered
X-24B launch - air drop from mothership
NASA Technical Reports Server (NTRS)
1974-01-01
A fleet of lifting bodies flown at the NASA Flight Research Center, Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center in honor of Hugh L. Dryden.) In 1962, FRC Director Paul Bikle approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1. It featured a plywood shell, built by Gus Briegleb (a sailplane builder from El Mirage, California) placed over a tubular steel frame crafted at the FRC. Construction was completed in 1963. The success of the Flight Research Center M2-F1 program led to NASA development and construction of two heavyweight lifting bodies based on studies at the NASA Ames and Langley research centers--the M2-F2 and the HL-10, both built by the Northrop Corporation, Hawthorne, California. The Air Force also became interested in lifting body research and had a third design concept built, the X-24A, built by the Martin Company, Denver, Colorado. It was later modified into the X-24B and both configurations were flown in the joint NASA-Air Force lifting body program located at Dryden. The X-24B design evolved from a family of potential reentry shapes, each with higher lift-to-drag ratios, proposed by the Air Force Flight Dynamics Laboratory. To reduce the costs of constructing a research vehicle, the Air Force returned the X-24A to Martin for modifications that converted its bulbous shape into one resembling a 'flying flatiron' -- rounded top, flat bottom, and a double-delta planform that ended in a pointed nose. First to fly the X-24B was John A. Manke, a glide flight on August 1, 1973. He was also the pilot on the first
The Lifting Body Legacy...X-33
NASA Technical Reports Server (NTRS)
Barret, Chris
1999-01-01
NASA has a technology program in place to enable the development of a next generation Reusable Launch Vehicle that will carry our future payloads into orbit at a much-reduced cost. The VentureStar, Lifting Body (LB) flight vehicle, is one of the potential reusable launch vehicle configurations being studied. A LB vehicle has no wings and derives its lift solely from the shape of its body, and has the unique advantages of superior volumetric efficiency, better aerodynamic efficiency at high angles-of-attack and hypersonic speeds, and reduced thermal protection system weight. Classically, in a ballistic vehicle, drag has been employed to control the level of deceleration in reentry. In the LB, lift enables the vehicle to decelerate at higher altitudes for the same velocity and defines the reentry corridor which includes a greater cross range. This paper outlines the flight stability and control aspects of our LB heritage which was utilized in the design of the VentureStar LB and its test version, the X-33. NASA and the U.S. Air Force have a rich heritage of LB vehicle design and flight experience. In the initial LB Program, eight LB's were built and over 225 LB test flights were conducted through 1975. Three LB series were most significant in the advancement of today's LB technolocy: the M2-F; the HL-10; and the X-24 series. The M2-F series was designed by NASA Ames Research Center, the HL-10 series by NASA Langley Research Center, and the X-24 series by the U. S. Air Force. LB vehicles are alive again today with the X- 33, X-38, and VentureStar.
X-24A in Powered Flight after Drop from B-52 Mothership
NASA Technical Reports Server (NTRS)
1970-01-01
The X-24A lights its XLR-11 rocket engine and begins its powered flight after being drop launched from its B-52 mothership, seen here with high-altitude contrails streaming from its wings against a piercingly dark blue sky. The X-24 was one of a group of lifting bodies flown by the NASA Flight Research Center (now Dryden Flight Research Center), Edwards, California, in a joint program with the U.S. Air Force at Edwards Air Force Base from 1963 to 1975. The lifting bodies were used to demonstrate the ability of pilots to maneuver and safely land wingless vehicles designed to fly back to Earth from space and be landed like an airplane at a predetermined site. Lifting bodies' aerodynamic lift, essential to flight in the atmosphere, was obtained from their shape. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. Built by Martin Aircraft Company, Maryland, for the U.S. Air Force, the X-24A was a bulbous vehicle shaped like a teardrop with three vertical fins at the rear for directional control. It weighed 6,270 pounds, was 24.5 feet long and 11.5 feet wide (measuring just the fuselage, not the distance between the tips of the outboard fins). Its first unpowered glide flight was on April 17, 1969, with Air Force Maj. Jerauld Gentry at the controls. Gentry also piloted its first powered flight on March 19, 1970. The X-24A was flown 28 times in the program that, like the HL-10, validated the concept that a Space Shuttle vehicle could be landed unpowered. The fastest speed achieved by the X-24A was 1,036 miles per hour (mph-Mach 1.6). Its maximum altitude was 71,400 feet. It was powered by an XLR-11 rocket engine with a maximum theoretical vacuum thrust of 8,480 pounds. The X-24A was later modified into the X-24B. The bulbous shape of the X-24A was converted into a 'flying flatiron' shape with a rounded top, flat bottom, and double delta platform that ended in a pointed nose. The X-24B
NASA Technical Reports Server (NTRS)
Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.
1999-01-01
This paper examines flight-measured subsonic lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle prototype. Lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats unify the data and allow a greater understanding than studying the vehicles individually allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio planforms. The proper definition of reference area was critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to-drag ratio, and, where available, base pressure coefficients. The effects of fineness ratio on forebody drag were also considered. The influence of forebody drag on afterbody (base) drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.
NASA Technical Reports Server (NTRS)
Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.
2002-01-01
This report examines subsonic flight-measured lift and drag characteristics of seven lifting-body and wing-body reentry vehicle configurations with truncated bases. The seven vehicles are the full-scale M2-F1, M2-F2, HL-10, X-24A, X-24B, and X-15 vehicles and the Space Shuttle Enterprise. Subsonic flight lift and drag data of the various vehicles are assembled under aerodynamic performance parameters and presented in several analytical and graphical formats. These formats are intended to unify the data and allow a greater understanding than individually studying the vehicles allows. Lift-curve slope data are studied with respect to aspect ratio and related to generic wind-tunnel model data and to theory for low-aspect-ratio platforms. The definition of reference area is critical for understanding and comparing the lift data. The drag components studied include minimum drag coefficient, lift-related drag, maximum lift-to drag ratio, and, where available, base pressure coefficients. The influence of forebody drag on afterbody and base drag at low lift is shown to be related to Hoerner's compilation for body, airfoil, nacelle, and canopy drag. This feature may result in a reduced need of surface smoothness for vehicles with a large ratio of base area to wetted area. These analyses are intended to provide a useful analytical framework with which to compare and evaluate new vehicle configurations of the same generic family.
NASA Technical Reports Server (NTRS)
Tang, M. H.; Pearson, G. P. E.
1973-01-01
Control-surface hinge-moment measurements obtained in the X-24A lifting body flight-test program are compared with results from wind-tunnel tests. The effects of variations in angle of attack, angle of sideslip, rudder bias, rudder deflection, upper-flap deflection, lower-flap deflection, Mach number, and rocket-engine operation on the control-surface hinge moments are presented. In-flight motion pictures of tufts attached to the inboard side of the right fin and the rudder and upper-flap surfaces are discussed.
NASA Technical Reports Server (NTRS)
Barret, Chris
1998-01-01
NASA has a technology program in place to build the X-33 test vehicle and then the full sized Reusable Launch Vehicle, VentureStar. VentureStar is a Lifting Body (LB) flight vehicle which will carry our future payloads into orbit, and will do so at a much reduced cost. There were three design contenders for the new Reusable Launch Vehicle: a Winged Vehicle, a Vertical Lander, and the Lifting Body(LB). The LB design won the competition. A LB vehicle has no wings and derives its lift solely from the shape of its body, and has the unique advantages of superior volumetric efficiency, better aerodynamic efficiency at high angles-of-attack and hypersonic speeds, and reduced thermal protection system weight. Classically, in a ballistic vehicle, drag has been employed to control the level of deceleration in reentry. In the LB, lift enables the vehicle to decelerate at higher altitudes for the same velocity and defines the reentry corridor which includes a greater cross range. This paper outlines our LB heritage which was utilized in the design of the new Reusable Launch Vehicle, VentureStar. NASA and the U.S. Air Force have a rich heritage of LB vehicle design and flight experience. Eight LB's were built and over 225 LB test flights were conducted through 1975 in the initial LB Program. Three LB series were most significant in the advancement of today's LB technology: the M2-F; HL-1O; and X-24 series. The M2-F series was designed by NASA Ames Research Center, the HL-10 series by NASA Langley Research Center, and the X-24 series by the Air Force. LB vehicles are alive again today.
M2-F2 Lifting Body being Carried Aloft by B-52 Mothership
NASA Technical Reports Server (NTRS)
1966-01-01
The M2-F2 Lifting Body is shown here being carried aloft by the Air Force's B-52 (tail number 003) prior to a research launch. The success of Dryden's 'homebuilt' M2-F1 program led to NASA's development and construction of two heavyweight lifting bodies--the M2-F2 and the HL-10, both built by the Northrop Corporation. The 'M' refers to 'manned' and 'F' refers to 'flight' version. 'HL' comes from 'horizontal landing.' The first flight of the M2-F2--which looked much like the 'F1'--was on July 12, 1966. Milt Thompson was the pilot. 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
Thermal Management Design for the X-33 Lifting Body
NASA Technical Reports Server (NTRS)
Bouslog, S.; Mammano, J.; Strauss, B.
1998-01-01
The X-33 Advantage Technology Demonstrator offers a rare and exciting opportunity in Thermal Protection System development. The experimental program incorporates the latest design innovation in re-useable, low life cycle cost, and highly dependable Thermal Protection materials and constructions into both ground based and flight test vehicle validations. The unique attributes of the X-33 demonstrator for design application validation for the full scale Reusable Launch Vehicle, (RLV), are represented by both the configuration of the stand-off aeroshell, and the extreme exposures of sub-orbital hypersonic re-entry simulation. There are several challenges of producing a sub-orbital prototype demonstrator of Single Stage to Orbit/Reusable Launch Vehicle (SSTO/RLV) operations. An aggressive schedule with budgetary constraints precludes the opportunity for an extensive verification and qualification program of vehicle flight hardware. However, taking advantage of off the shelf components with proven technologies reduces some of the requirements for additional testing. The effects of scale on thermal heating rates must also be taken into account during trajectory design and analysis. Described in this document are the unique Thermal Protection System (TPS) design opportunities that are available with the lifting body configuration of the X-33. The two principal objectives for the TPS are to shield the primary airframe structure from excessive thermal loads and to provide an aerodynamic mold line surface. With the relatively benign aeroheating capability of the lifting body, an integrated stand-off aeroshell design with minimal weight and reduced procurement and operational costs is allowed. This paper summarizes the design objectives of the X-33 TPS, the flight test requirements driven configuration, and design benefits. Comparisons are made of the X-33 flight profiles and Space Shuttle Orbiter, and lifting body Reusable Launch Vehicle aerothermal environments. The X-33
Aft-End Flow of a Large-Scale Lifting Body During Free-Flight Tests
NASA Technical Reports Server (NTRS)
Banks, Daniel W.; Fisher, David F.
2006-01-01
Free-flight tests of a large-scale lifting-body configuration, the X-38 aircraft, were conducted using tufts to characterize the flow on the aft end, specifically in the inboard region of the vertical fins. Pressure data was collected on the fins and base. Flow direction and movement were correlated with surface pressure and flight condition. The X-38 was conceived to be a rescue vehicle for the International Space Station. The vehicle shape was derived from the U.S. Air Force X-24 lifting body. Free-flight tests of the X-38 configuration were conducted at the NASA Dryden Flight Research Center at Edwards Air Force Base, California from 1997 to 2001.
Wingless Flight: The Lifting Body Story
NASA Technical Reports Server (NTRS)
Reed, R. Dale; Lister, Darlene (Editor); Huntley, J. D. (Editor)
1997-01-01
Wingless Flight tells the story of the most unusual flying machines ever flown, the lifting bodies. It is my story about my friends and colleagues who committed a significant part of their lives in the 1960s and 1970s to prove that the concept was a viable one for use in spacecraft of the future. This story, filled with drama and adventure, is about the twelve-year period from 1963 to 1975 in which eight different lifting-body configurations flew. It is appropriate for me to write the story, since I was the engineer who first presented the idea of flight-testing the concept to others at the NASA Flight Research Center. Over those twelve years, I experienced the story as it unfolded day by day at that remote NASA facility northeast of los Angeles in the bleak Mojave Desert. Benefits from this effort immediately influenced the design and operational concepts of the winged NASA Shuttle Orbiter. However, the full benefits would not be realized until the 1990s when new spacecraft such as the X-33 and X-38 would fully employ the lifting-body concept. A lifting body is basically a wingless vehicle that flies due to the lift generated by the shape of its fuselage. Although both a lifting reentry vehicle and a ballistic capsule had been considered as options during the early stages of NASA's space program, NASA initially opted to go with the capsule. A number of individuals were not content to close the book on the lifting-body concept. Researchers including Alfred Eggers at the NASA Ames Research Center conducted early wind-tunnel experiments, finding that half of a rounded nose-cone shape that was flat on top and rounded on the bottom could generate a lift-to-drag ratio of about 1.5 to 1. Eggers' preliminary design sketch later resembled the basic M2 lifting-body design. At the NASA Langley Research Center, other researchers toyed with their own lifting-body shapes. Meanwhile, some of us aircraft-oriented researchers at the, NASA Flight Research Center at Edwards Air
In-Flight Subsonic Lift and Drag Characteristics Unique to Blunt-Based Lifting Reentry Vehicles
NASA Technical Reports Server (NTRS)
Saltzman, Edwin J.; Wang, K. Charles; Iliff, Kenneth W.
2007-01-01
Lift and drag measurements have been analyzed for subsonic flight conditions for seven blunt-based reentry-type vehicles. Five of the vehicles are lifting bodies (M2-F1, M2-F2, HL-10, X-24A, and X-24B) and two are wing-body configurations (the X-15 and the Space Shuttle Enterprise). Base pressure measurements indicate that the base drag for full-scale vehicles is approximately three times greater than predicted by Hoerner's equation for three-dimensional bodies. Base drag and forebody drag combine to provide an optimal overall minimum drag (a drag "bucket") for a given configuration. The magnitude of this optimal drag, as well as the associated forebody drag, is dependent on the ratio of base area to vehicle wetted area. Counter-intuitively, the flight-determined optimal minimum drag does not occur at the point of minimum forebody drag, but at a higher forebody drag value. It was also found that the chosen definition for reference area for lift parameters should include the projection of planform area ahead of the wing trailing edge (i.e., forebody plus wing). Results are assembled collectively to provide a greater understanding of this class of vehicles than would occur by considering them individually.
The X-38 lifting body research vehicle, seen here wrapped in a protective material, lowered onto a t
NASA Technical Reports Server (NTRS)
2000-01-01
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 released at an altitude of
HL-10 pilots assist with pilot entry into lifting body
NASA Technical Reports Server (NTRS)
1969-01-01
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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.
Statistical analysis of landing contact conditions for three lifting body research vehicles
NASA Technical Reports Server (NTRS)
Larson, R. R.
1972-01-01
The landing contact conditions for the HL-10, M2-F2/F3, and the X-24A lifting body vehicles are analyzed statistically for 81 landings. The landing contact parameters analyzed are true airspeed, peak normal acceleration at the center of gravity, roll angle, and roll velocity. Ground measurement parameters analyzed are lateral and longitudinal distance from intended touchdown, lateral distance from touchdown to full stop, and rollout distance. The results are presented in the form of histograms for frequency distributions and cumulative frequency distribution probability curves with a Pearson Type 3 curve fit for extrapolation purposes.
X-38 on B-52 Wing Pylon - View from Observation Window
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.
X-38 Ship #2 Mated to B-52 Mothership in Flight
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.
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
M2-F1 lifting body aircraft on a flatbed truck
NASA Technical Reports Server (NTRS)
1997-01-01
. 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 employees assigned to the project).
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.
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
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.
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 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
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.
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
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
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.
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.
X-15 Mated to B-52 Captive Flight
NASA Technical Reports Server (NTRS)
1959-01-01
One of three X-15 rocket-powered research aircraft being carried aloft under the wing of its B-52 mothership. The X-15 was air launched from the B-52 so the rocket plane would have enough fuel to reach its high speed and altitude test points. For flight in the dense air of the usable atmosphere, the X-15 used conventional aerodynamic controls. For flight in the thin air outside of the appreciable Earth's atmosphere, the X-15 used a reaction control system. Hydrogen peroxide thrust rockets located on the nose of the aircraft provided pitch and yaw control. Those on the wings provided roll control. The X-15s made a total of 199 flights over a period of nearly 10 years and set world's unofficial speed and altitude records of 4,520 miles per hour (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo manned spaceflight programs and also the Space Shuttle program. 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
X-15 Mated to B-52 Captive Flight
NASA Technical Reports Server (NTRS)
1960-01-01
High-altitude contrails frame the B-52 mothership as it carries the X-15 aloft for a research flight on 13 April 1960 on Air Force Maj. Robert M. White's first X-15 flight. The X-15s were air-launched so that they would have enough rocket fuel to reach their high speed and altitude test points. For this early research flight, the X-15 was equipped with a pair of XLR-11 rocket engines until the XLR-99 was available. The X-15s made a total of 199 flights over a period of nearly 10 years--1959 to 1968--and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200 feet. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. 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
HL-10 on lakebed with B-52 flyby
NASA Technical Reports Server (NTRS)
1969-01-01
NASA research pilot Bill Dana takes a moment to watch NASA's NB-52B cruise overhead after a research flight in the HL-10. On the left, John Reeves can be seen at the cockpit of the lifting body. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the
X-38 Mounted on Pylon of B-52 Mothership
NASA Technical Reports Server (NTRS)
1997-01-01
A close-up view of the X-38 research vehicle mounted under the wing of the B-52 mothership prior to a 1997 test flight. The X-38, which was designed to help develop technology for an emergency crew return vehicle (CRV) for the International Space Station, is one of many research vehicles the B-52 has carried aloft over the past 40 years. 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
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
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.
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.
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.
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.
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.
Wind-Tunnel Results of the B-52B with the X-43A Stack
NASA Technical Reports Server (NTRS)
Davis, Mark C.; Sim, Alexander G.; Rhode, Matthew; Johnson, Kevin D., Sr.
2007-01-01
A low-speed wind-tunnel test was performed with a 3%-scale model of a booster rocket mated to an X-43A research vehicle, a combination referred to as the Hyper-X launch vehicle. The test was conducted both in freestream air and in the presence of a partial model of the B-52B airplane. The objectives of the test were to obtain force and moment data to generate structural loads affecting the pylon of the B-52B airplane and to determine the aerodynamic influence of the B-52B on the Hyper-X launch vehicle for evaluating launch separation characteristics. The windtunnel test was conducted at a low-speed wind tunnel in Hampton, Virginia. All moments and forces reported are based either on the aerodynamic influence of the B-52B airplane or are for the Hyper-X launch vehicle in freestream air. Overall, the test showed that the B-52B airplane imparts a strong downwash onto the Hyper-X launch vehicle, reducing the net lift of the Hyper-X launch vehicle. Pitching and rolling moments are also imparted onto the booster and are a strong function of the launch-drop angle of attack.
X-15 on Lakebed after Landing with B-52 Mothership Flyover
NASA Technical Reports Server (NTRS)
1961-01-01
As crew members secure the X-15 rocket-powered aircraft after a research flight, the B-52 mothership used for launching this unique aircraft does a low fly-by overhead. The X-15s made a total of 199 flights over a period of nearly 10 years -- 1959 to 1968 -- and set unofficial world speed and altitude records of 4,520 mph (Mach 6.7) and 354,200. Information gained from the highly successful X-15 program contributed to the development of the Mercury, Gemini, and Apollo piloted spaceflight programs, and also the Space Shuttle program. 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
Wind Tunnel Results of the B-52B with the X-43A Stack
NASA Technical Reports Server (NTRS)
Davis, Mark C.; Sim, Alexander G.; Rhode, Matthew; Johnson, Kevin D.
2006-01-01
A low-speed wind-tunnel test was performed with a three-percent-scale model of a booster rocket mated to an X-43A research vehicle, a combination referred to as the Hyper-X launch vehicle. The test was conducted both in free-stream air and in the presence of a partial model of the B-52B airplane. The objectives of the test were to obtain force and moment data to generate structural loads affecting the pylon of the B-52B airplane and to determine the aerodynamic influence of the B-52B airplane on the Hyper-X launch vehicle to evaluate launch separation characteristics. The wind-tunnel test was conducted at a low-speed wind tunnel in Hampton, Virginia. All moments and forces reported are based either on the aerodynamic influence of the B-52B airplane or are for the Hyper-X launch vehicle in free-stream air. Overall, the test showed that the B-52B airplane imparts a strong downwash onto the Hyper-X launch vehicle, reducing the net lift of the Hyper-X launch vehicle. Also, pitching and rolling moments are imparted onto the booster and are a strong function of the launch-drop angle of attack.
Research Pilot Milt Thompson in M2-F2 Aircraft Attached to B-52 Mothership
1966-02-28
NASA research pilot Milt Thompson sits in the M2-F2 "heavyweight" lifting body research vehicle before a 1966 test flight. The M2-F2 and the other lifting-body designs were all attached to a wing pylon on NASA’s B-52 mothership and carried aloft. The vehicles were then drop-launched and, at the end of their flights, glided back to wheeled landings on the dry lake or runway at Edwards AFB. The lifting body designs influenced the design of the Space Shuttle and were also reincarnated in the design of the X-38 in the 1990s.
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.
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.
View northeast, wharfs A and B, showing steel lift tower, ...
View northeast, wharfs A and B, showing steel lift tower, pier C, and wharf B slope to water - U.S. Coast Guard Sandy Hook Station, Western Docking Structure, West of intersection of Canfield Road & Hartshorne Drive, Highlands, Monmouth County, NJ
Bill Dana in front of HL-10 after flight H-24-37
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.
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.
Jim Newman and Bob McDonald attach an M2-F2 lifting body model to the "Mothership"
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.
Back muscle strength, lifting, and stooped working postures.
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.
Adjusting powerlifting performances for differences in body mass.
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.
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.
Lian, Min; Liu, Ying; Yu, Shun-Zhang; Qian, Geng-Sun; Wan, Shu-Guang; Dixon, Kenneth R
2006-01-01
AIM: To assess the combinative role of aflatoxin B1 (AFB1), cyanobacterial toxins (cyanotoxins), and hepatitis B virus (HBV) x gene in hepatotumorigenicity. METHODS: One-week-old animals carrying HBV x gene and their wild-type littermates were intraperitoneally (ip) injected with either single-dose AFB1 [6 mg/kg body weight (bw)], repeated-dose cyanotoxins (microcystin-LR or nodularin, 10 μg/kg bw once a week for 15 wk), DMSO (vehicle control) alone, or AFB1 followed by cyanotoxins a week later, and were sacrificed at 24 and 52 wk post-treatment. RESULTS: AFB1 induced liver tumors in 13 of 29 (44.8%) transgenic mice at 52 wk post-treatment, significantly more frequent than in wild-type mice (13.3%). This significant difference was not shown in the 24-wk study. Compared with AFB1 exposure alone, MC-LR and nodularin yielded approximately 3-fold and 6-fold increases in the incidence of AFB1-induced liver tumors in wild-type animals at 24 wk, respectively. HBV x gene did not further elevate the risk associated with co-exposure to AFB1 and cyanotoxins. With the exception of an MC-LR-dosed wild-type mouse, no liver tumor was observed in mice treated with cyanotoxins alone at 24 wk. Neither DMSO-treated transgenic mice nor their wild-type littermates had pathologic alterations relevant to hepatotumorigenesis in even up to 52 wk. CONCLUSION: HBV x gene and nodularin promote the development of AFB1-induced liver tumors. Co-exposure to AFB1 and MC-LR tends to elevate the risk of liver tumors at 24 wk relative to exposure to one of them. The combinative effect of AFB1, cyanotoxins and HBVx on hepatotumorigenesis is weak at 24 wk. PMID:16718789
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.
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.
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
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
24 CFR Appendix B to 24 Cfr Part 3400 - Appendix B to 24 CFR Part 3400
Code of Federal Regulations, 2012 CFR
2012-04-01
... 24 Housing and Urban Development 5 2012-04-01 2012-04-01 false Appendix B to 24 CFR Part 3400 B Appendix B to 24 CFR Part 3400 Housing and Urban Development Regulations Relating to Housing and Urban... HOUSING AND URBAN DEVELOPMENT SAFE MORTGAGE LICENSING ACT Pt. 3400, App. B Appendix B to 24 CFR Part 3400...
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.
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.
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.
Visual perception of fatigued lifting actions.
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.
Stan Butchart climbing into B-47
1954-07-14
From December 10, 1966, until his retirement on February 27, 1976, Stanley P. Butchart served as Chief (later, Director) of Flight Operations at NASA's Flight Research Center (renamed on March 26, 1976, the Hugh L. Dryden Flight Research Center). Initially, his responsibilities in this position included the Research Pilots Branch, a Maintenance and Manufacturing Branch, and an Operations Engineering Branch, the last of which not only included propulsion and electrical/electronic sections but project engineers for the X-15 and lifting bodies. During his tenure, however, the responsibilities of his directorate came to include not only Flight Test Engineering Support but Flight Systems and Loads laboratories. Before becoming Chief of Flight Operations, Butchart had served since June of 1966 as head of the Research Pilots Branch (Chief Pilot) and then as acting chief of Flight Operations. He had joined the Center (then known as the National Advisory Committee for Aeronautics' High-Speed Flight Research Station) as a research pilot on May 10, 1951. During his career as a research pilot, he flew a great variety of research and air-launch aircraft including the D-558-I, D-558-II, B-29 (plus its Navy version, the P2B), X-4, X-5, KC-135, CV-880, CV-990, B-47, B-52, B-747, F-100A, F-101, F-102, F-104, PA-30 Twin Comanche, JetStar, F-111, R4D, B-720, and B-47. Although previously a single-engine pilot, he became the Center's principal multi-engine pilot during a period of air-launches in which the pilot of the air-launch aircraft (B-29 or P2B) basically directed the operations. It was he who called for the chase planes before each drop, directed the positioning of fire rescue vehicles, and released the experimental aircraft after ensuring that all was ready for the drop. As pilot of the B-29 and P2B, Butchart launched the X-1A once, the X-1B 13 times, the X-1E 22 times, and the D-558-II 102 times. In addition, he towed the M2-F1 lightweight lifting body 14 times behind an R4
Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
NASA Technical Reports Server (NTRS)
1997-01-01
Andy Blua and Jeff Doughty of Dryden's Experimental Fabrication Shop, along with B-52 Crew Chief Dan Bains and assistant Mark Thompson, all eye the new X-38 pylon during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California. The fit-check was the first time the 1,200-pound steel pylon, which was fabricated at Dryden, was mated to the B-52. The pylon served as an 'adapter' that allowed the X-38 to be attached to the B-52's wing. Earlier flight research vehicles had used the X-15 pylon for attachment to and launch from the B-52. 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 Hi
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.
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
Research Pilot Milt Thompson in M2-F2 Aircraft Attached to B-52 Mothership
NASA Technical Reports Server (NTRS)
1966-01-01
NASA research pilot Milt Thompson sits in the M2-F2 'heavyweight' lifting body research vehicle before a 1966 test flight. The M2-F2 and the other lifting-body designs were all attached to a wing pylon on NASA's B-52 mothership and carried aloft. The vehicles were then drop-launched and, at the end of their flights, glided back to wheeled landings on the dry lake or runway at Edwards AFB. The lifting body designs influenced the design of the Space Shuttle and were also reincarnated in the design of the X-38 in the 1990s. 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
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.
DOE Office of Scientific and Technical Information (OSTI.GOV)
Haider, Ali, E-mail: ali.haider@bilkent.edu.tr, E-mail: biyikli@unam.bilkent.edu.tr; Kizir, Seda; Ozgit-Akgun, Cagla
In this work, the authors have performed sequential pulsed chemical vapor deposition of ternary B{sub x}Ga{sub 1-x}N and B{sub x}In{sub 1-x}N alloys at a growth temperature of 450 °C. Triethylboron, triethylgallium, trimethylindium, and N{sub 2} or N{sub 2}/H{sub 2} plasma have been utilized as boron, gallium, indium, and nitrogen precursors, respectively. The authors have studied the compositional dependence of structural, optical, and morphological properties of B{sub x}Ga{sub 1-x}N and B{sub x}In{sub 1-x}N ternary thin film alloys. Grazing incidence X-ray diffraction measurements showed that boron incorporation in wurtzite lattice of GaN and InN diminishes the crystallinity of B{sub x}Ga{sub 1-x}N and B{submore » x}In{sub 1-x}N sample. Refractive index decreased from 2.24 to 1.65 as the B concentration of B{sub x}Ga{sub 1-x}N increased from 35% to 88%. Similarly, refractive index of B{sub x}In{sub 1-x}N changed from 1.98 to 1.74 for increase in B concentration value from 32% to 87%, respectively. Optical transmission band edge values of the B{sub x}Ga{sub 1-x}N and B{sub x}In{sub 1-x}N films shifted to lower wavelengths with increasing boron content, indicating the tunability of energy band gap with alloy composition. Atomic force microscopy measurements revealed an increase in surface roughness with boron concentration of B{sub x}Ga{sub 1-x}N, while an opposite trend was observed for B{sub x}In{sub 1-x}N thin films.« less
M2-F3 with test pilot John A. Manke
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.
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.
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.
Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
NASA Technical Reports Server (NTRS)
1997-01-01
Dryden Experimental Fabrication Shop's Andy Blua and Jeff Doughty make sure the new pylon for the X-38 fits precisely during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California in 1997. The 1,200-pound steel pylon, fabricated at Dryden, was an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the bomber. The X-38 was a designed as a technology demonstrator 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
Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
NASA Technical Reports Server (NTRS)
1997-01-01
Tom McMullen, Chief of Dryden's Experimental Fabrication Shop, makes adjustments to the new pylon for NASA's X-38 during a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 to be attached to and launched from the B-52's wing. 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
Close-up of Wing Fit Check of Pylon to Carry the X-38 on B-52 Launch Aircraft
NASA Technical Reports Server (NTRS)
1997-01-01
The new pylon for the X-38 following a fit-check on NASA's B-52 at the Dryden Flight Research Center, Edwards, California, in 1997. The fit-check was the first time the 1,200-pound steel pylon was mated to the B-52 following fabrication at Dryden by the Center's Experimental Fabrication Shop. The pylon was built as an 'adapter' to allow the X-38 research vehicle to be carried aloft and launched from the B-52. 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
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.
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.
2010-03-19
A joint NASA/Boeing team completed the first phase of flight tests on the unique X-48B Blended Wing Body aircraft at NASA's Dryden Flight Research Center at Edwards, CA. The team completed the 80th and last flight of the project's first phase on March 19, 2010.
X-1E launch from B-50 mothership
NASA Technical Reports Server (NTRS)
1950-01-01
Beginning in 1946, two XS-1 experimental research aircraft (later redesignated X-1s) conducted pioneering tests at Muroc Army Air Field (now Edwards Air Force Base) in California to obtain flight data on conditions in the transonic speed range. These early tests culminated on October 14, 1947, in the first piloted flight faster than Mach 1.0, the speed of sound. During November, 1947, the Air Force authorized studies that led to a contract (W-33-038-ac-20062) with Bell Aircraft to build four (later three) improved X-1 aircraft (the X-1C being cancelled). Designated X-1A (#48-1384), X-1B (#48-1385), and X-1D (#48-1386), the airplanes were ready by late 1950. The aircraft were about five feet longer and 2,500 lbs. heavier than the original X-craft planes. They used the 8-percent wing like the earlier X-craft. The D-model had a low-pressure turbo-pump and the B model was fitted with a prototype hydrogen peroxide reaction control system for later aircraft to use in exoatmospheric research flights. Access was through a lift-off canopy. The planes were finished in their bare metal color and white. The X-1D was ready first, but on what was intended to be its second flight (August 22, 1951) it was jettisoned and crashed at Muroc after an aerial explosion while still mated to its mother (B-50A [#46-006A]) ship. The long-delayed X-1 #3 airplane with the turbine pump was finally completed for the NACA in 1951. It made its first glide flight on July 20, 1951, with NACA pilot Joseph Cannon. Its second and final captive flight was on November 9, 1951. It was destroyed on the ground by an explosion and fire along with its B-50A mother ship while attempting to jettison fuel. The X-1A arrived at Muroc in January, 1953 and had its first powered flight on February 21, 1953. On December 8, 1953 with Yeager as pilot, the aircraft investigated high-speed stability and control issues. The X-1A was turned over to the NACA, but was lost to aerial explosion on August 8, 1955, shortly before
X-48B Preliminary Flight Test Results
NASA Technical Reports Server (NTRS)
Taylor, Brian R.
2009-01-01
This slide presentation reviews the preliminary Flight tests of the X-48B development program. The X-48B is a blended wing body aircraft that is being used to test various features of the BWB concept. The research concerns the following: (1) Turbofan Development, (2) Intelligent Flight Control and Optimization, (3) Airdata Calibration (4) Parameter Identification (i.e., Determination of the parameters of a mathematical model of a system based on observation of the system inputs and response.)
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.
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.
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
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.
NASA Technical Reports Server (NTRS)
Sim, Alex G.
1976-01-01
Longitudinal and lateral-directional estimates of the aerodynamic derivatives of the X-24B research aircraft were obtained from flight data by using a modified maximum likelihooa estimation method. Data were obtained over a Mach number range from 0.35 to 1.72 and over an angle of attack range from 3.5deg to 15.7deg. Data are presented for a subsonic and a transonic configuration. The flight derivatives were generally consistent and documented the aircraft well. The correlation between the flight data and wind-tunnel predictions is presented and discussed.
NASA Technical Reports Server (NTRS)
Sim, Alex G.
1997-01-01
Longitudinal and lateral-directional estimates of the aerodynamic derivatives of the X-24B research aircraft were obtained from flight data by using a modified maximum likelihood estimation method. Data were obtained over a Mach number range from 0.35 to 1.72 and over an angle of attack range from 3.5 deg. to 15.7 deg. Data are presented for a subsonic and transonic configuration. The flight derivatives were generally consistent and documented the aircraft well. The correlation between the flight data and wind-tunnel predictions is presented and discussed.
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.
NASA Astrophysics Data System (ADS)
Hapsari, Trisnani D.; Jayanto, Bogi B.; Fitri, Aristi D. P.; Triarso, I.
2018-02-01
Lift net is one of the fishing gears that is used widely in the Morodemak coastal fishing port (PPP) for catching pelagic fish. The yield of fish captured by these fishing gear has high economic value, such as fish belt (Trichiurus sp), squids (Loligo sp) and anchovies (Stelophorus sp). The aims of this research were to determine the technical aspects of boat lift net and stationary lift net fishing gear in Morodemak Waters Demak Regency; to find out the financial aspect of those fishing gears and to analyze the financial feasibility by counting PP, NPV, IRR, and B/C ratio criteria. This research used case study method with descriptive analysis. The sampling method was purposive sampling with 22 fishermen as respondents. The result of the research showed that the average of boat lift net acceptance was Rp 388,580,000. The financial analysis of fisheries boat lift net with the result of NPV Rp 836,149,272, PP 2.44 years, IRR value 54%, and B/C ratio 1.73. The average of stationary lift net acceptance was Rp 27,750,000. The financial analysis lift net with the result of NPV Rp 37,937,601; PP 1.96 years, IRR value 86%, and B/C ratio 1.32. This research had a positive NPV value, B/C ratio >1, and IRR > discount rate (12 %). This study concluded that the fishery business of boat lift net and stationary lift net in Morodemak coastal fishing port (PPP) was worth running.
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)
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
Normal-incidence reflectance of optimized W/B4C x-ray multilayers in the range 1.4 nm < λ < 2.4 nm
NASA Astrophysics Data System (ADS)
Windt, David L.; Gullikson, Eric M.; Walton, Christopher C.
2002-12-01
We have fabricated W/B4C multilayers having periods in the range d = 0.8-1.2 nm and measured their soft-x-ray performance near normal incidence in the wavelength range 1.4 < λ < 2.4 nm. By adjusting the fractional layer thickness of W we have produced structures having interface widths σ ~ 0.29 nm (i.e., as determined from normal-incidence reflectometry), thus having optimal soft-x-ray performance. We describe our results and discuss their implications, particularly with regard to the development of short-wavelength normal-incidence x-ray optics.
In-Flight Stability Analysis of the X-48B Aircraft
NASA Technical Reports Server (NTRS)
Regan, Christopher D.
2008-01-01
This report presents the system description, methods, and sample results of the in-flight stability analysis for the X-48B, Blended Wing Body Low-Speed Vehicle. The X-48B vehicle is a dynamically scaled, remotely piloted vehicle developed to investigate the low-speed control characteristics of a full-scale blended wing body. Initial envelope clearance was conducted by analyzing the stability margin estimation resulting from the rigid aircraft response during flight and comparing it to simulation data. Short duration multisine signals were commanded onboard to simultaneously excite the primary rigid body axes. In-flight stability analysis has proven to be a critical component of the initial envelope expansion.
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.
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.
M2-F3 In-flight Launch from B-52
NASA Technical Reports Server (NTRS)
1971-01-01
This photo shows the M2-F3 Lifting Body being launched from NASA's B-52 mothership at the NASA Flight Research Center (FRC--now the Dryden Flight Research Center), Edwards, California. A fleet of lifting bodies flown at the FRC from 1963 to l975 demonstrated the ability of pilots to maneuver and safely land a wingless vehicle designed to fly back to Earth from space and be landed like an aircraft at a pre-determined site. Early flight testing of the M2-F1 and M2-F2 lifting body reentry configurations had validated the concept of piloted lifting body reentry from space. When the M2-F2 crashed on May 10, 1967, valuable information had already been obtained and was contributing to new designs. NASA pilots said the M2-F2 had lateral control problems, so when the M2-F2 was rebuilt at Northrop and redesignated the M2-F3, it was modified with an additional third vertical fin -- centered between the tip fins -- to improve control characteristics. First flight of the M2-F3, with NASA pilot Bill Dana at the controls, was June 2, 1970. The modified vehicle exhibited much better lateral stability and control characteristics than before, and only three glide flights were necessary before the first powered flight on Nov. 25, 1970. Over the next 26 missions, the M2-F3 reached a top speed of l,064 mph (Mach 1.6). Highest altitude reached by vehicle was 7l,500 feet on Dec. 20, 1972, the date of its last flight, with NASA pilot John Manke at the controls. NASA donated The M2-F3 vehicle to the Smithsonian Institute in December 1973. It is currently hanging in the Air and Space Museum along with the X-15 aircraft number 1, which was its hangar partner from 1965 to 1969. 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
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.
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
NASA Astrophysics Data System (ADS)
Gotthelf, E. V.; Bogdanov, S.
2017-08-01
We present Nuclear Spectroscopic Telescope Array (NuSTAR) hard X-ray timing and spectroscopy of the three exceptionally energetic rotation-powered millisecond pulsars PSRs B1821-24, B1937+21, and J0218+4232. By correcting for the frequency and phase drifts of the NuSTAR onboard clock, we are able to recover the intrinsic hard X-ray pulse profiles of all three pulsars with a resolution down to ≤slant 15 μ {{s}}. The substantial reduction of background emission relative to previous broadband X-ray observations allows us to detect for the first time pulsed emission up to ˜50 keV, ˜20 keV, and ˜25 keV for the three pulsars, respectively. We conduct phase-resolved spectroscopy in the 0.5-79 keV range for all three objects, obtaining the best measurements yet of the broadband spectral shape and high-energy pulsed emission to date. We find extensions of the same power-law continua seen at lower energies, with no conclusive evidence for a spectral turnover or break. Extrapolation of the X-ray power-law spectrum to higher energies reveals that a turnover in the 100 keV to 100 MeV range is required to accommodate the high-energy γ-ray emission observed with Fermi-LAT, similar to the spectral energy distribution observed for the Crab pulsar.
NASA Astrophysics Data System (ADS)
Gotthelf, Eric V.; Bogdanov, Slavko
2017-08-01
We present NuSTAR hard X-ray timing and spectroscopy of the three exceptionally energetic rotation-powered millisecond pulsars PSRs B1821-24, B1937+21, and J0218+4232. By correcting for frequency and phase drifts of the NuSTAR on-board clock we are able to recover the intrinsic hard X-ray pulse profiles of all three pulsars with a resolution down to <15 ms. The substantial reduction of background emission relative to previous broad-band X-ray observations allows us to detect for the first time pulsed emission up to ~50 keV, ~20 keV, and ~25 keV, for the three pulsars, respectively. We conduct phase-resolved spectroscopy in the 0.5 - 79 keV range for all three objects, obtaining the best yet measurements of the broad-band spectral shape and high-energy pulsed emission to date. We find extensions of the same power-law continua seen at lower energies, with no conclusive evidence for a spectral turnover or break. Extrapolation of the X-ray power-law spectrum to higher energies reveals that a turnover in the 100 keV to 100 MeV range is required to accommodate the high energy gamma-ray emission observed with Fermi LAT, similar to the broad-band spectral energy distribution observed for the Crab pulsar.
Thread-Lift Sutures: Still in the Lift? A Systematic Review of the Literature.
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
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.
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.
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.
HL-10 on lakebed with pilot John Manke
NASA Technical Reports Server (NTRS)
1969-01-01
John Manke is shown here on the lakebed next to the HL-10, one of four different lifting-body vehicles he flew, including the X-24B, which he flew 16 times. His total of 42 lifting-body flights was second only to the 51 flights Milt Thompson achieved, including one in the remotely piloted Hyper III. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship
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.
Noise impact of advanced high lift systems
NASA Technical Reports Server (NTRS)
Elmer, Kevin R.; Joshi, Mahendra C.
1995-01-01
The impact of advanced high lift systems on aircraft size, performance, direct operating cost and noise were evaluated for short-to-medium and medium-to-long range aircraft with high bypass ratio and very high bypass ratio engines. The benefit of advanced high lift systems in reducing noise was found to be less than 1 effective-perceived-noise decibel level (EPNdB) when the aircraft were sized to minimize takeoff gross weight. These aircraft did, however, have smaller wings and lower engine thrusts for the same mission than aircraft with conventional high lift systems. When the advanced high lift system was implemented without reducing wing size and simultaneously using lower flap angles that provide higher L/D at approach a cumulative noise reduction of as much as 4 EPNdB was obtained. Comparison of aircraft configurations that have similar approach speeds showed cumulative noise reduction of 2.6 EPNdB that is purely the result of incorporating advanced high lift system in the aircraft design.
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
B-52B Cockpit Instrument Panel
NASA Technical Reports Server (NTRS)
1996-01-01
This photo shows a close-up view of the instrument panel in the cockpit of NASA's B-52 research aircraft. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the HiMAT, and was also used as a flying testbed for a variety of other research projects. 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
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
B-52 Flight Mission Symbology on Side of Craft
NASA Technical Reports Server (NTRS)
1993-01-01
A view of some of the mission markings, painted on the side of NASA's B-52 mothership, that tell the story of its colorful history. Just as combat aircraft would paint a bomb on the side of an aircraft for each bombing mission completed, NASA crew members painted a silhouette on the side of the B-52's fuselage to commemorate each drop of an X-15, lifting body, remotely piloted research vehicle, X-38 crew return vehicle, or other experimental vehicle or parachute system. 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
Predicting Endurance Time in a Repetitive Lift and Carry Task Using Linear Mixed Models
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
Forearm Torque and Lifting Strength: Normative Data.
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.
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.
M2-F1 under tow across lakebed by car
NASA Technical Reports Server (NTRS)
1963-01-01
This 20-second clip shows the M2-F1 being towed by the Pontiac across Rogers Dry Lakebed. The M2-F1 lifting body, dubbed the 'flying bathtub' by the media, was the precursor of a remarkable series of wingless flying vehicles that contributed data used in the Space Shuttles, the X-33 Advanced Technology Demonstrator for the next century's Reusable Launch Vehicle, and the X-38 Technology Demonstrator for crew return from the International Space Station. Based on the ideas and basic design of Alfred J. Eggers and others at the Ames Aeronautical Laboratory (now the Ames Research Center), Mountain View, California, in the mid-1950's, the M2-F1 was built in 1962-63 over a four-month period for a cost of only about $30,000, plus an additional $8,000-$10,000 for an ejection seat. Engineers and technicians at the NASA Flight Research Center (now NASA Dryden) kept costs low by designing and fabricating it partly in-house, with the plywood shell constructed by a local sailplane builder. Someone at the time estimated that it would have cost a major aircraft company $150,000 to build the same vehicle. Unlike the later lifting bodies, the M2-F1 was unpowered and was initially towed by a souped-up Pontiac convertible until it was airborne. Later a C-47 took over the towing duties. Flown by such famous research pilots as Milt Thompson, Bruce Peterson, Chuck Yeager, and Bill Dana, the lightweight flying bathtub demonstrated that a wingless vehicle shaped for reentry into the Earth's atmosphere from space could be flown and landed safely. Flown from 1963 to 1966, the lightweight M2-F1 paved the way for the heavyweight M2-F2, M2`F3, HL-10, X-24A, and X-24B lifting bodies that flew under rocket power after launch from a B-52 mothership. The heavyweights flew from 1966 to 1975, demonstrating the viability and versatility of the wingless configuration and the ability of a vehicle with low lift-over-drag characteristics to fly to high altitudes and then to land precisely with their
Energy flow during Olympic weight lifting.
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.
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
2,4-Dinitrophenol: a threat to Chinese body-conscious groups.
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.
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.
Exploration Launch Projects RS-68B Engine Requirements for NASA's Heavy Lift Ares V
NASA Technical Reports Server (NTRS)
Sumrall, John P.; McArthur, J. Craig; Lacey, Matt
2007-01-01
NASA's Vision for Exploration requires a safe, efficient, reliable, and versatile launch vehicle capable of placing large payloads into Earth orbit for transfer to the Moon and destinations beyond. The Ares V Cargo Launch Vehicle (CaLV) will provide this heavy lift capability. The Ares V launch concept is shown in Fig. 1. When it stands on the launch pad at Kennedy Space Center late in the next decade, the Ares V stack will be almost 360 feet tall. As currently envisioned, it will lift 133,000 to 144,000 pounds to trans-lunar injection, depending on the length of loiter time on Earth orbit. This presentation will provide an overview of the Constellation architecture, the Ares launch vehicles, and, specifically, the latest developments in the RS-68B engine for the Ares V.
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.
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.
NASA Technical Reports Server (NTRS)
Gomez, A. V.
1972-01-01
The program was designed to provide solutions of engineering accuracy for determining the aerodynamic loads on single- or multiple-lifting-surface configurations that represent vehicles in subsonic flight, e.g., wings, wing-tail, wing-canard, lifting bodies, etc. The preparation is described of the input data, associated input arrangement, and the output format for the program data, including specification of the various operational details of the program such as array sizes, tape numbers utilized, and program dumps. A full description of the underlying theory used in the program development and a review of the program qualification tests are included.
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.
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.
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.
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
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
Wing high-lift system with spoiler droop
NASA Astrophysics Data System (ADS)
Gubsky, Vitaly; Pavlenko, Olga; Petrov, Albert
2018-05-01
Take-off and landing regimes are becoming increasingly difficult due to the increased aircraft mass and speed and the toughening of air safety demands. The capabilities of conventional single-slotted or multi-slotted flaps are limited. This problem can be resolved by the deflection or bending of the tail section, which forms a potential flow that results in an increase in the lift component at high angles of attack. Different versions of the flap on a two-part high-lift device with a spoiler are examined. Calculations show that the application of an adaptive high-lift system with spoiler droop to an aircraft increases the lift coefficient by as much as 15%. Aircraft model experiments indicated that a δs = 5° deflection of the trailing edge increases the lift coefficient by 11% - 13%. Setting the propeller load coefficient to B = 1 (thrust/velocity factor propeller area) under take-off δf = 20° and landing δf = 35° configurations increases the efficiency of a lift coefficient by 25% and 36%, respectively. The application of spoiler droop and leading edge modifications of the wing expands the operational range of angles of attack and increases the lift coefficient by 10% at a small intensity (B = 0.5). It is concluded that the application of spoiler droop to high-lift system allows improvement of the wing properties under take-off and landing regimes of various types.
Total Facelift: Forehead Lift, Midface Lift, and Neck Lift
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
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.
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.
Effects of a Belt on Intra-Abdominal Pressure during Weight Lifting.
1988-03-01
potentially injurious b compressive forces on spinal discs during lifting. To investigate the effects of a standard lifting belt on lAP and lifting mechanics... injurious compressive forces on spinal discs during lifting. To investigate the effects of a standard lifting belt on IAP and lifting ! mechanics... weightlifting (7,9). Both olympic and power lifters have used lifting belts for many years, yet virtually no research has been reported which examines
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.
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...
First Phase of X-48B Flight Tests Completed
2010-03-19
A joint NASA/Boeing team completed the first phase of flight tests on the unique X-48B Blended Wing Body aircraft at NASA's Dryden Flight Research Center at Edwards, CA. The team completed the 80th and last flight of the project's first phase on March 19, 2010.
M2-F2 Mated to B-52 Mothership on Ramp
NASA Technical Reports Server (NTRS)
1965-01-01
A head-on view of the M2-F2 lifting body mounted on the wing pylon of its B-52 mothership in 1965. This was for a captive flight made the following month. The M2-F2 remained attached to the B-52 throughout the flight to test its on-board systems. 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
Boron uptake in tumors, cerebrum and blood from [10B]NA4B24H22S2
Slatkin, Daniel N.; Micca, Peggy L.; Fairchild, Ralph G.
1988-08-02
A stable boronated (.sup.10 B-labeled) compound, sodium mercaptoundecahydrododecaborate is infused in the form of the disulfide dimer, [.sup.10 B]Na.sub.4 B.sub.24 H.sub.22 S.sub.2, at a dose of about 200 .mu.g .sup.10 B per gm body weight. The infusion is performed into the blood or peritoneal cavity of the patient slowly over a period of many days, perhaps one week or more, at the rate of roughly 1 .mu.g .sup.10 B per gm body weight per hour. Use of this particular boronated dimer in the manner or similarly to the manner so described permits radiotherapeutically effective amounts of boron to accumulate in tumors to be treated by boron neutron capture radiation therapy and also permits sufficient retention of boron in tumor after the cessation of the slow infusion, so as to allow the blood concentration of .sup.10 B to drop or to be reduced artificially to a radiotherapeutically effective level, less than one-half of the concentration of .sup.10 B in the tumor.
Boron uptake in tumors, cerebrum and blood from [10B]NA4B24H22S2
Slatkin, Daniel N.; Micca, Peggy L.; Fairchild, Ralph G.
1988-01-01
A stable boronated (.sup.10 B-labeled) compound, sodium mercaptoundecahydrododecaborate is infused in the form of the disulfide dimer, [.sup.10 B]Na.sub.4 B.sub.24 H.sub.22 S.sub.2, at a dose of about 200 .mu.g .sup.10 B per gm body weight. The infusion is performed into the blood or peritoneal cavity of the patient slowly over a period of many days, perhaps one week or more, at the rate of roughly 1 .mu.g .sup.10 B per gm body weight per hour. Use of this particular boronated dimer in the manner or similarly to the manner so described permits radiotherapeutically effective amounts of boron to accumulate in tumors to be treated by boron neutron capture radiation therapy and also permits sufficient retention of boron in tumor after the cessation of the slow infusion, so as to allow the blood concentration of .sup.10 B to drop or to be reduced artificially to a radiotherapeutically effective level, less than one-half of the concentration of .sup.10 B in the tumor.
Observation of the decay B-->J/psietaK and search for X(3872)-->J/psieta.
Aubert, B; Barate, R; Boutigny, D; Couderc, F; Gaillard, J M; Hicheur, A; Karyotakis, Y; Lees, J P; Tisserand, V; Zghiche, A; Palano, A; Pompili, A; Chen, J C; Qi, N D; Rong, G; Wang, P; Zhu, Y S; Eigen, G; Ofte, I; Stugu, B; Abrams, G S; Borgland, A W; Breon, A B; Brown, D N; Button-Shafer, J; Cahn, R N; Charles, E; Day, C T; Gill, M S; Gritsan, A V; Groysman, Y; Jacobsen, R G; Kadel, R W; Kadyk, J; Kerth, L T; Kolomensky, Yu G; Kukartsev, G; LeClerc, C; Levi, M E; Lynch, G; Mir, L M; Oddone, P J; Orimoto, T J; Pripstein, M; Roe, N A; Ronan, M T; Shelkov, V G; Telnov, A V; Wenzel, W A; Ford, K; Harrison, T J; Hawkes, C M; Morgan, S E; Watson, A T; Watson, N K; Fritsch, M; Goetzen, K; Held, T; Koch, H; Lewandowski, B; Pelizaeus, M; Steinke, M; Boyd, J T; Chevalier, N; Cottingham, W N; Kelly, M P; Latham, T E; Wilson, F F; Abe, K; Cuhadar-Donszelmann, T; Hearty, C; Mattison, T S; McKenna, J A; Thiessen, D; Kyberd, P; Teodorescu, L; Blinov, V E; Bukin, A D; Druzhinin, V P; Golubev, V B; Ivanchenko, V N; Kravchenko, E A; Onuchin, A P; Serednyakov, S I; Skovpen, Yu I; Solodov, E P; Yushkov, A N; Best, D; Bruinsma, M; Chao, M; Eschrich, I; Kirkby, D; Lankford, A J; Mandelkern, M; Mommsen, R K; Roethel, W; Stoker, D P; Buchanan, C; Hartfiel, B L; Gary, J W; Shen, B C; Wang, K; del Re, D; Hadavand, H K; Hill, E J; MacFarlane, D B; Paar, H P; Rahatlou, Sh; Sharma, V; Berryhill, J W; Campagnari, C; Dahmes, B; Levy, S L; Long, O; Lu, A; Mazur, M A; Richman, J D; Verkerke, W; Beck, T W; Eisner, A M; Heusch, C A; Lockman, W S; Schalk, T; Schmitz, R E; Schumm, B A; Seiden, A; Spradlin, P; Williams, D C; Wilson, M G; Albert, J; Chen, E; Dubois-Felsmann, G P; Dvoretskii, A; Hitlin, D G; Narsky, I; Piatenko, T; Porter, F C; Ryd, A; Samuel, A; Yang, S; Jayatilleke, S; Mancinelli, G; Meadows, B T; Sokoloff, M D; Abe, T; Blanc, F; Bloom, P; Chen, S; Clark, P J; Ford, W T; Nauenberg, U; Olivas, A; Rankin, P; Smith, J G; van Hoek, W C; Zhang, L; Harton, J L; Hu, T; Soffer, A; Toki, W H; Wilson, R J; Zeng, Q; Altenburg, D; Brandt, T; Brose, J; Colberg, T; Dickopp, M; Feltresi, E; Hauke, A; Lacker, H M; Maly, E; Müller-Pfefferkorn, R; Nogowski, R; Otto, S; Schubert, J; Schubert, K R; Schwierz, R; Spaan, B; Bernard, D; Bonneaud, G R; Brochard, F; Grenier, P; Thiebaux, Ch; Vasileiadis, G; Verderi, M; Bard, D J; Khan, A; Lavin, D; Muheim, F; Playfer, S; Andreotti, M; Azzolini, V; Bettoni, D; Bozzi, C; Calabrese, R; Cibinetto, G; Luppi, E; Negrini, M; Sarti, A; Treadwell, E; Baldini-Ferroli, R; Calcaterra, A; de Sangro, R; Finocchiaro, G; Patteri, P; Piccolo, M; Zallo, A; Buzzo, A; Capra, R; Contri, R; Crosetti, G; Lo Vetere, M; Macri, M; Monge, M R; Passaggio, S; Patrignani, C; Robutti, E; Santroni, A; Tosi, S; Bailey, S; Brandenburg, G; Morii, M; Won, E; Dubitzky, R S; Langenegger, U; Bhimji, W; Bowerman, D A; Dauncey, P D; Egede, U; Gaillard, J R; Morton, G W; Nash, J A; Taylor, G P; Grenier, G J; Lee, S J; Mallik, U; Cochran, J; Crawley, H B; Lamsa, J; Meyer, W T; Prell, S; Rosenberg, E I; Yi, J; Davier, M; Grosdidier, G; Höcker, A; Laplace, S; Le Diberder, F; Lepeltier, V; Lutz, A M; Petersen, T C; Plaszczynski, S; Schune, M H; Tantot, L; Wormser, G; Cheng, C H; Lange, D J; Simani, M C; Wright, D M; Bevan, A J; Coleman, J P; Fry, J R; Gabathuler, E; Gamet, R; Kay, M; Parry, R J; Payne, D J; Sloane, R J; Touramanis, C; Back, J J; Harrison, P F; Mohanty, G B; Brown, C L; Cowan, G; Flack, R L; Flaecher, H U; George, S; Green, M G; Kurup, A; Marker, C E; McMahon, T R; Ricciardi, S; Salvatore, F; Vaitsas, G; Winter, M A; Brown, D; Davis, C L; Allison, J; Barlow, N R; Barlow, R J; Hart, P A; Hodgkinson, M C; Lafferty, G D; Lyon, A J; Williams, J C; Farbin, A; Hulsbergen, W D; Jawahery, A; Kovalskyi, D; Lae, C K; Lillard, V; Roberts, D A; Blaylock, G; Dallapiccola, C; Flood, K T; Hertzbach, S S; Kofler, R; Koptchev, V B; Moore, T B; Saremi, S; Staengle, H; Willocq, S; Cowan, R; Sciolla, G; Taylor, F; Yamamoto, R K; Mangeol, D J J; Patel, P M; Robertson, S H; Lazzaro, A; Palombo, F; Bauer, J M; Cremaldi, L; Eschenburg, V; Godang, R; Kroeger, R; Reidy, J; Sanders, D A; Summers, D J; Zhao, H W; Brunet, S; Côté, D; Taras, P; Nicholson, H; Cartaro, C; Cavallo, N; Fabozzi, F; Gatto, C; Lista, L; Monorchio, D; Paolucci, P; Piccolo, D; Sciacca, C; Baak, M; Raven, G; Wilden, L; Jessop, C P; LoSecco, J M; Gabriel, T A; Allmendinger, T; Brau, B; Gan, K K; Honscheid, K; Hufnagel, D; Kagan, H; Kass, R; Pulliam, T; Ter-Antonyan, R; Wong, Q K; Brau, J; Frey, R; Igonkina, O; Potter, C T; Sinev, N B; Strom, D; Torrence, E; Colecchia, F; Dorigo, A; Galeazzi, F; Margoni, M; Morandin, M; Posocco, M; Rotondo, M; Simonetto, F; Stroili, R; Tiozzo, G; Voci, C; Benayoun, M; Briand, H; Chauveau, J; David, P; de la Vaissière, Ch; Del Buono, L; Hamon, O; John, M J J; Leruste, Ph; Ocariz, J; Pivk, M; Roos, L; T'Jampens, S; Therin, G; Manfredi, P F; Re, V; Behera, P K; Gladney, L; Guo, Q H; Panetta, J; Anulli, F; Biasini, M; Peruzzi, I M; Pioppi, M; Angelini, C; Batignani, G; Bettarini, S; Bondioli, M; Bucci, F; Calderini, G; Carpinelli, M; Del Gamba, V; Forti, F; Giorgi, M A; Lusiani, A; Marchiori, G; Martinez-Vidal, F; Morganti, M; Neri, N; Paoloni, E; Rama, M; Rizzo, G; Sandrelli, F; Walsh, J; Haire, M; Judd, D; Paick, K; Wagoner, D E; Danielson, N; Elmer, P; Lu, C; Miftakov, V; Olsen, J; Smith, A J S; Varnes, E W; Bellini, F; Cavoto, G; Faccini, R; Ferrarotto, F; Ferroni, F; Gaspero, M; Li Gioi, L; Mazzoni, M A; Morganti, S; Pierini, M; Piredda, G; Tehrani, F Safai; Voena, C; Christ, S; Wagner, G; Waldi, R; Adye, T; De Groot, N; Franek, B; Geddes, N I; Gopal, G P; Olaiya, E O; Xella, S M; Aleksan, R; Emery, S; Gaidot, A; Ganzhur, S F; Giraud, P F; Hamel de Monchenault, G; Kozanecki, W; Langer, M; Legendre, M; London, G W; Mayer, B; Schott, G; Vasseur, G; Yèche, Ch; Zito, M; Purohit, M V; Weidemann, A W; Yumiceva, F X; Aston, D; Bartoldus, R; Berger, N; Boyarski, A M; Buchmueller, O L; Convery, M R; Cristinziani, M; De Nardo, G; Dong, D; Dorfan, J; Dujmic, D; Dunwoodie, W; Elsen, E E; Field, R C; Glanzman, T; Gowdy, S J; Hadig, T; Halyo, V; Hryn'ova, T; Innes, W R; Kelsey, M H; Kim, P; Kocian, M L; Leith, D W G S; Libby, J; Luitz, S; Luth, V; Lynch, H L; Marsiske, H; Messner, R; Muller, D R; O'Grady, C P; Ozcan, V E; Perazzo, A; Perl, M; Petrak, S; Ratcliff, B N; Roodman, A; Salnikov, A A; Schindler, R H; Schwiening, J; Simi, G; Snyder, A; Soha, A; Stelzer, J; Su, D; Sullivan, M K; Va'vra, J; Wagner, S R; Weaver, M; Weinstein, A J R; Wisniewski, W J; Wittgen, M; Wright, D H; Young, C C; Burchat, P R; Edwards, A J; Meyer, T I; Petersen, B A; Roat, C; Ahmed, S; Alam, M S; Ernst, J A; Saeed, M A; Saleem, M; Wappler, F R; Bugg, W; Krishnamurthy, M; Spanier, S M; Eckmann, R; Kim, H; Ritchie, J L; Satpathy, A; Schwitters, R F; Izen, J M; Kitayama, I; Lou, X C; Ye, S; Bianchi, F; Bona, M; Gallo, F; Gamba, D; Borean, C; Bosisio, L; Cossutti, F; Della Ricca, G; Dittongo, S; Grancagnolo, S; Lanceri, L; Poropat, P; Vitale, L; Vuagnin, G; Panvini, R S; Banerjee, Sw; Brown, C M; Fortin, D; Jackson, P D; Kowalewski, R; Roney, J M; Band, H R; Dasu, S; Datta, M; Eichenbaum, A M; Hollar, J J; Johnson, J R; Kutter, P E; Li, H; Liu, R; Di Lodovico, F; Mihalyi, A; Mohapatra, A K; Pan, Y; Prepost, R; Sekula, S J; Tan, P; von Wimmersperg-Toeller, J H; Wu, J; Wu, S L; Yu, Z; Neal, H
2004-07-23
We report the observation of the B meson decay B+/- -->J/psietaK+/- and evidence for the decay B0-->J/psietaK0S, using 90 x 10(6) BB; events collected at the Upsilon(4S) resonance with the BABAR detector at the SLAC PEP-II e+e- asymmetric-energy storage ring. We obtain branching fractions of B(B+/- -->J/psietaK+/-) = [10.8 +/- 2.3(stat) +/- 2.4(syst)] x 10(-5) and B(B0-->J/psietaK0S) = [8.4 +/- 2.6(stat) +/- 2.7(syst)] x 10(-5). We search for the new narrow mass state, the X(3872), recently reported by the Belle Collaboration, in the decay B+/- -->X(3872)K+/-,X(3872)-->J/psieta and determine an upper limit of B[B +/- -->X(3872)K+/- -->J/psietaK+/-] < 7.7 x 10(-6) at 90% confidence level. Copyright 2004 The American Physical Society
Iron abundance in the hot DA white dwarfs Feige 24 and G191 B2B
NASA Technical Reports Server (NTRS)
Vennes, Stephane; Chayer, Pierre; Thorstensen, John R.; Bowyer, Stuart; Shipman, Harry L.
1992-01-01
Attention is given to model calculations of the far- and extreme-UV line spectra of highly ionized Fe species (Fe IV, Fe V, and Fe VI) for hot high-gravity H-rich stars. A spectral analysis of 31 hr of exposure of the DA white dwarf Feige 24 with IUE in the echelle mode reveals the presence of Fe with an abundance relative to H by number of (5-10) x 10 exp -6 with an uncertainty dominated by the determination of stellar parameters. An analysis of IUE data from the white dwarf G191 B2B results in a similar Fe abundance if this star shares similar atmospheric parameters (Teff, g) with Feige 24. Fe is thus the second most abundant photospheric element in hot DA white dwarfs.
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.
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.
Flight Testing the X-48B at the Dryden Flight Research Center
NASA Technical Reports Server (NTRS)
Cosenito, Gary B.
2010-01-01
Topics discussed include: a) UAV s at NASA Dryden, Past and Present; b) Why Do We Flight Test?; c) The Blended (or Hybrid) Wing-Body Advantage; d) Program Objectives; e) The X-48B Vehicle and Ground Control Station; and f) Flight Test Highlights & Video.
X-band T/R switch with body-floating multi-gate PDSOI NMOS transistors
NASA Astrophysics Data System (ADS)
Park, Mingyo; Min, Byung-Wook
2018-03-01
This paper presents an X-band transmit/receive switch using multi-gate NMOS transistors in a silicon-on-insulator CMOS process. For low loss and high power handling capability, floating body multi-gate NMOS transistors are adopted instead of conventional stacked NMOS transistors, resulting in 53% reduction of transistor area. Comparing to the stacked NMOS transistors, the multi gate transistor shares the source and drain region between stacked transistors, resulting in reduced chip area and parasitics. The impedance between bodies of gates in multi-gate NMOS transistors is assumed to be very large during design and confirmed after measurement. The measured input 1 dB compression point is 34 dBm. The measured insertion losses of TX and RX modes are respectively 1.7 dB and 2.0 dB at 11 GHz, and the measured isolations of TX and RX modes are >27 dB and >20 dB in X-band, respectively. The chip size is 0.086 mm2 without pads, which is 25% smaller than the T/R switch with stacked transistors.
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...
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...
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.
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
Study of inverse magnetostrictive effect in metallic glasses Fe80-x Co x P14B6
NASA Astrophysics Data System (ADS)
Severikov, V. S.; Grishin, A. M.; Ignahin, V. S.
2017-11-01
The paper presents the possibility to build a tension gauge capable to discriminate different kinds of deformations: compression and twisting (induced by torsion strain) based on the magnetoelastic effect in new metallic glasses Fe80-x Co x P14B6. Applied loads increase coercive field H c, saturation induction B s and rectangularity of magnetic hysteresis loop. For example, hysteresis loop traced for 1 mm narrow, 50 cm long and 30 μm thick Fe40Co40P14B6 straight ribbon subjected to longitudinal stress of 346 MPa shown increased B s from 1.24 to 1.7 T and squareness from 0.55 to 0.88 compared to unloaded specimen. For twisting, on the contrary, both squareness and coercive field vary whereas the value of B s remains unchanged.
Lifting q-difference operators for Askey-Wilson polynomials and their weight function
DOE Office of Scientific and Technical Information (OSTI.GOV)
Atakishiyeva, M. K.; Atakishiyev, N. M., E-mail: natig_atakishiyev@hotmail.com
2011-06-15
We determine an explicit form of a q-difference operator that transforms the continuous q-Hermite polynomials H{sub n}(x | q) of Rogers into the Askey-Wilson polynomials p{sub n}(x; a, b, c, d | q) on the top level in the Askey q-scheme. This operator represents a special convolution-type product of four one-parameter q-difference operators of the form {epsilon}{sub q}(c{sub q}D{sub q}) (where c{sub q} are some constants), defined as Exton's q-exponential function {epsilon}{sub q}(z) in terms of the Askey-Wilson divided q-difference operator D{sub q}. We also determine another q-difference operator that lifts the orthogonality weight function for the continuous q-Hermite polynomialsH{submore » n}(x | q) up to the weight function, associated with the Askey-Wilson polynomials p{sub n}(x; a, b, c, d | q).« less
Clamp usable as jig and lifting clamp
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.
NASA Technical Reports Server (NTRS)
Wang, Xiao-Yen; Wey, Thomas; Buehrle, Robert
2009-01-01
A computational fluid dynamic (CFD) code is used to simulate the J-2X engine exhaust in the center-body diffuser and spray chamber at the Spacecraft Propulsion Facility (B-2). The CFD code is named as the space-time conservation element and solution element (CESE) Euler solver and is very robust at shock capturing. The CESE results are compared with independent analysis results obtained by using the National Combustion Code (NCC) and show excellent agreement.
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.
Lift-Enhancing Tabs on Multielement Airfoils
NASA Technical Reports Server (NTRS)
Ross, James C.; Storms, Bruce L.; Carrannanto, Paul G.
1995-01-01
The use of flat-plate tabs (similar to Gurney flaps) to enhance the lift of multielement airfoils is extended here by placing them on the pressure side and near the trailing edge of the main element rather than just on the furthest downstream wing element. The tabs studied range in height from 0.125 to 1.25% of the airfoil reference chord. In practice, such tabs would be retracted when the high-lift system is stowed. The effectiveness of the concept was demonstrated experimentally and computationally on a two-dimensional NACA 63(sub 2)-215 Mod B airfoil with a single-slotted, 30%-chord flap. Both the experiments and computations showed that the tabs significantly increase the lift at a given angle of attack and the maximum lift coefficient of the airfoil. The computational results showed that the increased lift was a result of additional turning of the flow by the tab that reduced or eliminated now separation on the flap. The best configuration tested, a 0.5%-chord tab placed 0.5% chord upstream of the trailing edge of the main element, increased the maximum lift coefficient of the airfoil by 12% and the maximum lift-to-drag ratio by 40%.
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
Isokinetic and isometric lifting capacity of Chinese in relation to the physical demand of job.
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.
HL-10 after landing with pilot Bill Dana
NASA Technical Reports Server (NTRS)
1960-01-01
This movie clip, running about 56 seconds, shows NASA pilot Bill Dana exiting the cockpit of the HL-10 and waving to his B-52 drop aircraft, just after landing on the dry lakebed at Edwards Air Force Base, California. A fleet of lifting bodies flown at the NASA Flight Research Center, Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center in honor of Hugh L. Dryden.) These unique research vehicles, with their unconventional aerodynamic shapes, were the M2-F1, M2-F2, M2-F3, HL-10, X-24A, and the X-24B. The information the lifting body program generated contributed to the database that led to development of the current space shuttle program as well as the X-33 and X-38 technology demonstrators. Aerodynamic lift -- essential to flight in the atmosphere -- was obtained from the shape of the vehicles rather than from wings on a normal aircraft. The addition of fins and control surfaces allowed the pilots to stabilize and control the vehicles and regulate their flight paths. All but the M2-F1 were powered by the same type of XLR-11 rocket engine used in the famed Bell X-1 -- first aircraft to fly faster than the speed of sound. The M2-F1, a lightweight prototype, was unpowered. The success of the Dryden M2-F1 program led to the NASA development and construction of two heavyweight lifting bodies based on studies at NASA Ames and Langley research centers -- the M2-F2 and the HL-10, both built by the Northrop Corporation. The 'M' refers to 'manned' and 'F' refers to 'flight' version. 'HL' comes from 'horizontal landing' and '10' is for the tenth lifting body model to be investigated by Langley Research Center, Hampton, Virginia. The HL-10 was delivered to the FRC by Northrop
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
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.
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
Implications of the Revised NIOSH Lifting Guide of 1991: A Field Study
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
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.
B-52 Flight Mission Symbology - Close up
NASA Technical Reports Server (NTRS)
1993-01-01
A close-up view of some of the mission markings that tell the story of the NASA B-52 mothership's colorful history. These particular markings denote some of the experiments the bomber conducted to develop parachute recovery systems for the solid rocket boosters used by the Space Shuttle. 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
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.
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-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
NASA Technical Reports Server (NTRS)
1969-01-01
The HL-10 Lifting Body is seen here in powered flight shortly after launch from the B-52 mothership. When HL-10 powered flights began on October 23, 1968, the vehicle used the same basic XLR-11 rocket engine that powered the original X-1s. A total of five powered flights were made before the HL-10 first flew supersonically on May 9, 1969, with John Manke in the pilot's seat. 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 flight testing of the
Kouda, Katsuyasu; Nakamura, Harunobu; Fujita, Yuki; Hamada, Masami; Kajita, Etsuko; Nakatani, Yoshimi; Sato, Yuho; Uenishi, Kazuhiro; Iki, Masayuki
2015-04-15
Obesity, defined as the excessive accumulation of body fat, is frequently associated with low concentrations of high-density lipoprotein (HDL) cholesterol. However, HDL particles are heterogeneous in size and composition. HDL subclasses may be differentially associated with body fat. This study investigated associations between the cholesterol concentrations of HDL subclasses, as determined by high-performance liquid chromatography, and body fat variables, as measured by dual-energy X-ray absorptiometry. The source population was all ninth grade students who attended Shiokawa Junior High School in Japan. Cross-sectional data on body fat and serum HDL subclasses were obtained for 87 students (72.5% of the source population). The cholesterol concentration of the large HDL subclass showed a significant (P<0.05) inverse relationship with whole body fat and trunk fat (r=-0.24 and -0.30), whereas the concentration of the small HDL subclass showed a significant positive relationship with these body fat variables (r=0.25 and 0.31). After adjusting for potential confounding factors, the mean concentration of small HDL significantly increased from the lowest to highest tertiles of trunk fat mass index. These results indicate that HDL subclasses are heterogeneous in their associations with body fat variables that were accurately measured by dual-energy X-ray absorptiometry among Japanese students. Copyright © 2015 Elsevier B.V. All rights reserved.
NASA Technical Reports Server (NTRS)
Allison, Dennis O.; Waggoner, E. G.
1990-01-01
Computational predictions of the effects of wing contour modifications on maximum lift and transonic performance were made and verified against low speed and transonic wind tunnel data. This effort was part of a program to improve the maneuvering capability of the EA-6B electronics countermeasures aircraft, which evolved from the A-6 attack aircraft. The predictions were based on results from three computer codes which all include viscous effects: MCARF, a 2-D subsonic panel code; TAWFIVE, a transonic full potential code; and WBPPW, a transonic small disturbance potential flow code. The modifications were previously designed with the aid of these and other codes. The wing modifications consists of contour changes to the leading edge slats and trailing edge flaps and were designed for increased maximum lift with minimum effect on transonic performance. The prediction of the effects of the modifications are presented, with emphasis on verification through comparisons with wind tunnel data from the National Transonic Facility. Attention is focused on increments in low speed maximum lift and increments in transonic lift, pitching moment, and drag resulting from the contour modifications.
Evolution of Fermi Surface Properties in CexLa1-xB6 and PrxLa1-xB6
NASA Astrophysics Data System (ADS)
Endo, Motoki; Nakamura, Shintaro; Isshiki, Toshiyuki; Kimura, Noriaki; Nojima, Tsutomu; Aoki, Haruyoshi; Harima, Hisatomo; Kunii, Satoru
2006-11-01
We report the de Haas-van Alphen (dHvA) effect measurements of the Fermi surface properties in LaB6, CexLa1-xB6 (x = 0.1, 0.25, 0.5, 0.75, 1.0) and PrxLa1-xB6 (x = 0.25, 0.5, 0.75, 1.0) with particular attention to the spin dependence of the Fermi surface properties. The Fermi surface shape and dimension of CexLa1-xB6 change considerably with Ce concentration, while those of PrxLa1-xB6 change very slightly up to x = 0.75, and in PrB6 the Fermi surface splits into the up and down spin Fermi surfaces. The effective mass of CexLa1-xB6 increases considerably with Ce concentration and is nearly proportional to the number of Ce ions, whereas that of PrxLa1-xB6 increases slightly with Pr concentration. In CexLa1-xB6 the effective mass depends very strongly on field and increases divergently with decreasing field, while that of PrxLa1-xB6 increases slightly with decreasing field. The contribution to the dHvA signal from the conduction electrons of one spin direction diminishes with Ce concentration and appears to disappear somewhere around x = 0.25--0.5. A weak spin dependence is also found in PrxLa1-xB6. The behaviors of CexLa1-xB6 and PrxLa1-xB6 are compared to discuss the origin of the spin dependence of the Fermi surface properties.
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.
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.
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.
Pegasus Mated to B-52 Mothership - Front View
NASA Technical Reports Server (NTRS)
1991-01-01
NASA's B-52 launch aircraft takes off with the second Pegasus vehicle under its wing from the Dryden Flight Research Facility (now the Dryden Flight Research Center), Edwards, California. 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 addition, the B-52 served as the air
NASA Technical Reports Server (NTRS)
Creech, Steve; Taylor, Jim; Bellamy, Scott; Kuck, Fritz
2008-01-01
Ares V is the heavy lift vehicle NASA is designing for lunar and other space missions. It has significantly more lift capability than the Saturn V vehicle used for the Apollo missions to the moon. Ares V is powered by two recoverable 5.5 segment solid rocket boosters and six RS-68B engines on the core stage. The upper stage, designated as the Earth Departure Stage, is powered by a single J-2X engine. This paper provides an overview of the Ares V vehicle and the RS-68B engine, an upgrade to the Pratt & Whitney Rocketdyne RS-68 engine developed for the Delta IV vehicle.
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.
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
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.
Variable Lifting Index (VLI): A New Method for Evaluating Variable Lifting Tasks.
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.
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.
SpaceX TESS Payload Lift to Trailer; Prep for Transport to LC 40
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.
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.
STS-56 Discovery, OV-103, lifts off from KSC LC Pad 39B into darkness
NASA Technical Reports Server (NTRS)
1993-01-01
STS-56 Discovery, Orbiter Vehicle (OV) 103, lifts off from Kennedy Space Center (KSC) Launch Complex (LC) Pad 39B into the early morning darkness at 1:29 am (Eastern Daylight Time (EDT)). OV-103, atop its external tank (ET) and flanked by solid rocket boosters (SRBs), rises above the mobile launcher platform. Exhaust plumes trail from the SRBs. The glow of the SRB / space shuttle main engine (SSME) firings illuminate the fixed service structure (FSS) tower. Trees are silhouetted against the launch fireworks in the foreground.
49 CFR 37.163 - Keeping vehicle lifts in operative condition: Public entities.
Code of Federal Regulations, 2010 CFR
2010-10-01
... 49 Transportation 1 2010-10-01 2010-10-01 false Keeping vehicle lifts in operative condition... lifts in operative condition: Public entities. (a) This section applies only to public entities with respect to lifts in non-rail vehicles. (b) The entity shall establish a system of regular and frequent...
49 CFR 37.163 - Keeping vehicle lifts in operative condition: Public entities.
Code of Federal Regulations, 2011 CFR
2011-10-01
... 49 Transportation 1 2011-10-01 2011-10-01 false Keeping vehicle lifts in operative condition... lifts in operative condition: Public entities. (a) This section applies only to public entities with respect to lifts in non-rail vehicles. (b) The entity shall establish a system of regular and frequent...
B-52 Launch Aircraft in Flight
NASA Technical Reports Server (NTRS)
2001-01-01
NASA's venerable B-52 mothership is seen here photographed from a KC-135 Tanker aircraft. The X-43 adapter is visible attached to the right wing. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and is also both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. 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
A Real-Time Lift Detection Strategy for a Hip Exoskeleton.
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
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
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
Scaling of Lift Degradation Due to Anti-Icing Fluids Based Upon the Aerodynamic Acceptance Test
NASA Technical Reports Server (NTRS)
Broeren, Andy P.; Riley, James T.
2012-01-01
In recent years, the FAA has worked with Transport Canada, National Research Council Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flowoff characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. This paper describes how the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. A loss in maximum lift coefficient of 5.24 percent on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3 percent on the PIWT model at 8 angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the anti-icing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2 percent. Therefore, for cases resulting in PIWT model lift loss from 7.3 to 9.2 percent, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination.
Scaling of Lift Degradation Due to Anti-Icing Fluids Based Upon the Aerodynamic Acceptance Test
NASA Technical Reports Server (NTRS)
Broeren, Andy; Riley, Jim
2012-01-01
In recent years, the FAA has worked with Transport Canada, National Research Council Canada (NRC) and APS Aviation, Inc. to develop allowance times for aircraft operations in ice-pellet precipitation. These allowance times are critical to ensure safety and efficient operation of commercial and cargo flights. Wind-tunnel testing with uncontaminated anti-icing fluids and fluids contaminated with simulated ice pellets had been carried out at the NRC Propulsion and Icing Wind Tunnel (PIWT) to better understand the flow-off characteristics and resulting aerodynamic effects. The percent lift loss on the thin, high-performance wing model tested in the PIWT was determined at 8 deg. angle of attack and used as one of the evaluation criteria in determining the allowance times. Because it was unclear as to how performance degradations measured on this model were relevant to an actual airplane configuration, some means of interpreting the wing model lift loss was deemed necessary. This paper describes how the lift loss was related to the loss in maximum lift of a Boeing 737-200ADV airplane through the Aerodynamic Acceptance Test (AAT) performed for fluids qualification. A loss in maximum lift coefficient of 5.24% on the B737-200ADV airplane (which was adopted as the threshold in the AAT) corresponds to a lift loss of 7.3% on the PIWT model at 8 deg. angle of attack. There is significant scatter in the data used to develop the correlation related to varying effects of the anti-icing fluids that were tested and other factors. A statistical analysis indicated the upper limit of lift loss on the PIWT model was 9.2%. Therefore, for cases resulting in PIWT model lift loss from 7.3% to 9.2%, extra scrutiny of the visual observations is required in evaluating fluid performance with contamination.
49 CFR Appendix B to Part 24 - Statistical Report Form
Code of Federal Regulations, 2013 CFR
2013-10-01
... 49 Transportation 1 2013-10-01 2013-10-01 false Statistical Report Form B Appendix B to Part 24... ACQUISITION FOR FEDERAL AND FEDERALLY-ASSISTED PROGRAMS Pt. 24, App. B Appendix B to Part 24—Statistical... entries in Parts of this section A, B and C to the nearest dollar. 6. Regulatory references. The...
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
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
Lift-fan aircraft: Lessons learned-the pilot's perspective
NASA Technical Reports Server (NTRS)
Gerdes, Ronald M.
1993-01-01
This paper is written from an engineering test pilot's point of view. Its purpose is to present lift-fan 'lessons learned' from the perspective of first-hand experience accumulated during the period 1962 through 1988 while flight testing vertical/short take-off and landing (V/STOL) experimental aircraft and evaluating piloted engineering simulations of promising V/STOL concepts. Specifically, the scope of the discussions to follow is primarily based upon a critical review of the writer's personal accounts of 30 hours of XV-5A/B and 2 hours of X-14A flight testing as well as a limited simulator evaluation of the Grumman Design 755 lift-fan aircraft. Opinions of other test pilots who flew these aircraft and the aircraft simulator are also included and supplement the writer's comments. Furthermore, the lessons learned are presented from the perspective of the writer's flying experience: 10,000 hours in 100 fixed- and rotary-wing aircraft including 330 hours in 5 experimental V/STOL research aircraft. The paper is organized to present to the reader a clear picture of lift-fan lessons learned from three distinct points of view in order to facilitate application of the lesson principles to future designs. Lessons learned are first discussed with respect to case histories of specific flight and simulator investigations. These principles are then organized and restated with respect to four selected design criteria categories in Appendix I. Lastly, Appendix Il is a discussion of the design of a hypothetical supersonic short take-off vertical landing (STOVL) fighter/attack aircraft.
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.
49 CFR Appendix B to Part 24 - Statistical Report Form
Code of Federal Regulations, 2010 CFR
2010-10-01
... 49 Transportation 1 2010-10-01 2010-10-01 false Statistical Report Form B Appendix B to Part 24... ACQUISITION FOR FEDERAL AND FEDERALLY-ASSISTED PROGRAMS Pt. 24, App. B Appendix B to Part 24—Statistical Report Form This Appendix sets forth the statistical information collected from Agencies in accordance...
Body water balance and body temperature in vasopressin V1b receptor knockout mice.
Daikoku, R; Kunitake, T; Kato, K; Tanoue, A; Tsujimoto, G; Kannan, H
2007-10-30
In an attempt to determine whether there is a specific vasopressin receptor (V(1b)) subtype involved in the regulation of body water balance and temperature, vasopressin V(1b) receptor knockout mice were used. Daily drinking behavior and renal excretory function were examined in V(1b)-deficient (V(1b)(-/-)) and control (V(1b)(+/+)) mice under the basal and stress-induced condition. In addition, body temperature and locomotor activity were measured with a biotelemetry system. The baseline daily water intake and urine volume were larger in V(1b)(-/-) mice than in V(1b)(+/+) mice. V(1b)(-/-) mice (V(1b)(-/-)) had significantly higher locomotor activity than wild-type, whereas the body temperature and oxygen consumption were lower in V(1b)(-/-) than in the V(1b)(+/+) mice. Next, the V(1b)(-/-) and V(1b)(+/+) mice were subjected to water deprivation for 48 hr. Under this condition, their body temperature decreased with the time course, which was significantly larger for V(1b)(-/-) than for V(1b)(+/+) mice. Central vasopressin has been reported to elicit drinking behavior and antipyretic action, and the V(1b) receptor has been reported to be located in the kidney. Thus, the findings suggest that the V(1b) receptor may be, at least in part, involved in body water balance and body temperature regulation.
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.
NASA Technical Reports Server (NTRS)
1988-01-01
A mock-up of an F-111 cockpit section drops out of the bomb bay of NASA's B-52 mothership on a test flight of a new parachute system for the F-111 'Aardvark' bomber. The F-111's ejection system separated the entire cockpit from the rest of the aircraft, and a large parachute was then deployed to lower the cockpit section to the ground. 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
NASA Technical Reports Server (NTRS)
1988-01-01
The main parachute begins to deploy on the mock-up of an F-111 'Aardvark' bomber cockpit section after being dropped from NASA's B-52 mothership during 1988 flight tests on improved parachute systems for the Air Force bomber. The F-111's ejection system separated the entire cockpit from the rest of the aircraft, and a large parachute was then deployed to lower the cockpit section to the ground. 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
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
Dryden B-52 Launch Aircraft on Dryden Ramp
NASA Technical Reports Server (NTRS)
1996-01-01
NASA's venerable B-52 mothership sits on the ramp in front of the Dryden Flight Research Center, Edwards, California. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. 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
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.
Boron uptake in tumors, cerebrum and blood from (/sup 10/B)Na/sub 4/B/sub 24/H/sub 22/S/sub 2/
Slatkin, D.N.; Micca, P.L.; Fairchild, R.G.
1986-03-11
A stable boronated (/sup 10/B-labeled) compound, sodium mercaptoundecahydrododecaborate is infused in the form of the disulfide dimer, (/sup 10/B)Na/sub 4/B/sub 24/H/sub 22/S/sub 2/, at a dose of about 200 ..mu..g /sup 10/B per gm body weight. The infusion is preformed into the blood or peritoneal cavity of the patient slowly over a period of many days, perhaps one week or more, at the rate of roughly 1 ..mu..g /sup 10/B per gm body weight per hour. Use of this particular boronated dimer in the manner or similarly to the manner so described permits radiotherapeutically effective amounts of boron to accumulate in tumors to be treated by boron neutron capture radiation therapy and also permits sufficient retention of boron in tumor after the cessation of the slow infusion, so as to allow the blood concentration of /sup 10/B to drop or to be reduced artificially to a radiotherapeutically effective level, less than one-half of the concentration of /sup 10/B in the tumor. 1 tab.
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
ESC-B: The Cryogenic Upper Stage for Europe's Heavy Lift Launcher Ariane 5ECB
NASA Astrophysics Data System (ADS)
Juhls, A.
2002-01-01
-A. Juhls, Astrium GmbH -M. Lepelletier, Snecma Moteurs -JM. Bahu, CNES -C. Poincheval, CNES. In the year 1998 the European ministerial council decided to initiate the Ariane 5 Plus programme in order to upgrade the European heavy lift launcher Ariane 5. The market was changing more rapidly than predicted showing steadily growing satellite mass and the demand for flexible missions while strong competitors were intensifying their preparations to enter the commercial business. The answer was to improve the Ariane 5 launcher by modifying the cryogenic first (or lower ?) stage and the solid boosters and by introducing two cryogenic upper stages in two steps: In order to cope with the short term need of a significant growth of GTO lift capacity up to 10 t the first denoted ESC-A shall enter commercial service in 2002. Four years later a more powerful second version shall take over enabling a GTO performance of 12 t and providing versatile mission capability. The paper will focus on this new cryogenic upper stage denoted ESC-B giving first a general description of main characteristics and constituents. The article will highlight different challenging aspects of the ESC-B development: Ambitious economical conditions regarding both limited development budgets and the strong need to reduce production cost require improved working methods and an adjustment of the conventional development logic, in particular regarding new verification methods. Furthermore Europe is now facing the complex combination of versatile mission capability together with a powerful cryogenic upper stage. The paper will present the approach to define reasonable mission scenarios in order to cover customer demands while avoiding too stringent system requirements. Along with VINCI, Europe's first expander cycle type engine featuring an extendable nozzle dedicated subsystems will be described which allow 4 re-ignitions and 6 hours of ballistic flight. The paper concludes with the summary of the
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.
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.
X-43A Fluid and Environmental Systems: Ground and Flight Operation and Lessons Learned
NASA Technical Reports Server (NTRS)
Vachon, Michael Jacob; Grindle, Thomas J.; St.John, Clinton W.; Dowdell, David B.
2005-01-01
The X-43A Hyper-X program demonstrated the first successful flights of an airframe integrated scramjet powered hypersonic vehicle. The X-43A vehicles established successive world records for jet-powered vehicles at speeds of Mach 7 and Mach 10. The X-43A vehicle is a subscale version of proposed hypersonic reconnaissance strike aircraft. Scaled down to a length of 12 ft (3.66 m), the lifting body design with high fineness ratio resulted in very small internal space available for fluid systems and their corresponding environmental conditioning systems. Safe testing and operation of the X-43A fluid and environmental systems was critical for mission success, not only for the safety of the flight crew in the NASA B-52B carrier aircraft, but also to maintain the reliability of vehicle systems while exposed to dynamics and hostile conditions encountered during the boost trajectory. The X-43A fluid and environmental systems successfully managed explosive, pyrophoric, inert, and very high pressure gases without incident. This report presents a summary of the checkout and flight validation of the X-43A fluid systems. The testing used for mission assurance is summarized. System performance during captive carry and launch flights is presented. The lessons learned are also discussed.
High-lift flow-physics flight experiments on a subsonic civil transport aircraft (B737-100)
NASA Technical Reports Server (NTRS)
Vandam, Cornelis P.
1994-01-01
As part of the subsonic transport high-lift program, flight experiments are being conducted using NASA Langley's B737-100 to measure the flow characteristics of the multi-element high-lift system at full-scale high-Reynolds-number conditions. The instrumentation consists of hot-film anemometers to measure boundary-layer states, an infra-red camera to detect transition from laminar to turbulent flow, Preston tubes to measure wall shear stress, boundary-layer rakes to measure off-surface velocity profiles, and pressure orifices to measure surface pressure distributions. The initial phase of this research project was recently concluded with two flights on July 14. This phase consisted of a total of twenty flights over a period of about ten weeks. In the coming months the data obtained in this initial set of flight experiments will be analyzed and the results will be used to finalize the instrumentation layout for the next set of flight experiments scheduled for Winter and Spring of 1995. The main goal of these upcoming flights will be: (1) to measure more detailed surface pressure distributions across the wing for a range of flight conditions and flap settings; (2) to visualize the surface flows across the multi-element wing at high-lift conditions using fluorescent mini tufts; and (3) to measure in more detail the changes in boundary-layer state on the various flap elements as a result of changes in flight condition and flap deflection. These flight measured results are being correlated with experimental data measured in ground-based facilities as well as with computational data calculated with methods based on the Navier-Stokes equations or a reduced set of these equations. Also these results provide insight into the extent of laminar flow that exists on actual multi-element lifting surfaces at full-scale high-life conditions. Preliminary results indicate that depending on the deflection angle, the slat and flap elements have significant regions of laminar flow over
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.
STS-49 Endeavour, Orbiter Vehicle (OV) 105, lifts off from KSC LC Pad 39B
1992-05-07
STS049-S-251 (7 May 1992) --- The Space Shuttle Endeavour soars toward Earth orbit where a crew of seven NASA astronauts will spend at least a week. Endeavour, the newest orbiter in NASA's Space Shuttle fleet, lifted off from Pad 39B at 7:40 p.m. (EDT), May 7, 1992. A diamond shock effect can be seen beneath the three main engines. Onboard are astronauts Daniel C. Brandenstein, mission commander; Kevin P. Chilton, pilot; and Richard J. Hieb, Bruce E. Melnick, Pierre J. Thuot, Kathryn C. Thornton and Thomas D. Akers, all mission specialists.
Garg, Arun; Kapellusch, Jay M
2016-08-01
The objectives were to: (a) develop a continuous frequency multiplier (FM) for the Revised NIOSH Lifting Equation (RNLE) as a function of lifting frequency and duration of a lifting task, and (b) describe the Cumulative Lifting Index (CULI), a methodology for estimating physical exposure to workers with job rotation. The existing FM for the RNLE (FME) does not differentiate between task duration >2 hr and <8 hr, which makes quantifying physical exposure to workers with job rotation difficult and presents challenges to job designers. Using the existing FMs for 1, 2, and 8 hr of task durations, we developed a continuous FM (FMP) that extends to 12 hr per day. We simulated 157,500 jobs consisting of two tasks each and, using different combinations of Frequency Independent Lifting Index, lifting frequency and duration of lifting. Biomechanical stresses were estimated using the CULI, time-weighted average (TWA), and peak exposure. The median difference between FME and FMP was ±1% (range: 0%-15%). Compared to CULI, TWA underestimated risk of low-back pain (LBP) for 18% to 30% of jobs, and peak exposure for an assumed 8-hr work shift overestimated risk of LBP for 20% to 25% of jobs. Peak task exposure showed 90% agreement with CULI but ignored one of two tasks. The CULI partially addressed the underestimation of physical exposure using the TWA approach and overestimation of exposure using the peak-exposure approach. The proposed FM and CULI may provide more accurate physical exposure estimates, and therefore estimated risk of LBP, for workers with job rotation. © 2016, Human Factors and Ergonomics Society.
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).
Sex differences in anticipatory postural adjustments during rapid single leg lift.
Bussey, Melanie D; Castro, Marcelo Peduzzi de; Aldabe, Daniela; Shemmell, Jonathan
2018-02-01
The aim of this study was to assess the influence of sex on the kinetic, kinematic and neuromuscular correlates of anticipatory postural adjustments (APAs) during a single leg lift task performed by healthy participants. Fifty healthy age and body mass index matched participants (25 women and 25 men) performed 20 single leg lift task (hip flexion to 90 ° as quickly as possible) with their dominant and their non-dominant lower limbs. A force plate was used to determine the medial-lateral displacement of the center of pressure (COP ML ), and the initiation of weight shift (T 0 ); kinematics was used to determine leg lift (T 1 ); and electromyography was used to determine onset times from eight muscles: bilateral external oblique, internal oblique and lumbar multifidus, and unilateral (stance limb) gluteus maximus and biceps femoris. Movement control limb dominance was included in the analysis. Statistically significant interactions between sex and limb dominance (p < .001) were observed for T 1 , COP ML, and muscle onsets. Also, statistically significant main effect of sex on T 0 was observed. Women showed increased APA time (T 1 ) and magnitude (COP ML ) in their dominant limbs compared to men. Such differences between sexes did not occur in the non-dominant limb. Women recruited proximal muscles later than their man counterparts. Overall, women appear to have a stronger effect of limb dominance on their anticipatory postural control strategy which requires further investigation. The findings of the current study indicate that women and men differ in their anticipatory postural control strategy for rapid single leg lift. Copyright © 2017 Elsevier B.V. All rights reserved.
Dryden B-52 Launch Aircraft on Edwards AFB Runway
NASA Technical Reports Server (NTRS)
1996-01-01
NASA's venerable workhorse, the B-52 mothership, rolls out on the Edwards AFB runway after a test flight in 1996. Over the course of more than 40 years, the B-52 launched numerous experimental aircraft, ranging from the X-15 to the X-38, and was also used as a flying testbed for a variety of other research projects. 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
NASA Technical Reports Server (NTRS)
Thorman, H. Carl; Dupree, David T.
1947-01-01
The performance of the 11-stage axial-flow compressor, modified to improve the compressor-outlet velocity, in a revised X24C-4B turbojet engine is presented and compared with the performance of the compressor in the original engine. Performance data were obtained from an investigation of the revised engine in the MACA Cleveland altitude wind tunnel. Compressor performance data were obtained for engine operation with four exhaust nozzles of different outlet area at simulated altitudes from 15,OOO to 45,000 feet, simulated flight Mach numbers from 0.24 to 1.07, and engine speeds from 4000 to 12,500 rpm. The data cover a range of corrected engine speeds from 4100 to 13,500 rpm, which correspond to compressor Mach numbers from 0.30 to 1.00.
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
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
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
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
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.
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
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.
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.
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
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
Structure and Cancer Immunotherapy of the B7 Family Member B7x
Jeon, Hyungjun; Vigdorovich, Vladimir; Garrett-Thomson, Sarah C.; Janakiram, Murali; Ramagopal, Udupi A.; Abadi, Yael M.; Lee, Jun Sik; Scandiuzzi, Lisa; Ohaegbulam, Kim C; Chinai, Jordan M; Zhao, Ruihua; Yao, Yu; Mao, Ying; Sparano, Joseph A.; Almo, Steven C.; Zang, Xingxing
2014-01-01
SUMMARY B7x (B7-H4 or B7S1) is a member of the B7 family that can inhibit T cell function. B7x protein is absent in most normal human tissues and immune cells, but is overexpressed in human cancers and often correlates with negative clinical outcome. The expression pattern and function of B7x suggest that it may be a potent immunosuppressive pathway in human cancers. Here we determined the crystal structure of human B7x IgV domain at 1.59Å resolution and mapped the epitopes recognized by monoclonal antibodies. We developed a new in vivo system to screen therapeutic monoclonal antibodies against B7x, and found that the clone 1H3 significantly inhibited growth of B7x-expressing tumor in vivo via multiple mechanisms. Furthermore, the surviving mice given 1H3 treatment were resistant to tumor re-challenge. Our data suggest that targeting B7x on tumors is a promising cancer immunotherapy and humanized 1H3 may be efficacious for immunotherapy of human cancers. PMID:25437562
Variable Lifting Index for Manual-Lifting Risk Assessment: A Preliminary Validation Study.
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.
... 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, ...
Spin-split fermi surfaces in CexLa1-xB6 and PrxLa1-xB6
NASA Astrophysics Data System (ADS)
Isshiki, T.; Endo, M.; Sugi, M.; Kimura, N.; Nakamura, S.; Nojima, T.; Aoki, H.; Kunii, S.
2006-05-01
We have performed the dHvA measurements on CexLa1-xB6 and PrxLa1-xB6 compounds to study spin splitting of the Fermi surfaces. In PrB 6 we have found new frequency branches to confirm that the Fermi surface splits into up and down spin Fermi surfaces, whereas no spin splitting has been found for x=0.25,0.5,0.75. We have also found several new frequency branches in CeB6. The new frequency branches imply that the Fermi surfaces of up and down spin conduction electrons are significantly different in CeB6 as well as in PrB6.
B-52 Testing Developmental Space Shuttle Drag Chute
NASA Technical Reports Server (NTRS)
1990-01-01
A close-up of an experimental drag chute deploying in a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. 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
B-52 Testing Developmental Space Shuttle Drag Chute
NASA Technical Reports Server (NTRS)
1990-01-01
An aerial view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. 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
B-52 Testing Developmental Space Shuttle Drag Chute
NASA Technical Reports Server (NTRS)
1990-01-01
NASA's B-52 research aircraft deploys an experimental drag chute just after landing the runway at the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. 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
B-52 Testing Developmental Space Shuttle Drag Chute
NASA Technical Reports Server (NTRS)
1990-01-01
An experimental drag chute deploys amidst a cloud of dust behind NASA's B-52 research aircraft just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. 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
B-52 Testing Developmental Space Shuttle Drag Chute
NASA Technical Reports Server (NTRS)
1990-01-01
A rear view of NASA's B-52 research aircraft deploying an experimental drag chute just after landing on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, on a 1990 research flight. The B-52's tests led to the development of a drag chute to help the Space Shuttle land more safely and easily. 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
Aubert, B; Boutigny, D; Gaillard, J M; Hicheur, A; Karyotakis, Y; Lees, J P; Robbe, P; Tisserand, V; Palano, A; Chen, G P; Chen, J C; Qi, N D; Rong, G; Wang, P; Zhu, Y S; Eigen, G; Reinertsen, P L; Stugu, B; Abbott, B; Abrams, G S; Borgland, A W; Breon, A B; Brown, D N; Button-Shafer, J; Cahn, R N; Clark, A R; Fan, Q; Gill, M S; Gowdy, S J; Gritsan, A; Groysman, Y; Jacobsen, R G; Kadel, R W; Kadyk, J; Kerth, L T; Kluth, S; Kolomensky, Y G; Kral, J F; LeClerc, C; Levi, M E; Liu, T; Lynch, G; Meyer, A B; Momayezi, M; Oddone, P J; Perazzo, A; Pripstein, M; Roe, N A; Romosan, A; Ronan, M T; Shelkov, V G; Telnov, A V; Wenzel, W A; Bright-Thomas, P G; Harrison, T J; Hawkes, C M; Kirk, A; Knowles, D J; O'Neale, S W; Penny, R C; Watson, A T; Watson, N K; Deppermann, T; Koch, H; Krug, J; Kunze, M; Lewandowski, B; Peters, K; Schmuecker, H; Steinke, M; Andress, J C; Barlow, N R; Bhimji, W; Chevalier, N; Clark, P J; Cottingham, W N; De Groot, N; Dyce, N; Foster, B; Mass, A; McFall, J D; Wallom, D; Wilson, F F; Abe, K; Hearty, C; Mattison, T S; McKenna, J A; Thiessen, D; Camanzi, B; Jolly, S; McKemey, A K; Tinslay, J; Blinov, V E; Bukin, A D; Bukin, D A; Buzykaev, A R; Dubrovin, M S; Golubev, V B; Ivanchenko, V N; Korol, A A; Kravchenko, E A; Onuchin, A P; Salnikov, A A; Serednyakov, S I; Skovpen, Y I; Telnov, V I; Yushkov, A N; Lankford, A J; Mandelkern, M; McMahon, S; Stoker, D P; Ahsan, A; Arisaka, K; Buchanan, C; Chun, S; Branson, J G; MacFarlane, D B; Prell, S; Rahatlou, S; Raven, G; Sharma, V; Campagnari, C; Dahmes, B; Hart, P A; Kuznetsova, N; Levy, S L; Long, O; Lu, A; Richman, J D; Verkerke, W; Witherell, M; Yellin, S; Beringer, J; Dorfan, D E; Eisner, A M; Frey, A; Grillo, A A; Grothe, M; Heusch, C A; Johnson, R P; Kroeger, W; Lockman, W S; Pulliam, T; Sadrozinski, H; Schalk, T; Schmitz, R E; Schumm, B A; Seiden, A; Turri, M; Walkowiak, W; Williams, D C; Wilson, M G; Chen, E; Dubois-Felsmann, G P; Dvoretskii, A; Hitlin, D G; Metzler, S; Oyang, J; Porter, F C; Ryd, A; Samuel, A; Weaver, M; Yang, S; Zhu, R Y; Devmal, S; Geld, T L; Jayatilleke, S; Mancinelli, G; Meadows, B T; Sokoloff, M D; Bloom, P; Fahey, S; Ford, W T; Gaede, F; Johnson, D R; Michael, A K; Nauenberg, U; Olivas, A; Park, H; Rankin, P; Roy, J; Sen, S; Smith, J G; van Hoek, W C; Wagner, D L; Blouw, J; Harton, J L; Krishnamurthy, M; Soffer, A; Toki, W H; Wilson, R J; Zhang, J; Brandt, T; Brose, J; Colberg, T; Dahlinger, G; Dickopp, M; Dubitzky, R S; Maly, E; Müller-Pfefferkorn, R; Otto, S; Schubert, K R; Schwierz, R; Spaan, B; Wilden, L; Behr, L; Bernard, D; Bonneaud, G R; Brochard, F; Cohen-Tanugi, J; Ferrag, S; Roussot, E; T'Jampens, S; Thiebaux, C; Vasileiadis, G; Verderi, M; Anjomshoaa, A; Bernet, R; Khan, A; Muheim, F; Playfer, S; Swain, J E; Falbo, M; Bozzi, C; Dittongo, S; Folegani, M; Piemontese, L; Treadwell, E; Anulli, F; Baldini-Ferroli, R; Calcaterra, A; de Sangro, R; Falciai, D; Finocchiaro, G; Patteri, P; Peruzzi, I M; Piccolo, M; Xie, Y; Zallo, A; Bagnasco, S; Buzzo, A; Contri, R; Crosetti, G; Fabbricatore, P; Farinon, S; Lo Vetere, M; Macri, M; Monge, M R; Musenich, R; Pallavicini, M; Parodi, R; Passaggio, S; Pastore, F C; Patrignani, C; Pia, M G; Priano, C; Robutti, E; Santroni, A; Morii, M; Bartoldus, R; Dignan, T; Hamilton, R; Mallik, U; Cochran, J; Crawley, H B; Fischer, P A; Lamsa, J; Meyer, W T; Rosenberg, E I; Benkebil, M; Grosdidier, G; Hast, C; Höcker, A; Lacker, H M; LePeltier, V; Lutz, A M; Plaszczynski, S; Schune, M H; Trincaz-Duvoid, S; Valassi, A; Wormser, G; Bionta, R M; Brigljevic, V; Fackler, O; Fujino, D; Lange, D J; Mugge, M; Shi, X; van Bibber, K; Wenaus, T J; Wright, D M; Wuest, C R; Carroll, M; Fry, J R; Gabathuler, E; Gamet, R; George, M; Kay, M; Payne, D J; Sloane, R J; Touramanis, C; Aspinwall, M L; Bowerman, D A; Dauncey, P D; Egede, U; Eschrich, I; Gunawardane, N J; Martin, R; Nash, J A; Sanders, P; Smith, D; Azzopardi, D E; Back, J J; Dixon, P; Harrison, P F; Potter, R J; Shorthouse, H W; Strother, P; Vidal, P B; Williams, M I; Cowan, G; George, S; Green, M G; Kurup, A; Marker, C E; McGrath, P; McMahon, T R; Ricciardi, S; Salvatore, F; Scott, I; Vaitsas, G; Brown, D; Davis, C L; Allison, J; Barlow, R J; Boyd, J T; Forti, A; Fullwood, J; Jackson, F; Lafferty, G D; Savvas, N; Simopoulos, E T; Weatherall, J H; Farbin, A; Jawahery, A; Lillard, V; Olsen, J; Roberts, D A; Schieck, J R; Blaylock, G; Dallapiccola, C; Flood, K T; Hertzbach, S S; Kofler, R; Lin, C S; Moore, T B; Staengle, H; Willocq, S; Wittlin, J; Brau, B; Cowan, R; Sciolla, G; Taylor, F; Yamamoto, R K; Britton, D I; Milek, M; Patel, P M; Trischuk, J; Lanni, F; Palombo, F; Bauer, J M; Booke, M; Cremaldi, L; Eschenburg, V; Kroeger, R; Reidy, J; Sanders, D A; Summers, D J; Martin, J P; Nief, J Y; Seitz, R; Taras, P; Zacek, V; Nicholson, H; Sutton, C S; Cartaro, C; Cavallo, N; De Nardo, G; Fabozzi, F; Gatto, C; Lista, L; Paolucci, P; Piccolo, D; Sciacca, C; LoSecco, J M; Alsmiller, J R; Gabriel, T A; Handler, T; Brau, J; Frey, R; Iwasaki, M; Sinev, N B; Strom, D; Colecchia, F; Dal Corso, F; Dorigo, A; Galeazzi, F; Margoni, M; Michelon, G; Morandin, M; Posocco, M; Rotondo, M; Simonetto, F; Stroili, R; Torassa, E; Voci, C; Benayoun, M; Briand, H; Chauveau, J; David, P; De La Vaissière, C; Del Buono, L; Hamon, O; Le Diberder, F; Leruste, P; Lory, J; Roos, L; Stark, J; Versillé, S; Manfredi, P F; Re, V; Speziali, V; Frank, E D; Gladney, L; Guo, Q H; Panetta, J H; Angelini, C; Batignani, G; Bettarini, S; Bondioli, M; Carpinelli, M; Forti, F; Giorgi, M A; Lusiani, A; Martinez-Vidal, F; Morganti, M; Neri, N; Paoloni, E; Rama, M; Rizzo, G; Sandrelli, F; Simi, G; Triggiani, G; Walsh, J; Haire, M; Judd, D; Paick, K; Turnbull, L; Wagoner, D E; Albert, J; Bula, C; Lu, C; McDonald, K T; Miftakov, V; Schaffner, S F; Smith, A J; Tumanov, A; Varnes, E W; Cavoto, G; del Re, D; Faccini, R; Ferrarotto, F; Ferroni, F; Fratini, K; Lamanna, E; Leonardi, E; Mazzoni, M A; Morganti, S; Pierini, M; Piredda, G; Safai Tehrani, F; Serra, M; Voena, C; Christ, S; Waldi, R; Adye, T; Franek, B; Geddes, N I; Gopal, G P; Xella, S M; Aleksan, R; De Domenico, G; Emery, S; Gaidot, A; Ganzhur, S F; Giraud, P F; Hamel De Monchenault, G; Kozanecki, W; Langer, M; London, G W; Mayer, B; Serfass, B; Vasseur, G; Yeche, C; Zito, M; Copty, N; Purohit, M V; Singh, H; Yumiceva, F X; Adam, I; Anthony, P L; Aston, D; Baird, K; Bartelt, J; Bloom, E; Boyarski, A M; Bulos, F; Calderini, G; Claus, R; Convery, M R; Coupal, D P; Coward, D H; Dorfan, J; Doser, M; Dunwoodie, W; Field, R C; Glanzman, T; Godfrey, G L; Grosso, P; Himel, T; Huffer, M E; Innes, W R; Jessop, C P; Kelsey, M H; Kim, P; Kocian, M L; Langenegger, U; Leith, D W; Luitz, S; Luth, V; Lynch, H L; Manzin, G; Marsiske, H; Menke, S; Messner, R; Moffeit, K C; Mount, R; Muller, D R; O'Grady, C P; Petrak, S; Quinn, H; Ratcliff, B N; Robertson, S H; Rochester, L S; Roodman, A; Schietinger, T; Schindler, R H; Schwiening, J; Serbo, V V; Snyder, A; Soha, A; Spanier, S M; Stahl, A; Stelzer, J; Su, D; Sullivan, M K; Talby, M; Tanaka, H A; Trunov, A; Va'vra, J; Wagner, S R; Weinstein, A J; Wisniewski, W J; Young, C C; Burchat, P R; Cheng, C H; Kirkby, D; Meyer, T I; Roat, C; De Silva, A; Henderson, R; Bugg, W; Cohn, H; Hart, E; Weidemann, A W; Benninger, T; Izen, J M; Kitayama, I; Lou, X C; Turcotte, M; Bianchi, F; Bona, M; Di Girolamo, B; Gamba, D; Smol, A; Zanin, D; Bosisio, L; Della Ricca, G; Lanceri, L; Pompili, A; Poropat, P; Prest, M; Vallazza, E; Vuagnin, G; Panvini, R S; Brown, C M; Kowalewski, R; Roney, J M; Band, H R; Charles, E; Dasu, S; Elmer, P; Hu, H; Johnson, J R; Liu, R; Nielsen, J; Orejudos, W; Pan, Y; Prepost, R; Scott, I J; Sekula, S J; von Wimmersperg-Toeller, J H; Wu, S L; Yu, Z; Zobering, H; Kordich, T M; Neal, H
2001-10-08
We present measurements, based on a sample of approximately 23x10(6) BB pairs, of the branching fractions and a search for CP-violating charge asymmetries in charmless hadronic decays of B mesons into two-body final states of kaons and pions. We find the branching fractions B(B0-->pi(+)pi(-)) = (4.1+/-1.0+/-0.7)x10(-6), B(B0-->K+pi(-)) = (16.7+/-1.6+/-1.3)x10(-6), B(B+-->K+pi(0)) = (10.8(+2.1)(-1.9)+/-1.0)x10(-6), B(B+-->K0pi(+)) = (18.2(+3.3)(-3.0)+/-2.0)x10(-6), B(B0-->K0pi(0)) = (8.2(+3.1)(-2.7)+/-1.2)x10(-6). We also report 90% confidence level upper limits for B meson decays to the pi(+)pi(0), K+K-, and K0K+ final states. In addition, charge asymmetries have been found to be consistent with zero, where the statistical precision is in the range of +/-0.10 to +/-0.18, depending on the decay mode.
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.
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.
RF Properties of Epitaxial Lift-Off HEMT Devices
NASA Technical Reports Server (NTRS)
Young, Paul G.; Alterovitz, Samuel A.; Mena, Rafael A.; Smith, Edwyn D.
1993-01-01
Epitaxial layers containing GaAs HEMT and P-HEMT structures have been lifted-off the GaAs substrate and attached to other host substrates using an AlAs parting layer. The devices were on-wafer RF probed before and after the lift-off step showing no degradation in the measured S-parameters. The maximum stable gain indicates a low frequency enhancement of the gain of 1-2 dB with some devices showing an enhancement of F(sub max)F(sub T) consistently shows an increase of 12-20% for all lifted-off HEMT structures. Comparison of the Hall measurements and small signal models show that the gain is improved and this is most probably associated with an enhanced carrier concentration.
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.
Requirements for munitions lift trailers to support strategic bombers
DOE Office of Scientific and Technical Information (OSTI.GOV)
Not Available
1985-05-21
Munitions lift trailers are large support vehicles used to transport and load air launched cruise missiles and other nuclear weapons onto strategic bombers. The Air Force has identified total requirements for 245 trailers for B-52 and B-1B bombers. About one-third of these trailers have been acquired. The Air Force Aeronautical Systems Command is considering remanufacturing 80 of the lift trailers it has acquired for B-52s to incorporate recent design improvements which are expected to make these trailers easier to operate and less costly to support. GAO believes Air Force requirements for new trailers may be overstated by as many asmore » 39 trailers. This could result in the unnecessary expenditure of up to $13 million. GAO also questions the cost effectiveness of remanufacturing the 80 trailers, which would cost $20 million.« less
NASA Technical Reports Server (NTRS)
1967-01-01
Cockpit of the HL-10 lifting body. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.
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.
Degradation of azo dye active brilliant red X-3B by composite ferrate solution.
Xu, G R; Zhang, Y P; Li, G B
2009-01-30
Composite ferrate(VI) solution (CFS) with improved stability was successfully prepared in this study. The stability of Fe(VI) increased from hours for potassium ferrate at pH 9-10 to 16d for 1 mmol L(-1) Fe(VI) in CFS at 25 degrees C, decomposing 24%. The Fe(VI) was more stable at low concentration (1 mmol L(-1)) than that at high concentration (10 mmol L(-1)). The degradation of the azo dye reactive brilliant red X-3B (X-3B) by CFS was investigated. The results showed that pH, initial dye concentration and CFS dosage affected the degradation efficiency. For 0.08 mmol L(-1) X-3B simulate wastewater, the optimal pH and CFS dosage were 8.4 and 25 mg L(-1) (as K(2)FeO(4)), and about 99% X-3B was decolorized after 20 min under this conditions. The color decay was considerably faster than the decrease in COD and TOC, which was attributed to the ease of chromophore destruction. Compared with the decolorization, the removal percentage of COD and TOC were 42% and 9% after 60 min, respectively. The Fe(VI) and ClO(-) were contained in CFS, which have synergetic effect for the degradation of X-3B. Additionally, phthalic acid and muconic acid were identified as intermediates by GC/MS, which was in accordance with the lowered pH with the reaction time. The complete mineralization of X-3B cannot be achieved under the oxidation by CFS. And a tentative pathway for the oxidative degradation of X-3B was postulated.
49 CFR 173.24b - Additional general requirements for bulk packagings.
Code of Federal Regulations, 2010 CFR
2010-10-01
... packagings. 173.24b Section 173.24b Transportation Other Regulations Relating to Transportation PIPELINE AND... SHIPPERS-GENERAL REQUIREMENTS FOR SHIPMENTS AND PACKAGINGS Preparation of Hazardous Materials for Transportation § 173.24b Additional general requirements for bulk packagings. (a) Outage and filling limits. (1...
DSS-24 microwave holography measurements
NASA Technical Reports Server (NTRS)
Rochblatt, D. J.; Withington, P. M.; Jackson, H. J.
1995-01-01
The JPL DSN Microwave Antenna Holography System (MAHST) was applied to the newly constructed DSS-24 34-m beam-waveguide antenna at Goldstone, California. The application of MAHST measurements and corrections at DSS 24 provided the critical RF performance necessary to not only meet the project requirements and goals, but to surpass them. A performance increase of 0.35 dB at X-band (8.45 GHz) and 4.9 dB at Ka-band (32 GHz) was provided by MAHST, resulting in peak efficiencies of 75.25 percent at X-band and 60.6 percent at Ka-band (measured from the Cassegrain focus at f1). The MAHST enabled setting the main reflector panels of DSS 24 to 0.25-mm rms, making DSS 24 the highest precision antenna in the NASA/JPL DSN. The precision of the DSS-24 antenna (diameter/rms) is 1.36 x 10(exp 5), and its gain limit is at 95 GHz.
Pegasus Mated to B-52 Mothership - First Flight
NASA Technical Reports Server (NTRS)
1989-01-01
The Pegasus air-launched space booster is carried aloft under the right wing of NASA's B-52 carrier aircraft on its first captive flight from the Dryden Flight Research Center, Edwards, California. The first of two scheduled captive flights was completed on November 9, 1989. Pegasus is used to launch satellites into low-earth orbits cheaply. In 1997, a Pegasus rocket booster was also modified to test a hypersonic experiment (PHYSX). An experimental 'glove,' installed on a section of its wing, housed hundreds of temperature and pressure sensors that sent hypersonic flight data to ground tracking facilities during the experiment's 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
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.
DNA amount of X and B chromosomes in the grasshoppers Eyprepocnemis plorans and Locusta migratoria.
Ruiz-Ruano, F J; Ruiz-Estévez, M; Rodríguez-Pérez, J; López-Pino, J L; Cabrero, J; Camacho, J P M
2011-01-01
We analyzed the DNA amount in X and B chromosomes of 2 XX/X0 grasshopper species (Eyprepocnemis plorans and Locusta migratoria), by means of Feulgen image analysis densitometry (FIAD), using previous estimates in L. migratoria as standard (5.89 pg). We first analyzed spermatids of 0B males and found a bimodal distribution of integrated optical densities (IODs), suggesting that one peak corresponded to +X and the other to -X spermatids. The difference between the 2 peaks corresponded to the X chromosome DNA amount, which was 1.28 pg in E. plorans and 0.80 pg in L. migratoria. In addition, the +X peak in E. plorans gave an estimate of the C-value in this species (10.39 pg). We next analyzed diplotene cells from 1B males in E. plorans and +B males in L. migratoria (a species where Bs are mitotically unstable and no integer B number can be defined for an individual) and measured B chromosome IOD relative to X chromosome IOD, within the same cell, taking advantage of the similar degree of condensation for both positively heteropycnotic chromosomes at this meiotic stage. From this proportion, we estimated the DNA amount for 3 different B chromosome variants found in individuals from 3 E. plorans Spanish populations (0.54 pg for B1 from Saladares, 0.51 pg for B2 from Salobreña and 0.64 for B24 from Torrox). Likewise, we estimated the DNA amount of the B chromosome in L. migratoria to be 0.15 pg. To automate measurements, we wrote a GPL3 licensed Python program (pyFIA). We discuss the utility of the present approach for estimating X and B chromosome DNA amount in a variety of situations, and the meaning of the DNA amount estimates for X and B chromosomes in these 2 species. Copyright © 2011 S. Karger AG, Basel.
Dryden B-52 Launch Aircraft in Flight over Dryden
NASA Technical Reports Server (NTRS)
1996-01-01
NASA's venerable B-52 mothership flies over the main building at the Dryden Flight Research Center, Edwards, California. The B-52, used for launching experimental aircraft and for other flight research projects, has been a familiar sight in the skies over Edwards for more than 40 years and has also been both the oldest B-52 still flying and the aircraft with the lowest flight time of any B-52. 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
STS-57 Endeavour, Orbiter Vehicle (OV) 105, lifts off from KSC LC Pad 39B
1993-06-21
STS057-S-053 (21 June 1993) --- The Space Shuttle Endeavour lifts off Launch Pad 39B as captured on film by an audio-activated camera positioned at the 270-feet level on the Rotating Service Structure (RSS) at Launch Pad 39B. STS-57 launch occurred at 9:07:22 a.m. (EDT), June 21, 1993. The mission represents the first flight of the commercially developed SpaceHab laboratory module and also will feature a retrieval of the European Retrievable Carrier (EURECA). Onboard for Endeavour's fourth flight are a crew of six NASA astronauts; Ronald J. Grabe, mission commander; Brian Duffy, pilot; G. David Low, payload commander; and Nancy J. Sherlock, Peter J. K. (Jeff) Wisoff and Janice E. Voss, all mission specialists. An earlier launch attempt was scrubbed due to unacceptable weather conditions both at the Kennedy Space Center (KSC) and the overseas contingency landing sites.
Three-dimensional motion analysis of the lumbar spine during "free squat" weight lift training.
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.
Recognition of military-specific physical activities with body-fixed sensors.
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.
B-52/Pegasus with X-43A departing on first captive flight.
NASA Technical Reports Server (NTRS)
2001-01-01
The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.
B-52/Pegasus with X-43A in flight over Pacific Ocean.
NASA Technical Reports Server (NTRS)
2001-01-01
The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.
Close view of B-52/Pegasus with X-43A in flight.
NASA Technical Reports Server (NTRS)
2001-01-01
The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.
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.
Microbial Desulfurization of Gasoline in a Mycobacterium goodii X7B Immobilized-Cell System
Li, Fuli; Xu, Ping; Feng, Jinhui; Meng, Ling; Zheng, Yuan; Luo, Lailong; Ma, Cuiqing
2005-01-01
Mycobacterium goodii X7B, which had been primarily isolated as a bacterial strain capable of desulfurizing dibenzothiophene to produce 2-hydroxybiphenyl via the 4S pathway, was also found to desulfurize benzothiophene. The desulfurization product was identified as o-hydroxystyrene by gas chromatography (GC)-mass spectrometry analysis. This strain appeared to have the ability to remove organic sulfur from a broad range of sulfur species in gasoline. When Dushanzi straight-run gasoline (DSRG227) containing various organic sulfur compounds was treated with immobilized cells of strain X7B for 24 h, the total sulfur content significantly decreased, from 227 to 71 ppm at 40°C. GC flame ionization detection and GC atomic emission detection analysis were used to qualitatively evaluate the effects of M. goodii X7B treatment on the contents of gasoline. In addition, when immobilized cells were incubated at 40°C with DSRG275, the sulfur content decreased from 275 to 54 ppm in two consecutive reactions. With this excellent efficiency, strain X7B is considered a good potential candidate for industrial applications for the biodesulfurization of gasoline. PMID:15640198
Effect of crossflow velocity on VTOL lift fan blade passing frequency noise generation
NASA Technical Reports Server (NTRS)
Stimpert, D. L.
1973-01-01
Analysis of noise measurements taken during tests of a remote lift fan wing installation, a V/STOL model transport with both lift and lift/cruise fans, and XV5B research aircraft flight tests has indicated a definite increase in pure tone sound pressure level due to crossflow over the face of the life fans. The fan-in-wing and V/STOL model transport tests were conducted in the NASA Ames 40 ft. by 80 ft. wing tunnel and the XV5B flight tests at Moffett Field. Increases up to 10 db were observed for the lift fan installation tested at crossflow to fan tip velocity ratios up to 0.25. Cruise fan noise levels were found to be unaffected by the external flow. The noise level increase was shown to be related to an increase in fan distortion levels.
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).
Aubert, B; Barate, R; Boutigny, D; Couderc, F; Gaillard, J-M; Hicheur, A; Karyotakis, Y; Lees, J P; Robbe, P; Tisserand, V; Zghiche, A; Palano, A; Pompili, A; Chen, J C; Qi, N D; Rong, G; Wang, P; Zhu, Y S; Eigen, G; Ofte, I; Stugu, B; Abrams, G S; Borgland, A W; Breon, A B; Brown, D N; Button-Shafer, J; Cahn, R N; Charles, E; Day, C T; Gill, M S; Gritsan, A V; Groysman, Y; Jacobsen, R G; Kadel, R W; Kadyk, J; Kerth, L T; Kolomensky, Yu G; Kukartsev, G; LeClerc, C; Levi, M E; Lynch, G; Mir, L M; Oddone, P J; Orimoto, T J; Pripstein, M; Roe, N A; Romosan, A; Ronan, M T; Shelkov, V G; Telnov, A V; Wenzel, W A; Ford, K; Harrison, T J; Hawkes, C M; Knowles, D J; Morgan, S E; Penny, R C; Watson, A T; Watson, N K; Goetzen, K; Held, T; Koch, H; Lewandowski, B; Pelizaeus, M; Peters, K; Schmuecker, H; Steinke, M; Boyd, J T; Chevalier, N; Cottingham, W N; Kelly, M P; Latham, T E; Mackay, C; Wilson, F F; Abe, K; Cuhadar-Donszelmann, T; Hearty, C; Mattison, T S; McKenna, J A; Thiessen, D; Kyberd, P; McKemey, A K; Teodorescu, L; Blinov, V E; Bukin, A D; Golubev, V B; Ivanchenko, V N; Kravchenko, E A; Onuchin, A P; Serednyakov, S I; Skovpen, Yu I; Solodov, E P; Yushkov, A N; Best, D; Bruinsma, M; Chao, M; Eschrich, I; Kirkby, D; Lankford, A J; Mandelkern, M; Mommsen, R K; Roethel, W; Stoker, D P; Buchanan, C; Hartfiel, B L; Gary, J W; Layter, J; Shen, B C; Wang, K; del Re, D; Hadavand, H K; Hill, E J; MacFarlane, D B; Paar, H P; Rahatlou, Sh; Sharma, V; Berryhill, J W; Campagnari, C; Dahmes, B; Levy, S L; Long, O; Lu, A; Mazur, M A; Richman, J D; Verkerke, W; Beck, T W; Beringer, J; Eisner, A M; Heusch, C A; Lockman, W S; Schalk, T; Schmitz, R E; Schumm, B A; Seiden, A; Spradlin, P; Turri, M; Walkowiak, W; Williams, D C; Wilson, M G; Albert, J; Chen, E; Dubois-Felsmann, G P; Dvoretskii, A; Erwin, R J; Hitlin, D G; Narsky, I; Piatenko, T; Porter, F C; Ryd, A; Samuel, A; Yang, S; Jayatilleke, S; Mancinelli, G; Meadows, B T; Sokoloff, M D; Abe, T; Blanc, F; Bloom, P; Chen, S; Clark, P J; Ford, W T; Nauenberg, U; Olivas, A; Rankin, P; Roy, J; Smith, J G; van Hoek, W C; Zhang, L; Harton, J L; Hu, T; Soffer, A; Toki, W H; Wilson, R J; Zhang, J; Aleksan, R; Emery, S; Gaidot, A; Ganzhur, S F; Giraud, P-F; Hamelde Monchenault, G; Kozanecki, W; Langer, M; Legendre, M; London, G W; Mayer, B; Schott, G; Vasseur, G; Yeche, Ch; Zito, M; Altenburg, D; Brandt, T; Brose, J; Colberg, T; Dickopp, M; Hauke, A; Lacker, H M; Maly, E; Müller-Pfefferkorn, R; Nogowski, R; Otto, S; Schubert, J; Schubert, K R; Schwierz, R; Spaan, B; Wilden, L; Bernard, D; Bonneaud, G R; Brochard, F; Cohen-Tanugi, J; Grenier, P; Thiebaux, Ch; Vasileiadis, G; Verderi, M; Khan, A; Lavin, D; Muheim, F; Playfer, S; Swain, J E; Andreotti, M; Azzolini, V; Bettoni, D; Bozzi, C; Calabrese, R; Cibinetto, G; Luppi, E; Negrini, M; Piemontese, L; Sarti, A; Treadwell, E; Anulli, F; Baldini-Ferroli, R; Calcaterra, A; De Sangro, R; Falciai, D; Finocchiaro, G; Patteri, P; Peruzzi, I M; Piccolo, M; Zallo, A; Buzzo, A; Capra, R; Contri, R; Crosetti, G; Lo Vetere, M; Macri, M; Monge, M R; Passaggio, S; Patrignani, C; Robutti, E; Santroni, A; Tosi, S; Bailey, S; Morii, M; Won, E; Dubitzky, R S; Bhimji, W; Bowerman, D A; Dauncey, P D; Egede, U; Gaillard, J R; Morton, G W; Nash, J A; Taylor, G P; Grenier, G J; Lee, S-J; Mallik, U; Cochran, J; Crawley, H B; Lamsa, J; Meyer, W T; Prell, S; Rosenberg, E I; Yi, J; Biasini, M; Pioppi, M; Davier, M; Grosdidier, G; Höcker, A; Laplace, S; Diberder, F Le; Lepeltier, V; Lutz, A M; Petersen, T C; Plaszczynski, S; Schune, M H; Tantot, L; Wormser, G; Brigljević, V; Cheng, C H; Lange, D J; Simani, M C; Wright, D M; Bevan, A J; Coleman, J P; Fry, J R; Gabathuler, E; Gamet, R; Kay, M; Parry, R J; Payne, D J; Sloane, R J; Touramanis, C; Back, J J; Cormack, C M; Harrison, P F; Shorthouse, H W; Vidal, P B; Brown, C L; Cowan, G; Flack, R L; Flaecher, H U; George, S; Green, M G; Kurup, A; Marker, C E; McMahon, T R; Ricciardi, S; Salvatore, F; Vaitsas, G; Winter, M A; Brown, D; Davis, C L; Allison, J; Barlow, N R; Barlow, R J; Hart, P A; Hodgkinson, M C; Jackson, F; Lafferty, G D; Lyon, A J; Weatherall, J H; Williams, J C; Farbin, A; Hulsbergen, W D; Jawahery, A; Kovalskyi, D; Lae, C K; Lillard, V; Roberts, D A; Blaylock, G; Dallapiccola, C; Flood, K T; Hertzbach, S S; Kofler, R; Koptchev, V B; Moore, T B; Saremi, S; Staengle, H; Willocq, S; Cowan, R; Sciolla, G; Taylor, F; Yamamoto, R K; Mangeol, D J J; Patel, P M; Robertson, S H; Lazzaro, A; Palombo, F; Bauer, J M; Cremaldi, L; Eschenburg, V; Godang, R; Kroeger, R; Reidy, J; Sanders, D A; Summers, D J; Zhao, H W; Brunet, S; Cote-Ahern, D; Taras, P; Nicholson, H; Raven, G; Cartaro, C; Cavallo, N; De Nardo, G; Fabozzi, F; Gatto, C; Lista, L; Paolucci, P; Piccolo, D; Sciacca, C; Jessop, C P; LoSecco, J M; Gabriel, T A; Brau, B; Gan, K K; Honscheid, K; Hufnagel, D; Kagan, H; Kass, R; Pulliam, T; Ter-Antonyan, R; Wong, Q K; Brau, J; Frey, R; Igonkina, O; Potter, C T; Sinev, N B; Strom, D; Torrence, E; Colecchia, F; Dorigo, A; Galeazzi, F; Margoni, M; Morandin, M; Posocco, M; Rotondo, M; Simonetto, F; Stroili, R; Tiozzo, G; Voci, C; Benayoun, M; Briand, H; Chauveau, J; David, P; De la Vaissière, Ch; Del Buono, L; Hamon, O; John, M J J; Leruste, Ph; Ocariz, J; Pivk, M; Roos, L; Stark, J; T'Jampens, S; Therin, G; Manfredi, P F; Re, V; Behera, P K; Gladney, L; Guo, Q H; Panetta, J; Angelini, C; Batignani, G; Bettarini, S; Bondioli, M; Bucci, F; Calderini, G; Carpinelli, M; Del Gamba, V; Forti, F; Giorgi, M A; Lusiani, A; Marchiori, G; Martinez-Vidal, F; Morganti, M; Neri, N; Paoloni, E; Rama, M; Rizzo, G; Sandrelli, F; Walsh, J; Haire, M; Judd, D; Paick, K; Wagoner, D E; Cavoto, G; Danielson, N; Elmer, P; Lu, C; Miftakov, V; Olsen, J; Smith, A J S; Bellini, F; Faccini, R; Ferrarotto, F; Ferroni, F; Gaspero, M; Mazzoni, M A; Morganti, S; Pierini, M; Piredda, G; Safai Tehrani, F; Voena, C; Christ, S; Wagner, G; Waldi, R; Adye, T; De Groot, N; Franek, B; Geddes, N I; Gopal, G P; Olaiya, E O; Xella, S M; Purohit, M V; Weidemann, A W; Yumiceva, F X; Aston, D; Bartoldus, R; Berger, N; Boyarski, A M; Buchmueller, O L; Convery, M R; Cristinziani, M; Dong, D; Dorfan, J; Dujmic, D; Dunwoodie, W; Elsen, E E; Field, R C; Glanzman, T; Gowdy, S J; Hadig, T; Halyo, V; Hryn'ova, T; Innes, W R; Kelsey, M H; Kim, P; Kocian, M L; Langenegger, U; Leith, D W G S; Libby, J; Luitz, S; Luth, V; Lynch, H L; Marsiske, H; Messner, R; Muller, D R; O'Grady, C P; Ozcan, V E; Perazzo, A; Perl, M; Petrak, S; Ratcliff, B N; Roodman, A; Salnikov, A A; Schindler, R H; Schwiening, J; Simi, G; Snyder, A; Soha, A; Stelzer, J; Su, D; Sullivan, M K; Va'vra, J; Wagner, S R; Weaver, M; Weinstein, A J R; Wisniewski, W J; Wright, D H; Young, C C; Burchat, P R; Edwards, A J; Meyer, T I; Petersen, B A; Roat, C; Ahmed, M; Ahmed, S; Alam, M S; Ernst, J A; Saeed, M A; Saleem, M; Wappler, F R; Bugg, W; Krishnamurthy, M; Spanier, S M; Eckmann, R; Kim, H; Ritchie, J L; Satpathy, A; Schwitters, R F; Izen, J M; Kitayama, I; Lou, X C; Ye, S; Bianchi, F; Bona, M; Gallo, F; Gamba, D; Borean, C; Bosisio, L; Della Ricca, G; Dittongo, S; Grancagnolo, S; Lanceri, L; Poropat, P; Vitale, L; Vuagnin, G; Panvini, R S; Banerjee, Sw; Brown, C M; Fortin, D; Jackson, P D; Kowalewski, R; Roney, J M; Band, H R; Dasu, S; Datta, M; Eichenbaum, A M; Johnson, J R; Kutter, P E; Li, H; Liu, R; Lodovico, F Di; Mihalyi, A; Mohapatra, A K; Pan, Y; Prepost, R; Sekula, S J; von Wimmersperg-Toeller, J H; Wu, J; Wu, S L; Yu, Z; Neal, H
2004-05-21
We present measurements of branching fractions and CP-violating asymmetries in decays of B mesons to two-body final states containing a K0. The results are based on a data sample of approximately 88 x 10(6) Upsilon(4S)-->BB decays collected with the BABAR detector at the PEP-II asymmetric-energy B Factory at SLAC. We measure B(B+-->K(0)pi(+))=(22.3+/-1.7+/-1.1)x10(-6), B(B0-->K(0)pi(0)=(11.4+/-1.7+/-0.8)x10(-6), B(B+-->K(0)K+)<2.5 x 10(-6), and B(B0-->K(0)K(0)<1.8 x 10(-6), where the first uncertainty is statistical and the second is systematic, and the upper limits are at the 90% confidence level. In addition, the following CP-violating asymmetries have been measured: A(CP)(B+-->K(0)pi(+))=-0.05+/-0.08+/-0.01 and A(CP)(B0-->K(0)pi(0)=0.03+/-0.36+/-0.11.
17 CFR 270.24b-2 - Filing copies of sales literature.
Code of Federal Regulations, 2011 CFR
2011-04-01
... 17 Commodity and Securities Exchanges 3 2011-04-01 2011-04-01 false Filing copies of sales literature. 270.24b-2 Section 270.24b-2 Commodity and Securities Exchanges SECURITIES AND EXCHANGE COMMISSION... literature. Copies of material filed with the Commission for the sole purpose of complying with section 24(b...
17 CFR 270.24b-2 - Filing copies of sales literature.
Code of Federal Regulations, 2013 CFR
2013-04-01
... 17 Commodity and Securities Exchanges 3 2013-04-01 2013-04-01 false Filing copies of sales literature. 270.24b-2 Section 270.24b-2 Commodity and Securities Exchanges SECURITIES AND EXCHANGE COMMISSION... literature. Copies of material filed with the Commission for the sole purpose of complying with section 24(b...
17 CFR 270.24b-2 - Filing copies of sales literature.
Code of Federal Regulations, 2012 CFR
2012-04-01
... 17 Commodity and Securities Exchanges 3 2012-04-01 2012-04-01 false Filing copies of sales literature. 270.24b-2 Section 270.24b-2 Commodity and Securities Exchanges SECURITIES AND EXCHANGE COMMISSION... literature. Copies of material filed with the Commission for the sole purpose of complying with section 24(b...
17 CFR 270.24b-2 - Filing copies of sales literature.
Code of Federal Regulations, 2014 CFR
2014-04-01
... 17 Commodity and Securities Exchanges 4 2014-04-01 2014-04-01 false Filing copies of sales literature. 270.24b-2 Section 270.24b-2 Commodity and Securities Exchanges SECURITIES AND EXCHANGE COMMISSION... literature. Copies of material filed with the Commission for the sole purpose of complying with section 24(b...
17 CFR 270.24b-2 - Filing copies of sales literature.
Code of Federal Regulations, 2010 CFR
2010-04-01
... 17 Commodity and Securities Exchanges 3 2010-04-01 2010-04-01 false Filing copies of sales literature. 270.24b-2 Section 270.24b-2 Commodity and Securities Exchanges SECURITIES AND EXCHANGE COMMISSION... literature. Copies of material filed with the Commission for the sole purpose of complying with section 24(b...
Spin Research Vehicle (SRV) in B-52 Captive Flight
NASA Technical Reports Server (NTRS)
1981-01-01
This in-flight photo of NASA's B-52 mothership shows the bomber carrying a subscale model of an Air Force F-15, a remotely piloted vehicle that was used to conduct spin research. The F-15 Remotely Piloted Research Vehicles (RPRV) was air launched from the B-52 at approximately 45,000 feet and was controlled by a pilot in a ground cockpit complete with flight controls and a television screen. The F-15 model in this particular configuration was known as the Spin Research Vehicle (SRV). 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
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.
NASA Astrophysics Data System (ADS)
Briefi, S.; Fantz, U.
2011-04-01
Inductively coupled low-pressure discharges containing InBr have been investigated spectroscopically. In order to obtain plasma parameters such as the vibrational and rotational temperature of the InBr molecule, the emission spectra of the A\\,^3\\!\\Pi_{0^+}\\rightarrow X\\,^1\\!\\Sigma_{0}^+ and the B\\,^3\\! \\Pi_{1}\\rightarrow X\\,^1\\!\\Sigma_{0}^+ transitions have been simulated. The program is based on the molecular constants and takes into account vibrational states up to v = 24. The required Franck-Condon factors and vibrationally resolved transition probabilities have been computed solving the Schrödinger equation using the Born-Oppenheimer approximation. The ground state density of the InBr molecule in the plasma has been determined from absorption spectra using effective transition probabilities for the A-X and B-X transition according to the vibrational population. The obtained densities agree well with densities derived from an Arrhenius type vapour pressure equation.
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.
24 CFR 200.926b - Model codes.
Code of Federal Regulations, 2010 CFR
2010-04-01
... 24 Housing and Urban Development 2 2010-04-01 2010-04-01 false Model codes. 200.926b Section 200... DEVELOPMENT GENERAL INTRODUCTION TO FHA PROGRAMS Minimum Property Standards § 200.926b Model codes. (a) Incorporation by reference. The following model code publications are incorporated by reference in accordance...
HL-10 on lakebed with pilot Bill Dana
NASA Technical Reports Server (NTRS)
1966-01-01
NASA research pilot Bill Dana stands in front of the HL-10 Lifting Body following his first glide flight on April 25, 1969. Dana later retired Chief Engineer at NASA's Dryden Flight Research Center, which was called only the NASA Flight Research Center in 1969. Prior to his lifting body assignment, Dana flew the famed X-15 research airplane. He flew the rocket-powered aircraft 16 times, reaching a top speed of 3,897 miles per hour and a peak altitude of 310,000 feet (almost 59 miles high). The 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
STS-34 Atlantis, Orbiter Vehicle (OV) 104, lifts off from KSC LC Pad 39B
1989-10-18
STS034-S-025 (18 Oct 1989) --- The STS-34 Space Shuttle Atlantis lifts off from Launch Pad 39-B at 2:53:39:983 p.m. (EDT), marking the beginning of a five-day mission in space. Atlantis carries a crew of five and the spacecraft Galileo, along with a number of other scientific experiments. The Jupiter-bound probe will be deployed from Atlantis some six hours after launch. The journey to the giant planet is expected to take over six years. Crewmembers for the mission are astronauts Donald E. Williams, Michael J. McCulley, Shannon W. Lucid, Franklin R. Chang-Diaz and Ellen S. Baker. The scene was recorded with a 70mm camera.
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.
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
Decolorization of textile dyes in an air-lift bioreactor inoculated with Bjerkandera adusta OBR105.
Sodaneath, Hong; Lee, Jung-In; Yang, Seung-Ok; Jung, Hyekyeng; Ryu, Hee Wook; Cho, Kyung-Suk
2017-09-19
A new decolorizing white-rot fungus, OBR105, was isolated from Mount Odae in South Korea and identified by the morphological characterization of its fruit body and spores and partial 18s rDNA sequences. The ligninolytic enzyme activity of OBR105 was studied to characterize their decolorizing mechanism using a spectrophotometric enzyme assay. For the evaluation of the decolorization capacity of OBR105, the isolate was incubated in an erlenmeyer flask and in an airlifte bioreator with potato dextrose broth (PDB) medium supplemented with each dye. In addition, the decolorization efficiency of real textile wastewater was evaluated in an airlift bioreactor inoculated with the isolate. The isolate was identified as Bjerkandera adusta and had ligninolytic enzymes such as laccase, lignin peroxidase (LiP), and Mn-dependent peroxidase (MnP). Its LiP activity was higher than its MnP and laccase activities. B. adusta OBR105 successfully decolorized reactive dyes (red 120, blue 4, orange 16, and black 5) and acid dyes (red 114, blue 62, orange 7, and black 172). B. adusta OBR105 decolorized 91-99% of 200 mg L -1 of each dye (except acid orange 7) within 3 days in a PDB medium at 28°C, pH 5, and 150 rpm. This fungus decolorized only 45% of 200 mg L -1 acid orange 7 (single azo-type dye) within 3 days, and the decolorization efficiency did not increase by prolonging the cultivation time. In the air-lift bioreactor, B. adusta OBR105 displayed a high decolorization capacity, greater than 90%, for 3 acid dyes (red 114, blue 62, and black 172) and 1 reactive dye (blue 4) within 10-15 h of treatment. B. adusta OBR105 could decolorize real textile wastewater in the air-lift bioreactor. This result suggests that an air-lift reactor employing B. adusta OBR105 is a promising bioreactor for the treatment of dye wastewater.
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.
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.
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.
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.
Dignitaries Await Apollo 11 Lift Off
NASA Technical Reports Server (NTRS)
1969-01-01
From the right, NASA administrator, Dr. Thomas O. Paine talks with U.S. Vice President Spiro T. Agnew while awaiting the launch of Saturn V (AS-506) that carried the Apollo 11 spacecraft to the Moon for man's historic first landing on the lunar surface. At center is astronaut William Anders, a member of the first crew to orbit the moon during the Apollo 8 mission. At left is Lee B. James, director of Program Management at the NASA Marshall Space Flight Center (MSFC) where the Saturn V was developed. The craft lifted off from launch pad 39 at Kennedy Space Flight Center (KSC) on July 16, 1969. The moon bound crew included astronauts Neil A. Armstrong, commander; Michael Collins, Command Module (CM) pilot; and Edwin E. Aldrin Jr., Lunar Module (M) pilot. The mission finalized with splashdown in the Pacific Ocean on July 24, 1969. With the success of Apollo 11, the national objective to land men on the Moon and return them safely to Earth had been accomplished.
Numerical study of aerodynamic effects on road vehicles lifting surfaces
NASA Astrophysics Data System (ADS)
Cernat, Mihail Victor; Cernat Bobonea, Andreea
2017-01-01
The aerodynamic performance analysis of road vehicles depends on the study of engine intake and cooling flow, internal ventilation, tire cooling, and overall external flow as the motion of air around a moving vehicle affects all of its components in one form or another. Due to the complex geometry of these, the aerodynamic interaction between the various body components is significant, resulting in vortex flow and lifting surface shapes. The present study, however focuses on the effects of external aerodynamics only, and in particular on the flow over the lifting surfaces of a common compact car, designed especially for this study.
Consolidated B-24M Liberator Equipped for Icing Research
1946-07-21
A Consolidated B-25M Liberator modified for icing research by the National Advisory Committee for Aeronautics (NACA) Lewis Flight Propulsion Laboratory. NACA Lewis performed a limited amount of icing research during World War II, but the program expanded significantly in 1946. The accumulation of ice on aircraft was a continual problem. The ice formations could result in extra weight, aerodynamic penalties, and blockage engine inlets. Although the Lewis icing researchers utilized numerous aircraft, the program’s two workhorses were the B-24M Liberator, seen here, and a North American XB-25E Mitchell. The Consolidated Aircraft Company created the four-engine bomber in the early 1940s. During World War II the bomber was employed on long-duration bombing missions in both Europe and the Pacific. Production of the B-24M version did not begin until October 1944 with the end of the war in Europe approaching. This resulted in scores of unneeded bombers when hostilities ended. This B-24M arrived at the NACA Lewis laboratory in November 1945. At Lewis the B-24M was repeatedly modified to study ice accretion on aircraft components. Researchers analyzed different anti-icing and deicing strategies and gathered statistical ice measurement data. The B-24M was also used to study ice buildup on jet engines. A General Electric I-16 engine was installed in the aircraft’s waist compartment with an air scoop on the top of the aircraft to duct air to the engine. Water spray nozzles inside the aircraft were employed to simulate icing conditions at the turbojet’s inlet.
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
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.
DOE Office of Scientific and Technical Information (OSTI.GOV)
Kawasaki, Yoji; Shibahara, Kentaro; Research Institute for Nanodevice and Bio Systems, Hiroshima University, 1-4-2 Kagamiyama, Higashihiroshima, Hiroshima 739-8527
2012-01-15
The effects of B{sub 18}H{sub x}{sup +} and B{sub 18}H{sub x} dimer ion (B{sub 36}H{sub y}{sup +}) implantations on Si crystallinity and the retained B dose in Si were investigated using B{sub 18}H{sub x} bombardment and compared with the effects of B{sup +} implantation. Crystallinity was estimated for the implantation dose using molecular dynamic simulations (MDSs) and was quantified using the optical thickness obtained from spectroscopic ellipsometry. The authors focused on the crystallinity at a low B dose and compared the amorphized zones predicted by MDS for B{sub 18}H{sub x}{sup +} implantation with those measured using transmission electron microscopy; themore » predicted and measured results were in reasonable agreement. The authors then used their understanding of B{sub 18}H{sub x} bombardment to discuss the process for the generation of larger amorphized zones and thicker amorphized layers, as observed in B{sub 36}H{sub y}{sup +} implantation. The retained B dose and the sputtering were examined with secondary ion mass spectroscopy, focusing on a comparison of the retained B and the sputtering of Si and SiO{sub 2} surfaces. The retained B dose was lower for B{sub 18}H{sub x}{sup +} and B{sub 36}H{sub y}{sup +} implantations, with and without surface SiO{sub 2}, than for B{sup +} implantation, although no sputtering was observed. The reduction of the retained B dose was more severe in the samples with SiO{sub 2}. The origin of the differences between Si and SiO{sub 2} surfaces was considered to be Si melting; this was predicted by the MDSs, and observed indirectly as flat B profiles in the Si region. To examine the effects of both crystallinity and retained B dose on the electrical characteristics, the sheet resistance (R{sub S}) was measured. The R{sub S} for B{sub 18}H{sub x}{sup +} implantation was lower than that for B{sup +} implantation at both B doses studied. Additionally, the B{sub 36}H{sub y}{sup +} implantation under conditions that produced
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
Yin, Da-long; Liang, Ying-jian; Zheng, Tong-sen; Song, Rui-peng; Wang, Jia-bei; Sun, Bo-shi; Pan, Shang-ha; Qu, Lian-dong; Liu, Jia-ren; Jiang, Hong-chi; Liu, Lian-xin
2016-01-01
A synthetic monoketone analog of curcumin, termed 3, 5-bis (2-flurobenzylidene) piperidin-4-one (EF24), has been reported to inhibit the growth of a variety of cancer cells both in vitro and in vivo. However, whether EF24 has anticancer effects on cholangiocarcinoma (CCA) cells and the mechanisms remain to be investigated. The aim of our study was to evaluate the molecular mechanisms underlying the anticancer effects of EF24 on CCA tumor growth and metastasis. Cell proliferation, apoptosis, migration, invasion, tumorigenesis and metastasis were examined. EF24 exhibited time- and dose-dependent inhibitory effects on HuCCT-1, TFK-1 and HuH28 human CCA cell lines. EF24 inhibited CCA cell proliferation, migration, and induced G2/M phase arrest. EF24 induced cell apoptosis along with negative regulation of NF-κB- X-linked inhibitor of apoptosis protein (XIAP) signaling pathway. XIAP inhibition by lentivirus mediated RNA interference enhanced EF24-induced apoptosis, while XIAP overexpression reduced it in CCA cells. In vivo, EF24 significantly suppressed the growth of CCA tumor xenografts and tumor metastasis while displaying low toxicity levels. Our findings indicate that EF24 is a potent antitumor agent that inhibits tumor growth and metastasis by inhibiting NF-κB dependent signaling pathways. EF24 may represent a novel approach for CCA treatment. PMID:27571770
Yin, Da-Long; Liang, Ying-Jian; Zheng, Tong-Sen; Song, Rui-Peng; Wang, Jia-Bei; Sun, Bo-Shi; Pan, Shang-Ha; Qu, Lian-Dong; Liu, Jia-Ren; Jiang, Hong-Chi; Liu, Lian-Xin
2016-08-30
A synthetic monoketone analog of curcumin, termed 3, 5-bis (2-flurobenzylidene) piperidin-4-one (EF24), has been reported to inhibit the growth of a variety of cancer cells both in vitro and in vivo. However, whether EF24 has anticancer effects on cholangiocarcinoma (CCA) cells and the mechanisms remain to be investigated. The aim of our study was to evaluate the molecular mechanisms underlying the anticancer effects of EF24 on CCA tumor growth and metastasis. Cell proliferation, apoptosis, migration, invasion, tumorigenesis and metastasis were examined. EF24 exhibited time- and dose-dependent inhibitory effects on HuCCT-1, TFK-1 and HuH28 human CCA cell lines. EF24 inhibited CCA cell proliferation, migration, and induced G2/M phase arrest. EF24 induced cell apoptosis along with negative regulation of NF-κB- X-linked inhibitor of apoptosis protein (XIAP) signaling pathway. XIAP inhibition by lentivirus mediated RNA interference enhanced EF24-induced apoptosis, while XIAP overexpression reduced it in CCA cells. In vivo, EF24 significantly suppressed the growth of CCA tumor xenografts and tumor metastasis while displaying low toxicity levels. Our findings indicate that EF24 is a potent antitumor agent that inhibits tumor growth and metastasis by inhibiting NF-κB dependent signaling pathways. EF24 may represent a novel approach for CCA treatment.
Objective Brow Height Measurements Following Pretrichial Brow Lift and Upper Lid Blepharoplasty.
Martin, Matthew; Shah, Christopher T; Attawala, Payal; Neaman, Keith; Meldrum, Melissa; Hassan, Adam S
2016-01-01
As the ptotic brow drops below the supraorbital rim, it can exacerbate dermatochalasis by pushing the adjacent skin of the upper lid further down. The purpose of this study was to evaluate the outcomes associated with a combined pretrichial brow lift and upper lid blepharoplasty in patients with dermatochalasis and mild to moderate brow ptosis. A retrospective case series of 46 patients with dermatochalasis and mild to moderate brow ptosis treated with a combined, bilateral pretrichial brow lift and upper lid blepharoplasty from January 2008 to December 2011. Main outcome measures included measurements of brow lift at 3 months post-operatively, complications encountered, patient satisfaction and surgeon satisfaction. Outcomes from 46 patients were evaluated. The mean brow lift was 1.85 mm at the lateral canthus, 1.54 mm at the lateral limbus, 1.31 mm at the mid-pupil, and 1.07 mm at the medial limbus. Brow lift at the lateral canthus was significantly more elevated than at the medial limbus (P < 0.001). Minor complications were encountered in seven of 46 patients (15.2%). Mean patient satisfaction score was 3.20 and surgeon satisfaction 3.24 (max = 4, very satisfied). The modified pretrichial brow lift offered effective lateral lift that complements an upper lid blepharoplasty. This technique was met with a high degree of patient and surgeon satisfaction, and had a minimal complication profile.
Analysis of particulates on tape lift samples
NASA Astrophysics Data System (ADS)
Moision, Robert M.; Chaney, John A.; Panetta, Chris J.; Liu, De-Ling
2014-09-01
Particle counts on tape lift samples taken from a hardware surface exceeded threshold requirements in six successive tests despite repeated cleaning of the surface. Subsequent analysis of the particle size distributions of the failed tests revealed that the handling and processing of the tape lift samples may have played a role in the test failures. In order to explore plausible causes for the observed size distribution anomalies, scanning electron microscopy (SEM), energy dispersive X-ray spectroscopy (EDX), and time-of-flight secondary ion mass spectrometry (ToF-SIMS) were employed to perform chemical analysis on collected particulates. SEM/EDX identified Na and S containing particles on the hardware samples in a size range identified as being responsible for the test failures. ToF-SIMS was employed to further examine the Na and S containing particulates and identified the molecular signature of sodium alkylbenzene sulfonates, a common surfactant used in industrial detergent. The root cause investigation suggests that the tape lift test failures originated from detergent residue left behind on the glass slides used to mount and transport the tape following sampling and not from the hardware surface.
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
Lifting strength in two-person teamwork.
Lee, Tzu-Hsien
2016-01-01
This study examined the effects of lifting range, hand-to-toe distance, and lifting direction on single-person lifting strengths and two-person teamwork lifting strengths. Six healthy males and seven healthy females participated in this study. Two-person teamwork lifting strengths were examined in both strength-matched and strength-unmatched groups. Our results showed that lifting strength significantly decreased with increasing lifting range or hand-to-toe distance. However, lifting strengths were not affected by lifting direction. Teamwork lifting strength did not conform to the law of additivity for both strength-matched and strength-unmatched groups. In general, teamwork lifting strength was dictated by the weaker of the two members, implying that weaker members might be exposed to a higher potential danger in teamwork exertions. To avoid such overexertion in teamwork, members with significantly different strength ability should not be assigned to the same team.
NASA Astrophysics Data System (ADS)
Karczmarzyk, Zbigniew; Malinka, Wiesław
2008-10-01
The crystal and molecular structures of the title 2-[(4-phenylpiperazin-1-yl)ethyl], 6, and 2-[(4-methylpiperazin-1-yl)methyl], 7, derivatives of isothiazolo[5,4- b]pyridine were determined. The molecular packing in 6 is influenced by C-H…X (X = N, O) hydrogen bonds and π… π interactions of the pairs of isothiazolopyridine rings belonging to inversion related molecules. The crystal structure of 7 contains the net of O-H…N and C-H…O intermolecular hydrogen bonds. Moreover, isothiazole and pyridine rings show significant stacking with the shortest π… π distances of 3.453 Å. The conformations of the molecules 6 and 7 were compared with those observed in the crystals of related analgesic 4-arylpiperazine ( 2, 3) and 4-arylpiperidine ( 4, 5) derivatives of isothiazolopyridine of Mannich base type. Additionally, the computational investigations using semi-empirical AM1 and RHF/6-31G∗∗ ab initio methods are performed within series 2- 7 in order to find correlation between geometrical and electronic parameters of the molecules and their analgesic action. Results of the theoretical calculations show that the charge distribution on the piperazine N atoms is correlated with conformation of the (4-arylpiperazin-1-yl)methyl side chain and analgesic action of isothiazolopyridines analyzed.
NASA Technical Reports Server (NTRS)
Spearman, M. L.
1984-01-01
The aerodynamic characteristics of some lifting reentry concepts are examined with a view to the applicability of such concepts to the design of possible transatmospheric vehicles (TAV). A considerable amount of research has been done in past years with vehicle concepts suitable for manned atmospheric-entry, atmospheric flight, and landing. Some of the features of these concepts that permit flight in or out of the atmosphere with maneuver capability should be useful in the mission requirements of TAV's. The concepts illustrated include some hypersonic-body shapes with and without variable geometry surfaces, and a blunt lifting-body configuration. The merits of these concepts relative to the aerodynamic behavior of a TAV are discussed.
Lifting and protecting residential structures from subsidence damage using airbags
DOE Office of Scientific and Technical Information (OSTI.GOV)
Triplett, T.L.; Bennett, R.M.
1998-12-31
Conventional practice in protecting residential structures from subsidence damage concentrates on saving the superstructure. The foundation is sacrificed, even though it represents the structural component with the greatest replacement cost. In this study, airbags were used to lift a 20 ft x 30 ft structure to test their ability to protect both the foundation and superstructure from ground settlement. Two contiguous sides of the test foundation were unreinforced, and the other two contiguous sides incorporated footing and wall reinforcement. The airbags successfully lifted the structure without causing damage, even on the unreinforced sides. This paper gives a procedure for determiningmore » airbag spacing, and describes installation and operation techniques of the airbags. The paper then focuses on the performance of the airbags in lifting the structure, and shows that airbags can preserve existing foundations during subsidence movements.« less
DOE Office of Scientific and Technical Information (OSTI.GOV)
Herman, G. R.; Martin, W. A.
1985-08-20
A wind lift generator includes a housing structure formed by a pair of spaced apart plates mounted on support structure for pivotal rotation about a vertical axis at the forward end thereof for orienting into the wind, and said plates supporting a plurality of coaxially disposed sprockets arranged to support a pair of spaced apart drive chains in a quadrilateral configuration with lift foils connected and supported between the chains with the quadrilateral chain configuration supporting the chain for an initial lift mode at the forward end of the housing, followed by a direct impact mode extending from the frontmore » of the housing upward and backward to the rear of the housing and a negative lift mode extending from the top rear of the housing to the bottom with the vanes returning via a neutral mode to the front of the housing for repeating the lift cycle. A suitable electrical generator is driven from one or more shafts of the assembly driven by the drive chains.« less
B-52/Pegasus with X-43A landing after first captive carry flight.
NASA Technical Reports Server (NTRS)
2001-01-01
The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. The NASA X-43A hypersonic research vehicle and its Pegasus booster rocket, mounted beneath the wing of their B-52 mothership, had a successful first captive-carry flight on April 28, 2001, Basically a dress rehearsal for a subsequent free flight, the captive-carry flight kept the X-43A-and-Pegasus combination attached to the B-52's wing pylon throughout the almost two-hour mission from NASA's Dryden Flight Research Center, Edwards, Calif., over the Pacific Missile Test Range, and back to Dryden. After taking off from the Dryden Flight Research Center, Edwards, Calif., at 12:33 p.m. PDT, the B-52 soared off the California coast on the predetermined flight path, and returned to Dryden for a 2:19 p.m. PDT landing. Pending thorough evaluation of all flight data, this captive-carry test could lead to the first flight of the X-43A 'stack' as early as mid-May. The first free flight will be air-launched by NASA's B-52 at about 24,000 feet altitude. The booster will accelerate the X-43A to Mach 7 to approximately 95,000 feet altitude. At booster burnout, the X-43 will separate from the booster and fly under its own power on a preprogrammed flight path. The hydrogen-fueled aircraft has a wingspan of approximately 5 feet, measures 12 feet long and weighs about 2,800 pounds.
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
DOE Office of Scientific and Technical Information (OSTI.GOV)
Barrera, Barbara
The authors present preliminary results of a search for charmless two-body B decays to charged pions and kaons using data collected by the BaBar detector at the Stanford Linear Accelerator Center's PEP-II Storage ring. In a sample of 8.8 million produced B anti-B pairs the authors measure the branching fractions beta(B{sup 0} --> pi{sup +}pi{sup {minus}}) = (9.3{sub {minus}2.3{minus}1.4}{sup +2.6+1.2}) x 10{sup {minus}6} and beta(B{sup 0} --> K{sup +}pi{sup {minus}}) = (12.5{sub {minus}2.6{minus}1.7}{sup +3.0+1.3}) x 10{sup {minus}6}, where the first uncertainty is statistical and the second is systematic. For the decay B{sup 0} --> K{sup +}K{sup {minus}} they find nomore » significant signal and set an upper limit of beta(B{sup 0} --> K{sup +}K{sup {minus}}) < 6.6 x 10{sup {minus}6} at the 90% confidence level.« less
HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight, Close-up View
NASA Technical Reports Server (NTRS)
1980-01-01
A close-up view of the Highly Maneuverable Aircraft Technology (HiMAT) research vehicle attached to a wing pylon on NASA's B-52 mothership during a 1980 test flight. The HiMAT used sharply swept-back wings and a canard configuration to test possible technology for advanced fighters. 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
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.
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.
[Effect of gas-lift device on the morphology and performance of ANAMMOX sludge].
Li, Xiang; Huang, Yong; Yuan, Yi; Zhou, Cheng; Chen, Zong-Heng; Zhang, Da-Lin
2014-12-01
The upflow reactor with gas-lift device was started up by inoculating ANAMMOX sludge granules of less than 0.9 mm. The effects of gas lift device system on the morphology and performance of ANAMMOX sludge were studied by using the nitrogen gas produced in ANAMMOX to drive the effluent circulation in the reactor. The results showed that, the airlift circulation function was not clear in the startup stage of the reactor, because the nitrogen gas production was very low. At the same time, the ANAMMOX granular sludge was easy to condensate. When the load rate of nitrogen removal reached 3.4 kg x (m3 x d)(-1), the function of gas lift was significant, resulting in gradually increased effluent self-circulation, and the granules were dispersed and grew gradually. After 183d of operation, the granular sludge was dominated by the granules with sizes of 1.6-2.5 mm, which accounted for 53.2% of the total sludge volume. The MLVSS content increased with the increase of sludge particle size. The gas lift device had the same function as the external reflux pump, and was helpful for sludge granulation in the ANAMMOX reactor, while reducing power consumption and the cost of the equipment.
Haderslev, Kent Valentin; Jeppesen, Paller Bekker; Sorensen, Henrik Ancher; Mortensen, Per Brobech; Staun, Michael
2003-07-01
Patients who have undergone resection of the small intestine have lower body weight than do healthy persons. It remains unclear whether it is the body fat mass or the lean tissue mass that is reduced. We compared body-composition values in patients who had undergone small-intestinal resection with reference values obtained in healthy volunteers, and we studied the relation between body-composition estimates and the net intestinal absorption of energy. In a cross-sectional study, we included 20 men and 24 women who had undergone small-intestinal resection and had malabsorption of energy > 2000 kJ/d. Diagnoses were Crohn disease (n = 37) and other conditions (n = 7). Body composition was estimated by dual-energy X-ray absorptiometry, and data were compared with those from a reference group of 173 healthy volunteers. Energy absorption was measured during 48-h balance studies by using bomb calorimetry, and individual values were expressed relative to the basal metabolic rate. Body weight and body mass index in patients were significantly (P < 0.05) lower than the reference values. Fat mass was 6.4 kg (30%) lower (95% CI: -8.8, -3.9 kg), but lean tissue mass was only slightly and insignificantly lower (1.5 kg, or 3.3%; 95% CI: -3.7, 0.60 kg). Weight, body mass index, and body-composition estimates by dual-energy X-ray absorptiometry did not correlate significantly with the net energy absorption relative to the basal metabolic rate, expressed as a percentage. Patients who had undergone small-intestinal resection had significantly lower body weights and body mass indexes than did healthy persons, and they had significant changes in body composition, mainly decreased body fat mass.
NASA Technical Reports Server (NTRS)
1969-01-01
The HL-10 Lifting Body is seen here in flight over Rogers Dry lakebed. Like the other lifting bodies, the HL-10 made a steep descent toward the lakebed, followed by a high-speed landing. This was due to the vehicle's low lift-over-drag ratio. The first 11 flights of the HL-10 were unpowered, flown to check the vehicle's handling and stability before rocket-powered flights began using the XLR-11 rocket engine. 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
Subramanian, T; Vijayalingam, S; Kuppuswamy, M; Chinnadurai, G
2015-09-01
Adenovirus-mediated apoptosis was suppressed when cellular anti-apoptosis proteins (BCL-2 and BCL-xL) were substituted for the viral E1B-19K. For unbiased proteomic analysis of proteins targeted by BCL-xL in adenovirus-infected cells and to visualize the interactions with target proteins, BCL-xL was targeted to cytosolic inclusion bodies utilizing the orthoreovirus µNS protein sequences. The chimeric protein was localized in non-canonical cytosolic factory-like sites and promoted survival of virus-infected cells. The BCL-xL-associated proteins were isolated from the cytosolic inclusion bodies in adenovirus-infected cells and analyzed by LC-MS. These proteins included BAX, BAK, BID, BIK and BIM as well as mitochondrial proteins such as prohibitin 2, ATP synthase and DNA-PKcs. Our studies suggested that in addition to the interaction with various pro-apoptotic proteins, the association with certain mitochondrial proteins such as DNA-PKcs and prohibitins might augment the survival function of BCL-xL in virus infected cells. Copyright © 2015 Elsevier Inc. All rights reserved.
49 CFR Appendix B to Part 24 - Statistical Report Form
Code of Federal Regulations, 2011 CFR
2011-10-01
... ACQUISITION FOR FEDERAL AND FEDERALLY-ASSISTED PROGRAMS Pt. 24, App. B Appendix B to Part 24—Statistical... the purchase price for the property exceeded the amount offered as just compensation and efforts to... the fiscal year by project or program activities, and who purchased and moved to their replacement...
Manguan-Garcia, Cristina; Pintado-Berninches, Laura; Carrillo, Jaime; Machado-Pinilla, Rosario; Sastre, Leandro; Pérez-Quilis, Carme; Esmoris, Isabel; Gimeno, Amparo; García-Giménez, Jose Luis; Pallardó, Federico V; Perona, Rosario
2014-01-01
The predominant X-linked form of Dyskeratosis congenita results from mutations in DKC1, which encodes dyskerin, a protein required for ribosomal RNA modification that is also a component of the telomerase complex. We have previously found that expression of an internal fragment of dyskerin (GSE24.2) rescues telomerase activity in X-linked dyskeratosis congenita (X-DC) patient cells. Here we have found that an increased basal and induced DNA damage response occurred in X-DC cells in comparison with normal cells. DNA damage that is also localized in telomeres results in increased heterochromatin formation and senescence. Expression of a cDNA coding for GSE24.2 rescues both global and telomeric DNA damage. Furthermore, transfection of bacterial purified or a chemically synthesized GSE24.2 peptide is able to rescue basal DNA damage in X-DC cells. We have also observed an increase in oxidative stress in X-DC cells and expression of GSE24.2 was able to diminish it. Altogether our data indicated that supplying GSE24.2, either from a cDNA vector or as a peptide reduces the pathogenic effects of Dkc1 mutations and suggests a novel therapeutic approach.
Inexpensive Dramatic Pneumatic Lift
ERIC Educational Resources Information Center
Morse, Robert A.
2017-01-01
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…
Aerodynamics of Supersonic Lifting Bodies
1981-02-01
Correction Velocity Ratio, y = 1.4 .. ......... . . . . 38 9 Perturbation Pressure Coefficient on the Body Surface .... 41 10 Pressure Coefficient on...Secant Method and Exper.1ent ... ....... 119 40 Geometrica . :onfinmration anl 7ro)r;1Tnate Systens ....... 125 41 1pheri. •a. 1-rinites...due to pitching p contribution due to plunging 8 shock wave w wedge z contribution due to pitching about Ln 0 free stream Superscripts (c) correction
[Low back load reduction using mechanical lift during transfer of patients].
Tomioka, Kimiko; Sakae, Kenichiro; Yasuda, Junko
2008-07-01
In Japanese care-work sites, care-workers (CWs) have lacked basic health risk awareness for transferring patients. Knowledge of lifting equipment and skills for transfer of patients have not been disseminated and many CWs have suffered from work-related musculoskeletal disorders, especially low back pain (LBP). In order to find better ways of patient transfer which reduce and prevent LBP, we conducted a study of low back loads and operation time during the transfer of a simulated patient, who was totally dependent from bed to wheelchair, using a mechanical lift (Lift) and manual handling (handling). Moreover we examined the levels of skill which CWs had acquired in transfer by Lift and the effects of acquired skill on low back loads and operation time. We explored low back load using surface electromyography (EMG) of the lumbar paraspinals between L3 and L4 and the trunk inclination angle (TIA) measurement method. The subjects were 5 caregivers who performed the task of transferring a simulated patient from lying on the bed to sitting in a wheelchair using the Lift and by handling. Handling transfer was assisted by two-persons at the head and foot. A 'simulated' patient (a 70 kg healthy male; instructed to keep whole body relaxed) was used in all transfer tasks. When subjects used the Lift, we made an ergonomics checklist for reduction of low back load of caregivers. Subjects performed the task 4 times and were evaluated with the checklist. The level of acquired skill was significantly improved by the guidance of the checklist. TIA was observed to be significantly lower in Lift than in handling, but with EMG no significant differences were seen between Lift and handling. The effects of acquired skill on low back loads showed that TIA was statistically reduced at high skill as compared to low skill. However, there were no significant differences between both skills in Lift and handling by EMG. Operation time of Lift showed significant shortening of operation time
NASA Technical Reports Server (NTRS)
Becker, Werner; Weisskopf, Martin C.; Tenant, Allyn F.; Jessmer, Axel; Zhang, Shiang N.
2004-01-01
We have completed part of a program to study the X-ray emission properties of old rotation-powered pulsars with XMM-Newton in order to probe and identify the origin of their X radiation. The X-ray emission from these old pulsars is largely dominated by non-thermal processes. None of the observed spectra required adding a thermal component consisting of either a hot polar cap or surface cooling emission to model the data. The energy spectrum of PSR B0950+08 is best described by a single power law of photon-index alpha = 1.93(sup +0.14)(sub -0.12). Three-sigma temperature upper limits for possible contributions from a heated polar cap or the whole neutron star surface are T(sup infinity)(sub pc) < 0.87 x 10(exp 6) K and T(sup infinity)(sub s) < 0.48 x 10(exp 6) K, respectively. We also find that the X-ray emission from PSR B0950+08 is pulsed with two peaks per rotation period. The phase separation between the two X-ray peaks is approx. 144 deg (maximum to maximum) which is similar to the pulse peak separation observed in the radio band at 1.4 GHz. The fraction of X-ray pulsed photons is approx. 30%. A phase resolved spectral analysis confirms the nonthermal nature of the pulsed emission and finds power law slopes of alpha = 2.4(sup +0.52)(sub -0.42) and alpha = 1.93(sup +0.29)(sub -0.24) for the pulse peaks P1 and P2, respectively. The spectral emission properties observed for PSR B0823+26 are similar to those of PSR B0950+08. Its energy spectrum is very well described by a single power law with photon-index alpha = 2.5(sup +0.52)(sub -0.24. Three-sigma temperature upper limits for thermal contributions from a hot polar cap or from the entire neutron star surface are T(sup infinity)(sub pc) < 1.17 x 10(exp 6) K and T(sup infinity)(sub s) < 0.5 x 10(exp 6) K, respectively. There is evidence for pulsed X-ray emission at the - 97% confidence level with a pulsed fraction of 49 +/- 22%. For PSR 52043+2740 we report the first detection of X-ray emission. A power law
Objective Brow Height Measurements Following Pretrichial Brow Lift and Upper Lid Blepharoplasty
Martin, Matthew; Shah, Christopher T; Attawala, Payal; Neaman, Keith; Meldrum, Melissa; Hassan, Adam S
2016-01-01
Background: As the ptotic brow drops below the supraorbital rim, it can exacerbate dermatochalasis by pushing the adjacent skin of the upper lid further down. Aim: The purpose of this study was to evaluate the outcomes associated with a combined pretrichial brow lift and upper lid blepharoplasty in patients with dermatochalasis and mild to moderate brow ptosis. Materials and Methods: A retrospective case series of 46 patients with dermatochalasis and mild to moderate brow ptosis treated with a combined, bilateral pretrichial brow lift and upper lid blepharoplasty from January 2008 to December 2011. Main outcome measures included measurements of brow lift at 3 months post-operatively, complications encountered, patient satisfaction and surgeon satisfaction. Results: Outcomes from 46 patients were evaluated. The mean brow lift was 1.85 mm at the lateral canthus, 1.54 mm at the lateral limbus, 1.31 mm at the mid-pupil, and 1.07 mm at the medial limbus. Brow lift at the lateral canthus was significantly more elevated than at the medial limbus (P < 0.001). Minor complications were encountered in seven of 46 patients (15.2%). Mean patient satisfaction score was 3.20 and surgeon satisfaction 3.24 (max = 4, very satisfied). Conclusions: The modified pretrichial brow lift offered effective lateral lift that complements an upper lid blepharoplasty. This technique was met with a high degree of patient and surgeon satisfaction, and had a minimal complication profile. PMID:27398009
EFFECT OF HEEL LIFTS ON PATELLOFEMORAL JOINT STRESS DURING RUNNING.
Mestelle, Zachary; Kernozek, Thomas; Adkins, Kelly S; Miller, Jessica; Gheidi, Naghmeh
2017-10-01
Patellofemoral pain is a debilitating injury for many recreational runners. Excessive patellofemoral joint stress may be the underlying source of pain and interventions often focus on ways to reduce patellofemoral joint stress. Heel lifts have been used as an intervention within Achilles tendon rehabilitation programs and to address leg length discrepancies. The purpose of this study was to examine the effect of running with heel lifts on patellofemoral joint stress, patellofemoral stress impulse, quadriceps force, step length, cadence, and other related kinematic and spatiotemporal variables. A repeated-measures research design. Sixteen healthy female runners completed five running trials in a controlled laboratory setting with and without 11mm heel lifts inserted in a standard running shoe. Kinetic and kinematic data were used in combination with a static optimization technique to estimate individual muscle forces. These data were inserted into a patellofemoral joint model which was used to estimate patellofemoral joint stress and other variables during running. When running with heel lifts, peak patellofemoral joint stress and patellofemoral stress impulse were reduced by a 4.2% (p=0.049) and 9.3% (p=0.002). Initial center of pressure was shifted anteriorly 9.1% when running with heel lifts (p<0.001) despite all runners utilizing a heel strike pattern. Dorsiflexion at initial contact was reduced 28% (p=0.016) when heel lifts were donned. No differences in step length and cadence (p>0.05) were shown between conditions. Heel lift use resulted in decreased patellofemoral joint stress and impulse without associated changes in step length or frequency, or other variables shown to influence patellofemoral joint stress. The center of pressure at initial contact was also more anterior using heel lifts. The use of heel lifts may have therapeutic benefits for runners with patellofemoral pain if the primary goal is to reduce patellofemoral joint stress. 3b.
Fan, Jiqiang; Song, Yongbo; Chai, Jinsong; Yang, Sha; Chen, Tao; Rao, Bo; Yu, Haizhu; Zhu, Manzhou
2016-08-18
We report the observation of new doping behavior in Au36-xAgx(SR)24 nanoclusters (NCs) with x = 1 to 8. The atomic arrangements of Au and Ag atoms are determined by X-ray crystallography. The new gold-silver bimetallic NCs share the same framework as that of the homogold counterpart, i.e. possessing an fcc-type Au28 kernel, four dimeric AuAg(SR)3 staple motifs and twelve simple bridging SR ligands. Interestingly, all the Ag dopants in the Au36-xAgx(SR)24 NCs are selectively incorporated into the surface motifs, which is in contrast to the previously reported Au-Ag alloy structures with the Ag dopants preferentially displacing the core gold atoms. This distinct doping behavior implies that the previous assignments of an fcc Au28 core with four dimers and 12 bridging thiolates for Au36(SR)24 are more justified than other assignments of core vs. surface motifs. The UV-Vis adsorption spectrum of Au36-xAgx(SR)24 is almost the same as that of Au36(SR)24, indicating that the Ag dopants in the motifs do not change the optical properties. The similar UV-Vis spectra are further confirmed by TD-DFT calculations. DFT also reveals that the energies of the HOMO and LUMO of the motif-doped AuAg alloy NC are comparable to those of the homogold Au36 NC, indicating that the electronic structure is not disturbed by the motif Ag dopants. Overall, this study reveals a new silver-doping mode in alloy NCs.
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
Detection of contraband concealed on the body using x-ray imaging
NASA Astrophysics Data System (ADS)
Smith, Gerald J.
1997-01-01
In an effort to avoid detection, smugglers and terrorists are increasingly using the body as a vehicle for transporting illicit drugs, weapons, and explosives. This trend illustrates the natural tendency of traffickers to seek the path of least resistance, as improved interdiction technology and operational effectiveness have been brought to bear on other trafficking avenues such as luggage, cargo, and parcels. In response, improved technology for human inspection is being developed using a variety of techniques. ASE's BodySearch X-ray Inspection Systems uses backscatter x-ray imaging of the human body to quickly, safely, and effectively screen for drugs, weapons, and explosives concealed on the body. This paper reviews the law enforcement and social issues involved in human inspections, and briefly describes the ASE BodySearch systems. Operator training, x-ray image interpretation, and maximizing systems effectiveness are also discussed. Finally, data collected from operation of the BodySearch system in the field is presented, and new law enforcement initiatives which have come about due to recent events are reviewed.
Evidence for the two-body charmless baryonic decay $$ {B}^{+}\\to p\\overline{\\varLambda} $$
Aaij, R.; Adeva, B.; Adinolfi, M.; ...
2017-04-28
A search for the rare two-body charmless baryonic decay B + → pmore » $$-\\atop{Λ}$$ is performed with pp collision data, corresponding to an integrated luminosity of 3 fb -1, collected by the LHCb experiment at centre-of-mass energies of 7 and 8 TeV. An excess of B + →p$$-\\atop{Λ}$$ candidates with respect to background expectations is seen with a statistical significance of 4.1 standard deviations, and constitutes the first evidence for this decay. The branching fraction, measured using the B + →K S 0 π + decay for normalisation, B(B +→p$$-\\atop{Λ}$$=2.4$$+1.0\\atop{0.8}$$±0.3 x 10 -7)where the first uncertainty is statistical and the second systematic.« less
Influences on lifetime of wire ropes in traction lifts
NASA Astrophysics Data System (ADS)
Vogel, W.
2016-05-01
Traction lifts are complex systems with rotating and translating moving masses, springs and dampers and several system inputs from the lifts and the users. The wire ropes are essential mechanical elements. The mechanical properties of the ropes in use depend on the rope construction, the load situation, nonlinearities and the lift dimensions. The mechanical properties are important for the proper use in lifts and the ride quality. But first of all the wire ropes (for all other suspension means as well) have to satisfy the safety relevant requirements sufficient lifetime, reliable determination of discard and sufficient and limited traction capacity. The lifetime of the wire ropes better the number of trips until rope discard depends on a lot of parameters of the rope and the rope application eg use of plastic deflection sheaves and reverse bending layouts. New challenges for rope lifetime are resulting from the more or less open D/d-ratio limits possible by certificates concerning the examination of conformity by notified bodies. This paper will highlight the basics of wire rope technology, the endurance and lifetime of wire ropes running over sheaves, and the different influences from the ropes and more and more important from the lift application parameters. Very often underestimated are the influences of transport, storage, installation and maintenance. With this background we will lead over to the calculation methods of wire rope lifetime considering the actual findings of wire rope endurance research. We'll show in this paper new and innovative facts as the influence of rope length and size factor in the lifetime formular, the reduction of lifetime caused by traction grooves, the new model for the calculation in reverse bending operations and the statistically firmed possibilities for machine roomless lifts (MRL) under very small bending conditions.
The BCC/B2 morphologies in Al xNiCoFeCr high-entropy alloys
Ma, Yue; Jiang, Beibei; Li, Chunling; ...
2017-02-15
Here, the present work primarily investigates the morphological evolution of the body-centered-cubic (BCC)/B2 phases in Al xNiCoFeCr high-entropy alloys (HEAs) with increasing Al content. It is found that the BCC/B2 coherent morphology is closely related to the lattice misfit between these two phases, which is sensitive to Al. There are two types of microscopic BCC/B2 morphologies in this HEA series: one is the weave-like morphology induced by the spinodal decomposition, and the other is the microstructure of a spherical disordered BCC precipitation on the ordered B2 matrix that appears in HEAs with a much higher Al content. The mechanical properties,more » including the compressive yielding strength and microhardness of the Al xNiCoFeCr HEAs, are also discussed in light of the concept of the valence electron concentration (VEC).« less
NASA Technical Reports Server (NTRS)
1966-01-01
The HL-10, seen here parked on the ramp, was one of five lifting body designs flown at NASA's 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.
NASA Technical Reports Server (NTRS)
Jackson, E. B.; Powell, Richard W.; Ragsdale, W. A.
1991-01-01
The role of simulations in the design of the HL-20, the crew-carrying unpowered lifting-body component of the NASA Personnel Launch System, is reviewed and illustrated with drawings and diagrams. Detailed consideration is given to the overall implementation of a real-time simulation of the HL-20 approach and landing phase, the baseline and experimental control laws used in the flight-control system, autoland guidance and control laws (vertical and lateral steering), the control-surface mixer and actuator model, and simulation results. The simulations allowed identification and correction of design problems with respect to the position of the landing gear and the original maximum L/D ratio of 3.2.
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
Advanced wind turbine with lift cancelling aileron for shutdown
Coleman, Clint; Juengst, Theresa M.; Zuteck, Michael D.
1996-06-18
An advanced aileron configuration for wind turbine rotors featuring an independent, lift generating aileron connected to the rotor blade. The aileron has an airfoil profile which is inverted relative to the airfoil profile of the main section of the rotor blade. The inverted airfoil profile of the aileron allows the aileron to be used for strong positive control of the rotation of the rotor while deflected to angles within a control range of angles. The aileron functions as a separate, lift generating body when deflected to angles within a shutdown range of angles, generating lift with a component acting in the direction opposite the direction of rotation of the rotor. Thus, the aileron can be used to shut down rotation of the rotor. The profile of the aileron further allows the center of rotation to be located within the envelope of the aileron, at or near the centers of pressure and mass of the aileron. The location of the center of rotation optimizes aerodynamically and gyroscopically induced hinge moments and provides a fail safe configuration.
Inclusive Breakup Theory of Three-Body Halos
NASA Astrophysics Data System (ADS)
Hussein, Mahir S.; Souza, Lucas A.; Chimanski, Emanuel; Carlson, Brett; Frederico, Tobias
2017-11-01
We present a recently developed theory for the inclusive breakup of three-fragment projectiles within a four-body spectator model [1], for the treatment of the elastic and inclusive non-elastic break up reactions involving weakly bound three-cluster nuclei in A (a; b) X / a = x1 + x2 + b collisions. The four-body theory is an extension of the three-body approaches developed in the 80's by Ichimura, Autern and Vincent (IAV) [2], Udagawa and Tamura (UT) [3] and Hussein and McVoy (HM) [4]. We expect that experimentalists shall be encouraged to search for more information about the x1 + x2 system in the elastic breakup cross section and that also further developments and extensions of the surrogate method will be pursued, based on the inclusive non-elastic breakup part of the b spectrum.
Ali, Yasser Helmy
2018-02-01
Thread-lifting rejuvenation procedures have evolved again, with the development of absorbable threads. Although they have gained popularity among plastic surgeons and dermatologists, very few articles have been written in literature about absorbable threads. This study aims to evaluate two years' outcome of thread lifting using absorbable barbed threads for facial rejuvenation. Prospective comparative stud both objectively and subjectively and follow-up assessment for 24 months. Thread lifting for face rejuvenation has significant long-lasting effects that include skin lifting from 3-10 mm and high degree of patients' satisfaction with less incidence rate of complications, about 4.8%. Augmented results are obtained when thread lifting is combined with other lifting and rejuvenation modalities. Significant facial rejuvenation is achieved by thread lifting and highly augmented results are observed when they are combined with Botox, fillers, and/or platelet rich plasma (PRP) rejuvenations.
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...
1966-02-28
NASA research pilot Milt Thompson is helped into the cockpit of the M2-F2 lifting body research aircraft at NASA’s Flight Research Center (now the Dryden Flight Research Center). The M2-F2 is attached to a wing pylon under the wing of NASA’s B-52 mothership. The flight was a captive flight with the pilot on-board. Milt Thompson flew in the lifting body throughout the flight, but it was never dropped from the mothership.
Kingma, Idsart; Bosch, Tim; Bruins, Louis; van Dieën, Jaap H
2004-10-22
This study investigated the effects of initial load height and foot placement instruction in four lifting techniques: free, stoop (bending the back), squat (bending the knees) and a modified squat technique (bending the knees and rotating them outward). A 2D dynamic linked segment model was combined with an EMG assisted trunk muscle model to quantify kinematics and low back loading in 10 subjects performing 19 different lifting movements, using 10.5 kg boxes without handles. When lifting from a 0.05 m height with the feet behind the box, squat lifting resulted in 19.9% (SD 8.7%) higher net moments (p < 0.001) and 17.0% (SD 13.2%) higher compression forces (p < 0.01) than stoop lifting. This effect was reduced to 12.8% (SD 10.7%) for moments and a non-significant 7.4% (SD 16.0%) for compression forces when lifting with the feet beside the box and it disappeared when lifting from 0.5 m height. Differences between squat and stoop lifts, as well as the interaction with lifting height, could to a large extent be explained by changes in the horizontal L5/S1 intervertebral joint position relative to the load, the upper body acceleration, and lumbar flexion. Rotating the knees outward during squat lifts resulted in moments and compression forces that were smaller than in squat lifting but larger than in stoop lifting. Shear forces were small ( < 300 N) at the L4/L5 joint and substantial (1100 - 1400 N) but unaffected by lifting technique at the L5/S1 joint. The present results show that the effects of lifting technique on low back loading depend on the task context.
DOE Office of Scientific and Technical Information (OSTI.GOV)
Sun, Xiaorui; Zhou, Zhengyang; Yang, Haixia
La{sub 1−x}Eu{sub x}[B{sub 5}O{sub 8}(OH){sub 2}]·1.5H{sub 2}O with the Eu{sup 3+}-doping upper limit of 40 atom% were synthesized hydrothermally. Thereafter, thermal treatments at 710 °C were applied to obtain β-La{sub 1−x}Eu{sub x}B{sub 5}O{sub 9}. The solid solution range is even narrower, i.e. 0≤x≤0.15, due to the mismatch between La{sup 3+} and Eu{sup 3+}. The host borate system shows a typical concentration quenching effect at x=0.20 under CT excitation, and this is postponed to x=0.30 under the f−f excitation. β-La{sub 1−x}Eu{sub x}B{sub 5}O{sub 9} shows a very intense absorption of charge transfer, and gives strong red emissions at 615 nm withmore » large R/O ratios (1.9–2.4). The saturation effect appears at x=0.11, which is probably due to the lattice distortion. Eu{sup 3+} luminescence was applied as the structural probe to study the local coordination environment change during the dehydration and re-crystallization processes of La{sub 0.93}Eu{sub 0.07}[B{sub 5}O{sub 8}(OH){sub 2}]·1.5H{sub 2}O. - Highlights: • La{sub 1−x}Eu{sub x}[B{sub 5}O{sub 8}(OH){sub 2}]·1.5H{sub 2}O (0≤x≤0.40) were prepared by hydrothermal method. • The Eu{sup 3+}-doping limit in β-La{sub 1−x}Eu{sub x}B{sub 5}O{sub 9} is 15 atom% proved by powder XRD. • La{sub 1−x}Eu{sub x}[B{sub 5}O{sub 8}(OH){sub 2}]·1.5H{sub 2}O show relatively weaker red emissions. • β-La{sub 1−x}Eu{sub x}B{sub 5}O{sub 9} shows an intense CT absorption together with strong red emissions. • Eu{sup 3+} luminescence was studied when annealing La{sub 0.93}Eu{sub 0.07}[B{sub 5}O{sub 8}(OH){sub 2}]·1.5H{sub 2}O.« less
HL-10 mounted on a pedestal in front of the Dryden main gate at sunset
NASA Technical Reports Server (NTRS)
1992-01-01
The HL-10 Lifting Body, as shown here, is currently displayed on a pedestal in front of the main gate at NASA's Dryden Flight Research Center, Edwards, California. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided an excellent starting point for designers of future entry vehicles, including the Space Shuttle.
NASA Technical Reports Server (NTRS)
1968-01-01
As shown in this photo of the HL-10 flight simulator, the lifting-body pilots and engineers made use of early simulators for both training and the determination of a given vehicle's handling at various speeds, attitudes, and altitudes. This provided warning of possible problems. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3, provided
HiMAT Subscale Research Vehicle Mated to B-52 Mothership in Flight
NASA Technical Reports Server (NTRS)
1980-01-01
The Highly Maneuverable Aircraft Technology (HiMAT) research vehicle is shown here mated to a wing pylon on NASA's B-52 mothership aircraft. The HiMAT was a technology demonstrator to test structures and configurations for advanced fighter concepts. Over the course of more than 40 years, the B-52 proved a valuable workhorse for NASA's Dryden Flight Research Center (under various names), launching a wide variety of vehicles and conducting numerous other research flights. 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
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.
NASA Astrophysics Data System (ADS)
Nittler, L. R.; Hong, J.; Kenter, A.; Romaine, S.; Allen, B.; Kraft, R.; Masterson, R.; Elvis, M.; Gendreau, K.; Crawford, I.; Binzel, R.; Boynton, W. V.; Grindlay, J.; Ramsey, B.
2017-12-01
The surface elemental composition of a planetary body provides crucial information about its origin, geological evolution, and surface processing, all of which can in turn provide information about solar system evolution as a whole. Remote sensing X-ray fluorescence (XRF) spectroscopy has been used successfully to probe the major-element compositions of airless bodies in the inner solar system, including the Moon, near-Earth asteroids, and Mercury. The CubeSAT X-ray Telescope (CubeX) is a concept for a 6U planetary X-ray telescope (36U with S/C), which utilizes Miniature Wolter-I X-ray optics (MiXO), monolithic CMOS and SDD X-ray sensors for the focal plane, and a Solar X-ray Monitor (heritage from the REXIS XRF instrument on NASA's OSIRIS-REx mission). CubeX will map the surface elemental composition of diverse airless bodies by spectral measurement of XRF excited by solar X-rays. The lightweight ( 1 kg) MiXO optics provide sub-arcminute resolution with low background, while the inherently rad-hard CMOS detectors provide improved spectral resolution ( 150 eV) at 0 °C. CubeX will also demonstrate X-ray pulsar timing based deep space navigation (XNAV). Successful XNAV will enable autonomous deep navigation with little to no support from the Deep Space Network, hence lowering the operation cost for many more planetary missions. Recently selected by NASA Planetary Science Deep Space SmallSat Studies, the first CubeX concept, designed to rideshare to the Moon as a secondary spacecraft on a primary mission, is under study in collaboration with the Mission Design Center at NASA Ames Research Center. From high altitude ( 6,000 km) frozen polar circular orbits, CubeX will study > 8 regions ( 110 km) of geological interest on the Moon over one year to produce a high resolution ( 2-3 km) elemental abundance map of each region. The novel focal plane design of CubeX also allows us to evaluate the performance of absolute navigation by sequential observations of several
DOE Office of Scientific and Technical Information (OSTI.GOV)
Sluchanko, N. E., E-mail: nes@lt.gpi.ru; Azarevich, A. N.; Bogach, A. V.
2012-09-15
The angular, temperature, and magnetic field dependences of the resistance recorded in the Hall effect geometry are studied for the rare-earth dodecaboride Tm{sub 1-x}Yb{sub x}B{sub 12} solid solutions where the metal-insulator and antiferromagnetic-paramagnetic phase transitions are observed in the vicinity of the quantum critical point x{sub c} Almost-Equal-To 0.3. The measurements performed on high-quality single crystals in the temperature range 1.9-300 K for the first time have revealed the appearance of the second harmonic contribution, a transverse even effect in these fcc compounds near the quantum critical point. This contribution a is found to increase drastically both under the Tm-to-ytterbiummore » substitution in the range x > x{sub c} and with an increase in the external magnetic field. Moreover, as the Yb concentration x increases, a negative peak of a significant amplitude appears on the temperature dependences of the Hall coefficient R{sub H}(T) for the Tm{sup 1-x}Yb{sub x}B{sub 12} compounds, in contrast to the invariable behavior R{sub H}(T) Almost-Equal-To const found for TmB{sub 12}. The complicated activation-type behavior of the Hall coefficient is observed at intermediate temperatures for x {>=} 0.5 with activation energies E{sub g}/k{sub B} Almost-Equal-To 200 K and E{sub a}/k{sub B} 55-75 K, and the sign inversion of R{sub H}(T) is detected at liquid-helium temperatures in the coherent regime. Renormalization effects in the electron density of states induced by variation of the Yb concentration are analyzed. The anomalies of the charge transport in Tm{sub 1-x}Yb{sub x}B{sub 12} solid solutions in various regimes (charge gap formation, intra-gap many-body resonance, and coherent regime) are discussed in detail and the results are interpreted in terms of the electron phase separation effects in combination with the formation of nanosize clusters of rare earth ions in the cage-glass state of the studied dodecaborides. The data obtained
Effects of experimental leg length discrepancies on body posture and dental occlusion.
Maeda, Nozomi; Sakaguchi, Kiwamu; Mehta, Noshir R; Abdallah, Emad F; Forgione, Albert G; Yokoyama, Atsuro
2011-07-01
The purpose of this study was to quantitatively evaluate the effects of experimental leg length discrepancies on body posture and dental occlusion. Thirty asymptomatic subjects (15 males and 15 females, ages 19-33, mean age 25.6 years) were included in this study and randomly assigned to one of two groups based on a table of random numbers. The only difference between group A and group B was the sequence of testing. Experimental leg length discrepancies were provided by using ten types of insoles with heights ranging from one to ten mm at one mm intervals, placed under both feet. The MatScan (Nitta Corp., Osaka, Japan) system was used to measure changes in body posture (center of foot pressure: COP) while subjects maintained the following three postural positions: 1. natural standing posture (control); 2. control with a heel lift under the right foot; or 3. control with a heel lift under the left foot. The T-Scan II system (Nitta Corp., Osaka, Japan) was used to analyze the results of changes in dental occlusion (center of occlusal force: COF) in the above-mentioned three postural positions. When subjects used a heel lift of six mm or more under the right foot, lateral weight distribution (LWD) shifted to the right side compared to the control (p<0.05). When a heel lift of four mm or more was used under the left foot, LWD shifted to the left side compared to the control (p<0.05). When subjects used a heel lift of eight mm or more under the right foot, occlusal force shifted to the right side compared to the control (p<0.05). When subjects used a heel lift of seven mm or more under the left foot, occlusal force shifted to the left side compared to the control (p<0.05). Based on these findings, it was concluded that leg length discrepancy affected body posture and dental occlusion.
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.
14 CFR 25.345 - High lift devices.
Code of Federal Regulations, 2014 CFR
2014-01-01
... STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Flight Maneuver and Gust Conditions § 25.345 High lift... level flight. Gust loads resulting on each part of the structure must be determined by rational analysis... prescribed in § 25.337(b); and (2) The discrete vertical gust criteria in § 25.341(a). (d) The airplane must...
14 CFR 25.345 - High lift devices.
Code of Federal Regulations, 2012 CFR
2012-01-01
... STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Flight Maneuver and Gust Conditions § 25.345 High lift... level flight. Gust loads resulting on each part of the structure must be determined by rational analysis... prescribed in § 25.337(b); and (2) The discrete vertical gust criteria in § 25.341(a). (d) The airplane must...
14 CFR 25.345 - High lift devices.
Code of Federal Regulations, 2013 CFR
2013-01-01
... STANDARDS: TRANSPORT CATEGORY AIRPLANES Structure Flight Maneuver and Gust Conditions § 25.345 High lift... level flight. Gust loads resulting on each part of the structure must be determined by rational analysis... prescribed in § 25.337(b); and (2) The discrete vertical gust criteria in § 25.341(a). (d) The airplane must...
A Low Power 2.4 GHz CMOS Mixer Using Forward Body Bias Technique for Wireless Sensor Network
NASA Astrophysics Data System (ADS)
Yin, C. J.; Murad, S. A. Z.; Harun, A.; Ramli, M. M.; Zulkifli, T. Z. A.; Karim, J.
2018-03-01
Wireless sensor network (WSN) is a highly-demanded application since the evolution of wireless generation which is often used in recent communication technology. A radio frequency (RF) transceiver in WSN should have a low power consumption to support long operating times of mobile devices. A down-conversion mixer is responsible for frequency translation in a receiver. By operating a down-conversion mixer at a low supply voltage, the power consumed by WSN receiver can be greatly reduced. This paper presents a development of low power CMOS mixer using forward body bias technique for wireless sensor network. The proposed mixer is implemented using CMOS 0.13 μm Silterra technology. The forward body bias technique is adopted to obtain low power consumption. The simulation results indicate that a low power consumption of 0.91 mW is achieved at 1.6 V supply voltage. Moreover, the conversion gain (CG) of 21.83 dB, the noise figure (NF) of 16.51 dB and the input-referred third-order intercept point (IIP3) of 8.0 dB at 2.4 GHz are obtained. The proposed mixer is suitable for wireless sensor network.
NASA Technical Reports Server (NTRS)
Weddendorf, Bruce (Inventor)
1994-01-01
A portable seat lift that can help individuals either (1) lower themselves to a sitting position or (2) raise themselves to a standing position is presented. The portable seat lift consists of a seat mounted on a base with two levers, which are powered by a drive unit.
NASA Technical Reports Server (NTRS)
1969-01-01
The HL-10 lifting body is seen here in flight over Rogers Dry Lake at Edwards AFB. After the vehicle's fins were modified following its first flight, the HL-10 proved to be the best handling of the heavy-weight lifting bodies flown at Edwards Air Force Base. The HL-10 flew much better than the M2-F2, and pilots were eager to fly it. 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 flight testing of the HL-10. These lessons, when combined with
NASA Technical Reports Server (NTRS)
1969-01-01
Air Force Major Peter Hoag stands in front of the HL-10 Lifting Body. Maj. Hoag joined the HL-10 program in 1969 and made his first glide flight on June 6, 1969. He made a total of 8 flights in the HL-10. They included the fastest lifting-body flight, which reached Mach 1.861 on Feb. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2
49 CFR 393.134 - What are the rules for securing roll-on/roll-off or hook lift containers?
Code of Federal Regulations, 2011 CFR
2011-10-01
... or hook lift containers? 393.134 Section 393.134 Transportation Other Regulations Relating to... for securing roll-on/roll-off or hook lift containers? (a) Applicability. The rules in this section apply to the transportation of roll-on/roll-off or hook lift containers. (b) Securement of a roll-on...
49 CFR 393.134 - What are the rules for securing roll-on/roll-off or hook lift containers?
Code of Federal Regulations, 2010 CFR
2010-10-01
... or hook lift containers? 393.134 Section 393.134 Transportation Other Regulations Relating to... for securing roll-on/roll-off or hook lift containers? (a) Applicability. The rules in this section apply to the transportation of roll-on/roll-off or hook lift containers. (b) Securement of a roll-on...
NACA Aircraft on Lakebed - D-558-2, X-1B, and X-1E
NASA Technical Reports Server (NTRS)
1955-01-01
of increased capacity, and a thinner high-speed wing. The X-1E was used to obtain in-flight data at twice the speed of sound, with particular emphasis placed on investigating the improvements achieved with the high-speed wing. These wings, made by Stanley Aircraft, were only 3-3/8-inches thick at the root and had 343 gauges installed in them to measure structural loads and aerodynamic heating. The X-1E used its rocket engine to power it up to a speed of 1,471 miles per hour (Mach 2.24) and to an altitude of 73,000 feet. Like the X-1 it was air-launched. The X-1 aircraft were almost 31 feet long and had a wingspan of 28 feet. The X-1 was built of conventional aluminum stressed-skin construction to extremely high structural standards. The X-1E was also 31 feet long but had a wingspan of only 22 feet, 10 inches. It was powered by a Reaction Motors, Inc., XLR-8-RM-5, four-chamber rocket engine. As did all X-1 rocket engines, the LR-8-RM-5 engine did not have throttle capability, but instead, depended on ignition of any one chamber or group of chambers to vary speed. The X-1A, X-1B, and the X-1D were growth versions of the X-1. They were almost five feet longer, almost 2,500 pounds heavier and had conventional canopies. The X-1A and X-1B were modified to have ejection seats. Their mission was to continue the X-1 studies at higher speeds and altitudes. The X-1A began this research after the X-1D was destroyed in an explosion on a captive flight before it made any research flights. On December 12, 1953, Major Charles Yeager flew the X-1A up to a speed of 1,612 miles per hour (almost two-and-a-half times the speed of sound). Then on August 26, 1954, Major Arthur Murray took the X-1A up to an altitude of 90,440 feet. Those two performances were the records for the X-1 program. Later the X-1A was also destroyed after being jettisoned from the carrier aircraft because of an explosion. The X-1B was fitted with 300 thermocouples for exploratory aerodynamic heating tests. It also
Body-mass dependence of age-related deterioration in human muscular function.
Meltzer, D E
1996-04-01
Maximal anaerobic power of human muscles declines with increasing chronological age and is correlated with body mass. This study investigated whether the rate of deterioration in human muscular function among trained weight lifters is also correlated with body mass. Cross-sectional analysis of performance data of over 1,100 Masters competitors in Olympic-style weight lifting was carried out; eight body-weight classes and six age groups were represented. Two-lift total data (sum of snatch and clean and jerk lifts) were analyzed. Mean deterioration rates in the performance of athletes of widely diverse body masses were compared over the following age ranges: 42-57, 42-62, and 42-67 yr. No statistically significant correlation (P < 0.05) was found between rate of performance decline and body mass. The relationship between body mass and the magnitude of age-related variation of deterioration rate was also studied; no significant correlation was found. Previous studies have demonstrated that performance in Olympic-style weight lifting is correlated with maximal anaerobic muscular power. This leads us to suggest that the age-related deterioration rate of anaerobic power in trained subjects may not be correlated with the body mass of the individual.
Review of the physics of enhancing vortex lift by unsteady excitation
NASA Technical Reports Server (NTRS)
Wu, J. Z.; Vakili, A. D.; Wu, J. M.
1991-01-01
A review aimed at providing a physical understanding of the crucial mechanisms for obtaining super lift by means of unsteady excitations is presented. Particular attention is given to physical problems, including rolled-up vortex layer instability and receptivity, wave-vortex interaction and resonance, nonlinear streaming, instability of vortices behind bluff bodies and their shedding, and vortex breakdown. A general theoretical framework suitable for handling the unsteady vortex flows is introduced. It is suggested that wings with swept and sharp leading edges, equipped with devices for unsteady excitations, could yield the first breakthrough of the unsteady separation barrier and provide super lift at post-stall angle of attack.
Bio-mechanical assessment toward throwing and lifting process of i-LOCA (Innovative Lobster Catcher)
NASA Astrophysics Data System (ADS)
Sudiarno, A.; Dewi, D. S.; Putri, M. A.
2018-04-01
Indonesia is the country rich in marine resource, one of which is lobster. East java, one of Indonesian province, especially in Region of Gresik and Lamogan, has very huge potential of lobster. Current condition shown that lobster catch by the fisherman mostly depend on lucky factor, which the lobster unintentionally trapped in fisherman’s fish net. By using this mechanism, the number of lobster catch cannot be optimum. Previous researches have produced two versions of i-LOCA, Innovative Lobster Catcher, a special tool for catching the lobster. Although produce more lobster catch, second version of i-LOCA still needs to be scrutinized, one of that is bio-mechanical assessment. The second version of i-LOCA still has no tool to ease throwing and lifting it into the sea. This condition cause Musculoskeletal Disorder (MSD) toward the fisherman. This research perform bio-mechanical assessment toward throwing and lifting process in order to suggest improvement for i-LOCA as the third version. Based on body moment calculation, we found that throwing and lifting process of third version of i-LOCA, each was 3 times and 2 times better than second version of i-LOCA. Meanwhile, Rapid Entire Body Assessment (REBA) score of throwing and lifting process for third version of i-LOCA can be reduced by 5 points compared to second version of i-LOCA.
ERIC Educational Resources Information Center
Silva, J.; Soares, A. A.
2010-01-01
The conventional explanation of aerodynamic lift based on Bernoulli's equation is one of the most common mistakes in presentations to school students and is found in children's science books. The fallacies in this explanation together with an alternative explanation for aerofoil lift have already been presented in an excellent article by Babinsky…
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.
X-48B Flight Test Progress Overview
NASA Technical Reports Server (NTRS)
Risch, Timoth K.; Cosentino, Gary B.; Regan, Christopher D.; Kisska, Michael; Princen, Norman
2009-01-01
The results of a series of 39 flight tests of the X-48B Low Speed Vehicle (LSV) performed at the NASA Dryden Flight Research Center from July 2007 through December 2008 are reported here. The goal of these tests is to evaluate the aerodynamic and controls and dynamics performance of the subscale LSV aircraft, eventually leading to the development of a control system for a full-scale vehicle. The X-48B LSV is an 8.5%-scale aircraft of a potential, full-scale Blended Wing Body (BWB) type aircraft and is flown remotely from a ground control station using a computerized flight control system located onboard the aircraft. The flight tests were the first two phases of a planned three-phase research program aimed at ascertaining the flying characteristics of this type of aircraft. The two test phases reported here are: 1) envelope expansion, during which the basic flying characteristics of the airplane were examined, and 2) parameter identification, stalls, and engine-out testing, during which further information on the aircraft performance was obtained and the airplane was tested to the limits of controlled flight. The third phase, departure limiter assaults, has yet to be performed. Flight tests in two different wing leading edge configurations (slats extended and slats retracted) as well as three weight and three center of gravity positions were conducted during each phase. Data gathered in the test program included measured airplane performance parameters such as speed, acceleration, and control surface deflections along with qualitative flying evaluations obtained from pilot and crew observations. Flight tests performed to-date indicate the aircraft exhibits good handling qualities and performance, consistent with pre-flight simulations.
NASA Astrophysics Data System (ADS)
Romanchuk, Svitlana
Realization of long-term space flight requires the life support bioregenerative systems, an indispensable component of which are plants as a source of oxygen, water and food. Although it is well known now that plants adopt to spaceflight factors, in particular to microgravity, by changing some their patterns at the cellular, physiological, biochemical and molecular levels, many questions on cause and effect of these changes are still open. In addition, it is necessary to find the plant species which will be the most suited to the conditions in a space craft cabin. Plants of the family Brassicaceae are known to be resistant to a variety of abiotic stresses, including irradiation. Among them there are many cultivated plants with which we encounter every day: cabbage, radish, mustard, rapeseed, etc., and Arabidopsis thaliana - a convenient model object. The family Brassicaceae to be characterized by the presence of ER-bodies in plant cells, which are derivative of granular endoplasmic reticulum. Earlier, an enzyme beta-glucosidase (beta-D-glucoside glucohydrolase; EC 3.2.1.21) with an ER retention signal has been shown to accumulate selectively in such bodies in response to different unfavorable factors. Recently, we reported that formation of ER-bodies in A. thaliana seedling roots is sensitive to the clinorotation and X-ray irradiation, as their quantity and size in creased under the influence of these factors in comparison with control.begin{itemize} Therefore, we determined the beta-glucosidase activity in A. thaliana (line Columbia) seedlings grown in the stationary conditions and under clinorotation (a); and after X-ray irradiation (b): a) 3- and 7-day-old seedlings grown on a slow horizontal clinostat (2rpm); b) 3-day-old seedlings were treated with X-ray radiation dose of 0.5, 1.0, 2.0, 4.0, 6.0, 8.0, 10 and 12 Gray. For the first time, an increase in beta-glucosidase activity, which is the main component of the ER-bodies in A. thaliana seedlings, were found
EFFECT OF HEEL LIFTS ON PATELLOFEMORAL JOINT STRESS DURING RUNNING
Mestelle, Zachary; Kernozek, Thomas; Adkins, Kelly S.; Miller, Jessica; Gheidi, Naghmeh
2017-01-01
Background Patellofemoral pain is a debilitating injury for many recreational runners. Excessive patellofemoral joint stress may be the underlying source of pain and interventions often focus on ways to reduce patellofemoral joint stress. Purpose Heel lifts have been used as an intervention within Achilles tendon rehabilitation programs and to address leg length discrepancies. The purpose of this study was to examine the effect of running with heel lifts on patellofemoral joint stress, patellofemoral stress impulse, quadriceps force, step length, cadence, and other related kinematic and spatiotemporal variables. Study Design A repeated-measures research design Methods Sixteen healthy female runners completed five running trials in a controlled laboratory setting with and without 11mm heel lifts inserted in a standard running shoe. Kinetic and kinematic data were used in combination with a static optimization technique to estimate individual muscle forces. These data were inserted into a patellofemoral joint model which was used to estimate patellofemoral joint stress and other variables during running. Results When running with heel lifts, peak patellofemoral joint stress and patellofemoral stress impulse were reduced by a 4.2% (p=0.049) and 9.3% (p=0.002). Initial center of pressure was shifted anteriorly 9.1% when running with heel lifts (p<0.001) despite all runners utilizing a heel strike pattern. Dorsiflexion at initial contact was reduced 28% (p=0.016) when heel lifts were donned. No differences in step length and cadence (p>0.05) were shown between conditions. Conclusions Heel lift use resulted in decreased patellofemoral joint stress and impulse without associated changes in step length or frequency, or other variables shown to influence patellofemoral joint stress. The center of pressure at initial contact was also more anterior using heel lifts. The use of heel lifts may have therapeutic benefits for runners with patellofemoral pain if the primary goal is
Hadronic three-body decays of B mesons
NASA Astrophysics Data System (ADS)
Cheng, Hai-Yang
2016-04-01
Hadronic three-body decays of B mesons receive both resonant and nonresonant contributions. Dominant nonresonant contributions to tree-dominated three-body decays arise from the b → u tree transition which can be evaluated using heavy meson chiral perturbation theory valid in the soft meson limit. For penguin-dominated decays, nonresonant signals come mainly from the penguin amplitude governed by the matrix elements of scalar densities
Blood lactate concentration at selected of olympic modes weightlifting.
Gupta, S; Goswami, A
2001-04-01
This study highlights the blood lactate response of weightlifters (N = 5) in two modes of olympic lifts: Snatch (SN) and Clean & Jerk (CJ), during three types of training namely (1) one repetition lift (ORL), (2) Multiple set session (MSS) and (3) one set session (OSS). In ORL, 30, 40, 50, and 60 kg, each of one repetition only, were lifted with an interval of 5 min between two consecutive loads. Both MSS and OSS consisted of 6 sets of lift: 50% x 6 (i.e. 50% of 1 Repetition Maximum x 6 repetitions), 60% x 5, 70% x 4, 80% x 3, 90% x 2, and 100% x 1. In MSS, 3 to 3.5 min interval was given between two successive sets whereas in OSS the interval was approximately 24 hours. Lactate levels were very low (< 3.5 mM) in ORL. In MSS, lactate reached peak at an intermediate set, but, it was maximum at the first set and then declined gradually in OSS. In most of the cases, however, lactate were significantly higher in CJ than SN. The study concludes that: (a) anaerobic glycolysis is not stimulated considerably when the lifting time is only 4-5 sec, (b) repetition of lift plays more important role, than intensity, in lactate production, (c) CJ is more strenuous than SN for a given %RM.
Alignment and position visualization methods for the biomedical imaging and therapy (BMIT) MRT lift
DOE Office of Scientific and Technical Information (OSTI.GOV)
Bree, Michael, E-mail: michael.bree@lightsource.ca; Miller, Denise; Kerr, Graham
The Microbeam Radiation Therapy (MRT) Lift is an eight stage positioning and scanning system at the Canadian Light Source’s BMIT Facility. Alignment of the sample with the beam using the MRT Lift is a time consuming and challenging task. The BMIT Group has developed a Python-based MRT Lift positioning and control program that uses a combination of computational and iterative methods to independently adjust the sample’s X, Y, Z, pitch and roll positions. The program offers “1-Click” alignment of the sample to the beam. Use of a wireframe visualization technique enables even minute movements to be illustrated. Proposed movements andmore » the resulting MRT Lift position can be manually verified before being applied. Optional integration with the SolidWorks modelling platform allows high quality renderings of the MRT Lift in its current or proposed position to be displayed in real time. Human factors principles are incorporated into the program with the objective of delivering easy to use controls for this complex device.« less
Helicopter Toy and Lift Estimation
ERIC Educational Resources Information Center
Shakerin, Said
2013-01-01
A $1 plastic helicopter toy (called a Wacky Whirler) can be used to demonstrate lift. Students can make basic measurements of the toy, use reasonable assumptions and, with the lift formula, estimate the lift, and verify that it is sufficient to overcome the toy's weight. (Contains 1 figure.)
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.
X-48C Hybrid - Blended Wing Body Demonstrator
2013-02-28
The NASA-Boeing X-48C Hybrid/Blended Wing Body research aircraft banked left during one of its final test flights over Edwards Air Force Base from NASA's Dryden Flight Research Center on Feb. 28, 2013.
Key Topics for High-Lift Research: A Joint Wind Tunnel/Flight Test Approach
NASA Technical Reports Server (NTRS)
Fisher, David; Thomas, Flint O.; Nelson, Robert C.
1996-01-01
Future high-lift systems must achieve improved aerodynamic performance with simpler designs that involve fewer elements and reduced maintenance costs. To expeditiously achieve this, reliable CFD design tools are required. The development of useful CFD-based design tools for high lift systems requires increased attention to unresolved flow physics issues. The complex flow field over any multi-element airfoil may be broken down into certain generic component flows which are termed high-lift building block flows. In this report a broad spectrum of key flow field physics issues relevant to the design of improved high lift systems are considered. It is demonstrated that in-flight experiments utilizing the NASA Dryden Flight Test Fixture (which is essentially an instrumented ventral fin) carried on an F-15B support aircraft can provide a novel and cost effective method by which both Reynolds and Mach number effects associated with specific high lift building block flows can be investigated. These in-flight high lift building block flow experiments are most effective when performed in conjunction with coordinated ground based wind tunnel experiments in low speed facilities. For illustrative purposes three specific examples of in-flight high lift building block flow experiments capable of yielding a high payoff are described. The report concludes with a description of a joint wind tunnel/flight test approach to high lift aerodynamics research.
17 CFR 270.8b-24 - Summaries or outlines of documents.
Code of Federal Regulations, 2010 CFR
2010-04-01
... 17 Commodity and Securities Exchanges 3 2010-04-01 2010-04-01 false Summaries or outlines of documents. 270.8b-24 Section 270.8b-24 Commodity and Securities Exchanges SECURITIES AND EXCHANGE COMMISSION... statement shall be made, in succinct and condensed form, as to the most important provisions of the document...
Inducing Lift on Spherical Particles by Traveling Magnetic Fields
NASA Technical Reports Server (NTRS)
Mazuruk, Konstantin; Grugel, Richard N.; Rose, M. Franklin (Technical Monitor)
2001-01-01
Gravity induced sedimentation of suspensions is a serious drawback to many materials and biotechnology processes, a factor that can, in principle, be overcome by utilizing an opposing Lorentz body force. In this work we demonstrate the utility of employing a traveling magnetic field (TMF) to induce a lifting force on particles dispersed in the fluid. Theoretically, a model has been developed to ascertain the net force, induced by TMF, acting on a spherical body as a function of the fluid medium's electrical conductivity and other parameters. Experimentally, the model is compared to optical observations of particle motion in the presence of TMF.
Inducing Lift on Spherical Particles by Traveling Magnetic Fields
NASA Technical Reports Server (NTRS)
Mazuruk, Konstantin; Grugel, Richard N.; Rose, M. Franklin (Technical Monitor)
2000-01-01
Gravity induced sedimentation of suspensions is a serious drawback to many materials and biotechnology processes, a factor that can, in principle, be overcome by utilizing an opposing Lorentz body force. In this work we demonstrate the utility of employing a traveling magnetic field (TMF) to induce a lifting force on particles dispersed in the fluid. Theoretically, a model has been developed to ascertain the net force, induced by TMF, acting on a spherical body as a function of the fluid medium's electrical conductivity and other parameters. Experimentally, the model is compared to optical observations of particle motion in the presence of TMF.
Design and Demonstration of Bolt Retractor Separation System for X-38 Deorbit Propulsion Stage
NASA Technical Reports Server (NTRS)
Ahmed, Raf; Johnston, A. S.; Garrison, J. C.; Gaines, J. L.; Waggoner, J. D.
2003-01-01
A separation system was designed for the X-38 experimental crew return vehicle program to allow the Deorbit Propulsion Stage (DPS) to separate from the X-38 lifting body during reentry operations. The configuration chosen was a spring-loaded plunger, known as the Bolt Retractor Subsystem (BRS), that retracts each of the six DPS-to-lifting body attachment bolts across the interface plane after being triggered by a separation nut mechanism. The system was designed to function on the ground in an atmospheric environment as well as in space. The BRS provides the same functionality as that of a completely pyrotechnic shear separation system that would normally be considered ideal for this application, but at a much lower cost. This system also could potentially be applied to future space station crew return vehicles. The design goal of 40 ms retraction time was successfully met in a series of demonstrations performed at the NASA Marshall Space Flight Center s Pyrotechnic Shock Facility (PSF) and Flight Robotics Laboratory (FRL). It must be emphasized that a full-scale test series was not performed on the BRS due to program schedule and cost constraints.
X-class Flare Erupts from Sun on April 24
2017-12-08
The sun emitted a significant solar flare, peaking at 8:27 p.m. EDT on April 24, 2014. Images of the flare were captured by NASA's Solar Dynamics Observatory. Solar flares are powerful bursts of radiation. Harmful radiation from a flare cannot pass through Earth's atmosphere to physically affect humans on the ground, however -- when intense enough -- they can disturb the atmosphere in the layer where GPS and communications signals travel. To see how this event may impact Earth, please visit NOAA's Space Weather Prediction Center at spaceweather.gov, the U.S. government's official source for space weather forecasts, alerts, watches and warnings. This flare is classified as an X1.4 flare. X-class denotes the most intense flares, while the number provides more information about its strength. An X2 is twice as intense as an X1, an X3 is three times as intense, etc. Credit: NASA/Goddard/SDO Credit: NASA/SDO
Levers, Kyle; Dalton, Ryan; Galvan, Elfego; Goodenough, Chelsea; O'Connor, Abigail; Simbo, Sunday; Barringer, Nicholas; Mertens-Talcott, Susanne U; Rasmussen, Christopher; Greenwood, Mike; Riechman, Steven; Crouse, Stephen; Kreider, Richard B
2015-01-01
The purpose of this study was to examine whether short-term ingestion of a powdered tart cherry supplement prior to and following intense resistance-exercise attenuates muscle soreness and recovery strength loss, while reducing markers of muscle damage, inflammation, and oxidative stress. Twenty-three healthy, resistance-trained men (20.9 ± 2.6 yr, 14.2 ± 5.4% body fat, 63.9 ± 8.6 kg FFM) were matched based on relative maximal back squat strength, age, body weight, and fat free mass. Subjects were randomly assigned to ingest, in a double blind manner, capsules containing a placebo (P, n = 12) or powdered tart cherries [CherryPURE(®)] (TC, n = 11). Participants supplemented one time daily (480 mg/d) for 10-d including day of exercise up to 48-h post-exercise. Subjects performed ten sets of ten repetitions at 70% of a 1-RM back squat exercise. Fasting blood samples, isokinetic MVCs, and quadriceps muscle soreness ratings were taken pre-lift, 60-min, 24-h, and 48-h post-lift and analyzed by MANOVA with repeated measures. Muscle soreness perception in the vastus medialis (¼) (p = 0.10) and the vastus lateralis (¼) (p = 0.024) was lower in TC over time compared to P. Compared to pre-lift, TC vastus medialis (¼) soreness was significantly attenuated up to 48-h post-lift with vastus lateralis (¼) soreness significantly lower at 24-h post-lift compared to P. TC changes in serum creatinine (p = 0.03, delta p = 0.024) and total protein (p = 0.018, delta p = 0.006) were lower over time and smaller from pre-lift levels over time compared to P Significant TC group reductions from pre-lift levels were found for AST and creatinine 48-h post-lift, bilirubin and ALT 60-min and 48-h post-lift. No significant supplementation effects were observed for serum inflammatory or anti-inflammatory markers. None of the free radical production, lipid peroxidation, or antioxidant capacity markers (NT, TBARS, TAS, SOD) demonstrated significant changes with supplementation. Changes in TC
Preclinical x-ray dark-field imaging: foreign body detection
NASA Astrophysics Data System (ADS)
Braig, Eva-Maria; Muenzel, Daniela; Fingerle, Alexander; Herzen, Julia; Rummeny, Ernst; Pfeiffer, Franz; Noel, Peter
2017-03-01
The purpose of this study was to evaluate the performance of X-ray dark-field imaging for detection of retained foreign bodies in ex-vivo hands and feet. X-ray dark-field imaging, acquired with a three-grating Talbot-Lau interferometer, has proven to provide access to sub-resolution structures due to small-angle scattering. The study was institutional review board (IRB) approved. Foreign body parts included pieces of wood and metal which were placed in a formalin fixated human ex-vivo hand. The samples were imaged with a grating-based interferometer consisting of a standard microfocus X-ray tube (60 kVp, 100 W) and a Varian 2520-DX detector (pixel size: 127 μm). The attenuation and the dark-field signals provide complementary diagnostic information for this clinical task. With regard to detecting of wooden objects, which are clinically the most relevant, only the dark-field image revealed the locations. The signal is especially strong for dry wood which in comparison is poorly to non-visible in computed tomography. The detection of high atomic-number or dense material and wood-like or porous materials in a single X-ray scan is enabled by the simultaneous acquisition of the conventional attenuation and dark-field signal. Our results reveal that with this approach one can reach a significantly improved sensitivity for detection of foreign bodies, while an easy implementation into the clinical arena is becoming feasible.
Gangjee, Aleem; Li, Wei; Lin, Lu; Zeng, Yibin; Ihnat, Michael; Warnke, Linda A.; Green, Dixy W.; Cody, Vivian; Pace, Jim; Queener, Sherry F.
2009-01-01
To optimize dual receptor tyrosine kinase (RTK) and dihydrofolate reductase (DHFR) inhibition, the E- and Z-isomers of 5-[2-(2-methoxyphenyl)prop-1-en-1-yl]furo[2,3-d]pyrimidine-2,4-diamines (1a and 1b) were separated by HPLC and the X-ray crystal structures (2.0 Å and 1.4 Å respectively) with mouse DHFR and NADPH as well as 1b with human DHFR (1.5 Å) were determined. The E- and Z-isomers adopt different binding modes when bound to mouse DHFR. A series of 2,4-diaminofuro[2,3-d]pyrimidines 2–13 were designed and synthesized using the X-ray crystal structures of 1a and 1b with DHFR to increase their DHFR inhibitory activity. Wittig reactions of appropriate 2-methoxyphenyl ketones with 2,4-diamino-6-chloromethyl furo[2,3-d]pyrimidine afforded the C8–C9 unsaturated compounds 2–7 and catalytic reduction gave the saturated 8–13. Homologation of the C9-methyl analog maintains DHFR inhibitory activity. In addition, inhibition of EGFR and PDGFR-β were discovered for saturated C9-homologated analogs 9 and 10 that were absent in the saturated C9-methyl analogs. PMID:19748785
[Body composition by dual-energy x-ray absorptiometry in women with fibromyalgia].
Lobo, Márcia Maria Marques Teles; Paiva, Eduardo dos Santos; Andretta, Aline; Schieferdecker, Maria Eliana Madalozzo
2014-01-01
To assess body composition in women with fibromyalgia (FM) comparing to the reference value for healthy women. Cross-sectional observational analytical study, with 52 women selected with Fibromyalgia, according American College of Rheumatology (ACR, 1990) criteria. The patients were selected in Hospital de Clínicas da Universidade Federal do Paraná (HC-UFPR) and divided into two groups, 28 patients with a BMI (Body Mass Index) equal or higher (≥) than 25kg/m2 and 24 patients with BMI less or equal (≤) 24.99 kg/m2, subjected to physical examination for the count of tender points (TP) and completing the fibromyalgia impact questionnaire (FIQ). The assessment of body composition was performed by the Dual-Energy X-Ray Absorptiometry (DXA). The values of the fat mass percentage (MG %) found in the two groups were compared to the average percentage of MG by age and sex, described by Heward (2004). The mean age of the study groups was 47.8 ± 8.6 years, the FIQ score was 70.5 ± 18.6 and TP 16.2 ± 2.0. The mean BMI was 26.4 ± 4.1 kg/m2, and the amount of MG was 25.2 ± 7.8 kg and 39.5 ± 6.8%, and lean mass (LM) was 37 2 ± 3.7 kg and 60.4 ± 7.3%. In the group with BMI ≤ 25 kg/m2, the MG % was 33.8% (21.5 -42.4) and in the group with BMI ≥ 25 kg/m2 of the MG was 44.4% (37.6 -56.2). Both groups women with FM eutrophic as the overweight and obese group, presented higher reference MG% levels comparing with the standard levels for healthy women. Copyright © 2014 Elsevier Editora Ltda. All rights reserved.
Loss of P2X7 receptor function dampens whole body energy expenditure and fatty acid oxidation.
Giacovazzo, Giacomo; Apolloni, Savina; Coccurello, Roberto
2018-05-12
The established role of ATP-responsive P2X7 receptor in inflammatory, neurodegenerative, and immune diseases is now expanding to include several aspects of metabolic dysregulation. Indeed, P2X7 receptors are involved in β cell function, insulin secretion, and liability to diabetes, and loss of P2X7 function may increase the risk of hepatic steatosis and disrupt adipogenesis. Recently, body weight gain, abnormal lipid accumulation, adipocyte hyperplasia, increased fat mass, and ectopic fat distribution have been found in P2X7 KO mice. Here, we hypothesized that such clinical picture of dysregulated lipid metabolism might be the result of altered in vivo energy metabolism. By indirect calorimetry, we assessed 24 h of energy expenditure (EE) and respiratory exchange ratio (RER) as quotient of carbohydrate to fat oxidation in P2X7 KO mice. Moreover, we assessed the same parameters in aged-matched WT counterparts that underwent a 7-day treatment with the P2X7 antagonist A804598. We found that loss of P2X7 function elicits a severe decrease of EE that was less pronounced in A804598-treated mice. In parallel, P2X7KO mice show a drastic increase of RER, thus indicating the occurrence of a greater ratio of carbohydrate to fat oxidation. Decreased EE and fat oxidation is predictive of body weight gain, which was here confirmed. Taken together, our data provide evidence that P2X7 loss of function produces defective energy homeostasis that, together with disrupted adipogenesis, might help to explain accumulation of adipose tissue and contribute to disclose the potential role of P2X7 in metabolic diseases.
Refractive index of B1-xGaxN semiconductors
NASA Astrophysics Data System (ADS)
Vyas, P. S.; Baria, J. K.; Jivani, A. R.; Gajjar, P. N.; Jani, A. R.
2013-06-01
A theoretical procedure is presented for the study of refractive index of ternary alloy B1-xGaxN. The calculations based on the pseudopotential formalism in which local potential coupled with the virtual crystal approximation (VCA) is applied to evaluate energy band gap at point X on the Jones-zone face, refractive index for the entire range of the alloy composition x of the ternary alloy B1-xGaxN. To include exchange and correlation effects, local field correction function due to Nagy is employed. Our results for parent compounds are compared to experiment and other available theoretical findings and showed generally good agreement. During present study it is found that the refractive index of the ternary alloy B1-xGaxN has minimum value at gallium concentration x = 0.4.
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...
Four-body decays of B meson with lepton number violation
NASA Astrophysics Data System (ADS)
Yuan, Han; Wang, Tianhong; Jiang, Yue; Li, Qiang; Wang, Guo-Li
2018-06-01
The existence of heavy meson lepton number violating (LNV) processes shows the Majorana nature of the neutrino. Much of this theoretical and experimental researche focuses on this type of decay. Four-body epton-number violation (LNV) processes of the B meson may have sizable branching ratios as they share the same vertex and mixing parameters with the three-body case. Mixing parameters between the heavy Majorana neutrino and charged leptons extracted from the three-body case can be used to constrain the branching ratios of four-body decays of the B meson. So we can update the upper limits of these mixing parameters with new experimental data of the three-body LNV decays. We also analyze {B}0\\to {D}* -{{\\ell }}1+{{\\ell }}2+{M}2- using the updated parameters and estimate some channels’ reconstruction events using current experimental data from Belle.
ATK Launch Vehicle (ALV-X1) Liftoff Acoustic Environments: Prediction vs. Measurement
NASA Technical Reports Server (NTRS)
Houston, J.; Counter, Douglas; Kenny, Jeremy; Murphy, John
2010-01-01
Launched from the Mid-Atlantic Regional Spaceport (MARS) Pad 01B on August 22, 2008, the ATK Launch Vehicle (ALV-X1) provided an opportunity to measure liftoff acoustic noise data. Predicted lift-off acoustic environments were developed by both NASA MSFC and ATK engineers. ATK engineers developed predictions for use in determining vibro-acoustic loads using the method described in the monograph NASA SP-8072. The MSFC ALV-X1 lift-off acoustic prediction was made with the Vehicle Acoustic Environment Prediction Program (VAEPP). The VAEPP and SP-8072 methods predict acoustic pressures of rocket systems generally scaled to existing rocket motor data based upon designed motor or engine characteristics. The predicted acoustic pressures are sound-pressure spectra at specific positions on the vehicle. This paper presents the measured liftoff acoustics on the vehicle and tower. This data is useful for the ALV-X1 in validating the pre-launch environments and loads predictions.
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.
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.
X-48C Hybrid - Blended Wing Body Demonstrator
2013-02-28
NASA X-48C Hybrid Wing Body aircraft flew over one of the runways laid out on Rogers Dry Lake at Edwards Air Force Base, CA, during a test flight from NASA's Dryden Flight Research Center on Feb. 28, 2013.
[Solubilization Specificities Interferon beta-1b from Inclusion Bodies].
Zhuravko, A S; Kononova, N V; Bobruskin, A I
2015-01-01
A new solubilization method of recombinant interferon beta-1b (IFNβ-1b) from the inclusion bodies was developed. This method allows to extract the target protein selectively in the solutions of different alcohols, such as ethanol, propanol and isopropanol. It was shown that the more effective IFNβ-1b solubilization was achieved in the 55% propanol solution. This method allowed to extract the target protein from inclusion bodies around 85-90%, and significantly reduced Escherichia coli content in the solubilizate, in comparison with standard methods.
NASA Technical Reports Server (NTRS)
London, R. J.; Watts, G. A.; Sissingh, G. J.
1973-01-01
An experimental investigation to determine the dynamic characteristics of a hingeless rotor operating at moderate to high lift was conducted on a small scale, 7.5-foot diameter, four-bladed hingeless rotor model in a 7 x 10-foot wind tunnel. The primary objective of this research program was the empirical determination of the rotor steady-state and frequency responses to swashplate and body excitations. Collective pitch was set from 0 to 20 degrees, with the setting at a particular advance ratio limited by the cyclic pitch available for hub moment trim. Advance ratio varied from 0.00 to 0.36 for blades with nondimensional first-flap frequencies at 1.15, 1.28 and 1.33 times the rotor rotation frequency. Several conditions were run with the rotor operating in the transition regime. Rotor response at high lift is shown to be generally nonlinear in this region. As a secondary objective an experimental investigation of the rotor response to 4/revolution swashplate excitations at advance ratios of 0.2 to 0.85 and at a nondimensional, first-flap modal frequency of 1.34 was also conducted, using the 7 x 10-foot wind tunnel. It is shown that 4/revolution swashplate inputs are a method for substantially reducing rotor-induced, shafttransmitted vibratory forces.
EXAFS spectrum peculiarities of Y 1- xYb xNi 2B 2C
NASA Astrophysics Data System (ADS)
Cortes, R.; Fomicheva, L. N.; Menushenkov, A. P.; Meyer-Klaucke, W.; Konarev, P. V.; Tsvyashchenko, A. V.
2001-09-01
The results on the temperature dependent EXAFS studies of the local structure peculiarities of Y 1- xYb xNi 2B 2C series synthesized at a high pressure of 8 GPa are presented. The interrelation between the local structure of Y 1- xYb xNi 2B 2C and its superconducting and magnetic properties was observed supporting the model where the contributions from all type of the nearest atoms to the electron-phonon coupling are important and cannot be neglected.
NASA Astrophysics Data System (ADS)
Rylkov, V. V.; Nikolaev, S. N.; Demin, V. A.; Emelyanov, A. V.; Sitnikov, A. V.; Nikiruy, K. E.; Levanov, V. A.; Presnyakov, M. Yu.; Taldenkov, A. N.; Vasiliev, A. L.; Chernoglazov, K. Yu.; Vedeneev, A. S.; Kalinin, Yu. E.; Granovsky, A. B.; Tugushev, V. V.; Bugaev, A. S.
2018-03-01
The properties of (CoFeB) x (LiNbO y )100- x nanocomposite films with a ferromagnetic alloy content x = 6-48 at % are comprehensively studied. The films are shown to consist of ensembles of CoFe granules 2-4 nm in size, which are strongly elongated (up to 10-15 nm) in the nanocomposite growth direction and are located in an LiNbO y matrix with a high content of Fe2+ and Co2+ magnetic ions (up to 3 × 1022 cm-3). At T ≤ 25 K, a paramagnetic component of the magnetization of nanocomposites is detected along with a ferromagnetic component, and the contribution of the former component is threefold that of the latter. A hysteresis of the magnetization is observed below the percolation threshold up to x ≈ 33 at %, which indicates the appearance of a superferromagnetic order in the nanocomposites. The temperature dependence of the electrical conductivity of the nanocomposites in the range T ≈ 10-200 K on the metallic side of the metal-insulator transition (44 at % < x < 48 at %) is described by a logarithmic law σ( T) ∝ ln T. This law changes into the law of "1/2" at x ≤ 40 at %. The tunneling anomalous Hall effect is strongly suppressed and the longitudinal conductivity turns out to be lower than in a (CoFeB) x (AlO y )100- x composite material by an order of magnitude. The capacitor structures based on (CoFeB) x (LiNbO y )100- x films exhibit resistive switching effects. They are related to (i) the formation of isolated chains of elongated granules and an anomalously strong decrease in the resistance in fields E > 104 V/cm because of the suppression of Coulomb blockage effects and the generation of oxygen vacancies V O and (ii) the injection (or extraction) of V O vacancies (depending on the sign of voltage) into a strongly oxidized layer in the nanocomposites, which is located near an electrode of the structure and controls its resistance. The number of stable resistive switchings exceeds 105 at a resistance ratio R off/ R on 50.
On the oxidation of the three-dimensional aromatics [B(12)X(12)](2-) (X=F, Cl, Br, I).
Boeré, René T; Derendorf, Janis; Jenne, Carsten; Kacprzak, Sylwia; Kessler, Mathias; Riebau, Rainer; Riedel, Sebastian; Roemmele, Tracey L; Rühle, Monika; Scherer, Harald; Vent-Schmidt, Thomas; Warneke, Jonas; Weber, Stefan
2014-04-07
The perhalogenated closo-dodecaborate dianions [B12 X12 ](2-) (X=H, F, Cl, Br, I) are three-dimensional counterparts to the two-dimensional aromatics C6 X6 (X=H, F, Cl, Br, I). Whereas oxidation of the parent compounds [B12 H12 ](2-) and benzene does not lead to isolable radicals, the perhalogenated analogues can be oxidized by chemical or electrochemical methods to give stable radicals. The chemical oxidation of the closo-dodecaborate dianions [B12 X12 ](2-) with the strong oxidizer AsF5 in liquid sulfur dioxide (lSO2 ) yielded the corresponding radical anions [B12 X12 ](⋅-) (X=F, Cl, Br). The presence of radical ions was proven by EPR and UV/Vis spectroscopy and supported by quantum chemical calculations. Use of an excess amount of the oxidizing agent allowed the synthesis of the neutral perhalogenated hypercloso-boranes B12 X12 (X=Cl, Br). These compounds were characterized by single-crystal X-ray diffraction of dark blue B12 Cl12 and [Na(SO2 )6 ][B12 Br12 ]⋅B12 Br12 . Sublimation of the crude reaction products that contained B12 X12 (X=Cl, Br) resulted in pure dark blue B12 Cl12 or decomposition to red B9 Br9 , respectively. The energetics of the oxidation processes in the gas phase were calculated by DFT methods at the PBE0/def2-TZVPP level of theory. They revealed the trend of increasing ionization potentials of the [B12 X12 ](2-) dianions by going from fluorine to bromine as halogen substituent. The oxidation of all [B12 X12 ](2-) dianions was also studied in the gas phase by mass spectrometry in an ion trap. The electrochemical oxidation of the closo-dodecaborate dianions [B12 X12 ](2-) (X=F, Cl, Br, I) by cyclic and Osteryoung square-wave voltammetry in liquid sulfur dioxide or acetonitrile showed very good agreement with quantum chemical calculations in the gas phase. For [B12 X12 ](2-) (X=F, Cl, Br) the first and second oxidation processes are detected. Whereas the first process is quasi-reversible (with oxidation potentials in the range between +1
Interplay of antiferromagnetism and Kondo effect in (Ce1-xLax) 8Pd24 Al
NASA Astrophysics Data System (ADS)
Bashir, A. K.; Tchoula Tchokonté, M. B.; Britz, D.; Strydom, A. M.; Kaczorowski, D.
2017-07-01
The interplay of antiferromagnetic (AFM) and Kondo effect in Ce8Pd24 Al with the dilution of Ce with La is investigated by means of electrical and thermal transport and magnetic properties measurements. X - ray diffraction studies confirm a cubic AuCu3 - type crystal structure with space group Pm 3 bar m for all compositions in the alloy series (Ce1-xLax) 8Pd24 Al (0 ≤ x ≤ 1) . Electrical resistivity, ρ (T) results show evolution from coherent Kondo lattice scattering with a well defined Kondo peak at Tmax to incoherent single-ion Kondo scattering with increasing La content x. Magnetoresistivity MR measurements on Ce dilute alloys are negative and analyzed based on the calculations by Schlottmann for the Bethe - ansatz in the framework of the Coqblin - Schrieffer model and yield values of the Kondo temperature TK and the effective moment of the Kondo ion μK. The decrease of Tmax and TK is described by the compressible Kondo lattice model. The thermoelectric power, S(T) measurements are interpreted within the phenomenological resonance model. The Lorentz number, L /L0 increases rapidly on cooling the samples and reaches a maximum value around 6 K. The magnetic susceptibility, χ (T) data at high temperature follow the Curie - Weiss behaviour and yield effective magnetic moments, μeff values across the series close to the value of 2.54 μB expected for the free Ce3+ - ion. The low temperature χ (T) shows an AFM anomaly associated with a Néel temperature TN for alloys in the range 0 ≤ x ≤ 0.2 . No metamagnetic transition was observed from the magnetization results, M (μ0 H) .
Lift production through asymmetric flapping
NASA Astrophysics Data System (ADS)
Jalikop, Shreyas; Sreenivas, K. R.
2009-11-01
At present, there is a strong interest in developing Micro Air Vehicles (MAV) for applications like disaster management and aerial surveys. At these small length scales, the flight of insects and small birds suggests that unsteady aerodynamics of flapping wings can offer many advantages over fixed wing flight, such as hovering-flight, high maneuverability and high lift at large angles of attack. Various lift generating mechanims such as delayed stall, wake capture and wing rotation contribute towards our understanding of insect flight. We address the effect of asymmetric flapping of wings on lift production. By visualising the flow around a pair of rectangular wings flapping in a water tank and numerically computing the flow using a discrete vortex method, we demonstrate that net lift can be produced by introducing an asymmetry in the upstroke-to-downstroke velocity profile of the flapping wings. The competition between generation of upstroke and downstroke tip vortices appears to hold the key to understanding this lift generation mechanism.
Large-scale Parallel Unstructured Mesh Computations for 3D High-lift Analysis
NASA Technical Reports Server (NTRS)
Mavriplis, Dimitri J.; Pirzadeh, S.
1999-01-01
A complete "geometry to drag-polar" analysis capability for the three-dimensional high-lift configurations is described. The approach is based on the use of unstructured meshes in order to enable rapid turnaround for complicated geometries that arise in high-lift configurations. Special attention is devoted to creating a capability for enabling analyses on highly resolved grids. Unstructured meshes of several million vertices are initially generated on a work-station, and subsequently refined on a supercomputer. The flow is solved on these refined meshes on large parallel computers using an unstructured agglomeration multigrid algorithm. Good prediction of lift and drag throughout the range of incidences is demonstrated on a transport take-off configuration using up to 24.7 million grid points. The feasibility of using this approach in a production environment on existing parallel machines is demonstrated, as well as the scalability of the solver on machines using up to 1450 processors.
Direct lifts of coupled cell networks
NASA Astrophysics Data System (ADS)
Dias, A. P. S.; Moreira, C. S.
2018-04-01
In networks of dynamical systems, there are spaces defined in terms of equalities of cell coordinates which are flow-invariant under any dynamical system that has a form consistent with the given underlying network structure—the network synchrony subspaces. Given a network and one of its synchrony subspaces, any system with a form consistent with the network, restricted to the synchrony subspace, defines a new system which is consistent with a smaller network, called the quotient network of the original network by the synchrony subspace. Moreover, any system associated with the quotient can be interpreted as the restriction to the synchrony subspace of a system associated with the original network. We call the larger network a lift of the smaller network, and a lift can be interpreted as a result of the cellular splitting of the smaller network. In this paper, we address the question of the uniqueness in this lifting process in terms of the networks’ topologies. A lift G of a given network Q is said to be direct when there are no intermediate lifts of Q between them. We provide necessary and sufficient conditions for a lift of a general network to be direct. Our results characterize direct lifts using the subnetworks of all splitting cells of Q and of all split cells of G. We show that G is a direct lift of Q if and only if either the split subnetwork is a direct lift or consists of two copies of the splitting subnetwork. These results are then applied to the class of regular uniform networks and to the special classes of ring networks and acyclic networks. We also illustrate that one of the applications of our results is to the lifting bifurcation problem.
Advanced underwater lift device
NASA Technical Reports Server (NTRS)
Flanagan, David T.; Hopkins, Robert C.
1993-01-01
Flexible underwater lift devices ('lift bags') are used in underwater operations to provide buoyancy to submerged objects. Commercially available designs are heavy, bulky, and awkward to handle, and thus are limited in size and useful lifting capacity. An underwater lift device having less than 20 percent of the bulk and less than 10 percent of the weight of commercially available models was developed. The design features a dual membrane envelope, a nearly homogeneous envelope membrane stress distribution, and a minimum surface-to-volume ratio. A proof-of-concept model of 50 kg capacity was built and tested. Originally designed to provide buoyancy to mock-ups submerged in NASA's weightlessness simulators, the device may have application to water-landed spacecraft which must deploy flotation upon impact, and where launch weight and volume penalties are significant. The device may also be useful for the automated recovery of ocean floor probes or in marine salvage applications.
Oliphant, David; Quilter, Jared; Andersen, Todd; Conroy, Thomas
2011-09-13
An apparatus used for maintaining a wind tower structure wherein the wind tower structure may have a plurality of legs and may be configured to support a wind turbine above the ground in a better position to interface with winds. The lift structure may be configured for carrying objects and have a guide system and drive system for mechanically communicating with a primary cable, rail or other first elongate member attached to the wind tower structure. The drive system and guide system may transmit forces that move the lift relative to the cable and thereby relative to the wind tower structure. A control interface may be included for controlling the amount and direction of the power into the guide system and drive system thereby causing the guide system and drive system to move the lift relative to said first elongate member such that said lift moves relative to said wind tower structure.
NASA Technical Reports Server (NTRS)
Tolleson, William
2012-01-01
A document describes designing, building, testing, and certifying a customized crane (Lifting Device LD) with a strong back (cradle) to facilitate the installation of long wall panels and short door panels for the GHe phase of the James Webb Space Telescope (JWST). The LD controls are variable-frequency drive controls designed to be adjustable for very slow and very-short-distance movements throughout the installation. The LD has a lift beam with an electric actuator attached at the end. The actuator attaches to a rectangular strong back (cradle) for lifting the long wall panels and short door panels from a lower angle into the vertical position inside the chamber, and then rotating around the chamber for installation onto the existing ceiling and floor. The LD rotates 360 (in very small increments) in both clockwise and counterclockwise directions. Eight lifting pads are on the top ring with 2-in. (.5-cm) eye holes spaced evenly around the ring to allow for the device to be suspended by three crane hoists from the top of the chamber. The LD is operated by remote controls that allow for a single, slow mode for booming the load in and out, with slow and very slow modes for rotating the load.
Configuration development study of the X-24C hypersonic research airplane, phase 3
NASA Technical Reports Server (NTRS)
Combs, H. G.
1977-01-01
The conclusion evolved from the three phased study on the configuration development of the X-24C Hypersonic Research Airplane makes it evident that it is practical to design and build the high performance National Hypersonic Flight Research Facility airplane with today's state of the art within the cost and operational constraints established by NASA. The vehicle launched at 31.75 Mg from the B-52 can cruise for 40 seconds at Mach 6.78 on scramjets. Without scramjets it can approach Mach 8 with a 453.6 Kg payload or do 70 seconds of cruise at Mach 6 with a 2.27 Mg payload. Reduction in cost is possible with a vehicle scaled to a lesser mass and capability.
Abrahams, Zulfa; Levitt, Naomi; Lesosky, Maia; Maartens, Gary; Dave, Joel
2016-10-01
Long-term use of antiretroviral therapy (ART) increases the risk of developing lipodystrophy. Few studies from Africa have used longitudinal data to assess the development of lipoatrophy and lipohypertrophy. We use clinical anthropometry and dual-energy X-ray absorptiometry (DEXA) to describe changes in body fat distribution over a 24-month period in individuals initiated on ART. A convenience sample of black South Africans (55 men and 132 women) were recruited and followed for 24 months after commencing ART. Body fat distribution was assessed using anthropometric measurements and DEXA scans at baseline and then at 3, 6, 12, 18, and 24 months after commencing ART. DEXA was also used to estimate abdominal visceral adipose tissue (VAT) and subcutaneous adipose tissue (SAT). Women gained more overall weight and more regional fat in all areas analyzed on DEXA scans. Women, not men, experienced a significant increasing trend in trunk fat and a significant decreasing trend in limb fat, when expressed as a percentage of total body fat. In men, the risk of developing lipoatrophy was more than two times greater than that of women, after adjusting for age, baseline body mass index, and ART regimen. Lipohypertrophy occurred similarly in men and women. VAT and SAT increased significantly in men and women, with women gaining considerably more than men. These findings are of great concern as an increased waist circumference is associated with increased mortality in HIV-infected populations. Further investigation is required to understand the mechanisms underlying the sex differences in changes in body fat distribution and its effects on cardiovascular risk.
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
Analysis of particulate contamination on tape lift samples from the VETA optical surfaces
NASA Technical Reports Server (NTRS)
Germani, Mark S.
1992-01-01
Particulate contamination analysis was carried out on samples taken from the Verification Engineering Test Article (VETA) x-ray detection system. A total of eighteen tape lift samples were taken from the VETA optical surfaces. Initially, the samples were tested using a scanning electron microscope. Additionally, particle composition was determined by energy dispersive x-ray spectrometry. Results are presented in terms of particle loading per sample.
X-rays from Magnetic B-type Stars
NASA Astrophysics Data System (ADS)
Fletcher, Corinne; Petit, Véronique; Caballero-Nieves, Saida Maria; Nazé, Yaël; Owocki, Stan; Wade, Gregg; Cohen, David; Townsend, Richard; David-Uraz, Alexandre; Shultz, Matt
2018-01-01
Recent surveys have found that ~10% of OB-type stars host strong (~1kG), mostly dipolar magnetic fields. The prominent idea describing the interaction between the stellar winds and the magnetic field is the magnetically confined wind shock model. In this model, the ionized wind material is forced to move along the closed magnetic field loops and collides at the magnetic equator creating a shock. As the shocked material cools radiatively it will emit X-rays. Therefore, X-ray spectroscopy is a key tool in detecting and characterizing the wind material confined by the magnetic fields of these stars. Some of these magnetic B-type stars are found to have very short rotational periods. The effects of the rapid rotation on the X-ray production within the magnetosphere have yet to be explored in detail. The added centrifugal force is predicted to cause faster wind outflows along the field lines, which could lead to higher shock temperatures and harder X-rays. However, this is not observed in all rapidly rotating magnetic B-type stars. In order to address this question from a theoretical point of view, we use the X-ray Analytical Dynamical Magnetosphere model, developed for slow rotators and implement the physics of rapid rotation. Using X-ray spectroscopy from ESA’s XMM-Newton space telescope, we observed 5 rapidly rotating B-types stars to add to the previous list of observations. Comparing the observed X-ray luminosity and hardness ratio to that predicted by the XADM allows us to determine the role an added centrifugal acceleration plays in the magnetospheres of these stars.
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.
Mirror asymmetry for B(GT) of {sup 24}Si induced by Thomas-Ehrman shift
DOE Office of Scientific and Technical Information (OSTI.GOV)
Ichikawa, Y.; Kubo, T.; Aoi, N.
We carried out the beta-decay spectroscopy on {sup 24}Si in order to investigate a change in configuration in the wave function induced by Thomas-Ehrman shift from a perspective of mirror asymmetry of B(GT). We observed two beta transitions to low-lying bound states in {sup 24}Al for the first time. In this proceeding, the B(GT) of {sup 24}Si is compared with that of the mirror nucleus {sup 24}Ne, and the mirror asymmetry of B(GT) is determined. Then the origin of the B(GT) asymmetry is discussed through the comparison with theoretical calculations.
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.
Refractory amorphous metallic (W/0.6/ Re/0.4/)76B24 coatings on steel substrates
NASA Technical Reports Server (NTRS)
Thakoor, A. P.; Lamb, J. L.; Khanna, S. K.; Mehra, M.; Johnson, W. L.
1985-01-01
Refractory metallic coatings of (W/0.6/ Re/0.4/)76B24 (WReB) have been deposited onto glass, quartz, and heat-treated AISI 52100 bearing steel substrates by dc magnetron sputtering. As-deposited WReB films are amorphous, as shown by their diffuse X-ray diffraction patterns; chemically homogeneous, according to secondary ion mass spectrometry (SIMS) analysis; and they exhibit a very high (approximately 1000 C) crystallization temperature. Adhesion strength of these coatings on heat-treated AISI 52100 steel is in excess of approximately 20,000 psi and they possess high microhardness (approximately 2400 HV50). Unlubricated wear resistance of such hard and adherent amorphous metallic coatings on AISI 52100 steel is studied using the pin-on-disc method under various loading conditions. Amorphous metallic WReB coatings, about 4 microns thick, exhibit an improvement of more than two and a half orders of magnitude in the unlubricated wear resistance over that of the uncoated AISI 52100 steel.
NASA Technical Reports Server (NTRS)
1966-01-01
The HL-10 Lifting Body completes its first research flight with a landing on Rogers Dry Lake. Due to control problems, pilot Bruce Peterson had to land at a higher speed than originally planned in order to keep the vehicle under control. The actual touchdown speed was about 280 knots. This was 30 knots above the speed called for in the flight plan. The HL-10's first flight had lasted 3 minutes and 9 seconds. 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
HL-10 on lakebed with Jerauld R. Gentry, Peter Hoag, John A. Manke, and Bill Dana
NASA Technical Reports Server (NTRS)
1969-01-01
The four principal HL-10 pilots are seen here with the lifting body aircraft. They are, left to right; Air Force Major Jerauld R. Gentry, Air Force test pilot Peter Hoag, and NASA pilots John A. Manke and Bill Dana. All are wearing the pressure suits needed for flying above 50,000 feet. 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 flight testing of the HL-10. These lessons, when combined with information from it's sister ship, the M2-F2/F3
HL-10 after first flight with pilot Bruce Peterson
NASA Technical Reports Server (NTRS)
1966-01-01
The HL-10 after its first flight, shown with pilot Bruce Peterson. Although the lifting-body aircraft was predicted to have good flying qualities, this first flight showed major control and stability problems. The cause was airflow separation from the vehicle's fins. Changes to the fins' leading-edge shape fixed the problem. 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 flight testing of the HL-10. These lessons, when combined with
Grid-Adapted FUN3D Computations for the Second High Lift Prediction Workshop
NASA Technical Reports Server (NTRS)
Lee-Rausch, E. M.; Rumsey, C. L.; Park, M. A.
2014-01-01
Contributions of the unstructured Reynolds-averaged Navier-Stokes code FUN3D to the 2nd AIAA CFD High Lift Prediction Workshop are described, and detailed comparisons are made with experimental data. Using workshop-supplied grids, results for the clean wing configuration are compared with results from the structured code CFL3D Using the same turbulence model, both codes compare reasonably well in terms of total forces and moments, and the maximum lift is similarly over-predicted for both codes compared to experiment. By including more representative geometry features such as slat and flap brackets and slat pressure tube bundles, FUN3D captures the general effects of the Reynolds number variation, but under-predicts maximum lift on workshop-supplied grids in comparison with the experimental data, due to excessive separation. However, when output-based, off-body grid adaptation in FUN3D is employed, results improve considerably. In particular, when the geometry includes both brackets and the pressure tube bundles, grid adaptation results in a more accurate prediction of lift near stall in comparison with the wind-tunnel data. Furthermore, a rotation-corrected turbulence model shows improved pressure predictions on the outboard span when using adapted grids.
Load-embedded inertial measurement unit reveals lifting performance.
Tammana, Aditya; McKay, Cody; Cain, Stephen M; Davidson, Steven P; Vitali, Rachel V; Ojeda, Lauro; Stirling, Leia; Perkins, Noel C
2018-07-01
Manual lifting of loads arises in many occupations as well as in activities of daily living. Prior studies explore lifting biomechanics and conditions implicated in lifting-induced injuries through laboratory-based experimental methods. This study introduces a new measurement method using load-embedded inertial measurement units (IMUs) to evaluate lifting tasks in varied environments outside of the laboratory. An example vertical load lifting task is considered that is included in an outdoor obstacle course. The IMU data, in the form of the load acceleration and angular velocity, is used to estimate load vertical velocity and three lifting performance metrics: the lifting time (speed), power, and motion smoothness. Large qualitative differences in these parameters distinguish exemplar high and low performance trials. These differences are further supported by subsequent statistical analyses of twenty three trials (including a total of 115 total lift/lower cycles) from fourteen healthy participants. Results reveal that lifting time is strongly correlated with lifting power (as expected) but also correlated with motion smoothness. Thus, participants who lift rapidly do so with significantly greater power using motions that minimize motion jerk. Copyright © 2018 Elsevier Ltd. All rights reserved.
49 CFR 37.203 - Lift maintenance.
Code of Federal Regulations, 2010 CFR
2010-10-01
... DISABILITIES (ADA) Over-the-Road Buses (OTRBs) § 37.203 Lift maintenance. (a) The entity shall establish a system of regular and frequent maintenance checks of lifts sufficient to determine if they are operative... 49 Transportation 1 2010-10-01 2010-10-01 false Lift maintenance. 37.203 Section 37.203...
49 CFR 37.203 - Lift maintenance.
Code of Federal Regulations, 2011 CFR
2011-10-01
... 49 Transportation 1 2011-10-01 2011-10-01 false Lift maintenance. 37.203 Section 37.203... DISABILITIES (ADA) Over-the-Road Buses (OTRBs) § 37.203 Lift maintenance. (a) The entity shall establish a system of regular and frequent maintenance checks of lifts sufficient to determine if they are operative...
X-48C Hybrid - Blended Wing Body Demonstrator
2013-02-28
Earth and sky met as the X-48C Hybrid Wing Body aircraft flew over Edwards Air Force Base on Feb. 28, 2013, from NASA's Dryden Flight Research Center, Edwards, CA. The long boom protruding from between the tails is part of the aircraft's parachute-deployment flight termination system.
Test pilots 1962 - Thompson, McKay, Dana, Armstrong, Peterson, Butchart, Walker
NASA Technical Reports Server (NTRS)
1962-01-01
A group photo of NASA research pilots at the front door of the Flight Research Center headquarters building. In the front row are (left to right) Milt Thompson, Jack McKay, and Bill Dana. All three flew the X-15, and Thompson and Dana were also involved in the lifting body flights. McKay was injured in a crash landing in X-15 #2. Although he recovered, the injuries eventually forced him to retire from research flying. In the back row (left to right) are Neil Armstrong, Bruce Peterson, Stanley Butchart, and Joe Walker. Armstrong and Walker also both flew the X-15. Soon after this photo was taken, Armstrong was selected as an astronaut, and seven years later became the first man to walk on the Moon. Walker made the highest flight in the X-15, reaching 354,200 feet. He then went on to fly the Lunar Landing Research Vehicle, and was killed on June 8, 1966 when his F-104N collided with the XB-70. Peterson made the first flight in the HL-10 lifting body, and was later badly injured in the crash of the M2-F2 lifting body. Butchart flew a wide range of research missions in the 1950s, and was the B-29 drop plane pilot for a number of rocket flight.
Lift enhancement by bats' dynamically changing wingspan
Wang, Shizhao; Zhang, Xing; He, Guowei; Liu, Tianshu
2015-01-01
This paper elucidates the aerodynamic role of the dynamically changing wingspan in bat flight. Based on direct numerical simulations of the flow over a slow-flying bat, it is found that the dynamically changing wingspan can significantly enhance the lift. Further, an analysis of flow structures and lift decomposition reveal that the elevated vortex lift associated with the leading-edge vortices intensified by the dynamically changing wingspan considerably contributed to enhancement of the time-averaged lift. The nonlinear interaction between the dynamically changing wing and the vortical structures plays an important role in the lift enhancement of a flying bat in addition to the geometrical effect of changing the lifting-surface area in a flapping cycle. In addition, the dynamically changing wingspan leads to the higher efficiency in terms of generating lift for a given amount of the mechanical energy consumed in flight. PMID:26701882
HATS-22b, HATS-23b and HATS-24b: three new transiting super-Jupiters from the HATSouth project
NASA Astrophysics Data System (ADS)
Bento, J.; Schmidt, B.; Hartman, J. D.; Bakos, G. Á.; Ciceri, S.; Brahm, R.; Bayliss, D.; Espinoza, N.; Zhou, G.; Rabus, M.; Bhatti, W.; Penev, K.; Csubry, Z.; Jordán, A.; Mancini, L.; Henning, T.; de Val-Borro, M.; Tinney, C. G.; Wright, D. J.; Durkan, S.; Suc, V.; Noyes, R.; Lázár, J.; Papp, I.; Sári, P.
2017-06-01
We report the discovery of three moderately high-mass transiting hot Jupiters from the HATSouth survey: HATS-22b, HATS-23b and HATS-24b. These planets add to the number of known planets in the ˜2MJ regime. HATS-22b is a 2.74 ± 0.11 MJ mass and 0.953_{-0.029}^{+0.048} R_J radius planet orbiting a V = 13.455 ± 0.040 sub-solar mass (M* = 0.759 ± 0.019 M⊙; R* = 0.759 ± 0.019 R⊙) K-dwarf host star on an eccentric (e = 0.079 ± 0.026) orbit. This planet's high planet-to-stellar mass ratio is further evidence that migration mechanisms for hot Jupiters may rely on exciting orbital eccentricities that bring the planets closer to their parent stars followed by tidal circularization. HATS-23b is a 1.478 ± 0.080 MJ mass and 1.69 ± 0.24 RJ radius planet on a grazing orbit around a V = 13.901 ± 0.010 G-dwarf with properties very similar to those of the Sun (M* = 1.115 ± 0.054; R* = 1.145 ± 0.070). HATS-24b orbits a moderately bright V = 12.830 ± 0.010 F-dwarf star (M* = 1.218 ± 0.036 M⊙; R_\\star = 1.194_{-0.041}^{+0.066} R_{⊙}). This planet has a mass of 2.39_{-0.12}^{+0.21} M_J and an inflated radius of 1.516_{-0.065}^{+0.085} R_J.
HL-10 landing on lakebed with F-104 chase aircraft
NASA Technical Reports Server (NTRS)
1970-01-01
In this photo, the HL-10 has touched down on its main landing gear, while the pilot was holding the nose up to slow the vehicle. The F-104 in the background was used as a chase plane. Its pilot would give the HL-10's pilot calls on his altitude above the lakebed as well as warnings about any problems. The NASA F-104s were also used for lifting-body training. With the landing gear extended and flaps lowered, the F-104 could simulate the steep, high-speed descent and landing of a lifting body. 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
Numerical simulation of X-wing type biplane flapping wings in 3D using the immersed boundary method.
Tay, W B; van Oudheusden, B W; Bijl, H
2014-09-01
The numerical simulation of an insect-sized 'X-wing' type biplane flapping wing configuration is performed in 3D using an immersed boundary method solver at Reynolds numbers equal to 1000 (1 k) and 5 k, based on the wing's root chord length. This X-wing type flapping configuration draws its inspiration from Delfly, a bio-inspired ornithopter MAV which has two pairs of wings flapping in anti-phase in a biplane configuration. The objective of the present investigation is to assess the aerodynamic performance when the original Delfly flapping wing micro-aerial vehicle (FMAV) is reduced to the size of an insect. Results show that the X-wing configuration gives more than twice the average thrust compared with only flapping the upper pair of wings of the X-wing. However, the X-wing's average thrust is only 40% that of the upper wing flapping at twice the stroke angle. Despite this, the increased stability which results from the smaller lift and moment variation of the X-wing configuration makes it more suited for sharp image capture and recognition. These advantages make the X-wing configuration an attractive alternative design for insect-sized FMAVS compared to the single wing configuration. In the Reynolds number comparison, the vorticity iso-surface plot at a Reynolds number of 5 k revealed smaller, finer vortical structures compared to the simulation at 1 k, due to vortices' breakup. In comparison, the force output difference is much smaller between Re = 1 k and 5 k. Increasing the body inclination angle generates a uniform leading edge vortex instead of a conical one along the wingspan, giving higher lift. Understanding the force variation as the body inclination angle increases will allow FMAV designers to optimize the thrust and lift ratio for higher efficiency under different operational requirements. Lastly, increasing the spanwise flexibility of the wings increases the thrust slightly but decreases the efficiency. The thrust result is similar to one of the
Current Status of NASA's Heavy Lift Plans
NASA Technical Reports Server (NTRS)
Creech, Steve
2010-01-01
Numerous studies since the Apollo Program of the 1960s have highlighted the benefits of - and the need for - a national heavy lift launch capability to support human exploration, science, national security, and commercial development of space. NASA's most recent and most refined effort to develop that heavy lift capability is the Ares V. Ares V is a key element of NASA's Constellation Program. It s overall goal s part of approved national space policy is to retire the Space Shuttle and develop its successor, complete the International Space Station, and resume human exploration beyond low Earth orbit (LEO), beginning with exploration of the Moon as a step to other destinations in the Solar System. Ares V s first role is that of cargo vehicle to carry a lunar lander into Earth orbit, rendezvous with astronauts launched on the smaller Ares I crew launch vehicle, and perform the trans lunar injection (TLI) mission to send the mated crew and lander vehicles to the Moon. The design reference missions (DRMs) envisioned for it also include direct lunar cargo flights and a human Mars mission. Although NASA's priority from the start of the Constellation Program to the present has been development of the Ares I and Orion crew vehicle to replace the retiring Shuttle fleet, the Ares team has made significant progress in understanding the performance, design trades, technology needs, mission scenarios, ground and flight operations, cost, and other factors associated with heavy lift development. The current reference configuration was selected during the Lunar Capabilities Concept Review (LCCR) in fall 2008. That design has served since then as a point of departure for further refinements and trades among five participating NASA field centers. Ares V development to date has benefited from progress on the Ares I due to commonality between the vehicles. The Ares I first stage completed a successful firing of a 5-segment solid rocket motor. The Ares I-X launch Numerous studies
30 CFR 56.16016 - Lift trucks.
Code of Federal Regulations, 2011 CFR
2011-07-01
... 30 Mineral Resources 1 2011-07-01 2011-07-01 false Lift trucks. 56.16016 Section 56.16016 Mineral Resources MINE SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR METAL AND NONMETAL MINE SAFETY AND....16016 Lift trucks. Fork and other similar types of lift trucks shall be operated with the— (a) Upright...
30 CFR 57.16016 - Lift trucks.
Code of Federal Regulations, 2010 CFR
2010-07-01
... 30 Mineral Resources 1 2010-07-01 2010-07-01 false Lift trucks. 57.16016 Section 57.16016 Mineral Resources MINE SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR METAL AND NONMETAL MINE SAFETY AND... § 57.16016 Lift trucks. Fork and other similar types of lift trucks shall be operated with the: (a...
30 CFR 56.16016 - Lift trucks.
Code of Federal Regulations, 2010 CFR
2010-07-01
... 30 Mineral Resources 1 2010-07-01 2010-07-01 false Lift trucks. 56.16016 Section 56.16016 Mineral Resources MINE SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR METAL AND NONMETAL MINE SAFETY AND....16016 Lift trucks. Fork and other similar types of lift trucks shall be operated with the— (a) Upright...
30 CFR 57.16016 - Lift trucks.
Code of Federal Regulations, 2011 CFR
2011-07-01
... 30 Mineral Resources 1 2011-07-01 2011-07-01 false Lift trucks. 57.16016 Section 57.16016 Mineral Resources MINE SAFETY AND HEALTH ADMINISTRATION, DEPARTMENT OF LABOR METAL AND NONMETAL MINE SAFETY AND... § 57.16016 Lift trucks. Fork and other similar types of lift trucks shall be operated with the: (a...
Chirality-specific lift forces of helix under shear flows: Helix perpendicular to shear plane.
Zhang, Qi-Yi
2017-02-01
Chiral objects in shear flow experience a chirality-specific lift force. Shear flows past helices in a low Reynolds number regime were studied using slender-body theory. The chirality-specific lift forces in the vorticity direction experienced by helices are dominated by a set of helix geometry parameters: helix radius, pitch length, number of turns, and helix phase angle. Its analytical formula is given. The chirality-specific forces are the physical reasons for the chiral separation of helices in shear flow. Our results are well supported by the latest experimental observations. © 2016 Wiley Periodicals, Inc.
Gunter, L.W.
1992-08-11
A device is described for lifting catwalk grates comprising an elongated bent member with a handle at one end and a pair of notched braces and a hook at the opposite end that act in conjunction with each other to lock onto the grate and give mechanical advantage in lifting the grate. 10 figs.
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
Twu, Nancy; Li, Xin; Urban, Alexander; Balasubramanian, Mahalingam; Lee, Jinhyuk; Liu, Lei; Ceder, Gerbrand
2015-01-14
Increasing lithium content is shown to be a successful strategy for designing new cathode materials. In layered Li(x)Ni(2-4x/3)Sb(x/3)O2 (x = 1.00-1.15), lithium excess improves both discharge capacity and capacity retention at 1C. Structural studies reveal a complex nanostructure pattern of Li-Sb and Ni-Sb ordering where the interface between these domains forms the correct local configuration for good lithium mobility. The <1 nm Li-Sb stripe domains and their interfaces thereby effectively act as nanohighways for lithium diffusion.
Mid-Lift-to-Drag Ratio Rigid Vehicle Control System Design and Simulation for Human Mars Entry
NASA Technical Reports Server (NTRS)
Johnson, Breanna J.; Cerimele, Christopher J.; Stachowiak, Susan J.; Sostaric, Ronald R.; Matz, Daniel A.; Lu, Ping
2018-01-01
The Mid-Lift-to-Drag Ratio Rigid Vehicle (MRV) is a proposed candidate in the NASA Evolvable Mars Campaign's (EMC) Pathfinder Entry, Descent, and Landing (EDL) architecture study. The purpose of the study is to design a mission and vehicle capable of transporting a 20mt payload to the surface of Mars. The MRV is unique in its rigid, asymmetrical lifting-body shape which enables a higher lift-to-drag ratio (L/D) than the typical robotic Mars entry capsule vehicles that carry much less mass. This paper presents the formulation and six-degree-of-freedom (6DOF) performance of the MRV's control system, which uses both aerosurfaces and a propulsive reaction control system (RCS) to affect longitudinal and lateral directional behavior.
NASA Astrophysics Data System (ADS)
Daszkiewicz, Marek; Marchewka, Mariusz K.
2012-09-01
Crystal structures of 3-amino-1,2,4-triazolium chloride and bis(3-amino-1,2,4-triazolium) hexachloridostannate monohydrate were determined by means of X-ray single crystal diffraction. The route of protonation of organic molecule and tautomer equilibrium constants for the cationic forms were calculated using B3LYP/6-31G* method. The most stable protonated species is 2,4-H2-3-amino-1,2,4-triazolium ion, 24(3at)+. Very good agreement between theoretical and experimental frequencies was achieved due to very weak interactions existing in studied compounds. Significantly weaker intermolecular interactions are found in [24(3at)]2SnCl6·H2O than in [24(3at)]Cl. The differences in strength of interactions are manifested in red and blue shifts for stretching and bending motions, respectively. PED calculations show that for 24(3at)+ ion the stretching type of motion of two Nringsbnd H bonds is independent, whereas bending is coupled.
Equations of motion of slung load systems with results for dual lift
NASA Technical Reports Server (NTRS)
Cicolani, Luigi S.; Kanning, Gerd
1990-01-01
General simulation equations are derived for the rigid body motion of slung load systems. These systems are viewed as consisting of several rigid bodies connected by straight-line cables or links. The suspension can be assumed to be elastic or inelastic, both cases being of interest in simulation and control studies. Equations for the general system are obtained via D'Alembert's principle and the introduction of generalized velocity coordinates. Three forms are obtained. Two of these generalize previous case-specific results for single helicopter systems with elastic or inelastic suspensions. The third is a new formulation for inelastic suspensions. It is derived from the elastic suspension equations by choosing the generalized coordinates so as to separate motion due to cable stretching from motion with invariant cable lengths. The result is computationally more efficient than the conventional formulation, and is readily integrated with the elastic suspension formulation and readily applied to the complex dual lift and multilift systems. Equations are derived for dual lift systems. Three proposed suspension arrangements can be integrated in a single equation set. The equations are given in terms of the natural vectors and matrices of three-dimensional rigid body mechanics and are tractable for both analysis and programming.
Lifting the veil on the X-ray universe
NASA Astrophysics Data System (ADS)
1999-11-01
ESA's X-ray Multi Mirror mission - XMM - is the second Cornerstone in ESA's Long Term Scientific Programme (*). This new X-ray space telescope promises even more discoveries. With the large collecting area of its mirrors and the high sensitivity of its cameras, XMM is expected to increase radically our understanding of high-energy sources - clues to a mysterious past, and keys to understanding the future of the Universe. 174 wafer-thin X-ray mirrors X-rays coming from celestial objects are highly energetic and elusive. They can best be measured and studied after focusing a sufficient number upon sensitive detectors. To achieve this, XMM's Mirror Modules have been given a gargantuan appetite for X-rays. The space observatory combines three barrel-shaped telescope modules. In each are nested 58 wafer-thin concentric mirror shells highly polished and subtly shaped. Passing through at an extremely shallow angle, the so-called "grazing incidence", the X-rays will be beamed to the science instruments situated on the focal plane at the other extremity of the satellite. The three mirror modules have a total mirror surface of over 120m2 - practically the size of a tennis court.. The collecting power of XMM's three telescopes is the greatest ever seen on an X-ray space mission, many times more than the most recently launched X-ray satellite. The design and assembly of the mirror modules, their testing for operation in space and their precise calibration constitute one of the greatest achievements of the XMM programme. The flimsy mirror shells, with their gold reflective surface on a nickel backing, were made by replication like carbon copies from master moulds. They were shaped to an accuracy of a thousandth of a millimetre, and then polished to a smoothness a thousand times better than that. Packaged one within another like Russian dolls, each mirror was focused and centred with respect to its neighbour to an accuracy of 25 microns - a quarter of the width of a human hair
NASA Technical Reports Server (NTRS)
Strutz, L. W.
1972-01-01
The HL-10 lifting body stability and control derivatives were determined by using an analog-matching technique and compared with derivatives obtained from wind-tunnel results. The flight derivatives were determined as a function of angle of attack for a subsonic configuration at Mach 0.7 and for a transonic configuration at Mach 0.7, 0.9, and 1.2. At an angle of attack of 14 deg, data were obtained for a Mach number range from 0.6 to 1.4. The flight and wind-tunnel derivatives were in general agreement, with the possible exception of the longitudinal and lateral damping derivatives. Some differences were noted between the vehicle dynamic response characteristics calculated from flight-determined derivatives and those predicted by the wind-tunnel results. However, the only difference the pilots noted between the response of the vehicle in flight and the response of a simulator programed with wind-tunnel-predicted data was that the damping generally was higher in the flight vehicle.
Human body surface area: measurement and prediction using three dimensional body scans.
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.
Experimental and computational investigation of lift-enhancing tabs on a multi-element airfoil
NASA Technical Reports Server (NTRS)
Ashby, Dale
1996-01-01
An experimental and computational investigation of the effect of lift enhancing tabs on a two-element airfoil was conducted. The objective of the study was to develop an understanding of the flow physics associated with lift enhancing tabs on a multi-element airfoil. A NACA 63(sub 2)-215 ModB airfoil with a 30 percent chord Fowler flap was tested in the NASA Ames 7 by 10 foot wind tunnel. Lift enhancing tabs of various heights were tested on both the main element and the flap for a variety of flap riggings. Computations of the flow over the two-element airfoil were performed using the two-dimensional incompressible Navier-Stokes code INS2D-UP. The computer results predict all of the trends in the experimental data quite well. When the flow over the flap upper surface is attached, tabs mounted at the main element trailing edge (cove tabs) produce very little change in lift. At high flap deflections. however, the flow over the flap is separated and cove tabs produce large increases in lift and corresponding reductions in drag by eliminating the separated flow. Cove tabs permit high flap deflection angles to be achieved and reduce the sensitivity of the airfoil lift to the size of the flap gap. Tabs attached to the flap training edge (flap tabs) are effective at increasing lift without significantly increasing drag. A combination of a cove tab and a flap tab increased the airfoil lift coefficient by 11 percent relative to the highest lift tab coefficient achieved by any baseline configuration at an angle of attack of zero percent and the maximum lift coefficient was increased by more than 3 percent. A simple analytic model based on potential flow was developed to provide a more detailed understanding of how lift enhancing tabs work. The tabs were modeled by a point vortex at the training edge. Sensitivity relationships were derived which provide a mathematical basis for explaining the effects of lift enhancing tabs on a multi-element airfoil. Results of the modeling
DOE Office of Scientific and Technical Information (OSTI.GOV)
Liu, Yong; Tanatar, Makariy A.; Timmons, Erik
In this study, a sequence of structural/magnetic transitions on cooling is reported in the literature for hole-doped iron-based superconductor (Ba 1–xK x)Fe 2As 2 with x = 0.24. By using polarized light microscopy, we directly observe the formation of orthorhombic domains in (Ba 1–xK x)Fe 2As 2 (x = 0.24) single crystal below a temperature of simultaneous structural/magnetic transition T N ~ 80 K. The structural domains vanish below ~30 K, but reappear below T = 15 K. Our results are consistent with reentrance transformation sequence from high-temperature tetragonal (HTT) to low temperature orthorhombic (LTO1) structure at T N ~more » 80 K, LTO1 to low temperature tetragonal (LTT) structure at T c ~ 25 K, and LTT to low temperature orthorhombic (LTO2) structure at T ~ 15 K.« less
Liu, Yong; Tanatar, Makariy A.; Timmons, Erik; ...
2016-11-09
In this study, a sequence of structural/magnetic transitions on cooling is reported in the literature for hole-doped iron-based superconductor (Ba 1–xK x)Fe 2As 2 with x = 0.24. By using polarized light microscopy, we directly observe the formation of orthorhombic domains in (Ba 1–xK x)Fe 2As 2 (x = 0.24) single crystal below a temperature of simultaneous structural/magnetic transition T N ~ 80 K. The structural domains vanish below ~30 K, but reappear below T = 15 K. Our results are consistent with reentrance transformation sequence from high-temperature tetragonal (HTT) to low temperature orthorhombic (LTO1) structure at T N ~more » 80 K, LTO1 to low temperature tetragonal (LTT) structure at T c ~ 25 K, and LTT to low temperature orthorhombic (LTO2) structure at T ~ 15 K.« less
High-Lift Systems on Commercial Subsonic Airliners
NASA Technical Reports Server (NTRS)
Rudolph, Peter K. C.
1996-01-01
The early breed of slow commercial airliners did not require high-lift systems because their wing loadings were low and their speed ratios between cruise and low speed (takeoff and landing) were about 2:1. However, even in those days the benefit of high-lift devices was recognized. Simple trailing-edge flaps were in use, not so much to reduce landing speeds, but to provide better glide-slope control without sideslipping the airplane and to improve pilot vision over the nose by reducing attitude during low-speed flight. As commercial-airplane cruise speeds increased with the development of more powerful engines, wing loadings increased and a real need for high-lift devices emerged to keep takeoff and landing speeds within reasonable limits. The high-lift devices of that era were generally trailing-edge flaps. When jet engines matured sufficiently in military service and were introduced commercially, airplane speed capability had to be increased to best take advantage of jet engine characteristics. This speed increase was accomplished by introducing the wing sweep and by further increasing wing loading. Whereas increased wing loading called for higher lift coefficients at low speeds, wing sweep actually decreased wing lift at low speeds. Takeoff and landing speeds increased on early jet airplanes, and, as a consequence, runways worldwide had to be lengthened. There are economical limits to the length of runways; there are safety limits to takeoff and landing speeds; and there are speed limits for tires. So, in order to hold takeoff and landing speeds within reasonable limits, more powerful high-lift devices were required. Wing trailing-edge devices evolved from plain flaps to Fowler flaps with single, double, and even triple slots. Wing leading edges evolved from fixed leading edges to a simple Krueger flap, and from fixed, slotted leading edges to two- and three-position slats and variable-camber (VC) Krueger flaps. The complexity of high-lift systems probably
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.
HL-10 on lakebed with pilot Bill Dana
NASA Technical Reports Server (NTRS)
1969-01-01
This photo shows the HL-10 on Rogers Dry Lakebed with pilot Bill Dana in the foreground. Bill joined the HL-10 program in 1969 after flying the M2-F1 and the X-15, among other aircraft. His first glide flight was on April 25, 1969. Some months later, on September 3, 1969, he reached an altitude of 77,960 feet. This was one of a series of HL-10 flights to collect stability and control data at higher speeds and altitudes and at different angles of attack. 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
NASA Technical Reports Server (NTRS)
Prince, William R.; Hawkins, W. Kent
1947-01-01
Pressures and temperatures throughout the X24C-4B turbojet engine are presented in both tabular and graphical forms to show the effect of altitude, flight Mach number, and engine speed on the internal operation of the engine. These data were obtained in the NACA Cleveland altitude wind tunnel at simulated altitudes from 5000 to 45,000 feet, simulated flight Mach numbers from 0.25 to 1.08, and engine speeds from 4000 to 12,500 rpm. Location and detail drawings of the instrumentation installed at seven survey stations in the engine are shown. Application of generalization factors to pressures and temperatures at each measuring station for the range of altitudes investigated showed that the data did not generalize above an altitude of 25,000 feet. Total-pressure distribution at the compressor outlet varied only with change in engine speed. At altitudes above 35,000 feet and engine speeds above 11,000 rpm, the peak temperature at the turbine-outlet annulus moved inward toward the root of the blade, which is undesirable from blade-stress considerations. The temperature levels at the turbine outlet and the exhaust-nozzle outlet were lowered as the Mach number was increased. The static-pressure measurements obtained at each stator stage of the compressor showed a pressure drop through the inlet guide vanes and the first-stage rotor at high engine speeds. The average values measured by the manufacturer's instrumentation werein close agreement with the average values obtained with NACA instrumentation.
7 CFR 15b.24 - Evaluation and placement.
Code of Federal Regulations, 2014 CFR
2014-01-01
... Education § 15b.24 Evaluation and placement. (a) Placement evaluation. A recipient that operates a public... speaking skills, the test results accurately reflect the student's aptitude or achievement level or..., manual or speaking skills (except where those skills are the factors that the test purports to measure...
7 CFR 15b.24 - Evaluation and placement.
Code of Federal Regulations, 2012 CFR
2012-01-01
... Education § 15b.24 Evaluation and placement. (a) Placement evaluation. A recipient that operates a public... speaking skills, the test results accurately reflect the student's aptitude or achievement level or..., manual or speaking skills (except where those skills are the factors that the test purports to measure...
7 CFR 15b.24 - Evaluation and placement.
Code of Federal Regulations, 2010 CFR
2010-01-01
... Education § 15b.24 Evaluation and placement. (a) Placement evaluation. A recipient that operates a public... speaking skills, the test results accurately reflect the student's aptitude or achievement level or..., manual or speaking skills (except where those skills are the factors that the test purports to measure...
7 CFR 15b.24 - Evaluation and placement.
Code of Federal Regulations, 2011 CFR
2011-01-01
... Education § 15b.24 Evaluation and placement. (a) Placement evaluation. A recipient that operates a public... speaking skills, the test results accurately reflect the student's aptitude or achievement level or..., manual or speaking skills (except where those skills are the factors that the test purports to measure...
Warren, Richard J; Aston, Sherrell J; Mendelson, Bryan C
2011-12-01
After reading this article, the participant should be able to: 1. Identify and describe the anatomy of and changes to the aging face, including changes in bone mass and structure and changes to the skin, tissue, and muscles. 2. Assess each individual's unique anatomy before embarking on face-lift surgery and incorporate various surgical techniques, including fat grafting and other corrective procedures in addition to shifting existing fat to a higher position on the face, into discussions with patients. 3. Identify risk factors and potential complications in prospective patients. 4. Describe the benefits and risks of various techniques. The ability to surgically rejuvenate the aging face has progressed in parallel with plastic surgeons' understanding of facial anatomy. In turn, a more clear explanation now exists for the visible changes seen in the aging face. This article and its associated video content review the current understanding of facial anatomy as it relates to facial aging. The standard face-lift techniques are explained and their various features, both good and bad, are reviewed. The objective is for surgeons to make a better aesthetic diagnosis before embarking on face-lift surgery, and to have the ability to use the appropriate technique depending on the clinical situation.
Raymond, Christiana J; Dengel, Donald R; Bosch, Tyler A
2018-03-01
Raymond, CJ, Dengel, DR, and Bosch, TA. Total and segmental body composition examination in collegiate football players using multifrequency bioelectrical impedance analysis and dual X-ray absorptiometry. J Strength Cond Res 32(3): 772-782, 2018-The current study examined the influence of player position on the agreement between multifrequency bioelectrical impedance analysis (MfBIA) and dual X-ray absorptiometry (DXA) when assessing total and segmental percent body fat (BF%), fat mass (FM), and fat-free mass (FFM) in National Collegiate Athletic Association Division I collegiate football athletes. Forty-four male collegiate athletes (age = 19 ± 1 year; height = 1.9 ± 1.0 m; and body mass = 106.4 ± 18.8 kg) participated. Player positions included: offensive linemen (OL; n = 7), tight ends (TE; n = 4), wide receivers (WR; n = 9), defensive linemen (DL; n = 6), defensive backs (DB; n = 8), linebackers (LB; n = 6), and running backs (RB; n = 4). Total and segmental body composition measured using MfBIA were compared with values obtained using DXA. Compared with DXA, MfBIA underestimated BF% (3.0 ± 3.8%), total FM (2.5 ± 4.3 kg), arm FM (0.4 ± 0.8 kg), arm FFM (1.4 ± 0.9 kg), leg FM (2.8 ± 2.0 kg), and leg FFM (5.4 ± 2.4 kg) (all p < 0.001; arm FM p = 0.002) and overestimated total FFM (-2.4 ± 4.5 kg) (p < 0.001). Limits of agreement (LOAs) were: ±7.39% (BF%), ±8.50 kg (total FM), ±1.50 kg (arm FM), ±1.83 kg (arm FFM), ±3.83 kg (leg FM), ±4.62 kg (leg FFM), and ±8.83 kg (total FFM). No significant differences were observed between devices for trunk FM (-0.3 ± 3.0 kg; p = 0.565) and trunk FFM (0.4 ± 2.4 kg; p = 0.278), with LOAs of ±5.92 and ±4.69 kg, respectively. Player position significantly affected all between-device mean body composition measurement differences (adjusted p ≤ 0.05), with OL demonstrating the greatest effect on each variable. Therefore, MfBIA does not seem accurate in examining between-player body composition in college
Correlated Radial Velocity and X-Ray Variations in HD 154791/4U 1700+24
NASA Astrophysics Data System (ADS)
Galloway, Duncan K.; Sokoloski, J. L.; Kenyon, Scott J.
2002-12-01
We present evidence for approximately 400 day variations in the radial velocity of HD 154791 (V934 Her), the suggested optical counterpart of 4U 1700+24. The variations are correlated with the previously reported ~400 day variations in the X-ray flux of 4U 1700+24, which supports the association of these two objects, as well as the identification of this system as the second known X-ray binary in which a neutron star accretes from the wind of a red giant. The HD 154791 radial velocity variations can be fitted with an eccentric orbit with period 404+/-3 days, amplitude K=0.75+/-0.12kms-1, and eccentricity e=0.26+/-0.15. There are also indications of variations on longer timescales >~2000 days. We have reexamined all available All-Sky Monitor (ASM) data following an unusually large X-ray outburst in 1997-1998 and confirm that the 1 day averaged 2-10 keV X-ray flux from 4U 1700+24 is modulated with a period of 400+/-20 days. The mean profile of the persistent X-ray variations was approximately sinusoidal, with an amplitude of 0.108+/-0.012 ASM counts s-1 (corresponding to 31% rms). The epoch of X-ray maximum was approximately 40 days after the time of periastron, according to the eccentric orbital fit. If the 400 day oscillations from HD 154791/4U 1700+24 are due to orbital motion, then the system parameters are probably close to those of the only other neutron star symbiotic-like binary, GX 1+4. We discuss the similarities and differences between these two systems.
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.
NASA Technical Reports Server (NTRS)
Sivells, James C; Westrick, Gertrude C
1952-01-01
A method is presented which allows the use of nonlinear section lift data in the calculation of the spanwise lift distribution of unswept wings with flaps or ailerons. This method is based upon lifting line theory and is an extension to the method described in NACA rep. 865. The mathematical treatment of the discontinuity in absolute angle of attack at the end of the flap or aileron involves the use of a correction factor which accounts for the inability of a limited trigonometric series to represent adequately the spanwise lift distribution. A treatment of the apparent discontinuity in maximum section lift coefficient is also described. Simplified computing forms containing detailed examples are given for both symmetrical and asymmetrical lift distributions. A few comparisons of calculated characteristics with those obtained experimentally are also presented.
Federal Register 2010, 2011, 2012, 2013, 2014
2013-08-02
... 941, 941-PR, 941- SS, 941-X, 941-X(PR), Schedule B (Form 941), Schedule R (Form 941)and Schedule B... Islands), 941-X, Adjusted Employer's Quarterly Federal Tax Return or Claim for Refund, 941-X(PR), Schedule...: 941, 941-PR, 941-SS, 941-X, 941-X(PR), Schedule R (Form 941), Schedule B (Form 941), and Schedule B...
NASA Technical Reports Server (NTRS)
Lovell, J Calvin; Wilson, Herbert A JR
1947-01-01
An investigation of the DM-1 Glider, which had approximately triangular plan form, an aspect ratio of 1.8 and a 60 degree sweptback leading edge, has been conducted in the Langley full-scale tunnel. The investigation consisted of the determination of the separate effects of the following modifications made to the glider on its maximum lift and stability characteristics: (a) installation of sharp leading edges over the inboard semispan of the wing, (b) removal of the vertical fin, (c) sealing of the elevon control-balance slots, (d) installation of redesigned thin vertical surfaces, (e) installation of faired sharp leading edges, and (f) installation of canopy. The maximum lift coefficient of the DM-1 glider was increased from 0.61 to 1.01 by the installation of semispan sharp leading edges, and from 1.01 to 1.24 by the removal of the vertical fin and sealing of the elevon control-balance slots. The highest maximum lift coefficient (1.32) was obtained when the faired sharp leading edges and the thin vertical surfaces were attached to the glider. The original DM-1 glider was longitudinally stable. The semispan sharp leading edges shifted the neutral point forward approximately 3 percent of the root chord at moderate lift coefficients, and the glider configuration with these sharp leading edges attached was longitudinally unstable, for the assumed center-of-gravity location, at lift coefficients above 0.73. Sealing the elevon control-balance slots and installing the faired sharp leading edges, the thin vertical surfaces, and the canopy shifted the neutral point forward approximately 8 percent of the root chord.
Hybrid Materials Substitution for Oldsmobile Omega X-Body Components
DOT National Transportation Integrated Search
1980-11-01
This report provides an evaluation of the potential of weight savings for a 1980 General Motors X-body car through the substitution of lightweight composite materials for presently used metal materials. A total of 75 components of this vehicle are co...
NASA Technical Reports Server (NTRS)
Dougherty, Sam; West, Jeff; Droege, Alan; Wilson, Josh; Liever, Peter; Slaby, Matthew
2006-01-01
This paper discusses the Space Shuttle Lift-off CFD model developed for potential Lift-off Debris transport for return-to-flight. The Lift-off portion of the flight is defined as the time starting with tanking of propellants until tower clear, approximately T0+6 seconds, where interactions with the launch pad cease. A CFD model containing the Space Shuttle and launch Pad geometry has been constructed and executed. Simplifications required in the construction of the model are presented and discussed. A body-fitted overset grid of up to 170 million grid points was developed which allowed positioning of the Vehicle relative to the Launch Pad over the first six seconds of Climb-Out. The CFD model works in conjunction with a debris particle transport model and a debris particle impact damage tolerance model. These models have been used to assess the interactions of the Space Shuttle plumes, the wind environment, and their interactions with each other and the Launch Pad and their ultimate effect on potential debris during Lift-off.
Dietary and 24-h fat oxidation in Asians and whites who differ in body composition.
Wulan, Siti N; Westerterp, Klaas R; Plasqui, Guy
2012-06-01
With the same BMI, age, and sex, Asians were reported to have a higher body fat percentage than whites. This study aimed to determine the difference in body composition and its effect on dietary and 24-h fat oxidation between Asians and whites when they were fed a diet that contained 30% of energy as fat. Seventeen Asians (8 men) were matched with 17 whites (8 men) for BMI, age, and sex. Physical activity was measured for 7 d with an accelerometer. During the last 3 d of the activity measurement, subjects were given a diet to maintain energy balances. Energy expenditure and substrate use were measured for 24 h in a respiration chamber. Dietary fat oxidation was determined from the percentage recovery of deuterium in the urine after a breakfast meal that contained deuterated palmitic acid. Body composition was calculated with a 3-compartment model from body mass, body volume (hydrodensitometry), and total body water (deuterium dilution). Asians had 5% higher body fat than whites (28.1 ± 7.3% compared with 23.0 ± 6.9%, respectively; P = 0.03). The fat-free mass index tended to be lower in Asians than in whites (16.3 ± 1.6 compared with 17.0 ± 1.7 kg/m(2), respectively; P = 0.07). Dietary fat oxidation as a percentage of fat consumed was 11.7 ± 3.6% compared with 10.8 ± 4.5% (P = 0.50) for Asians and whites, respectively. In Asians and whites, the 24-h fat oxidation as a percentage of total energy expenditure was 17.7 ± 6.9% compared with 19.2 ± 5.1% (P = 0.63), respectively; carbohydrate oxidation was 68.0 ± 6.8% compared with 66.1 ± 5.1% (P = 0.51), respectively; and protein oxidation was 14.3 ± 2.2 compared with 14.7 ± 1.6% (P = 0.61), respectively. Dietary and 24-h fat oxidation were not different between Asians and whites despite differences in body composition. This study was registered in the public trial registry at www.ccmo.nl as NL31217.068.10.
Low-back electromyography (EMG) data-driven load classification for dynamic lifting tasks.
Totah, Deema; Ojeda, Lauro; Johnson, Daniel D; Gates, Deanna; Mower Provost, Emily; Barton, Kira
2018-01-01
Numerous devices have been designed to support the back during lifting tasks. To improve the utility of such devices, this research explores the use of preparatory muscle activity to classify muscle loading and initiate appropriate device activation. The goal of this study was to determine the earliest time window that enabled accurate load classification during a dynamic lifting task. Nine subjects performed thirty symmetrical lifts, split evenly across three weight conditions (no-weight, 10-lbs and 24-lbs), while low-back muscle activity data was collected. Seven descriptive statistics features were extracted from 100 ms windows of data. A multinomial logistic regression (MLR) classifier was trained and tested, employing leave-one subject out cross-validation, to classify lifted load values. Dimensionality reduction was achieved through feature cross-correlation analysis and greedy feedforward selection. The time of full load support by the subject was defined as load-onset. Regions of highest average classification accuracy started at 200 ms before until 200 ms after load-onset with average accuracies ranging from 80% (±10%) to 81% (±7%). The average recall for each class ranged from 69-92%. These inter-subject classification results indicate that preparatory muscle activity can be leveraged to identify the intent to lift a weight up to 100 ms prior to load-onset. The high accuracies shown indicate the potential to utilize intent classification for assistive device applications. Active assistive devices, e.g. exoskeletons, could prevent back injury by off-loading low-back muscles. Early intent classification allows more time for actuators to respond and integrate seamlessly with the user.
Survey of lift-fan aerodynamic technology
NASA Technical Reports Server (NTRS)
Hickey, David H.; Kirk, Jerry V.
1993-01-01
Representatives of NASA Ames Research Center asked that a summary of technology appropriate for lift-fan powered short takeoff/vertical landing (STOVL) aircraft be prepared so that new programs could more easily benefit from past research efforts. This paper represents one of six prepared for that purpose. The authors have conducted or supervised the conduct of research on lift-fan powered STOVL designs and some of their important components for decades. This paper will first address aerodynamic modeling requirements for experimental programs to assure realistic, trustworthy results. It will next summarize the results or efforts to develop satisfactory specialized STOVL components such as inlets and flow deflectors. It will also discuss problems with operation near the ground, aerodynamics while under lift-fan power, and aerodynamic prediction techniques. Finally, results of studies to reduce lift-fan noise will be presented. The paper will emphasize results from large scale experiments, where available, for reasons that will be brought out in the discussion. Some work with lift-engine powered STOVL aircraft is also applicable to lift-fan technology and will be presented herein. Small-scale data will be used where necessary to fill gaps.
Crystallization and X-ray analysis of the salmon-egg lectin SEL24K
DOE Office of Scientific and Technical Information (OSTI.GOV)
Murata, Kenji; Fisher, Andrew J.; Hedrick, Jerry L., E-mail: jlhedrick@ucdavis.edu
2007-05-01
The 24 kDa egg lectin of Chinook salmon (Oncorhynchus tshawytscha) was purified by affinity chromatography from salmon eggs and crystallized by the hanging-drop vapor-diffusion method using 15/4 EO/OH (pentaerythritol ethoxylate) as a precipitant. The 24 kDa egg lectin of Chinook salmon (Oncorhynchus tshawytscha) is released from the egg during the cortical reaction. The lectin functions in blocking polyspermy during the fertilization process. The egg lectin was purified by affinity chromatography from salmon eggs and crystallized by the hanging-drop vapor-diffusion method using 15/4 EO/OH (pentaerythritol ethoxylate) as a precipitant. The crystal diffracted synchrotron-radiation X-rays to 1.63 Å resolution. The crystal belongsmore » to the monoclinic space group P2{sub 1}, with unit-cell parameters a = 93.0, b = 73.6, c = 113.6 Å, α = 90, β = 92.82, γ = 90°. The crystal is likely to contain eight molecules in the asymmetric unit (V{sub M} = 2.3 Å{sup 3} Da{sup −1}), corresponding to a solvent content of 45.5%. A self-rotation function suggests an arrangement with 222 point symmetry within the asymmetric unit.« less
Thermopower of CexR1-xB6 (R=La, Pr and Nd)
NASA Astrophysics Data System (ADS)
Kim, Moo‑Sung; Nakai, Yuki; Tou, Hideki; Sera, Masafumi; Iga, Fumitoshi; Takabatake, Toshiro; Kunii, Satoru
2006-06-01
The thermopower, S, of CexR1-xB6 (R=La, Pr, Nd) was investigated. S with a positive sign shows a typical behavior observed in the Ce Kondo system, an increase with decreasing temperature at high temperatures and a maximum at low temperatures. The S values of all the systems at high temperatures are roughly linearly dependent on the Ce concentration, indicating the conservation of the single-impurity character of the Kondo effect in a wide x range. However, the maximum value of S, Smax, and the temperature, Tmax, at which Smax is observed exhibit different x dependences between CexLa1-xB6 and CexR1-xB6 (R=Pr, Nd). In CexLa1-xB6, Tmax, which is ˜8 K in CeB6, decreases with decreasing x and converges to ˜1 K in a very dilute alloy and Smax shows an increase below x ˜ 0.1 after decreasing with decreasing x. In CexR1-xB6 (R=Pr, Nd), Tmax shows a weak x dependence but Smax shows a roughly linear decrease in x. These results are discussed from the standpoint of the chemical pressure effect and the Ce-Ce interaction. S in the long-range ordered phase shows very different behaviors between CexPr1-xB6 and CexNd1-xB6.
Germanium Lift-Off Masks for Thin Metal Film Patterning
NASA Technical Reports Server (NTRS)
Brown, Ari
2012-01-01
A technique has been developed for patterning thin metallic films that are, in turn, used to fabricate microelectronics circuitry and thin-film sensors. The technique uses germanium thin films as lift-off masks. This requires development of a technique to strip or undercut the germanium chemically without affecting the deposited metal. Unlike in the case of conventional polymeric lift-off masks, the substrate can be exposed to very high temperatures during processing (sputter deposition). The reason why polymeric liftoff masks cannot be exposed to very high temperatures (greater than 100 C) is because (a) they can become cross linked, making lift-off very difficult if not impossible, and (b) they can outgas nitrogen and oxygen, which then can react with the metal being deposited. Consequently, this innovation is expected to find use in the fabrication of transition edge sensors and microwave kinetic inductance detectors, which use thin superconducting films deposited at high temperature as their sensing elements. Transition edge sensors, microwave kinetic inductance detectors, and their circuitry are comprised of superconducting thin films, for example Nb and TiN. Reactive ion etching can be used to pattern these films; however, reactive ion etching also damages the underlying substrate, which is unwanted in many instances. Polymeric lift-off techniques permit thin-film patterning without any substrate damage, but they are difficult to remove and the polymer can outgas during thin-film deposition. The outgassed material can then react with the film with the consequence of altered and non-reproducible materials properties, which, in turn, is deleterious for sensors and their circuitry. The purpose of this innovation was to fabricate a germanium lift-off mask to be used for patterning thin metal films.
M2-F2 flight preparation and launch
NASA Technical Reports Server (NTRS)
1969-01-01
This movie clip runs about 27 seconds and shows the cockpit canopy close-out by the ground crew, the aircraft hanging from the NB-52B wing pylon, and the M2-F2 being dropped away from the mothership. A fleet of lifting bodies flown at the NASA Flight Research Center (FRC), Edwards, California, from 1963 to l975 demonstrated the ability of pilots to maneuver (in the atmosphere) and safely land a wingless vehicle. These lifting bodies were basically designed so they could fly back to Earth from space and be landed like an aircraft at a pre-determined site. They served as precursors of today's Space Shuttle, the X-33, and the X-38, providing technical and operational engineering data that shaped all three space vehicles. (In 1976 NASA renamed the FRC as the NASA Dryden Flight Research Center (DFRC) in honor of Hugh L. Dryden.) In 1962, FRC Director Paul Bikle approved a program to build a lightweight, unpowered lifting body as a prototype to flight test the wingless concept. It would look like a 'flying bathtub,' and was designated the M2-F1. Built by Gus Briegleb, a sailplane builder from El Mirage, California, it featured a plywood shell, placed over a tubular steel frame crafted at the FRC. Construction was completed in 1963. 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 Ames Research Center and NASA and Langley Research Center -- the M2-F2 and the HL-10, both built by the Northrop Corporation, Los Angeles, California. The 'M' refers to 'manned' and 'F' refers to 'flight' version. 'HL' comes from 'horizontal landing' and '10' is for the tenth lifting body model to be investigated by Langley. The first flight of the M2-F2 -- which looked much like the M2-F1 -- occurred on July 12, 1966. Thompson was the pilot. By then, the same B-52 used to air launch the famed X-15 rocket research aircraft had been modified to also carry the lifting bodies into the air and Thompson was
Refined AFC-Enabled High-Lift System Integration Study
NASA Technical Reports Server (NTRS)
Hartwich, Peter M.; Shmilovich, Arvin; Lacy, Douglas S.; Dickey, Eric D.; Scalafani, Anthony J.; Sundaram, P.; Yadlin, Yoram
2016-01-01
A prior trade study established the effectiveness of using Active Flow Control (AFC) for reducing the mechanical complexities associated with a modern high-lift system without sacrificing aerodynamic performance at low-speed flight conditions representative of takeoff and landing. The current technical report expands on this prior work in two ways: (1) a refined conventional high-lift system based on the NASA Common Research Model (CRM) is presented that is more representative of modern commercial transport aircraft in terms of stall characteristics and maximum Lift/Drag (L/D) ratios at takeoff and landing-approach flight conditions; and (2) the design trade space for AFC-enabled high-lift systems is expanded to explore a wider range of options for improving their efficiency. The refined conventional high-lift CRM (HL-CRM) concept features leading edge slats and slotted trailing edge flaps with Fowler motion. For the current AFC-enhanced high lift system trade study, the refined conventional high-lift system is simplified by substituting simply-hinged trailing edge flaps for the slotted single-element flaps with Fowler motion. The high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. In parallel to the conventional high-lift concept development, parametric studies using CFD guided the development of an effective and efficient AFC-enabled simplified high-lift system. This included parametric trailing edge flap geometry studies addressing the effects of flap chord length and flap deflection. As for the AFC implementation, scaling effects (i.e., wind-tunnel versus full-scale flight conditions) are addressed
Comets C/2003 X5-X11 and Y2-Y10 (SOHO)
NASA Astrophysics Data System (ADS)
Battams, K.; Boschat, M.; Zhou, X.-M.; Hoffman, T.; Leprette, X.; Matson, R.; Kracht, R.; Sachs, J.; Marsden, B. G.; Kisala, R.
2004-06-01
Further to IAUC 8356, K. Battams reports measurements for additional Kreutz sungrazing comets found on SOHO website C2 images by M. Boschat (C/2003 X5, X7, Y5, Y8), X.-m. Zhou (C/2003 X6, X9, X11), T. Hoffman (C/2003 X8), X. Leprette (C/2003 X10, Y2), R. Matson (2003 Y3, Y9, Y10), R. Kracht (C/2003 Y4, Y7), and J. Sachs (C/2003 Y6). C/2003 Y6 and Y7 were also visible on C3 images. The reductions by B. G. Marsden (and by R. Kisala for C/2003 Y8, Y9, Y10) and orbital elements by Marsden appear on the MPECs cited below. Comet 2003 UT R.A. (2000) Decl. MPEC C/2003 X5 Dec. 4.896 16 46.9 -24 12 2004-L24 C/2003 X6 6.396 16 52.2 -24 20 2004-L24 C/2003 X7 7.829 16 58.6 -24 27 2004-L24 C/2003 X8 8.246 17 00.9 -24 31 2004-L24 C/2003 X9 8.621 17 02.2 -24 34 2004-L24 C/2003 X10 11.188 17 14.5 -24 41 2004-L25 C/2003 X11 13.588 17 25.7 -24 57 2004-L25 C/2003 Y2 19.621 17 53.6 -25 08 2004-L25 C/2003 Y3 19.979 17 55.0 -25 02 2004-L25 C/2003 Y4 20.729 17 58.8 -25 14 2004-L25 C/2003 Y5 22.771 18 08.5 -25 08 2004-L25 C/2003 Y6 23.571 18 14.3 -27 22 2004-L26 C/2003 Y7 24.638 18 20.0 -27 44 2004-L26 C/2003 Y8 25.288 18 19.6 -25 00 2004-L67 C/2003 Y9 25.479 18 20.7 -24 46 2004-L67 C/2003 Y10 26.064 18 23.5 -24 50 2004-L67
Wasielewski, Oskar; Wojciechowicz, Tatiana; Giejdasz, Karol; Krishnan, Natraj
2015-08-01
The effects of enhanced UV-B radiation on the oogenesis and morpho-anatomical characteristics of the European solitary red mason bee Osmia bicornis L. (Hymenoptera: Megachilidae) were tested under laboratory conditions. Cocooned females in the pupal stage were exposed directly to different doses (0, 9.24, 12.32, and 24.64 kJ/m(2) /d) of artificial UV-B. Our experiments revealed that enhanced UV-B radiation can reduce body mass and fat body content, cause deformities and increase mortality. Following UV exposure at all 3 different doses, the body mass of bees was all significantly reduced compared to the control, with the highest UV dose causing the largest reduction. Similarly, following UV-B radiation, in treated groups the fat body index decreased and the fat body index was the lowest in the group receiving the highest dose of UV radiation. Mortality and morphological deformities, between untreated and exposed females varied considerably and increased with the dose of UV-B radiation. Morphological deformities were mainly manifested in the wings and mouthparts, and occurred more frequently with an increased dose of UV. Cell death was quantified by the Terminal deoxynucleotidyl transferase dUTP nick end labeling (TUNEL) assay (DNA fragmentation) during early stages of oogenesis of O. bicornis females. The bees, after UV-B exposure exhibited more germarium cells with fragmented DNA. The TUNEL test indicated that in germarium, low doses of UV-B poorly induced the cell death during early development. However, exposure to moderate UV-B dose increased programmed cell death. In females treated with the highest dose of UV-B the vast majority of germarium cells were TUNEL-positive. © 2014 Institute of Zoology, Chinese Academy of Sciences.
NASA Technical Reports Server (NTRS)
Hochstetler, Ronald D.; Salvano, Dan; Gorton, Susan A.
2017-01-01
The NASA Aeronautics Research Mission Directorate (ARMD) Strategic Implementation Plan details an ambitious plan for aeronautical research for the next quarter century and beyond. It includes a number of advanced technologies needed to address requirements of the overall aviation community (domestic and international), with an emphasis on safety, efficiency, operational flexibility, and alternative propulsion air transport options. The six ARMD Strategic Thrust Areas (STAs) represent a specific set of multi-decade research agendas for creating the global aviation improvements most in demand by the aviation service consumers and the general public. To provide NASA with a measurement of the preeminent value of these research areas, it was necessary to identify and quantify the measurable benefits to the aviation community from capabilities delivered by the research programs. This paper will describe the processes used and the conclusions reached in defining the principal metrics for ARMD Strategic Thrust Area 3B "Vertical Lift Strategic Direction."
Influence of Lift Offset on Rotorcraft Performance
NASA Technical Reports Server (NTRS)
Johnson, Wayne
2009-01-01
The influence of lift offset on the performance of several rotorcraft configurations is explored. A lift-offset rotor, or advancing blade concept, is a hingeless rotor that can attain good efficiency at high speed by operating with more lift on the advancing side than on the retreating side of the rotor disk. The calculated performance capability of modern-technology coaxial rotors utilizing a lift offset is examined, including rotor performance optimized for hover and high-speed cruise. The ideal induced power loss of coaxial rotors in hover and twin rotors in forward flight is presented. The aerodynamic modeling requirements for performance calculations are evaluated, including wake and drag models for the high-speed flight condition. The influence of configuration on the performance of rotorcraft with lift-offset rotors is explored, considering tandem and side-by-side rotorcraft as well as wing-rotor lift share.
Influence of Lift Offset on Rotorcraft Performance
NASA Technical Reports Server (NTRS)
Johnson, Wayne
2008-01-01
The influence of lift offset on the performance of several rotorcraft configurations is explored. A lift-offset rotor, or advancing blade concept, is a hingeless rotor that can attain good efficiency at high speed, by operating with more lift on the advancing side than on the retreating side of the rotor disk. The calculated performance capability of modern-technology coaxial rotors utilizing a lift offset is examined, including rotor performance optimized for hover and high-speed cruise. The ideal induced power loss of coaxial rotors in hover and twin rotors in forward flight is presented. The aerodynamic modeling requirements for performance calculations are evaluated, including wake and drag models for the high speed flight condition. The influence of configuration on the performance of rotorcraft with lift-offset rotors is explored, considering tandem and side-by-side rotorcraft as well as wing-rotor lift share.
Generalised Eisenhart lift of the Toda chain
DOE Office of Scientific and Technical Information (OSTI.GOV)
Cariglia, Marco, E-mail: marco@iceb.ufop.br; Gibbons, Gary, E-mail: g.w.gibbons@damtp.cam.ac.uk
The Toda chain of nearest neighbour interacting particles on a line can be described both in terms of geodesic motion on a manifold with one extra dimension, the Eisenhart lift, or in terms of geodesic motion in a symmetric space with several extra dimensions. We examine the relationship between these two realisations and discover that the symmetric space is a generalised, multi-particle Eisenhart lift of the original problem that reduces to the standard Eisenhart lift. Such generalised Eisenhart lift acts as an inverse Kaluza-Klein reduction, promoting coupling constants to momenta in higher dimension. In particular, isometries of the generalised liftmore » metric correspond to energy preserving transformations that mix coordinates and coupling constants. A by-product of the analysis is that the lift of the Toda Lax pair can be used to construct higher rank Killing tensors for both the standard and generalised lift metrics.« less
DOE Office of Scientific and Technical Information (OSTI.GOV)
Eigen, G.
We present an update on total and partial branching fractions and on CP asymmetries in the semi-inclusive decay B → X sℓ⁺ℓ -. Further, we summarize our results on branching fractions and CP asymmetries for semi-inclusive and fully-inclusive B → X sγ decays. We present the first result on the CP asymmetry difference of charged and neutral B → X sγ decays yielding the first constraint on the ratio of Wilson coefficients Im(C 8 eff/C 7 eff).
Modeling lift operations with SASmacr Simulation Studio
NASA Astrophysics Data System (ADS)
Kar, Leow Soo
2016-10-01
Lifts or elevators are an essential part of multistorey buildings which provide vertical transportation for its occupants. In large and high-rise apartment buildings, its occupants are permanent, while in buildings, like hospitals or office blocks, the occupants are temporary or users of the buildings. They come in to work or to visit, and thus, the population of such buildings are much higher than those in residential apartments. It is common these days that large office blocks or hospitals have at least 8 to 10 lifts serving its population. In order to optimize the level of service performance, different transportation schemes are devised to control the lift operations. For example, one lift may be assigned to solely service the even floors and another solely for the odd floors, etc. In this paper, a basic lift system is modelled using SAS Simulation Studio to study the effect of factors such as the number of floors, capacity of the lift car, arrival rate and exit rate of passengers at each floor, peak and off peak periods on the system performance. The simulation is applied to a real lift operation in Sunway College's North Building to validate the model.
AFC-Enabled Simplified High-Lift System Integration Study
NASA Technical Reports Server (NTRS)
Hartwich, Peter M.; Dickey, Eric D.; Sclafani, Anthony J.; Camacho, Peter; Gonzales, Antonio B.; Lawson, Edward L.; Mairs, Ron Y.; Shmilovich, Arvin
2014-01-01
The primary objective of this trade study report is to explore the potential of using Active Flow Control (AFC) for achieving lighter and mechanically simpler high-lift systems for transonic commercial transport aircraft. This assessment was conducted in four steps. First, based on the Common Research Model (CRM) outer mold line (OML) definition, two high-lift concepts were developed. One concept, representative of current production-type commercial transonic transports, features leading edge slats and slotted trailing edge flaps with Fowler motion. The other CRM-based design relies on drooped leading edges and simply hinged trailing edge flaps for high-lift generation. The relative high-lift performance of these two high-lift CRM variants is established using Computational Fluid Dynamics (CFD) solutions to the Reynolds-Averaged Navier-Stokes (RANS) equations for steady flow. These CFD assessments identify the high-lift performance that needs to be recovered through AFC to have the CRM variant with the lighter and mechanically simpler high-lift system match the performance of the conventional high-lift system. Conceptual design integration studies for the AFC-enhanced high-lift systems were conducted with a NASA Environmentally Responsible Aircraft (ERA) reference configuration, the so-called ERA-0003 concept. These design trades identify AFC performance targets that need to be met to produce economically feasible ERA-0003-like concepts with lighter and mechanically simpler high-lift designs that match the performance of conventional high-lift systems. Finally, technical challenges are identified associated with the application of AFC-enabled highlift systems to modern transonic commercial transports for future technology maturation efforts.
E x B shearing rate in quasi-symmetric plasmas
DOE Office of Scientific and Technical Information (OSTI.GOV)
Hahm, T.S.
1997-06-20
The suppression of turbulence by the E x B shear is studied in systems with quasi-symmetry using the nonlinear analysis of eddy decorrelation previously utilized in finite aspect ratio tokamak plasmas. The analytically derived E x B shearing rate which contains the relevant geometric dependence can be used for quantitative assessment of the fluctuation suppression in stellarators with quasi-symmetry.
21 CFR 880.5500 - AC-powered patient lift.
Code of Federal Regulations, 2010 CFR
2010-04-01
... 21 Food and Drugs 8 2010-04-01 2010-04-01 false AC-powered patient lift. 880.5500 Section 880.5500... Devices § 880.5500 AC-powered patient lift. (a) Identification. An AC-powered lift is an electrically powered device either fixed or mobile, used to lift and transport patients in the horizontal or other...
21 CFR 880.5500 - AC-powered patient lift.
Code of Federal Regulations, 2011 CFR
2011-04-01
... 21 Food and Drugs 8 2011-04-01 2011-04-01 false AC-powered patient lift. 880.5500 Section 880.5500... Devices § 880.5500 AC-powered patient lift. (a) Identification. An AC-powered lift is an electrically powered device either fixed or mobile, used to lift and transport patients in the horizontal or other...
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.
Abulencia, A; Adelman, J; Affolder, T; Akimoto, T; Albrow, M G; Ambrose, D; Amerio, S; Amidei, D; Anastassov, A; Anikeev, K; Annovi, A; Antos, J; Aoki, M; Apollinari, G; Arguin, J-F; Arisawa, T; Artikov, A; Ashmanskas, W; Attal, A; Azfar, F; Azzi-Bacchetta, P; Azzurri, P; Bacchetta, N; Badgett, W; Barbaro-Galtieri, A; Barnes, V E; Barnett, B A; Baroiant, S; Bartsch, V; Bauer, G; Bedeschi, F; Behari, S; Belforte, S; Bellettini, G; Bellinger, J; Belloni, A; Benjamin, D; Beretvas, A; Beringer, J; Berry, T; Bhatti, A; Binkley, M; Bisello, D; Blair, R E; Blocker, C; Blumenfeld, B; Bocci, A; Bodek, A; Boisvert, V; Bolla, G; Bolshov, A; Bortoletto, D; Boudreau, J; Boveia, A; Brau, B; Brigliadori, L; Bromberg, C; Brubaker, E; Budagov, J; Budd, H S; Budd, S; Budroni, S; Burkett, K; Busetto, G; Bussey, P; Byrum, K L; Cabrera, S; Campanelli, M; Campbell, M; Canelli, F; Canepa, A; Carillo, S; Carlsmith, D; Carosi, R; Casarsa, M; Castro, A; Catastini, P; Cauz, D; Cavalli-Sforza, M; Cerri, A; Cerrito, L; Chang, S H; Chen, Y C; Chertok, M; Chiarelli, G; Chlachidze, G; Chlebana, F; Cho, I; Cho, K; Chokheli, D; Chou, J P; Choudalakis, G; Chuang, S H; Chung, K; Chung, W H; Chung, Y S; Ciljak, M; Ciobanu, C I; Ciocci, M A; Clark, A; Clark, D; Coca, M; Compostella, G; Convery, M E; Conway, J; Cooper, B; Copic, K; Cordelli, M; Cortiana, G; Crescioli, F; Cuenca Almenar, C; Cuevas, J; Culbertson, R; Cully, J C; Cyr, D; DaRonco, S; D'Auria, S; Davies, T; D'Onofrio, M; Dagenhart, D; de Barbaro, P; De Cecco, S; Deisher, A; De Lentdecker, G; Dell'Orso, M; Delli Paoli, F; Demortier, L; Deng, J; Deninno, M; De Pedis, D; Derwent, P F; Di Giovanni, G P; Dionisi, C; Di Ruzza, B; Dittmann, J R; DiTuro, P; Dörr, C; Donati, S; Donega, M; Dong, P; Donini, J; Dorigo, T; Dube, S; Efron, J; Erbacher, R; Errede, D; Errede, S; Eusebi, R; Fang, H C; Farrington, S; Fedorko, I; Fedorko, W T; Feild, R G; Feindt, M; Fernandez, J P; Field, R; Flanagan, G; Foland, A; Forrester, S; Foster, G W; Franklin, M; Freeman, J C; Furic, I; Gallinaro, M; Galyardt, J; Garcia, J E; Garberson, F; Garfinkel, A F; Gay, C; Gerberich, H; Gerdes, D; Giagu, S; Giannetti, P; Gibson, A; Gibson, K; Gimmell, J L; Ginsburg, C; Giokaris, N; Giordani, M; Giromini, P; Giunta, M; Giurgiu, G; Glagolev, V; Glenzinski, D; Gold, M; Goldschmidt, N; Goldstein, J; Gomez, G; Gomez-Ceballos, G; Goncharov, M; González, O; Gorelov, I; Goshaw, A T; Goulianos, K; Gresele, A; Griffiths, M; Grinstein, S; Grosso-Pilcher, C; Group, R C; Grundler, U; Guimaraes da Costa, J; Gunay-Unalan, Z; Haber, C; Hahn, K; Hahn, S R; Halkiadakis, E; Hamilton, A; Han, B-Y; Han, J Y; Handler, R; Happacher, F; Hara, K; Hare, M; Harper, S; Harr, R F; Harris, R M; Hartz, M; Hatakeyama, K; Hauser, J; Heijboer, A; Heinemann, B; Heinrich, J; Henderson, C; Herndon, M; Heuser, J; Hidas, D; Hill, C S; Hirschbuehl, D; Hocker, A; Holloway, A; Hou, S; Houlden, M; Hsu, S-C; Huffman, B T; Hughes, R E; Husemann, U; Huston, J; Incandela, J; Introzzi, G; Iori, M; Ishizawa, Y; Ivanov, A; Iyutin, B; James, E; Jang, D; Jayatilaka, B; Jeans, D; Jensen, H; Jeon, E J; Jindariani, S; Jones, M; Joo, K K; Jun, S Y; Jung, J E; Junk, T R; Kamon, T; Karchin, P E; Kato, Y; Kemp, Y; Kephart, R; Kerzel, U; Khotilovich, V; Kilminster, B; Kim, D H; Kim, H S; Kim, J E; Kim, M J; Kim, S B; Kim, S H; Kim, Y K; Kimura, N; Kirsch, L; Klimenko, S; Klute, M; Knuteson, B; Ko, B R; Kondo, K; Kong, D J; Konigsberg, J; Korytov, A; Kotwal, A V; Kovalev, A; Kraan, A C; Kraus, J; Kravchenko, I; Kreps, M; Kroll, J; Krumnack, N; Kruse, M; Krutelyov, V; Kubo, T; Kuhlmann, S E; Kuhr, T; Kusakabe, Y; Kwang, S; Laasanen, A T; Lai, S; Lami, S; Lammel, S; Lancaster, M; Lander, R L; Lannon, K; Lath, A; Latino, G; Lazzizzera, I; Le, Y; LeCompte, T; Lee, J; Lee, J; Lee, Y J; Lee, S W; Lefèvre, R; Leonardo, N; Leone, S; Levy, S; Lewis, J D; Lin, C; Lin, C S; Lindgren, M; Lipeles, E; Lister, A; Litvintsev, D O; Liu, T; Lockyer, N S; Loginov, A; Loreti, M; Loverre, P; Lu, R-S; Lucchesi, D; Lujan, P; Lukens, P; Lungu, G; Lyons, L; Lys, J; Lysak, R; Lytken, E; Mack, P; MacQueen, D; Madrak, R; Maeshima, K; Makhoul, K; Maki, T; Maksimovic, P; Malde, S; Manca, G; Margaroli, F; Marginean, R; Marino, C; Marino, C P; Martin, A; Martin, M; Martin, V; Martínez, M; Maruyama, T; Mastrandrea, P; Masubuchi, T; Matsunaga, H; Mattson, M E; Mazini, R; Mazzanti, P; McFarland, K S; McIntyre, P; McNulty, R; Mehta, A; Mehtala, P; Menzemer, S; Menzione, A; Merkel, P; Mesropian, C; Messina, A; Miao, T; Miladinovic, N; Miles, J; Miller, R; Mills, C; Milnik, M; Mitra, A; Mitselmakher, G; Miyamoto, A; Moed, S; Moggi, N; Mohr, B; Moore, R; Morello, M; Movilla Fernandez, P; Mülmenstädt, J; Mukherjee, A; Muller, Th; Mumford, R; Murat, P; Nachtman, J; Nagano, A; Naganoma, J; Nakano, I; Napier, A; Necula, V; Neu, C; Neubauer, M S; Nielsen, J; Nigmanov, T; Nodulman, L; Norniella, O; Nurse, E; Oh, S H; Oh, Y D; Oksuzian, I; Okusawa, T; Oldeman, R; Orava, R; Osterberg, K; Pagliarone, C; Palencia, E; Papadimitriou, V; Paramonov, A A; Parks, B; Pashapour, S; Patrick, J; Pauletta, G; Paulini, M; Paus, C; Pellett, D E; Penzo, A; Phillips, T J; Piacentino, G; Piedra, J; Pinera, L; Pitts, K; Plager, C; Pondrom, L; Portell, X; Poukhov, O; Pounder, N; Prakoshyn, F; Pronko, A; Proudfoot, J; Ptohos, F; Punzi, G; Pursley, J; Rademacker, J; Rahaman, A; Ranjan, N; Rappoccio, S; Reisert, B; Rekovic, V; Renton, P; Rescigno, M; Richter, S; Rimondi, F; Ristori, L; Robson, A; Rodrigo, T; Rogers, E; Rolli, S; Roser, R; Rossi, M; Rossin, R; Ruiz, A; Russ, J; Rusu, V; Saarikko, H; Sabik, S; Safonov, A; Sakumoto, W K; Salamanna, G; Saltó, O; Saltzberg, D; Sánchez, C; Santi, L; Sarkar, S; Sartori, L; Sato, K; Savard, P; Savoy-Navarro, A; Scheidle, T; Schlabach, P; Schmidt, E E; Schmidt, M P; Schmitt, M; Schwarz, T; Scodellaro, L; Scott, A L; Scribano, A; Scuri, F; Sedov, A; Seidel, S; Seiya, Y; Semenov, A; Sexton-Kennedy, L; Sfyrla, A; Shapiro, M D; Shears, T; Shepard, P F; Sherman, D; Shimojima, M; Shochet, M; Shon, Y; Shreyber, I; Sidoti, A; Sinervo, P; Sisakyan, A; Sjolin, J; Slaughter, A J; Slaunwhite, J; Sliwa, K; Smith, J R; Snider, F D; Snihur, R; Soderberg, M; Soha, A; Somalwar, S; Sorin, V; Spalding, J; Spinella, F; Spreitzer, T; Squillacioti, P; Stanitzki, M; Staveris-Polykalas, A; St Denis, R; Stelzer, B; Stelzer-Chilton, O; Stentz, D; Strologas, J; Stuart, D; Suh, J S; Sukhanov, A; Sun, H; Suzuki, T; Taffard, A; Takashima, R; Takeuchi, Y; Takikawa, K; Tanaka, M; Tanaka, R; Tecchio, M; Teng, P K; Terashi, K; Thom, J; Thompson, A S; Thomson, E; Tipton, P; Tiwari, V; Tkaczyk, S; Toback, D; Tokar, S; Tollefson, K; Tomura, T; Tonelli, D; Torre, S; Torretta, D; Tourneur, S; Trischuk, W; Tseng, J; Tsuchiya, R; Tsuno, S; Turini, N; Ukegawa, F; Unverhau, T; Uozumi, S; Usynin, D; Vallecorsa, S; van Remortel, N; Varganov, A; Vataga, E; Vázquez, F; Velev, G; Veramendi, G; Veszpremi, V; Vidal, R; Vila, I; Vilar, R; Vine, T; Vollrath, I; Volobouev, I; Volpi, G; Würthwein, F; Wagner, P; Wagner, R G; Wagner, R L; Wagner, J; Wagner, W; Wallny, R; Wang, S M; Warburton, A; Waschke, S; Waters, D; Wester, W C; Whitehouse, B; Whiteson, D; Wicklund, A B; Wicklund, E; Williams, G; Williams, H H; Wilson, P; Winer, B L; Wittich, P; Wolbers, S; Wolfe, C; Wright, T; Wu, X; Wynne, S M; Yagil, A; Yamamoto, K; Yamaoka, J; Yamashita, T; Yang, C; Yang, U K; Yang, Y C; Yao, W M; Yeh, G P; Yoh, J; Yorita, K; Yoshida, T; Yu, G B; Yu, I; Yu, S S; Yun, J C; Zanello, L; Zanetti, A; Zaw, I; Zhang, X; Zhou, J; Zucchelli, S
2007-03-23
We present the first observation of the baryon decay Lambda b0-->Lambda c+pi- followed by Lambda c+-->pK-pi+ in 106 pb-1 pp collisions at square root s=1.96 TeV in the CDF experiment. In order to reduce systematic error, the measured rate for Lambda b0 decay is normalized to the kinematically similar meson decay B0-->D+pi- followed by D+-->pi+K-pi+. We report the ratio of production cross sections (sigma) times the ratio of branching fractions (B) for the momentum region integrated above pT>6 GeV/c and pseudorapidity range |eta|<1.3: sigma(pp-->Lambda b0X)/sigma(pp-->B0X)xB(Lambda b0-->Lambda c+pi-)/B(B0-->D+pi-)=0.82+/-0.08(stat)+/-0.11(syst)+/-0.22[B(Lambda c+-->pK-pi+)].
DOE Office of Scientific and Technical Information (OSTI.GOV)
Barrera, Barbara
Using a sample of 3.7 x 10{sup 6} upsilon(4S) --> B anti-B events collected with the BaBar detector at the PEP-II storage ring, the authors search for the electroweak penguin decays B{sup +} --> K{sup +}e{sup +}e{sup {minus}}, B{sup +} --> K{sup +}mu{sup +}mu{sup {minus}},B{sup 0} --> K*{sup 0} e{sup +}e{sup {minus}}, and B{sup 0} --> K*{sup 0}mu{sup +}mu{sup {minus}}. The authors observe no significant signals for these modes and set preliminary 90% C.L. upper limits of: beta(B{sup +} --> K{sup +}e{sup +}e{sup {minus}}) < 12.5 x 10{sup {minus}6}; beta(B{sup +} --> K{sup +}mu{sup +}mu{sup {minus}}) < 8.3 x 10{supmore » {minus}6}; beta(B{sup 0} --> K*{sup 0}e{sup +}e{sup {minus}}) < 24.1 x 10{sup {minus}6}; and beta(B{sup 0} --> K*{sup 0}mu{sup +}mu{sup {minus}}) < 24.5 x 10{sup {minus}6}.« less
Kuijer, P P F M; van Oostrom, S H; Duijzer, K; van Dieën, J H
2012-01-01
It is unclear whether the maximum acceptable weight of lift (MAWL), a common psychophysical method, reflects joint kinetics when different lifting techniques are employed. In a within-participants study (n = 12), participants performed three lifting techniques--free style, stoop and squat lifting from knee to waist level--using the same dynamic functional capacity evaluation lifting test to assess MAWL and to calculate low back and knee kinetics. We assessed which knee and back kinetic parameters increased with the load mass lifted, and whether the magnitudes of the kinetic parameters were consistent across techniques when lifting MAWL. MAWL was significantly different between techniques (p = 0.03). The peak lumbosacral extension moment met both criteria: it had the highest association with the load masses lifted (r > 0.9) and was most consistent between the three techniques when lifting MAWL (ICC = 0.87). In conclusion, MAWL reflects the lumbosacral extension moment across free style, stoop and squat lifting in healthy young males, but the relation between the load mass lifted and lumbosacral extension moment is different between techniques. Tests of maximum acceptable weight of lift (MAWL) from knee to waist height are used to assess work capacity of individuals with low-back disorders. This article shows that the MAWL reflects the lumbosacral extension moment across free style, stoop and squat lifting in healthy young males, but the relation between the load mass lifted and lumbosacral extension moment is different between techniques. This suggests that standardisation of lifting technique used in tests of the MAWL would be indicated if the aim is to assess the capacity of the low back.
The emission spectroscopy of the B2Σ- -X2 Π system of CD
NASA Astrophysics Data System (ADS)
Szajna, W.; Zachwieja, M.; Hakalla, R.
2016-06-01
The visible spectrum of CD has been investigated at high resolution between 24,500 and 27,500 cm-1 using a high accuracy dispersive optical spectroscopy technique. The CD molecules were produced and excited in a stainless steel hollow-cathode lamp with two anodes and filled with a mixture of He buffer gas and CD4. The emission from the discharge was observed with a plane grating spectrograph and recorded by a photomultiplier tube. The 0-0, 1-0 and 1-1 bands of the B2Σ- -X2 Π transition have been registered and measured, while 2-0 and 2-1 absorption bands (Herzberg and Johns, 1969) have been reanalyzed. The current data were elaborated with help of recent X2 Π ground state parameters reported by Zachwieja et al. (2012) from investigation of the A2 Δ -X2 Π transition. This way, the improved spectroscopic constants for the B2Σ- state of CD have been provided as follows: νe = 26,050.787 (11) cm-1, ωe = 1653.019 (25) cm-1, ωexe = 123.899 (12) cm-1, Be = 7.08296 (32) cm-1, αe = 0.30741 (84) cm-1, and γe = - 0.10727 (42) cm-1.
Smith, Tiaki Brett; Hébert-Losier, Kim; McClymont, Doug
2018-05-01
The goal of an offensive Rugby Union lineout is to throw the ball in a manner that allows your team to maintain possession. Typically, the player catching the ball jumps and is lifted upwards by two teammates, reaching above the opposing player who is competing for the ball also. Despite various beliefs regarding the importance of the jumper's mass and attempted jump height, and lifters' magnitude and point of force application, there is negligible published data on the topic. The squeeze technique is one lifting method commonly employed by New Zealand teams during lineout plays, whereby the jumper initiates the jump quickly and the lifters provide assistance only once the jumper reaches 20-30 cm. While this strategy may reduce cues to the opposition, it might also constrain the jumper and lifters. We developed a model to explore how changes in the jumper's body mass and attempted jump height, and lifters' magnitude and point of force application influence the time to reach peak catch height. The magnitude of the lift force impacted the time-to-reach peak catch height the most; followed by the jumper's (attempted) jump height and body mass; and lastly, the point of lift force application.
Vertical Lift - Not Just For Terrestrial Flight
NASA Technical Reports Server (NTRS)
Young, Larry A
2000-01-01
Autonomous vertical lift vehicles hold considerable potential for supporting planetary science and exploration missions. This paper discusses several technical aspects of vertical lift planetary aerial vehicles in general, and specifically addresses technical challenges and work to date examining notional vertical lift vehicles for Mars, Titan, and Venus exploration.
NASA Astrophysics Data System (ADS)
Hui, Liangliang; Xie, Zhongjing; Li, Chunmei; Chen, Zhi-Qian
2018-04-01
The first-principles calculations are implemented to investigate the electronic structures, theoretic hardness and magnetic properties of iron borides and nitrides with four different crystal systems containing hexagonal (FeB2, ε-Fe3N), tetragonal (Fe2B, α″-Fe16N2), orthorhombic (α-FeB, θ-Fe3B, ζ-Fe2N), and cubic (zb-FeN, rs-FeN, γ‧-Fe4N, γ-Fe23B6) phase. The calculated lattice parameters using RPBE meet well with the experimental results. The cohesive energy and formation enthalpy values indicate the Fesbnd X (X = B, N) binary compounds are thermodynamically stable. Meanwhile, the h-FeB2 is most difficult phase for experimental synthesis among these interstitial compounds. Moreover, magnetic properties are discussed and show that the mean magnetic moments of o-Fe3B and c-Fe23B6 with the values of 2.227 μB and 2.256 μB per iron atom are approaching to that of pure iron (2.32 μB) while the c-Fe4N and t-Fe16N2 with the values of 2.51 and 2.48 μB are beyond that of pure α-Fe. The c-FeN phase shows nonmagnetic in zb-style while rs-type shows antiferromagnetic with a value of 2.52 μB. Furthermore, the average bonding length and Mulliken population combined with electronic structures are also analysed in this paper which provide that strong Fesbnd X and Xsbnd X covalent bonds are responsible for high hardness. Finally, the theoretic hardness of Xsbnd X, Fesbnd X and Fesbnd Fe bonds is predicted by semi empirical hardness theory.
33 CFR 118.85 - Lights on vertical lift bridges.
Code of Federal Regulations, 2011 CFR
2011-07-01
... 33 Navigation and Navigable Waters 1 2011-07-01 2011-07-01 false Lights on vertical lift bridges... BRIDGES BRIDGE LIGHTING AND OTHER SIGNALS § 118.85 Lights on vertical lift bridges. (a) Lift span lights. The vertical lift span of every vertical lift bridge shall be lighted so that the center of the...
33 CFR 118.85 - Lights on vertical lift bridges.
Code of Federal Regulations, 2010 CFR
2010-07-01
... 33 Navigation and Navigable Waters 1 2010-07-01 2010-07-01 false Lights on vertical lift bridges... BRIDGES BRIDGE LIGHTING AND OTHER SIGNALS § 118.85 Lights on vertical lift bridges. (a) Lift span lights. The vertical lift span of every vertical lift bridge shall be lighted so that the center of the...
Wind tunnel investigation of rotor lift and propulsive force at high speed: Data analysis
NASA Technical Reports Server (NTRS)
Mchugh, F.; Clark, R.; Soloman, M.
1977-01-01
The basic test data obtained during the lift-propulsive force limit wind tunnel test conducted on a scale model CH-47b rotor are analyzed. Included are the rotor control positions, blade loads and six components of rotor force and moment, corrected for hub tares. Performance and blade loads are presented as the rotor lift limit is approached at fixed levels of rotor propulsive force coefficients and rotor tip speeds. Performance and blade load trends are documented for fixed levels of rotor lift coefficient as propulsive force is increased to the maximum obtainable by the model rotor. Test data is also included that defines the effect of stall proximity on rotor control power. The basic test data plots are presented in volumes 2 and 3.
N-body modeling of barlens galaxies: Boxy/Peanut/X observed at different viewing geometries
NASA Astrophysics Data System (ADS)
Salo, Heikki; Laurikainen, Eija
2017-06-01
We use stellar dynamical N-body simulations to explore barlens galaxies, i.e. galaxies with lens-like central structures embedded in their bars, with a size about one-half of the narrow bar component. Because of their roundish isophotes, barlenses are often confused with classical bulges. However, growing evidence indicates that barlenses form a part of the bar, corresponding to the face-on projection of the vertically extended Boxy/Peanut/X central structures seen in edge-on barred galaxies (see Laurikainen et al. 2014, 2016, Athanassoula et al. 2015). B/P/X/barlens structures appear mostly in galaxies with stellar masses above 1010 solar masses. It has been suggested by Bland-Hawthorn & Gerhard (2016) that in face-on view also our Milky Way is likely to be a barlens galaxy.Here we review the morphological appearance of B/P/X/barlens galaxies (aspect ratio, size compared to the narrow bar) as a function of viewing inclination, by comparing synthetic images from simulations with the 3.6 micron data from S4G (Spitzer Survey of Stellar Structure in Galaxies). We demonstrate how the X/barlens morphology depends on the central mass concentration in galaxies; the pure barlens morphology requires steep inner rotation curves, while for shallower slopes the central structure still resembles a barlens, but shows boxy isophotes or X-signature even at low inclinations. This simulated behavior is confirmed with S4G data (Salo & Laurikainen 2017). We also use broadband SDSS colors and CALIFA DR3 data from literature, to analyze the ages and metallicities of the barlens components with respect to the narrow bar and the centralpeak of the galaxies. Finally, kinematic maps of the simulated galaxies are presented, illustrating the expected signatures of barlens component on the H3 and H4 Hermite-moments.
Wang, ZiMian; Heymsfield, Steven B; Chen, Zhao; Zhu, Shankuan; Pierson, Richard N
2010-01-01
Dual-energy x-ray absorptiometry (DXA) is widely applied for estimating body fat. The percentage of body mass as fat (%fat) is predicted from a DXA-estimated RST value defined as the ratio of soft tissue attenuation at two photon energies (e.g., 40 keV and 70 keV). Theoretically, the RST concept depends on the mass of each major element in the human body. The DXA RST values, however, have never been fully evaluated by measured human elemental composition. The present investigation evaluated the DXA RST value by the total body mass of 11 major elements and the DXA %fat by the five-component (5C) model, respectively. Six elements (i.e. C, N, Na, P, Cl and Ca) were measured by in vivo neutron activation analysis, and potassium (i.e. K) by whole-body 40K counting in 27 healthy adults. Models were developed for predicting the total body mass of four additional elements (i.e. H, O, Mg and S). The elemental content of soft tissue, after correction for bone mineral elements, was used to predict the RST values. The DXA RST values were strongly associated with the RST values predicted from elemental content (r = 0.976, P < 0.001), although there was a tendency for the elemental-predicted RST to systematically exceed the DXA-measured RST (mean ± SD, 1.389 ± 0.024 versus 1.341 ± 0.024). DXA-estimated %fat was strongly associated with 5C %fat (24.4 ± 12.0% versus 24.9 ± 11.1%, r = 0.983, P < 0.001). DXA RST evaluated by in vivo elemental composition, and the present study supports the underlying physical concept and accuracy of the DXA method for estimating %fat. PMID:20393230
Wang, ZiMian; Heymsfield, Steven B; Chen, Zhao; Zhu, Shankuan; Pierson, Richard N
2010-05-07
Dual-energy x-ray absorptiometry (DXA) is widely applied for estimating body fat. The percentage of body mass as fat (%fat) is predicted from a DXA-estimated R(ST) value defined as the ratio of soft tissue attenuation at two photon energies (e.g., 40 keV and 70 keV). Theoretically, the R(ST) concept depends on the mass of each major element in the human body. The DXA R(ST) values, however, have never been fully evaluated by measured human elemental composition. The present investigation evaluated the DXA R(ST) value by the total body mass of 11 major elements and the DXA %fat by the five-component (5C) model, respectively. Six elements (i.e. C, N, Na, P, Cl and Ca) were measured by in vivo neutron activation analysis, and potassium (i.e. K) by whole-body (40)K counting in 27 healthy adults. Models were developed for predicting the total body mass of four additional elements (i.e. H, O, Mg and S). The elemental content of soft tissue, after correction for bone mineral elements, was used to predict the R(ST) values. The DXA R(ST) values were strongly associated with the R(ST) values predicted from elemental content (r = 0.976, P < 0.001), although there was a tendency for the elemental-predicted R(ST) to systematically exceed the DXA-measured R(ST) (mean +/- SD, 1.389 +/- 0.024 versus 1.341 +/- 0.024). DXA-estimated %fat was strongly associated with 5C %fat (24.4 +/- 12.0% versus 24.9 +/- 11.1%, r = 0.983, P < 0.001). DXA R(ST) is evaluated by in vivo elemental composition, and the present study supports the underlying physical concept and accuracy of the DXA method for estimating %fat.
Physiological, Biomechanical, and Medical Aspects of Lifting and Repetitive Lifting: A Review
1983-11-01
charateristics of the object lifted. Four major variables have been investigated: 1) box length or dimension of the box in the transverse plane, 2) box...The Department of Labour of Great Britian found that accident rates due to lifting, carrying, pushing and pulling in 1940 was 7.9 per 1000 persons ...employed (25% of the total injuries). In 1956 rates were 6.3 per 1000 persons or 27.7% of the total injuries. In England in 1962 "manual handling