Differential Canard deflection for generation of yawing moment on the X-31 with and without the vertical tail. M.S. Thesis - George Washington Univ.

NASA Technical Reports Server (NTRS)

Whiting, Matthew Robert

1996-01-01

The feasibility of augmenting the available yaw control power on the X-31 through differential deflection of the canard surfaces was studied as well as the possibility of using differential canard control to stabilize the X-31 with its vertical tail removed. Wind-tunnel tests and the results of departure criteria and linear analysis showed the destabilizing effect of the reduction of the vertical tail on the X-31. Wind-tunnel testing also showed that differential canard deflection was capable of generating yawing moments of roughly the same magnitude as the thrust vectoring vanes currently in place on the X-31 in the post-stall regime. Analysis showed that the X-31 has sufficient aileron roll control power that with the addition of differential canard as a yaw controller, the wind-axis roll accelerations will remain limited by yaw control authority. It was demonstrated, however, that pitch authority may actually limit the maximum roll rate which can be sustained. A drop model flight test demonstrated that coordinated, wind axis rolls could be performed with roll rates as high as 50 deg/sec (full scale equivalent) at 50 deg angle of attack. Another drop model test was conducted to assess the effect of vertical tail reduction, and an analysis of using differential canard deflection to stabilize the tailless X-31 was performed. The results of six-degree-of-freedom, non-linear simulation tests were correlated with the drop model flights. Simulation studies then showed that the tailless X-31 could be controlled at angles of attack at or above 20 deg using differential canard as the only yaw controller.

A Guide for Planning Facilities for Occupational Preparation Programs for Medical X-Ray Technicians. Research 31.

ERIC Educational Resources Information Center

Macconnell, James D.; And Others

The major purpose of this guide is to develop the necessary information for the writing of educational specifications to house medical x-ray technician programs. The guide is also designed to: (1) assist planners in the formation of creative housing solutions for desired educational programs, (2) prevent important considerations from being…

Installation Restoration Program. Site Investigation Report. 147th Fighter Interceptor Group, Texas Air National Guard, Ellington, Field, Houston, Texas

DTIC Science & Technology

1991-01-01

LOCATIONS DRAWN BY J. WELL LOCATIONS DATE: 5-31. DATE -31-MGM= . ENCE CORNER (O’S. & O’W) ...........x xC.O.E. MONUIM:NT NO. 324 NORTH COOR. - 670.555.7 x...RUDWTREEVTO OTU M ~ HYRAULC GRDENTLIN A% A W0 78W.M. 3 B1 - ENCE CORNER tos & o’U) -x x -x .O. E. MIONUMENT NO. 324 x-x-NORTH COOR. -. 670;;55;.7 x...ROUNwATE ELEATIO CON4UR3 ~~~~W xRJJ t ZRQ N IN tW 9 . AILA~E 261~ W-03- 26.6W~~ 0 B’ ENCE CORNER (O’S. & O’W) -K XMx X - .O.E. MONUMENT NO. 324

The Human Side of Cyber Conflict: Organizing, Training, and Equipping the Air Force Cyber Workforce

DTIC Science & Technology

2016-06-01

Breakdown of the 17D community as of 31 March 2014. (Reproduced from 17D Officer Assignment Team, Cyberspace Operations “Spread the Word” briefing, 9– 11 ...surety 3D0X4 Computer systems programs 3D1X1 Client systems 3D1X2 Cyber transport 3D1X3 Radio frequency transport 3D1X4 Spectrum operations 3D1X5 Radar...Computer systems programs 3D1X1 Client systems 3D1X2 Cyber transport systems 3D1X3 Radio frequency transmissionsystems FORCE DEVELOPMENT │ 123 Table 8

Low-cost low-power uncooled a-Si-based micro infrared camera for unattended ground sensor applications

NASA Astrophysics Data System (ADS)

Schimert, Thomas R.; Ratcliff, David D.; Brady, John F., III; Ropson, Steven J.; Gooch, Roland W.; Ritchey, Bobbi; McCardel, P.; Rachels, K.; Wand, Marty; Weinstein, M.; Wynn, John

1999-07-01

Low power and low cost are primary requirements for an imaging infrared camera used in unattended ground sensor arrays. In this paper, an amorphous silicon (a-Si) microbolometer-based uncooled infrared camera technology offering a low cost, low power solution to infrared surveillance for UGS applications is presented. A 15 X 31 micro infrared camera (MIRC) has been demonstrated which exhibits an f/1 noise equivalent temperature difference sensitivity approximately 67 mK. This sensitivity has been achieved without the use of a thermoelectric cooler for array temperature stabilization thereby significantly reducing the power requirements. The chopperless camera is capable of operating from snapshot mode (1 Hz) to video frame rate (30 Hz). Power consumption of 0.4 W without display, and 0.75 W with display, respectively, has been demonstrated at 30 Hz operation. The 15 X 31 camera demonstrated exhibits a 35 mm camera form factor employing a low cost f/1 singlet optic and LED display, as well as low cost vacuum packaging. A larger 120 X 160 version of the MIRC is also in development and will be discussed. The 120 X 160 MIRC exhibits a substantially smaller form factor and incorporates all the low cost, low power features demonstrated in the 15 X 31 MIRC prototype. In this paper, a-Si microbolometer technology for the MIRC will be presented. Also, the key features and performance parameters of the MIRC are presented.

X-31 quasi-tailless flight demonstration

NASA Technical Reports Server (NTRS)

Huber, Peter; Schellenger, Harvey G.

1994-01-01

The primary objective of the quasi-tailless flight demonstration is to demonstrate the feasibility of using thrust vectoring for directional control of an unstable aircraft. By using this low-cost, low-risk approach it is possible to get information about required thrust vector control power and deflection rates from an inflight experiment as well as insight in low-power thrust vectoring issues. The quasi-tailless flight demonstration series with the X-31 began in March 1994. The demonstration flight condition was Mach 1.2 at 37,500 feet. A series of basic flying quality maneuvers, doublets, bank to bank rolls, and wind-up-turns have been performed with a simulated 100% vertical tail reduction. Flight test and supporting simulation demonstrated that the quasi-tailless approach is effective in representing the reduced stability of tailless configurations. The flights also demonstrated that thrust vectoring could be effectively used to stabilize a directionally unstable configuration and provide control power for maneuver coordination.

The X-34 Demonstrator Landing

NASA Technical Reports Server (NTRS)

2004-01-01

This artist's concept depicts the X-34 Demonstrator landing in a dessert. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

78 FR 44575 - Sickle Cell Disease Treatment Demonstration Program

Federal Register 2010, 2011, 2012, 2013, 2014

2013-07-24

... DEPARTMENT OF HEALTH AND HUMAN SERVICES Health Resources and Services Administration Sickle Cell... Extension: Sickle Cell Disease Treatment Demonstration Program (U1E) Awards to Three Currently Funded... the Sickle Cell Disease Treatment Demonstration Program. Three of these awards will end on August 31...

Transitioning Advanced Concept Technology Demonstrations to Acquisition Programs

DTIC Science & Technology

2003-12-01

for the first time, based on UMS reports. In addition, the RMWS portion of the UGC ACTD program, through close coordination with multiple users...reference a) X X X Market Research 10 U.S.C. §2377 (reference b) X X X Acquisition Program Baseline (APB) 10 U.S.C. §2435 (reference c

Measurements of the Fuel Mileage of a KC-135 Aircraft with and Without Winglets

NASA Technical Reports Server (NTRS)

Temanson, G. E.

1982-01-01

The KC-135A Winglet Flight Research and Demonstration Program was a joint effort of the Air Force, NASA and the Boeing Military Airplane Company to flight test winglets on the KC-135A. The primary objective of the program was to verify the cruise performance improvements predicted by analysis and wind tunnel tests. Flight test data were obtained for winglets positioned at 15 deg cant/-2 deg incidence, 0 deg cant/-4 deg incidence, 15 deg cant/-4 deg incidence and for winglets off (baseline). Both fuel mileage and drag measurements were obtained. The 15 deg cant/-4 deg incidence winglet configuration provided the greatest performance improvement. The flight test measured fuel mileage improvement for a 0.78 Mach number was 3.1 percent at 8 x 10(5) pounds W/delta and 5.5 percent at 1.05 x 10(6) pounds W/delta. Correcting the flight measured data for surface pressure differences between wind tunnel and flight resulted in a fuel mileage improvement of 4.4 percent at 8 x 10(5) pounds W/delta and 7.2 percent at 1.05 x 10(6) pounds W/delta. The agreement between the fuel mileage and drag data was excellent.

X-34 Technology Demonstrator in High Bay

NASA Technical Reports Server (NTRS)

2004-01-01

Pictured in the high bay, is the X-34 Technology Demonstrator in the process of completion. The X-34 wass part of NASA's Pathfinder Program which demonstrated advanced space transportation technologies through the use of flight experiments and experimental vehicles. These technology demonstrators and flight experiments supported the Agency's goal of dramatically reducing the cost of access to space and defined the future of space transportation pushing technology into a new era of space development and exploration at the dawn of the new century. The X-34 program was cancelled in 2001.

X-38 Ship #2 in Free Flight

NASA Image and Video Library

1999-07-09

The X-38, a research vehicle built to help develop technology for an emergency Crew Return Vehicle (CRV), descends under its steerable parachute during a July 1999 test flight at the Dryden Flight Research Center, Edwards, California. It was the fourth free flight of the test vehicles in the X-38 program, and the second free flight test of Vehicle 132 or Ship 2. The goal of this flight was to release the vehicle from a higher altitude -- 31,500 feet -- and to fly the vehicle longer -- 31 seconds -- than any previous X-38 vehicle had yet flown. The project team also conducted aerodynamic verification maneuvers and checked improvements made to the drogue parachute.

X-34 Poster Art

NASA Technical Reports Server (NTRS)

2004-01-01

Pictured is NASA's poster art for the X-34 technology Demonstrator. The X-34 was part of NASA's Pathfinder Program which demonstrated advanced space transportation technologies through the use of flight experiments and experimental vehicles. These technology demonstrators and flight experiments would support the Agency's goal of dramatically reducing the cost of access to space and would define the future of space transportation pushing technology into a new era of space development and exploration at the dawn of the new century. The X-34 program was cancelled in 2001.

Induction of CD8 T Cell Heterologous Protection by a Single Dose of Single-Cycle Infectious Influenza Virus

PubMed Central

Baker, Steven F.; Martínez-Sobrido, Luis

2014-01-01

ABSTRACT The effector functions of specific CD8 T cells are crucial in mediating influenza heterologous protection. However, new approaches for influenza vaccines that can trigger effective CD8 T cell responses have not been extensively explored. We report here the generation of single-cycle infectious influenza virus that lacks a functional hemagglutinin (HA) gene on an X31 genetic background and demonstrate its potential for triggering protective CD8 T cell immunity against heterologous influenza virus challenge. In vitro, X31-sciIV can infect MDCK cells, but infectious virions are not produced unless HA is transcomplemented. In vivo, intranasal immunization with X31-sciIV does not cause any clinical symptoms in mice but generates influenza-specific CD8 T cells in lymphoid (mediastinal lymph nodes and spleen) and nonlymphoid tissues, including lung and bronchoalveolar lavage fluid, as measured by H2-Db NP366 and PA224 tetramer staining. In addition, a significant proportion of X31-sciIV-induced antigen-specific respiratory CD8 T cells expressed VLA-1, a marker that is associated with heterologous influenza protection. Further, these influenza-specific CD8 T cells produce antiviral cytokines when stimulated with NP366 and PA224 peptides, indicating that CD8 T cells triggered by X31-sciIV are functional. When challenged with a lethal dose of heterologous PR8 virus, X31-sciIV-primed mice were fully protected from death. However, when CD8 T cells were depleted after priming or before priming, mice could not effectively control virus replication or survive the lethal challenge, indicating that X31-sciIV-induced memory CD8 T cells mediate the heterologous protection. Thus, our results demonstrate the potential for sciIV as a CD8 T cell-inducing vaccine. IMPORTANCE One of the challenges for influenza prevention is the existence of multiple influenza virus subtypes and variants and the fact that new strains can emerge yearly. Numerous studies have indicated that the effector functions of specific CD8 T cells are crucial in mediating influenza heterologous protection. However, influenza vaccines that can trigger effective CD8 T cell responses for heterologous protection have not been developed. We report here the generation of an X31 (H3N2) virus-derived single-cycle infectious influenza virus, X31-sciIV. A one-dose immunization with X31-sciIV is capable of inducing functional influenza virus-specific CD8 T cells that can be recruited into respiratory tissues and provide protection against lethal heterologous challenge. Without these cells, protection against lethal challenge was essentially lost. Our data indicate that an influenza vaccine that primarily relies on CD8 T cells for protection could be developed. PMID:25100831

KSC-2009-5542

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. - Poised inside Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, the Ares I-X rocket's upper stage is adorned with the American flag, NASA logo, and the logos of the Constellation Program, Ares, and Ares I-X. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

X-33

NASA Image and Video Library

2004-04-15

The wedge-shaped X-33 was a sub-scale technology demonstration prototype of a Reusable Launch Vehicle (RLV). Through demonstration flights and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin (builder of the X-33 Venture Star) to decide by the year 2000 whether to proceed with the development of a full-scale, commercial RLV program. This program would dramatically increase reliability and lower the costs of putting a payload into space. This would in turn create new opportunities for space access and significantly improve U.S. economic competitiveness in the worldwide launch marketplace. NASA would be a customer, not the operator in the commercial RLV. The X-33 program was cancelled in 2001.

NOVA: Spring 2003 Teacher's Guide. Battle of the X-Planes.

ERIC Educational Resources Information Center

WGBH Educational Foundation, Boston, MA.

This teacher's guide contains supplemental activities to go along with the NOVA television program on PBS. Activities include: (1) "Last Flight of Bomber 31"; (2) "Ancient Creature of the Deep"; (3) "Battle of the X-Planes"; (4) "Mountain of Ice"; (5) "Lost Treasures of Tibet"; and (6)…

X-43C Plans and Status

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

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

X-33 Reusable Launch Vehicle (RLV) Liftoff

NASA Technical Reports Server (NTRS)

2004-01-01

The wedge-shaped X-33 was a sub-scale technology demonstration prototype of a Reusable Launch Vehicle (RLV). Through demonstration flights and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin (builder of the X-33 Venture Star) to decide by the year 2000 whether to proceed with the development of a full-scale, commercial RLV program. This program would dramatically increase reliability and lower the costs of putting a payload into space. This would in turn create new opportunities for space access and significantly improve U.S. economic competitiveness in the worldwide launch marketplace. NASA would be a customer, not the operator in the commercial RLV. The X-33 program was cancelled in 2001.

A new measurement method of actual focal spot position of an x-ray tube using a high-precision carbon-interspaced grid

NASA Astrophysics Data System (ADS)

Lee, H. W.; Lim, H. W.; Jeon, D. H.; Park, C. K.; Cho, H. S.; Seo, C. W.; Lee, D. Y.; Kim, K. S.; Kim, G. A.; Park, S. Y.; Kang, S. Y.; Park, J. E.; Kim, W. S.; Woo, T. H.; Oh, J. E.

2018-06-01

This study investigated the effectiveness of a new method for measuring the actual focal spot position of a diagnostic x-ray tube using a high-precision antiscatter grid and a digital x-ray detector in which grid magnification, which is directly related to the focal spot position, was determined from the Fourier spectrum of the acquired x-ray grid’s image. A systematic experiment was performed to demonstrate the viability of the proposed measurement method. The hardware system used in the experiment consisted of an x-ray tube run at 50 kVp and 1 mA, a flat-panel detector with a pixel size of 49.5 µm, and a high-precision carbon-interspaced grid with a strip density of 200 lines/inch. The results indicated that the focal spot of the x-ray tube (Jupiter 5000, Oxford Instruments) used in the experiment was located approximately 31.10 mm inside from the exit flange, well agreed with the nominal value of 31.05 mm, which demonstrates the viability of the proposed measurement method. Thus, the proposed method can be utilized for system’s performance optimization in many x-ray imaging applications.

Forced Boundary-Layer Transition on X-43 (Hyper-X) in NASA LaRC 31-Inch Mach 10 Air Tunnel

NASA Technical Reports Server (NTRS)

Berry, Scott A.; DiFulvio, Michael; Kowalkowski, Matthew K.

2000-01-01

Aeroheating and boundary layer transition characteristics for the X-43 (Hyper-X) configuration have been experimentally examined in the Langley 31-Inch Mach 10 Air Tunnel. Global surface heat transfer distributions, and surface streamline patterns were measured on a 0.333-scale model of the Hyper-X forebody. Parametric variations include angles-of-attack of 0-deg, 2-deg, 3-deg, and 4-deg; Reynolds numbers based on model length of 1.2 to 5.1 million; and inlet cowl door both open and closed. The effects of discrete roughness elements on the forebody boundary layer, which included variations in trip configuration and height, were investigated. This document is intended to serve as a release of preliminary data to the Hyper-X program; analysis is limited to observations of the experimental trends in order to expedite dissemination.

Aircraft digital flight control technical review

NASA Technical Reports Server (NTRS)

Davenport, Otha B.; Leggett, David B.

1993-01-01

The Aircraft Digital Flight Control Technical Review was initiated by two pilot induced oscillation (PIO) incidents in the spring and summer of 1992. Maj. Gen. Franklin (PEO) wondered why the Air Force development process for digital flight control systems was not preventing PIO problems. Consequently, a technical review team was formed to examine the development process and determine why PIO problems continued to occur. The team was also to identify the 'best practices' used in the various programs. The charter of the team was to focus on the PIO problem, assess the current development process, and document the 'best practices.' The team reviewed all major USAF aircraft programs with digital flight controls, specifically, the F-15E, F-16C/D, F-22, F-111, C-17, and B-2. The team interviewed contractor, System Program Office (SPO), and Combined Test Force (CTF) personnel on these programs. The team also went to NAS Patuxent River to interview USN personnel about the F/A-18 program. The team also reviewed experimental USAF and NASA systems with digital flight control systems: X-29, X-31, F-15 STOL and Maneuver Technology Demonstrator (SMTD), and the Variable In-Flight Stability Test Aircraft (VISTA). The team also discussed the problem with other experts in the field including Ralph Smith and personnel from Calspan. The major conclusions and recommendations from the review are presented.

X-43C Flight Demonstrator Project Overview

NASA Technical Reports Server (NTRS)

Moses, Paul L.

2003-01-01

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

Pathfinder

NASA Image and Video Library

2004-04-15

Pictured is NASA's poster art for the X-34 technology Demonstrator. The X-34 was part of NASA's Pathfinder Program which demonstrated advanced space transportation technologies through the use of flight experiments and experimental vehicles. These technology demonstrators and flight experiments would support the Agency's goal of dramatically reducing the cost of access to space and would define the future of space transportation pushing technology into a new era of space development and exploration at the dawn of the new century. The X-34 program was cancelled in 2001.

Pathfinder

NASA Image and Video Library

2004-04-15

Pictured in the high bay, is the X-34 Technology Demonstrator in the process of completion. The X-34 wass part of NASA's Pathfinder Program which demonstrated advanced space transportation technologies through the use of flight experiments and experimental vehicles. These technology demonstrators and flight experiments supported the Agency's goal of dramatically reducing the cost of access to space and defined the future of space transportation pushing technology into a new era of space development and exploration at the dawn of the new century. The X-34 program was cancelled in 2001.

Pathfinder

NASA Image and Video Library

2004-04-15

This artist's concept depicts the X-34 Demonstrator in flight. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

Pathfinder

NASA Image and Video Library

2004-04-15

Pictured is the X-34 Demonstrator parked on the runway. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that are essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

The Hunt for Red Quasars: Luminous Obscured Black Hole Growth Unveiled in the Stripe 82 X-Ray Survey

NASA Astrophysics Data System (ADS)

LaMassa, Stephanie M.; Glikman, Eilat; Brusa, Marcella; Rigby, Jane R.; Tasnim Ananna, Tonima; Stern, Daniel; Lira, Paulina; Urry, C. Megan; Salvato, Mara; Alexandroff, Rachael; Allevato, Viola; Cardamone, Carolin; Civano, Francesca; Coppi, Paolo; Farrah, Duncan; Komossa, S.; Lanzuisi, Giorgio; Marchesi, Stefano; Richards, Gordon; Trakhtenbrot, Benny; Treister, Ezequiel

2017-10-01

We present results of a ground-based near-infrared campaign with Palomar TripleSpec, Keck NIRSPEC, and Gemini GNIRS to target two samples of reddened active galactic nucleus (AGN) candidates from the 31 deg2 Stripe 82 X-ray survey. One sample, which is ˜89% complete to K< 16 (Vega), consists of eight confirmed AGNs, four of which were identified with our follow-up program, and is selected to have red R - K colors (> 4, Vega). The fainter sample (K> 17, Vega) represents a pilot program to follow-up four sources from a parent sample of 34 that are not detected in the single-epoch SDSS catalog and have WISE quasar colors. All 12 sources are broad-line AGNs (at least one permitted emission line has an FWHM exceeding 1300 km s-1) and span a redshift range 0.59< z< 2.5. Half the (R - K)-selected AGNs have features in their spectra suggestive of outflows. When comparing these sources to a matched sample of blue Type 1 AGNs, we find that the reddened AGNs are more distant (z> 0.5), and a greater percentage have high X-ray luminosities ({L}{{X},{full}}> {10}44 erg s-1). Such outflows and high luminosities may be consistent with the paradigm that reddened broad-line AGNs represent a transitory phase in AGN evolution as described by the major merger model for black hole growth. Results from our pilot program demonstrate proof of concept that our selection technique is successful in discovering reddened quasars at z> 1 missed by optical surveys.

Reusable Launch Vehicle Technology Program

NASA Technical Reports Server (NTRS)

Freeman, Delma C., Jr.; Talay, Theodore A.; Austin, R. Eugene

1996-01-01

Industry/NASA Reusable Launch Vehicle (RLV) Technology Program efforts are underway to design, test, and develop technologies and concepts for viable commercial launch systems that also satisfy national needs at acceptable recurring costs. Significant progress has been made in understanding the technical challenges of fully reusable launch systems and the accompanying management and operational approaches for achieving a low-cost program. This paper reviews the current status of the Reusable Launch Vehicle Technology Program including the DC-XA, X-33 and X-34 flight systems and associated technology programs. It addresses the specific technologies being tested that address the technical and operability challenges of reusable launch systems including reusable cryogenic propellant tanks, composite structures, thermal protection systems, improved propulsion, and subsystem operability enhancements. The recently concluded DC-XA test program demonstrated some of these technologies in ground and flight tests. Contracts were awarded recently for both the X-33 and X-34 flight demonstrator systems. The Orbital Sciences Corporation X-34 flight test vehicle will demonstrate an air-launched reusable vehicle capable of flight to speeds of Mach 8. The Lockheed-Martin X-33 flight test vehicle will expand the test envelope for critical technologies to flight speeds of Mach 15. A propulsion program to test the X-33 linear aerospike rocket engine using a NASA SR-71 high speed aircraft as a test bed is also discussed. The paper also describes the management and operational approaches that address the challenge of new cost-effective, reusable launch vehicle systems.

Pathfinder

NASA Image and Video Library

2004-04-15

This artist's concept depicts the X-34 Demonstrator sitting on a runway. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

Pathfinder

NASA Image and Video Library

2004-04-15

This artist's concept depicts the X-34 Demonstrator landing in a dessert. Part of the Pathfinder Program, the X-34 was a reusable technology testbed vehicle that was designed and built by the Marshall Space Flight Center to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

X-33 Simulation Lab and Staff Engineers

NASA Technical Reports Server (NTRS)

1997-01-01

X-33 program engineers at NASA's Dryden Flight Research Center, Edwards, California, monitor a flight simulation of the X-33 Advanced Technology Demonstrator as a 'flight' unfolds. The simulation provided flight trajectory data while flight control laws were being designed and developed. It also provided information which assisted X-33 developer Lockheed Martin in aerodynamic design of the vehicle. The X-33 program was a government/industry effort to design, build and fly a half-scale prototype that was to demonstrate in flight the new technologies needed for Lockheed Martin's proposed full-scale VentureStar Reusable Launch Vehicle. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was intended to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was intended to dramatically increase reliability and lower costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to create new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to reach altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to be launched from a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

KSC-2009-5541

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. - Inside the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, the 327-foot-tall Ares I-X rocket stands on its mobile launcher platform. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5101

NASA Image and Video Library

2009-09-10

CAPE CANAVERAL, Fla. – Near the top of the fixed service structure on NASA Kennedy Space Center's Launch Pad 39B, the new stabilizing arm (white) has been attached. The hardware is being reconfigured for launch of NASA's Ares I-X rocket, part of the agency's Constellation Program. The Ares I-X flight test is targeted for Oct. 31. Photo credit: NASA/Troy Cryder

KSC-2009-5103

NASA Image and Video Library

2009-09-10

CAPE CANAVERAL, Fla. – On NASA Kennedy Space Center's Launch Pad 39B, a second stabilizing arm is lifted for installation at the top of the fixed service structure. The hardware is being reconfigured for launch of NASA's Ares I-X rocket, part of the agency's Constellation Program. The Ares I-X flight test is targeted for Oct. 31. Photo credit: NASA/Troy Cryder

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-33 Injector Ignition Single Cell Test

NASA Technical Reports Server (NTRS)

1997-01-01

The X-33 injector ignition single cell was tested at the Marshall Space Flight Center test stand 116. The X-33 was a sub-scale technology demonstrator prototype of a Reusable Launch Vehicle (RLV) manufactured and named by Lockheed Martin as the Venture Star. The goal of the program was to demonstrate the technologies needed for a full size, single-stage-to-orbit RLV, thus enabling private industry to build and operate the RLV in the first decade of the 21st century. The X-33 program was cancelled in 2001.

X43 Hyper-X

NASA Image and Video Library

2004-02-11

NASA's Hyper-x Program Manager, Vince Rausch talks about the upcoming launch of the X43A vehicle over the Pacific Ocean later this month from his office at NASA Langley Research Center in Hampton, VA. Hyper X is a high risk, high payoff program. The flight of the X43 A will demonstrated in flight for the first time, air breathing hypersonic propulsion technology. (Photo by Jeff Caplan)

26 CFR 31.3406(g)-1 - Exception for payments to certain payees and certain other payments.

Code of Federal Regulations, 2013 CFR

2013-04-01

... payee's TIN and the payee's TIN has been validated through the IRS TIN Matching Program; or (B) The QPCA... not constitute notice by the IRS that the payee's TIN is incorrect for purposes of section 3406(a)(1....) At the time of enrollment, Q obtains Merchant X's taxpayer identification number (TIN). Merchant X is...

Characterization of La-doped xBiInO3(1 - x)PbTiO3 Piezoelectric Films Deposited by the Radio-Frequency Magnetron Sputtering Method

NASA Astrophysics Data System (ADS)

Ke-Xue, Sun; Shu-Yi, Zhang; Kiyotaka, Wasa; Xiu-Ji, Shui

2016-06-01

Not Available Supported by the National Natural Science Foundation of China under Grant Nos 11174142 and 11304160, the National Basic Research Program of China under Grant No 2012CB921504, and the Special Fund for Public Interest of China under Grant No 201510068.

KSC-2009-5548

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. - The Ares I-X rocket heads toward Launch Pad 39B at NASA's Kennedy Space Center in Florida, riding atop a crawler-transporter. The 4.2-mile trip to the pad from the massive Vehicle Assembly Building began at 1:39 a.m. EDT. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5543

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. - With the work platforms retracted, the Ares I-X stands tall inside the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida. The platforms were retracted in preparation for the rocket's rollout to Launch Pad 39B. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5546

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. - The towering 327-foot-tall Ares I-X rocket rides aboard a crawler-transporter as it exits the massive Vehicle Assembly Building at NASA's Kennedy Space Center in Florida. The rocket is bolted to its mobile launcher platform for the move to the launch pad. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5529

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. – Spotlighted against the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, the 327-foot-tall Ares I-X rocket begins its slow trek to Launch Pad 39B. The move, known as "rollout," began at 1:39 a.m. EDT. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Jim Grossmann

NASA Aeronautics: Research and Technology Program Highlights

NASA Technical Reports Server (NTRS)

1990-01-01

This report contains numerous color illustrations to describe the NASA programs in aeronautics. The basic ideas involved are explained in brief paragraphs. The seven chapters deal with Subsonic aircraft, High-speed transport, High-performance military aircraft, Hypersonic/Transatmospheric vehicles, Critical disciplines, National facilities and Organizations & installations. Some individual aircraft discussed are : the SR-71 aircraft, aerospace planes, the high-speed civil transport (HSCT), the X-29 forward-swept wing research aircraft, and the X-31 aircraft. Critical disciplines discussed are numerical aerodynamic simulation, computational fluid dynamics, computational structural dynamics and new experimental testing techniques.

DESIGNING AND OPPORTUNITY FUEL WITH BIOMASS AND TIRE-DERIVED FUEL FOR COFIRING AT WILLOW ISLAND GENERATING STATION AND COFIRING SAWDUST WITH COAL AT ALBRIGHT GENERATING STATION

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

K. Payette; D. Tillman

During the period July 1, 2000-March 31, 2004, Allegheny Energy Supply Co., LLC (Allegheny) conducted an extensive demonstration of woody biomass cofiring at its Willow Island and Albright Generating Stations. This demonstration, cofunded by USDOE and Allegheny, and supported by the Biomass Interest Group (BIG) of EPRI, evaluated the impacts of sawdust cofiring in both cyclone boilers and tangentially-fired pulverized coal boilers. The cofiring in the cyclone boiler--Willow Island Generating Station Unit No.2--evaluated the impacts of sawdust alone, and sawdust blended with tire-derived fuel. The biomass was blended with the coal on its way to the combustion system. The cofiringmore » in the pulverized coal boiler--Albright Generating Station--evaluated the impact of cofiring on emissions of oxides of nitrogen (NO{sub x}) when the sawdust was injected separately into the furnace. The demonstration of woody biomass cofiring involved design, construction, and testing at each site. The results addressed impacts associated with operational issues--capacity, efficiency, and operability--as well as formation and control of airborne emissions such as NO{sub x}, sulfur dioxide (SO{sub 2}2), opacity, and mercury. The results of this extensive program are detailed in this report.« less

Generation of an Aerothermal Data Base for the X33 Spacecraft

NASA Technical Reports Server (NTRS)

Roberts, Cathy; Huynh, Loc

1998-01-01

The X-33 experimental program is a cooperative program between industry and NASA, managed by Lockheed-Martin Skunk Works to develop an experimental vehicle to demonstrate new technologies for a single-stage-to-orbit, fully reusable launch vehicle (RLV). One of the new technologies to be demonstrated is an advanced Thermal Protection System (TPS) being designed by BF Goodrich (formerly Rohr, Inc.) with support from NASA. The calculation of an aerothermal database is crucial to identifying the critical design environment data for the TPS. The NASA Ames X-33 team has generated such a database using Computational Fluid Dynamics (CFD) analyses, engineering analysis methods and various programs to compare and interpolate the results from the CFD and the engineering analyses. This database, along with a program used to query the database, is used extensively by several X-33 team members to help them in designing the X-33. This paper will describe the methods used to generate this database, the program used to query the database, and will show some of the aerothermal analysis results for the X-33 aircraft.

X-33 Simulation Flown by Steve Ishmael

NASA Technical Reports Server (NTRS)

1997-01-01

Steve Ishmael flies a simulation of the X-33 Advanced Technology Demonstrator at NASA's Dryden Flight Research Center, Edwards, California. This simulation was used to provide flight trajectory data while flight control laws were being designed and developed, as well as to provide aerodynamic design information to X-33 developer Lockheed Martin. The X-33 program was a government/industry effort to design, build and fly a half-scale prototype that was to have demonstrated in flight the new technologies needed for the proposed Lockheed Martin full-scale VentureStar Reusable Launch Vehicle. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

X-33

NASA Image and Video Library

2004-04-15

Pictured here is an artist's concept of the experimental X-33 in-flight. The X-33 program was designed to pave the way to a full-scale commercially developed, reusable launch vehicle (RLV). The program that will put the U.S. on a path toward safe, affordable, reliable access to space by providing the latest technology was ready for space flight. The X-33 is the flagship technology demonstrator for technologies that will dramatically lower the cost of access to space. The X-33 program was cancelled in 2001.

United States Air Force Summer Research Program - 1993. Volume 5B. Wright Laboratory

DTIC Science & Technology

1993-12-01

31 Fuel Fuel Air LAir Air Air Fuel Fuel II 45 deg. downward injection 90 deg. radial injection 8 x 2 mm dia. holes 8x1mm di m holes la. Configuration...centerline. After some initial nonuniformities the profiles take a well known shape for a wall jet and the maximum in the mean velocity near the wall

KSC-2009-5081

NASA Image and Video Library

2009-09-11

CAPE CANAVERAL, Fla. – In NASA Kennedy Space Center's Vehicle Assembly Building High Bay 3, NASA's Ares I-X rocket is ready to undergo its first power-up. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I, which is the essential core of a space transportation system that eventually will carry crewed missions back to the moon, on to Mars and out into the solar system. The Ares I-X flight test is targeted for Oct. 31. Photo credit: NASA/Cory Huston

KSC-2009-5085

NASA Image and Video Library

2009-09-11

CAPE CANAVERAL, Fla. – In NASA Kennedy Space Center's Vehicle Assembly Building High Bay 3, NASA's Ares I-X rocket undergoes its first power-up. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I, which is the essential core of a space transportation system that eventually will carry crewed missions back to the moon, on to Mars and out into the solar system. The Ares I-X flight test is targeted for Oct. 31. Photo credit: NASA/Cory Huston

Structural investigation of (111) oriented (BiFeO3)(1-x)Λ/(LaFeO3)xΛ superlattices by X-ray diffraction and Raman spectroscopy

NASA Astrophysics Data System (ADS)

Belhadi, J.; Yousfi, S.; Bouyanfif, H.; El Marssi, M.

2018-04-01

(BiFeO3)(1-x)Λ/(LaFeO3)xΛ superlattices (SLs) with varying x have been grown by pulsed laser deposition on (111) oriented SrTiO3 substrates. In order to obtain good epitaxy and flat samples, a conducting SrRuO3 buffer has been deposited prior to the superlattices to screen the polar mismatch for such (111) SrTiO3 orientation. X-ray diffraction reciprocal space mapping on a different family of planes was collected and evidenced a room temperature structural change at x = 0.5 from a rhombohedral/monoclinic structure for rich BiFeO3 to an orthorhombic symmetry for rich LaFeO3. This symmetry change has been confirmed by Raman spectroscopy and demonstrates the different phase stability compared to similar SLs grown on (100) SrTiO3. The strongly anisotropic strain and oxygen octahedral rotation/tilt system compatibility at the interfaces probably explain the orientation dependence of the phase stability in such superlattices.

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

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Bosworth, John T.

1996-01-01

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

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

NASA Technical Reports Server (NTRS)

Stoliker, Patrick C.; Bosworth, John T.

1997-01-01

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

X-33 by Lockheed Martin on Launch Pad - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This is an artist's conception of the X-33 technology demonstrator on its launch pad, ready for lift-off into orbit. NASA's Dryden Flight Research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33, which was a technology demonstrator vehicle for a possible Reusable Launch Vehicle (RLV). The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that would improve U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increase reliability and lowered costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting delays and increased costs, the X-33 program was cancelled in February 2001.

10 CFR 170.31 - Schedule of fees for materials licenses and other regulatory services, including inspections, and...

Code of Federal Regulations, 2011 CFR

2011-01-01

..., including x-ray fluorescence analyzers.4 Application [Program Code(s): 22140] $1,200 D. All other special... extraction of metals other than uranium or thorium, including licenses authorizing the possession of...

Comprehensive Monitoring Program: Final Air Quality Data Assessment Report for FY90, Version 3.1 Volume 3

DTIC Science & Technology

1991-09-01

Monitoring Stations Figure 4.1-1 X /Q Dispersion for Phase I Figure 4.1-2 X /Q Dispersion for Phase 2-Stage 1 Figure 4.1-3 X /Q Dispersion for Phase 2...Stage 2 Fp Figure 4.1-4 X /Q Dispersion for Phase 3 Figure 4.1-5 X /Q Dispersion for Phase 4 • Figure 4.1-6 Sources of Regulated Pollutants in RMA...Arsenic Results by Phase "Figure 4.4-7 Cadmium Results by Phase Figure 4.4-8 X /Q Dispersion and Basin F Metals for 9/6/88 * Figure 4.4-9 X /Q Dispersion

X-36 in Flight over Mojave Desert

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Tailless Fighter Agility Research Aircraft in flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-37 Flight Demonstrator: A Building Block in NASA's Future Access to Space

NASA Technical Reports Server (NTRS)

Jacobson, David

2004-01-01

X-37 is a fully automated winged vehicle designed to go into low-Earth orbit, maneuver, reenter Earth's atmosphere, and glide back to a landing site. This viewgraph presentation gives an overview of the X-37 flight demonstrator, including cut-away diagrams of its interior, the phased approach to its orbital flight demonstrations, and the experience the program will give aerospace engineers. The presentation also lists X-37 applications, partners, and milestones.

Quantifying "apparent" impact and distinguishing impact from invasiveness in multispecies plant invasions

Treesearch

Dean E. Pearson; Yvette K. Ortega; Ozkan Eren; Jose L. Hierro

2015-01-01

The quantification of invader impacts remains a major hurdle to understanding and managing invasions. Here, we demonstrate a method for quantifying the community-level impact of multiple plant invaders by applying Parker et al.'s (1999) equation (impact = range x local abundance x per capita effect or per unit effect) using data from 620 survey plots from 31...

Pyrolaser Operating System

NASA Technical Reports Server (NTRS)

Roberts, Floyd E., III

1994-01-01

Software provides for control and acquisition of data from optical pyrometer. There are six individual programs in PYROLASER package. Provides quick and easy way to set up, control, and program standard Pyrolaser. Temperature and emisivity measurements either collected as if Pyrolaser in manual operating mode or displayed on real-time strip charts and stored in standard spreadsheet format for posttest analysis. Shell supplied to allow macros, which are test-specific, added to system easily. Written using Labview software for use on Macintosh-series computers running System 6.0.3 or later, Sun Sparc-series computers running Open-Windows 3.0 or MIT's X Window System (X11R4 or X11R5), and IBM PC or compatible computers running Microsoft Windows 3.1 or later.

X-33 Reusable Launch Vehicle Demonstrator, Spaceport and Range

NASA Technical Reports Server (NTRS)

Letchworth, Gary F.

2011-01-01

The X-33 was a suborbital reusable spaceplane demonstrator, in development from 1996 to early 2001. The intent of the demonstrator was to lower the risk of building and operating a full-scale reusable vehicle fleet. Reusable spaceplanes offered the potential to lower the cost of access to space by an order of magnitude, compared with conventional expendable launch vehicles. Although a cryogenic tank failure during testing ultimately led to the end of the effort, the X-33 team celebrated many successes during the development. This paper summarizes some of the accomplishments and milestones of this X-vehicle program, from the perspective of an engineer who was a member of the team throughout the development. X-33 Program accomplishments include rapid, flight hardware design, subsystem testing and fabrication, aerospike engine development and testing, Flight Operations Center and Operations Control Center ground systems design and construction, rapid Environmental Impact Statement NEPA process approval, Range development and flight plan approval for test flights, and full-scale system concept design and refinement. Lessons from the X-33 Program may have potential application to new RLV and other aerospace systems being developed a decade later.

KSC-2009-5536

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. – The 327-foot-tall Ares I-X rocket clears the door of the Vehicle Assembly Building at NASA's Kennedy Space Center in Florida, on its way to Launch Pad 39B. The move to the launch pad, known as "rollout," began at 1:39 a.m. EDT. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Jack Pfaller

Testing COBOL Programs by Mutation. Volume I. Introduction to the CMS.1 System.

DTIC Science & Technology

1980-02-01

ALTER-OCCURS><SYMBOL TABLE location><code><x> where code = 0 means "add 1 to occurs", = 1 means "subtract 1 from occurs". 4 Insert a filler ( PIC X) in...REC. 31 01 OLD-REC. 32 03 FILLER PIC X. 33 03 OLD-KEY PIC X(12). 34 03 FILLER PIC X(67). 35S to NEdETF 36 RECORD CONTATS 90 CHARACTERS 37 LABEL RECORDS...ARE STANDARD 3S DATA RECORD IS NEd-REC. 39 01 NEd-REC. AO 03 FILLER PIC 1. Al 03 NEW-(FY PIC X(12). A2 03 FILLER PIC 1(6?). 43 ED PMTHR 44 RECORD

Comparison of Flight Measured, Predicted and Wind Tunnel Measured Winglet Characteristics on a KC-135 Aircraft

NASA Technical Reports Server (NTRS)

Dodson, R. O., Jr.

1982-01-01

One of the objectives of the KC-135 Winglet Flight Research and Demonstration Program was to obtain experimental flight test data to verify the theoretical and wind tunnel winglet aerodynamic performance prediction methods. Good agreement between analytic, wind tunnel and flight test performance was obtained when the known differences between the tests and analyses were accounted for. The flight test measured fuel mileage improvements for a 0.78 Mach number was 3.1 percent at 8 x 10(5) pounds W/delta and 5.5 percent at 1.05 x 10(6) pounds W/delta. Correcting the flight measured data for surface pressure differences between wind tunnel and flight resulted in a fuel mileage improvement of 4.4 percent at 8 x 10(5) pounds W/delta and 7.2 percent at 1.05 x 10(6) pounds W/delta. The performance improvement obtained was within the wind tunnel test data obtained from two different wind tunnel models. The buffet boundary data obtained for the baseline configuration was in good agreement with previous established data. Buffet data for the 15 deg cant/-4 deg incidence configuration showed a slight improvement, while the 15 deg cant/-2 deg incidence and 0 deg cant/-4 deg incidence data showed a slight deterioration.

CRS-12 Post-Launch News Conference

NASA Image and Video Library

2017-08-14

In the Press Site auditorium of NASA's Kennedy Space Center in Florida, NASA and industry leaders speak to media at a post-launch news conference following the liftoff of SpaceX CRS-12, a commercial resupply services mission to the International Space Station. Stephanie Martin of NASA Communications, Dan Hartman, NASA deputy manager of the International Space Station Program, and Hans Koenigsmann, SpaceX vice president of Flight and Build Reliability. SpaceX CRS-12 lifted off atop a Falcon 9 rocket from Kennedy's Launch Complex 39A at 12:31 p.m. EDT.

Development of Biodegradable Polyphosphazene- Nanohydroxyapatite Composite Nanofibers Via Electrospinning

DTIC Science & Technology

2005-01-01

transmission electron microscopy (TEM), gravimetry and energy dispersive X-ray mapping. This study demonstrated the feasibility of developing novel composite...successive precipitations into hexane (3x) and pentane (2x). The product was an off-white fibrous material. 31P NMR: (CDC13), ppm 3 -1.1. ’H NMR (CDC13), ppm...determined by gravimetry . Theoretical loading of 50% (w/w) of the nanofibers showed an actual loading of 59% (w/w) of nHAp in the nanofiber matrix. This

Managing External Relations: The Lifeblood of Mission Success

NASA Technical Reports Server (NTRS)

Dumbacher, Daniel L.

2007-01-01

The slide presentation examines the role of customer and stakeholder relations in the success of space missions. Topics include agency transformation; an overview of project and program experience with a discussion of positions, technical accomplishments, and management lessons learned; and approaches to project success with emphasis on communication. Projects and programs discussed include the Space Shuttle Main Engine System, DC-XA Flight Demonstrator, X-33 Flight Demonstrator, Space Launch Initiative/2nd Generation Reusable Launch Vehicle, X-37 Flight Demonstrator, Constellation (pre Dr. Griffin), Safety and Mission Assurance, and Exploration Launch Projects.

Hires and beyond

NASA Technical Reports Server (NTRS)

Fowler, John W.; Aumann, H. H.

1994-01-01

The High-Resolution image construction program (HiRes) used at IPAC is based on the Maximum Correlation Method. After HiRes intensity images are constructed from IRAS data, additional images are needed to aid in scientific interpretation. Some of the images that are available for this purpose show the fitting noise, estimates of the achieved resolution, and detector track maps. Two methods have been developed for creating color maps without discarding any more spatial information than absolutely necessary: the 'cross-band simulation' and 'prior-knowledge' methods. These maps are demonstrated using the survey observations of a 2 x 2 degree field centered on M31. Prior knowledge may also be used to achieve super-resolution and to suppress ringing around bright point sources observed against background emission. Tools to suppress noise spikes and for accelerating convergence are also described.

VizieR Online Data Catalog: Unidentified gamma-ray sources. IV. X-ray (Paggi+, 2013)

NASA Astrophysics Data System (ADS)

Paggi, A.; Massaro, F.; D'Abrusco, R.; Smith, H. A.; Masetti, N.; Giroletti, M.; Tosti, G.; Funk, S.

2013-11-01

The initial sample considered in our analysis is constituted by the 299 unidentified gamma-ray sources (UGSs) in the 2FGL catalog that do not present any γ-ray analysis flag (Nolan et al. 2012, Cat. J/ApJS/199/31). After Fermi was launched, the Swift XRT Survey of Fermi Unassociated Sources was started in order to perform follow-up observations of the unidentified gamma-ray sources (UGSs) in an attempt to find their potential X-ray counterparts (PI: A. Falcone). We analyze all data collected between the beginning of the follow-up program until 2013 March 31. We note that 203 of the 205 UGSs that constitute our sample have been also observed in the optical and UV by UVOT. We then produced for each X-ray observation the corresponding merged UVOT event files, adopting standard procedures. (6 data files).

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

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

X-36 Taking off during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

LASRE ground hotfire #2

NASA Technical Reports Server (NTRS)

1997-01-01

The NASA/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) concluded its flight operations phase at NASA Dryden Flight Research Center, Edwards, California, in November 1998. The experiment's goal was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future potential reusable launch vehicle. Information from the LASRE experiment will help Lockheed Martin maximize its design for a future potential reusable launch vehicle. It gave Lockheed an understanding of the performance of the lifting body and linear aerospike engine combination even before the X-33 Advanced Technology Demonstrator flies. LASRE was a small, half-span model of a lifting body with eight thrust cells of an aerospike engine. The experiment, mounted on the back of an SR-71 aircraft, operates like a kind of 'flying wind tunnel.' The experiment focused on determining how a reusable launch vehicle engine plume would affect the aerodynamics of its lifting body shape at specific altitudes and speeds of up to approximately 750 miles per hour. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements look to minimize that interaction. During the flight research program, the aircraft completed seven research flights. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus on the back of the aircraft. The first of those two flights occurred October 31, 1997. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 and a maximum altitude of 33,000 feet before landing at Edwards, California, at 10:21 a.m. PST, successfully validating the SR-71/pod configuration. Five follow-on flights focused on the experiment; two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to check engine operation characteristics. The first of these flights occurred March 4, 1998. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for one hour and fifty-seven minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards, California, at 12:13 p.m. PST. During further flights in the spring and summer of 1998, liquid oxygen was cycled through the engine. In addition, two engine hot firings were conducted on the ground. It was decided not to do a final hot-fire flight test as a result of the liquid oxygen leaks in the test apparatus. The ground firings and the airborne cryogenic gas flow tests provided enough information to predict the hot gas effects of an aerospike engine firing during flight. The experiment itself was a small, half-span model that contained eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium and instrumentation. The model, engine and canoe together were called the 'pod.' The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on NASA's SR-71, on loan to NASA from the U.S. Air Force. Lockheed Martin may use information gained from LASRE and the X-33 Advanced Technology Demonstrator to develop a potential future reusable launch vehicle. NASA and Lockheed Martin are partners in the X-33 program through a cooperative agreement.The goal of the X-33 program, and a major goal for NASA's Office of Aero-Space Technology, has been to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that will improve U.S. economic competitiveness. The program implements the National Space Transportation Policy, which was designed to accelerate the development of new launch technologies and concepts that contribute to the continuing commercialization of the national space launch industry. Both the flagship X-33 and the smaller X-34 technology testbed demonstrator fall under the Space Transportation Program Offices at NASA Marshall Space Flight Center, Huntsville, Alabama. The air-launched, winged X-34 also will demonstrate technologies applicable to future-generation reusable launch vehicles designed to dramatically lower the cost of access to space. The following 19-second clip shows one of two 'hot firings' of the Linear Aerospike engine on it's SR-71 test aircraft while on the ground at NASA Dryden Flight Research Center.

SR-71 LASRE during in-flight cold flow test

NASA Technical Reports Server (NTRS)

1998-01-01

This shot, from above and behind the SR-71 in flight, runs 11 seconds and shows the Aerospike engine and its fuel system being charged with gaseous helium and liquid nitrogen during one of two tests. The tests are to check for leaks and check the flow characteristics of cryogenic fuels to be used in the engine. The NASA/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) concluded its flight operations phase at the NASA Dryden Flight Research Center, Edwards, California, in November 1998. The goal of this experiment was to provide in-flight data to help Lockheed Martin, Bethesda, Maryland, validate the computational predictive tools it was using to determine the aerodynamic performance of a future potential reusable launch vehicle. Information from the LASRE experiment will help Lockheed Martin maximize its design for a future potential reusable launch vehicle. It gave Lockheed an understanding of the performance of the lifting body and linear aerospike engine combination even before the X-33 Advanced Technology Demonstrator flies. LASRE was a small, half-span model of a lifting body with eight thrust cells of an aerospike engine. The experiment, mounted on the back of an SR-71 aircraft, operates like a kind of 'flying wind tunnel.' The experiment focused on determining how the engine plume of a reusable launch vehicle engine plume would affect the aerodynamics of its lifting body shape at specific altitudes and speeds reaching approximately 750 miles per hour. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements look to minimize that interaction. During the flight research program, the aircraft completed seven research flights. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus on the back of the aircraft. The first of those two flights occurred October 31, 1997. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 and a maximum altitude of 33,000 feet before landing at Edwards, California, at 10:21 a.m. PST, successfully validating the SR-71/pod configuration. Five follow-on flights focused on the experiment; two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to check engine operation characteristics. The first of these flights occurred March 4, 1998. The SR-71 took off at 10:16 a.m. PST. The aircraft flew for 1 hour and 57 minutes, reaching a maximum speed of Mach 1.58 before landing at Edwards, California, at 12:13 p.m. PST. During further flights in the spring and summer of 1998, liquid oxygen was cycled through the engine. In addition, two engine hot firings were conducted on the ground. It was decided not to do a final hot-fire flight test as a result of the liquid oxygen leaks in the test apparatus. The ground firings and the airborne cryogenic gas flow tests provided enough information to predict the hot gas effects of an aerospike engine firing during flight. The experiment itself was a small, half-span model that contained eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium and instrumentation. The model, engine, and canoe together were called the 'pod.' The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on the NASA SR-71, on loan to NASA from the U.S. Air Force. Lockheed Martin may use information gained from LASRE and the X-33 Advanced Technology Demonstrator to develop a potential future reusable launch vehicle. NASA and Lockheed Martin are partners in the X-33 program through a cooperative agreement. The goal of the X-33 program, and a major goal for the NASA Office of Aero-Space Technology, has been to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that will improve U.S. economic competitiveness. The program implements the National Space Transportation Policy, which was designed to accelerate the development of new launch technologies and concepts that contribute to the continuing commercialization of the national space launch industry. Both the flagship X-33 and the smaller X-34 technology testbed demonstrator fall under the Space Transportation Program Offices at NASA Marshall Space Flight Center, Huntsville, Alabama. The air-launched, winged X-34 also will demonstrate technologies applicable to future-generation reusable launch vehicles designed to dramatically lower the cost of access to space.

Combined effect of pulse electron beam treatment and thin hydroxyapatite film on mechanical features of biodegradable AZ31 magnesium alloy

NASA Astrophysics Data System (ADS)

Surmeneva, M. A.; Tyurin, A. I.; Teresov, A. D.; Koval, N. N.; Pirozhkova, T. S.; Shuvarin, I. A.; Surmenev, R. A.

2015-11-01

The morphology, elemental, phase composition, nanohardness, and Young's modulus of the hydroxyapatite (HA) coating deposited via radio frequency (RF) magnetron sputtering onto the AZ31 surface were investigated by atomic force microscopy (AFM), scanning electron microscopy (SEM), energy dispersive X-ray spectroscopy (EDX), X-ray diffraction (XRD), and nanoindentationtechniques. The calcium phosphate (Ca/P) molar ratio of the HA coating deposited via RF-magnetron sputtering onto AZ31 substrates according to EDX was 1.57+0.03. The SEM experiments revealed significant differences in the morphology of the HA film deposited on untreated and treated with the pulsed electron beam (PEB) AZ31 substrate. Nanoindentation studies demonstrated significant differences in the mechanical responses of the HA film deposited on the initial and PEB-modified AZ31 substrates. The nanoindentation hardness and the Young's modulus of the HA film on the magnesium alloy modified using the PEB treatment were higher than that of the HA layer on the untreated substrate. Moreover, the HA film fabricated onto the PEB-treated surface was more resistant to plastic deformation than the same film on the untreated AZ31 surface.

Dependence of e31,f on polar axis texture for tetragonal Pb(Zrx,Ti1-x)O3 thin films

NASA Astrophysics Data System (ADS)

Yeager, Charles B.; Ehara, Yoshitaka; Oshima, Naoya; Funakubo, Hiroshi; Trolier-McKinstry, Susan

2014-09-01

It was shown by Ouyang et al. [Appl. Phys. Lett. 86, 152901 (2005)] that the piezoelectric e31,f coefficient is largest parallel to the spontaneous polarization in tetragonal PbZrxTi1-xO3 (PZT) films. However, the expected piezoelectric data are typically calculated from phenomenological constants derived from data on ceramic PZT. In this work, the dependence of e31,f on c-axis texture fraction, f001, for {001}PZT thin films was measured by growing films with systematically changed f001 using CaF2, MgO, SrTiO3, and Si substrates. An approximately linear increase in e31,f with f001 was observed for compositions up to 43 mol. % Zr, and 100% c-domain properties were extrapolated. It was demonstrated that c-axis PZT films can achieve e31,f exceeding -12 C/m2 for many tetragonal compositions. The energy harvesting figure of merit, e31,f2/ɛr, for c-axis PZT films surpassed 0.8 C2/m4. This is larger than the figure of merit of gradient-free PZT films grown on Si substrates by a factor of four.

Artist concept of X-33 and Reusable Launch Vehicle (RLV)

NASA Technical Reports Server (NTRS)

1997-01-01

This artist's rendering depicts the NASA/Lockheed Martin X-33 technology demonstrator alongside the Venturestar, a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). The X-33, a half-scale prototype for the Venturestar, is scheduled to be flight tested in 1999. NASA's Dryden Flight Research Center, Edwards, California, plays a key role in the development and flight testing of the X-33. The RLV technology program is a cooperative agreement between NASA and industry. The goal of the RLV technology program is to enable signifigant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that will improve U.S. economic competitiveness. NASA Headquarter's Office of Space Access and Technology is overseeing the RLV program, which is being managed by the RLV Office at NASA's Marshall Space Flight Center, located in Huntsville, Alabama. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to dramatically increase reliability and lower costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to create new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program had hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

X-33 Proposal by Lockheed Martin - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the Lockheed Martin X-33 for a technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV), as submitted in the aerospace company's original proposal. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight research Center, Edwards, California, was to have had a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquide hydrogen fuel tank, and the resulting time delay and cost increase, the X-33 program was cancelled in February 2001.

X-33 Proposal by Rockwell - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the Rockwell International X-33 proposal for technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). NASA considered design submissions from Rockwell, Lockheed Martin, and McDonnell Douglas. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight research Center, Edwards, California, was to have had a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 design selected for development was a wedged-shaped subscale technology demonstrator prototype of a Reusable Launch Vehicle (RLV) by Lockheed Martin. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The Lockheed Martin X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

X-33 Contractor Design Proposals

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the three designs submitted for the X-33 proposal for a technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). NASA considered design submissions from Rockwell, Lockheed Martin, and McDonnell Douglas. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight Research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space and to promote the creation and delivery of new space services and other activities that was to improve U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have create new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was to have normally been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting schedule delay and cost increase, the X-33 program was cancelled in February 2001.

X-37 and Our Future in Space: Breaking Barriers to Achieve New Milestones in Space Settlement

NASA Technical Reports Server (NTRS)

Sexton, Jeff

2003-01-01

The X-37 flight demonstrator will serve as a testbed and technology demonstrator for a variety of aerospace technologies needed to produce a successor to the Space Shuttle. Lithium-ion (Li-ion) batteries, thermal protection systems, and hot structures such as flaperons and ruddervators are systems onboard the X-37 which will be of particular use to this effort. This viewgraph presentation identifies stakeholders and participants in the X-37 flight demonstrator program and includes a section of notes which correspond to each of its slides.

The X-33 Program, Proving Single Stage to Orbit

NASA Technical Reports Server (NTRS)

Austin, Robert E.; Rising, Jerry J.

1998-01-01

The X-33, NASA's flagship for reusable space plane technology demonstration, is on course to permit a crucial decision for the nation by the end of this decade. Lockheed Martin Skunk Works, NASA's partner in this effort, has led a dedicated and talented industry and government team that have met and solved numerous challenges within the first 26 months. This program began by accepting the mandate that included two unprecedented and highly challenging goals: 1) demonstrate single stage to orbit technologies in flight and ground demonstration in less than 42 months and 2) demonstrate a new government and industry management relationship working together with industry in the lead.

Efficient protection from methotrexate toxicity and selection of transduced human hematopoietic cells following gene transfer of dihydrofolate reductase mutants.

PubMed

Meisel, Roland; Bardenheuer, Walter; Strehblow, Claudia; Sorg, Ursula Regina; Elmaagacli, Ahmet; Seeber, Siegfried; Flasshove, Michael; Moritz, Thomas

2003-12-01

While retrovirally mediated gene transfer of dihydrofolate reductase mutants (mutDHFR) has convincingly been demonstrated to confer methotrexate (MTX) resistance to murine hematopoietic cells, clinical application of this technology will require high efficacy in human cells. Therefore, we investigated retroviral constructs expressing various point mutants of human DHFR for their ability to confer MTX resistance to human clonogenic progenitor cells (CFU-C) and to allow for in vitro selection of transduced CFU-C. Primary human hematopoietic cells were retrovirally transduced using MMLV- and SFFV/MESV-based vectors expressing DHFR(Ser31), DHFR(Phe22/Ser31), or DHFR(Tyr22/Gly31). MTX resistance of unselected and in vitro-selected CFU-C was determined using MTX-supplemented methylcellulose cultures and gene transfer efficiency was assesed by single-colony PCR analysis. While less than 1% mock-transduced CFU-C survived the presence of > or =5 x 10(-8) M MTX, MMLV- and SFFV/MESV-based vectors expressing DHFR(Ser31) significantly protected CFU-C from MTX at doses ranging from 2.5 to 30 x 10(-8) M. Vectors expressing DHFR(Phe22/Ser31) or DHFR(Tyr22/Gly31) were even more protective and MTX-resistant CFU-C were observed up to 1 x 10(-5) M MTX. Three-day suspension cultures in the presence of 10-20 x 10(-8) M MTX resulted in significant selection of mutDHFR-transduced CFU-C. The percentage of CFU-C resistant to 10 x 10(-8) M MTX increased fourfold to 20-fold and provirus-containing CFU-C increased from 27% to 79-100%. Gene transfer of DHFR using suitable retroviral backbones and DHFR mutants significantly increases MTX resistance of human CFU-C and allows efficient in vitro selection of transduced cells using a short-term selection procedure.

Plumbing and Environmental Support Specialties AFSCs 552X5/566X1.

DTIC Science & Technology

1980-05-01

c . Missile Water Section Personnel (N=32, GRP362) II. CHEYENNE MOUNTAIN SANITATION SPECIALISTS (N=5, GRP227) III. WATER TREATMENT PERSONNEL (N=36...Managers (N711, GRP600) b. Plumbing Section Supervisors (N=31, GRP407) c . Sanitation Superintendents (N=27, GRP325) d. Water Plant and Swimming Pool... C -> ~ I,. OCCUPATIONAL ANALYSIS PROGRAM -U! F OCCUPATIONAL MEASUREMENT CENTER ~ AIR TRAINING COMMAND RAN DOLPH AFB TEXAt 78148 80 616 2 6: TABLE OF

Pathfinder

NASA Image and Video Library

2004-04-15

This is an artist's concept of the X-34 reusable technology testbed demonstrator on-orbit. The X-34 was designed to demonstrate technologies that are essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine designed and built by the Marshall Space Flight Center, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

TECHNICIANS FOR THE HEALTH FIELD--A COMMUNITY COLLEGE HEALTH CAREERS STUDY PROGRAM. A FINAL REPORT ON PHASE I OF THE COMMUNITY COLLEGE HEALTH CAREERS PROJECT, OCTOBER 1, 1964 - MARCH 31, 1966.

ERIC Educational Resources Information Center

KINSINGER, ROBERT E.; RATNER, MURIEL

THIS REPORT OF THE COMPLETION OF PHASE I OF A FIVE-PHASE PROGRAM CONSISTS OF CURRICULUM GUIDELINES AND RECOMMENDATIONS FOR INSTRUCTOR TRAINING, BASED ON A STATEWIDE SURVEY IN NEW YORK. OBJECTIVES AND REQUIRED KNOWLEDGE, UNDERSTANDING, AND SKILLS ARE DESCRIBED FOR TECHNICAL EDUCATION IN X-RAY, INHALATION THERAPY, DENTAL AUXILIARY, MEDICAL RECORDS,…

KSC-2009-5595

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. – Workers prepare to close the arms of the vehicle stabilization system around the towering 327-foot-tall Ares I-X rocket, newly arrived on Launch Pad 39B at NASA's Kennedy Space Center in Florida. The test rocket left the Vehicle Assembly Building at 1:39 a.m. EDT on its 4.2-mile trek to the pad and was "hard down" on the pad’s pedestals at 9:17 a.m. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5596

NASA Image and Video Library

2009-10-20

CAPE CANAVERAL, Fla. – The arms of the vehicle stabilization system are closed around the towering 327-foot-tall Ares I-X rocket, newly arrived on Launch Pad 39B at NASA's Kennedy Space Center in Florida. The test rocket left the Vehicle Assembly Building at 1:39 a.m. EDT on its 4.2-mile trek to the pad and was "hard down" on the pad’s pedestals at 9:17 a.m. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, along with the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. Part of the Constellation Program, the Ares I-X is the test vehicle for the Ares I. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

X-36 on Ground after Radio and Telemetry Tests

NASA Technical Reports Server (NTRS)

1996-01-01

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

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

NASA Technical Reports Server (NTRS)

1996-01-01

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

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

NASA Technical Reports Server (NTRS)

1996-01-01

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

X-45A Air Vehicle #1 during flight #13, with weapons bay door open

NASA Image and Video Library

2003-02-21

The DARPA/U.S. Air Force X-45A Unmanned Combat Air Vehicle (UCAV) system demonstration program completed the first phase of demonstrations, known as Block I, on Feb. 28, 2003. The final Block I activities included two flights at Dryden, during which safe operation of the weapons bay door was verified at 35,000 feet and speeds of Mach 0.75, the maximum planned altitude and speed for the two X-45A demonstrator vehicles.

KSC-99pp1060

NASA Image and Video Library

1999-08-23

Construction is under way for the X-33/X-34 hangar complex near the Shuttle Landing Facility at KSC. The Reusable Launch Vehicle (RLV) complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

X-33 by Lockheed Martin above Earth - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the NASA/Lockheed Martin X-33 technology demonstrator for a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV) in orbit over the Earth. NASA's Dryden Flight Research Center, Edwards, California., expected to play a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting time delay and cost increase, the X-33 was cancelled in February 2001.

FIELD MEASUREMENT TECHNOLOGY FOR MERCURY IN SOIL AND SEDIMENT NITON'S XLI/XLT 700 SERIES X-RAY FLUORESCENCE ANALYZER

EPA Science Inventory

NITON's XL-700 Series X-ray fluorescence analyzers were demonstrated under the U.S. Environmental Protection Agency Superfund Innovative Technology Evaluation Program in May 2003 at the Oak Ridge National Laboratory (ORNL) in Oak Ridge, Tennessee. The purpose of the Demonstration...

X-33

NASA Image and Video Library

2004-04-15

This is an artist's concept of the completely operational International Space Station being approached by an X-33 Reusable Launch Vehicle (RLV). The X-33 program was designed to pave the way to a full-scale, commercially developed RLV as the flagship technology demonstrator for technologies that would lower the cost of access to space. It is unpiloted, taking off vertically like a rocket, reaching an altitude of up to 60 miles and speeds between Mach 13 and 15, and landing horizontally like an airplane. The X-33 program was cancelled in 2001.

National Dam Inspection Program. Lower Hemlock Dam (NDI-ID Number PA-00756, DER-ID Number 52-117) Delaware River Basin, Pike County, Pennsylvania. Phase I Inspection Report.

DTIC Science & Technology

1980-06-01

1= .l 1 Cd LzL C -N w x - bo0 P4 0 r.. L4- :3 wow I- TABLE OF CONTENTS Page SECTION 1 - PROJECT INFORMATION 1.1 GENERAL 1 1.2 DESCRIPTION OF PROJECT...Classification: High (Refer to Section 3.1.E.) E. Ownership: Mr. David R. Kochel, Community Manager Hemlock Farms Community Association Hemlock Farms...0S~/m 00 (%.J? N N LOWER HEMLOCK DAM PA.-00756 I NSPECTION SURVEY PLATE A-31 lb’hJ -oo z lb - 00,00 Z 0 w -I- - 00 €0 xI Og 4O O I14 wIL -0ogo U vz i

Microstructures, optical and photovoltaic properties of CH3NH3PbI3(1‑x)Cl x perovskite films with CuSCN additive

NASA Astrophysics Data System (ADS)

Shirahata, Yasuhiro; Oku, Takeo

2018-05-01

Microstructures, optical and photovoltaic properties of CH3NH3PbI3(1‑x)Cl x perovskite films with copper(I) thiocyanate (CuSCN) additive were investigated. The CuSCN-added CH3NH3PbI3(1‑x)Cl x films were prepared by a hot air blow-assisted spin-coating method. Current density–voltage characteristics of the photovoltaic device using the CuSCN-added CH3NH3PbI3(1‑x)Cl x light-absorbing layer showed increases in short-circuit current density, open-circuit voltage, which resulted in increase in the conversion efficiency. Microstructure analysis showed that the crystal structure of the CuSCN-added CH3NH3PbI3(1‑x)Cl x was a pseudocubic system. From these results, partial substitutions of Pb2+ and anions (I‑ and Cl‑) by Cu ions (Cu+ and Cu2+) and SCN‑, respectively, are considered to occur in the CuSCN-added CH3NH3PbI3(1‑x)Cl x films. Based on the obtained results, reaction mechanisms of the CH3NH3PbI3(1‑x)Cl x films with and without CuSCN additive were discussed.

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

NASA Technical Reports Server (NTRS)

Jenkins, Dennis R.

2000-01-01

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

KSC-2009-5913

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. – At Launch Pad 39B at NASA's Kennedy Space Center in Florida, the rotating service structure has been rolled back from the Constellation Program's 327-foot-tall Ares I-X rocket, sitting atop its mobile launcher platform, during preparations for launch. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5915

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. – Sunrise at Launch Pad 39B at NASA's Kennedy Space Center in Florida reveals the rotating service structure and the arms of the vehicle stabilization system have been retracted from around the Constellation Program's 327-foot-tall Ares I-X rocket for launch. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5914

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. – At Launch Pad 39B at NASA's Kennedy Space Center in Florida, xenon lights illuminate the Constellation Program's 327-foot-tall Ares I-X rocket after the rotating service structure, has been retracted from around it for launch. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5917

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. – Daybreak at Launch Pad 39B at NASA's Kennedy Space Center in Florida reveals the rotating service structure rolled back from around the Constellation Program's 327-foot-tall Ares I-X rocket for launch. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

X-33 Proposal by McDonnell Douglas - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This artist's rendering depicts the McDonnell Douglas X-33 proposal for a technology demonstrator of a Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV). McDonnell Douglas submitted a vertical landing configuration design which used liquid oxygen/hydrogen bell engines. NASA considered design submissions from Rockwell, Lockheed Martin, and McDonnell Douglas. NASA selected Lockheed Martin's design on 2 July 1996. NASA's Dryden Flight research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that was to have improved U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tanks, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

Design, Development, And Testing of Umbilical System Mechanisms for the X-33 Advanced Technology Demonstrator

NASA Technical Reports Server (NTRS)

Littlefield, Alan C.; Melton, Gregory S.

2000-01-01

The X-33 Advanced Technology Demonstrator is an un-piloted, vertical take-off, horizontal landing spacecraft. The purpose of the X-33 program is to demonstrate technologies that will dramatically lower the cost of access to space. The rocket-powered X-33 will reach an altitude of up to 100 km and speeds between Mach 13 and 15. Fifteen flight tests are planned, beginning in 2000. Some of the key technologies demonstrated will be the linear aerospike engine, improved thermal protection systems, composite fuel tanks and reduced operational timelines. The X-33 vehicle umbilical connections provide monitoring, power, cooling, purge, and fueling capability during horizontal processing and vertical launch operations. Two "rise-off" umbilicals for the X-33 have been developed, tested, and installed. The X-33 umbilical systems mechanisms incorporate several unique design features to simplify horizontal operations and provide reliable disconnect during launch.

Design, Development,and Testing of Umbillical System Mechanisms for the X-33 Advanced Technology Demonstrator

NASA Technical Reports Server (NTRS)

Littlefield, Alan C.; Melton, Gregory S.

1999-01-01

The X-33 Advanced Technology Demonstrator is an un-piloted, vertical take-off, horizontal landing spacecraft. The purpose of the X-33 program is to demonstrate technologies that will dramatically lower the cost of access to space. The rocket-powered X-33 will reach an altitude of up to 100 km and speeds between Mach 13 and 15. Fifteen flight tests are planned, beginning in 2000. Some of the key technologies demonstrated will be the linear aerospike engine, improved thermal protection systems, composite fuel tanks and reduced operational timelines. The X-33 vehicle umbilical connections provide monitoring, power, cooling, purge, and fueling capability during horizontal processing and vertical launch operations. Two "rise-ofF' umbilicals for the X-33 have been developed, tested, and installed. The X-33 umbilical systems mechanisms incorporate several unique design features to simplify horizontal operations and provide reliable disconnect during launch.

RLV/X-33 operations overview

NASA Astrophysics Data System (ADS)

Black, Stephen T.; Eshleman, Wally

1997-01-01

This paper describes the VentureStar™ SSTO RLV and X-33 operations concepts. Applications of advanced technologies, automated ground support systems, advanced aircraft and launch vehicle lessons learned have been integrated to develop a streamlined vehicle and mission processing concept necessary to meet the goals of a commercial SSTO RLV. These concepts will be validated by the X-33 flight test program where financial and technical risk mitigation are required. The X-33 flight test program totally demonstrates the vehicle performance, technology, and efficient ground operations at the lowest possible cost. The Skunk Work's test program approach and test site proximity to the production plant are keys. The X-33 integrated flight and ground test program incrementally expands the knowledge base of the overall system allowing minimum risk progression to the next flight test program milestone. Subsequent X-33 turnaround processing flows will be performed with an aircraft operations philosophy. The differences will be based on research and development, component reliability and flight test requirements.

An alternative explicit model expression equivalent to the integrated michaelis-menten equation and its application to nonlinear saturation pharmacokinetics.

PubMed

Goličnik, Marko

2011-06-01

Many pharmacodynamic processes can be described by the nonlinear saturation kinetics that are most frequently based on the hyperbolic Michaelis-Menten equation. Thus, various time-dependent solutions for drugs obeying such kinetics can be expressed in terms of the Lambert W(x)-omega function. However, unfortunately, computer programs that can perform the calculations for W(x) are not widely available. To avoid this problem, the replacement of the integrated Michaelis-Menten equation with an empiric integrated 1--exp alternative model equation was proposed recently by Keller et al. (Ther Drug Monit. 2009;31:783-785), although, as shown here, it was not necessary. Simulated concentrations of model drugs obeying Michaelis-Menten elimination kinetics were generated by two approaches: 1) calculation of time-course data based on an approximation equation W2*(x) performed using Microsoft Excel; and 2) calculation of reference time-course data based on an exact W(x) function built in to the Wolfram Mathematica. I show here that the W2*(x) function approximates the actual W(x) accurately. W2*(x) is expressed in terms of elementary mathematical functions and, consequently, it can be easily implemented using any of the widely available software. Hence, with the example of a hypothetical drug, I demonstrate here that an equation based on this approximation is far better, because it is nearly equivalent to the original solution, whereas the same characteristics cannot be fully confirmed for the 1--exp model equation. The W2*(x) equation proposed here might have an important role as a useful shortcut in optional software to estimate kinetic parameters from experimental data for drugs, and it might represent an easy and universal analytical tool for simulating and designing dosing regimens.

VentureStar by Lockheed Martin in Orbit - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This is an artist's conception of the NASA/Lockheed Martin Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV) in orbit high above the Earth. NASA's Dryden Flight Research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33, which was a technology demonstrator vehicle for a possible RLV. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that would improve U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company hopes to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to provide the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to dramatically increase reliability and lower costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to create new opportunities for space access and significantly improve U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program had hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

VentureStar by Lockheed Martin Releasing Satellite - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This is an artist's conception of the NASA/Lockheed Martin Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV) releasing a satellite into orbit around the Earth. NASA's Dryden Flight Research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33, which was a technology demonstrator vehicle for a possible RLV. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that would improve U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the costs of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also had lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to have been seven days, but the program hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to have been an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program was managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to technical problems with the liquid hydrogen fuel tank, and the resulting increase in cost and schedule delay, the X-33 program was cancelled in February 2001.

VentureStar by Lockheed Martin Docked with Space Station - Computer Graphic

NASA Technical Reports Server (NTRS)

1996-01-01

This is an artist's conception of the proposed NASA/Lockheed Martin Single-Stage-To-Orbit (SSTO) Reusable Launch Vehicle (RLV) docking with the International Space Station. NASA's Dryden Flight Research Center, Edwards, California, expected to play a key role in the development and flight testing of the X-33, which was a technology demonstrator vehicle for the proposed RLV. The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that would have improved U.S. economic competitiveness. The X-33 was a wedged-shaped subscale technology demonstrator prototype of a potential future Reusable Launch Vehicle (RLV) that Lockheed Martin had dubbed VentureStar. The company had hoped to develop VentureStar early this century. Through demonstration flight and ground research, NASA's X-33 program was to have provided the information needed for industry representatives such as Lockheed Martin to decide whether to proceed with the development of a full-scale, commercial RLV program. A full-scale, single-stage-to-orbit RLV was to have dramatically increased reliability and lowered the cost of putting a pound of payload into space, from the current figure of $10,000 to $1,000. Reducing the cost associated with transporting payloads in Low Earth Orbit (LEO) by using a commercial RLV was to have created new opportunities for space access and significantly improved U.S. economic competitiveness in the world-wide launch marketplace. NASA expected to be a customer, not the operator, of the commercial RLV. The X-33 design was based on a lifting body shape with two revolutionary 'linear aerospike' rocket engines and a rugged metallic thermal protection system. The vehicle also was to have lightweight components and fuel tanks built to conform to the vehicle's outer shape. Time between X-33 flights was normally to be seven days, but the program had hoped to demonstrate a two-day turnaround between flights during the flight-test phase of the program. The X-33 was to be an unpiloted vehicle that took off vertically like a rocket and landed horizontally like an airplane. It was to have reached altitudes of up to 50 miles and high hypersonic speeds. The X-33 program is managed by the Marshall Space Flight Center and was to have been launched at a special launch site on Edwards Air Force Base. Due to problems with the liquide hydrogen fuel tank, and the resulting cost increase and time delay, the X-33 program was cancelled in February 2001.

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF TECHNOLOGIES FOR MEASURING TRACE ELEMENTS IN SOIL AND SEDIMENT XCALIBUR ELVAX XRF ANALYZER

EPA Science Inventory

The Innov-X XT400 Series (XT400) x-ray fluorescence (XRF) analyzer was demonstrated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field portion of the demonstration was conducted in January 2005 at the Kenned...

Identifying the Location in the Host Galaxy of Short GRB 1111l7A with the Chandra Sub- Arcsecond Position

NASA Technical Reports Server (NTRS)

Sakamoto, Takanori; Troja, E.; Aoki, K.; Guiriec, S.; Im, M.; Leloudas, G.; Malesani, D.; Melandri, A.; deUgartePostigo, A.; Urata, Y.;

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 during First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

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

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

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 on Ramp Viewed from Above

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

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

X-36 Taking off During First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

X-36 Being Prepared on Lakebed for First Flight

NASA Technical Reports Server (NTRS)

1997-01-01

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

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

NASA Technical Reports Server (NTRS)

1996-01-01

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

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

NASA Technical Reports Server (NTRS)

1996-01-01

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

X-36 arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

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

X-36 Tailless Fighter Agility Research Aircraft arrival at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

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

Micro-CT images reconstruction and 3D visualization for small animal studying

NASA Astrophysics Data System (ADS)

Gong, Hui; Liu, Qian; Zhong, Aijun; Ju, Shan; Fang, Quan; Fang, Zheng

2005-01-01

A small-animal x-ray micro computed tomography (micro-CT) system has been constructed to screen laboratory small animals and organs. The micro-CT system consists of dual fiber-optic taper-coupled CCD detectors with a field-of-view of 25x50 mm2, a microfocus x-ray source, a rotational subject holder. For accurate localization of rotation center, coincidence between the axis of rotation and centre of image was studied by calibration with a polymethylmethacrylate cylinder. Feldkamp"s filtered back-projection cone-beam algorithm is adopted for three-dimensional reconstruction on account of the effective corn-beam angle is 5.67° of the micro-CT system. 200x1024x1024 matrix data of micro-CT is obtained with the magnification of 1.77 and pixel size of 31x31μm2. In our reconstruction software, output image size of micro-CT slices data, magnification factor and rotation sample degree can be modified in the condition of different computational efficiency and reconstruction region. The reconstructed image matrix data is processed and visualization by Visualization Toolkit (VTK). Data parallelism of VTK is performed in surface rendering of reconstructed data in order to improve computing speed. Computing time of processing a 512x512x512 matrix datasets is about 1/20 compared with serial program when 30 CPU is used. The voxel size is 54x54x108 μm3. The reconstruction and 3-D visualization images of laboratory rat ear are presented.

Atomic Layer Deposition of Al2O3-Ga2O3 Alloy Coatings for Li[Ni0.5Mn0.3Co0.2]O2 Cathode to Improve Rate Performance in Li-Ion Battery.

PubMed

Laskar, Masihhur R; Jackson, David H K; Guan, Yingxin; Xu, Shenzhen; Fang, Shuyu; Dreibelbis, Mark; Mahanthappa, Mahesh K; Morgan, Dane; Hamers, Robert J; Kuech, Thomas F

2016-04-27

Metal oxide coatings can improve the electrochemical stability of cathodes and hence, their cycle-life in rechargeable batteries. However, such coatings often impose an additional electrical and ionic transport resistance to cathode surfaces leading to poor charge-discharge capacity at high C-rates. Here, a mixed oxide (Al2O3)1-x(Ga2O3)x alloy coating, prepared via atomic layer deposition (ALD), on Li[Ni0.5Mn0.3Co0.2]O2 (NMC) cathodes is developed that has increased electron conductivity and demonstrated an improved rate performance in comparison to uncoated NMC. A "co-pulsing" ALD technique was used which allows intimate and controlled ternary mixing of deposited film to obtain nanometer-thick mixed oxide coatings. Co-pulsing allows for independent control over film composition and thickness in contrast to separate sequential pulsing of the metal sources. (Al2O3)1-x(Ga2O3)x alloy coatings were demonstrated to improve the cycle life of the battery. Cycle tests show that increasing Al-content in alloy coatings increases capacity retention; whereas a mixture of compositions near (Al2O3)0.5(Ga2O3)0.5 was found to produce the optimal rate performance.

Construction continues on the RLV complex at the Shuttle Landing Facility

NASA Technical Reports Server (NTRS)

1999-01-01

Construction is under way for the X-33/X-34 hangar complex near the Shuttle Landing Facility at KSC. The Reusable Launch Vehicle (RLV) complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000.

Pathfinder

NASA Image and Video Library

2004-04-15

This is an artist's concept of the X-34 Demonstrator, a reusable technology testbed vehicle that was designed to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine that was designed and built by the Marshall Space Flight Center, the X-34 would be capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

Gas turbine engines and transmissions for bus demonstration programs. Technical status report, 31 October 1979-31 January 1980

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

Nigro, D.N.

1980-02-01

Progress is reported on the procurement and delivery of 11 Allison GT 404-4 Industrial Gas Turbine Engines and 5 HT740CT and 6 V730CT Allison Automatic Transmissions for the Greyhound and Transit Coaches, respectively. Ceramic regenerators have been incorporated in the build configuration for last 4 Transit Coach engines. The 5 Greyhound Coach engines and the first 2 Transit Coach engines were built in the all-metal configuration. The Master Schedules for the program are presented.

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF TECHNOLOGIES FOR MEASURING TRACE ELEMENTS IN SOIL AND SEDIMENT OXFORD X-MTE 3000TX XRF ANALYZER

EPA Science Inventory

The Elvatech, Ltd. ElvaX (ElvaX) x-ray fluorescence (XRF) analyzer distributed in the United States by Xcalibur XRF Services (Xcalibur), was demonstrated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field por...

X-33

NASA Image and Video Library

1977-10-01

This is an artist's concept of an X-33 Advanced Technology Demonstrator, a subscale protoptye launch vehicle being developed by NASA Lockheed Martin Skunk Works. (Vehicle configuration current as of 10/97) The X-33 is a subscale prototype of a Reusable Launch Vehicle (RLV) Lockheed Martin has labeled "Venture Star TM." The X-33 program was cancelled in 2001.

KSC-2009-4610

NASA Image and Video Library

2009-08-12

CAPE CANAVERAL, Fla. – In the Vehicle Assembly Building's High Bay 3, the Ares I-X rocket is being assembled on the mobile launcher platform. Super Stack 4 has just been mated to Super Stack 3 on top. Five super stacks make up the upper stage that will be integrated with the four-segment solid rocket booster first stage on the mobile launch platform. Ares I-X is the test vehicle for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The Ares I-X flight test is targeted for Oct. 31, pending formal NASA Headquarters approval. Photo credit: NASA/Jack Pfaller

KSC-2009-4609

NASA Image and Video Library

2009-08-12

CAPE CANAVERAL, Fla. – In the Vehicle Assembly Building's High Bay 3, the Ares I-X rocket is being assembled on the mobile launcher platform. Super Stack 4 has just been mated to Super Stack 3 on top. Five super stacks make up the upper stage that will be integrated with the four-segment solid rocket booster first stage on the mobile launch platform. Ares I-X is the test vehicle for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The Ares I-X flight test is targeted for Oct. 31, pending formal NASA Headquarters approval. Photo credit: NASA/Jack Pfaller

KSC-2009-4444

NASA Image and Video Library

2009-08-04

CAPE CANAVERAL, Fla. – In the Vehicle Assembly Building's High Bay 3 at NASA's Kennedy Space Center in Florida, a crane lowers Super Stack 2, part of the Ares I-X upper stage, for integration with Super Stack 1. The upper stage comprises five super stacks, which are integrated with the four-segment solid rocket booster first stage on the mobile launch platform. Ares I-X is the test vehicle for the Ares I, which is part of the Constellation Program to return men to the moon and beyond. The Ares I-X flight test is targeted for Oct. 31, pending formal NASA Headquarters approval. Photo credit: NASA/Tim Jacobs

X-ray photoelectron spectroscopy as detection tool for coordinated or uncoordinated fluorine atoms demonstrated on fluoride systems NaF, K2TaF7, K3TaF8, K2ZrF6, Na7Zr6F31 and K3ZrF7

NASA Astrophysics Data System (ADS)

Boča, Miroslav; Barborík, Peter; Mičušík, Matej; Omastová, Mária

2012-07-01

While systems K3TaF8 and K3ZrF7 were prepared by modified molten salt method modified wet pathway was used for reproducible preparation of Na7Zr6F31. Its congruently melting character was demonstrated on simultaneous TG/DSC measurements and XRD patterns. X-ray photoelectron spectroscopy was applied for identification of differently bonded fluorine atoms in series of compounds NaF, K2TaF7, K3TaF8, K2ZrF6, Na7Zr6F31 and K3ZrF7. Three different types of fluorine atoms were described qualitatively and quantitatively. Uncoordinated fluorine atoms (F-) provide signals at lowest binding energies, followed by signals from terminally coordinated fluorine atoms (M-F) and then bridging fluorine atoms (M-F-M) at highest energy. Based on XPS F 1s signals assigned to fluorine atoms in compounds with correctly determined structure it was suggested that fluorine atoms in K3ZrF7 have partially bridging character.

Laser Program Annual Report - 1979 Unclassified Excerpts

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

Lindl, J D

The objective of the Lawrence Livermore National Laboratory (LLNL) Inertial Confinement Fusion (ICF) program is to demonstrate the scientific feasibility of ICF for military applications (to develop and utilize the capability to study nuclear weapons physics in support of the weapons program) and for energy-directed uses in the civilian sector. The demonstration of scientific feasibility for both military and civilian objectives will require achieving gains on the order of 10 to 100 in fusion microexplosions. Our major near-term milestones include the attainment of high compression, one-hundred to one-thousand times (100 to 1000X) liquid D-T density in the thermonuclear fuel andmore » ignition of thermonuclear burn. In 1979, our laser fusion experiments and analysis programs focused on two important areas related to achieving this goal: conducting x-ray-driven implosions of a variety of D-T-filled fuel capsule's to unprecedented high densities ({approx}> 50X liquid D-T density) and the determination of the scaling of hot electrons and thermal radiation in hohlraums.« less

Controlling forebody asymmetries in flight: Experience with boundary layer transition strips

NASA Technical Reports Server (NTRS)

Fisher, David F.; Cobleigh, Brent R.

1994-01-01

The NASA Dryden Flight Research Center has an ongoing program to investigate aircraft flight characteristics at high angles of attack. As part of this investigation, longitudinal boundary layer transition strips were installed on the F-18 HARV forebody, a preproduction F/A-18 radome with a nose-slice tendency, and the X-31 aircraft forebody and noseboom to reduce asymmetric yawing moments at high angles of attack. The transition strips were effective on the F-18 HARV at angles of attack above 60 deg. On the preproduction F/A-18 radome at an angle of attack near 50 deg the strips were not effective. When the transition strips were installed on the X-31 noseboom, a favorable effect was observed on the yawing moment dynamics but the magnitude of the yawing moment was not decreased.

IRAS colors within M31: Evidence for deficiency of very small grains?

NASA Technical Reports Server (NTRS)

Xu, Cong; Helou, George

1994-01-01

Significant differences are found in the IRAS color-color diagrams of small regions (2 min x 2 min, or 0.4 x 1.8 kpc) within the disk of M31 compared to Galactic cirrus, most noticeably demonstrated by a trend of low 60 to 100 micrometer surface brightness ratio and high 12 to 25 micrometer ratio. Based on physical arguments, we conclude that these color differences are best explained by assuming that 'very small grains' (VSG; but not polycylic aromatic hydrocarbons) are only half as abundant in M31 as they are in Galactic cirrus. We confirm this conclusion and test its detailed agreement with data by using the phenomenological model of Desert et al. (1990). In particular, we show that the data cannot be explained by postulating weaker UV heating in the disk of M31. We also show that the VSG-deficient model predicts correctly the correspondence between the IRAS colors and the 100 micrometer emissivity per H I atom in the outer disk of M31. 'Very small grains' are a leading candidate for the carrier of the 2175 A bump in the extinction curve. Our suggested VSG deficiency in M31 is thus consistent with recent Hubble Space Telescope (HST) observations which show evidence for a weaker and narrower 2175 A bump on the M31 extinction curve. Some speculation is offered as to possible links between very small grains and the low rate of current star formation in M31.

Annual Summary. Training and Technology Experimentation, Demonstration, and Utilization Program Activities (January 1-December 31, 1971).

ERIC Educational Resources Information Center

Oak Ridge Associated Universities, TN.

Directed primarily toward increasing utilization of industrial resources for training and development of disadvantaged persons, Training and Technology (TAT) activities for 1971 included: (1) development and implementation of experimental approaches to program development and operation, (2) technical support for university-conducted related…

Spinors: A Mathematica package for doing spinor calculus in General Relativity

NASA Astrophysics Data System (ADS)

Gómez-Lobo, Alfonso García-Parrado; Martín-García, José M.

2012-10-01

The Spinors software is a Mathematica package which implements 2-component spinor calculus as devised by Penrose for General Relativity in dimension 3+1. The Spinors software is part of the xAct system, which is a collection of Mathematica packages to do tensor analysis by computer. In this paper we give a thorough description of Spinors and present practical examples of use. Program summary Program title: Spinors Catalogue identifier: AEMQ_v1_0 Program summary URL:http://cpc.cs.qub.ac.uk/summaries/AEMQ_v1_0.html Program obtainable from: CPC Program Library, Queen's University, Belfast, N. Ireland Licensing provisions: Standard CPC licence, http://cpc.cs.qub.ac.uk/licence/licence.html No. of lines in distributed program, including test data, etc.: 117039 No. of bytes in distributed program, including test data, etc.: 300404 Distribution format: tar.gz Programming language: Mathematica. Computer: Any computer running Mathematica 7.0 or higher. Operating system: Any operating system compatible with Mathematica 7.0 or higher. RAM: 94Mb in Mathematica 8.0. Classification: 1.5. External routines: Mathematica packages xCore, xPerm and xTensor which are part of the xAct system. These can be obtained at http://www.xact.es. Nature of problem: Manipulation and simplification of spinor expressions in General Relativity. Solution method: Adaptation of the tensor functionality of the xAct system for the specific situation of spinor calculus in four dimensional Lorentzian geometry. Restrictions: The software only works on 4-dimensional Lorentzian space-times with metric of signature (1, -1, -1, -1). There is no direct support for Dirac spinors. Unusual features: Easy rules to transform tensor expressions into spinor ones and back. Seamless integration of abstract index manipulation of spinor expressions with component computations. Running time: Under one second to handle and canonicalize standard spinorial expressions with a few dozen indices. (These expressions arise naturally in the transformation of a spinor expression into a tensor one or vice versa.)

Defense Acquisitions: Assessments of Selected Weapon Programs

DTIC Science & Technology

2009-03-01

a field experiment , but program officials report that it will take additional efforts to transition the waveform to an operational platform. The...successfully demonstrated during a field experiment ending in October 2008 that included a multi-subnet test by Future Combat Systems personnel. The...Individual Programs 29 Advanced Extremely High Frequency (AEHF) Satellites 31 Advanced Threat Infrared Countermeasure/Common Missile Warning System

Stabilized antiferroelectricity in xBiScO3-(1-x)NaNbO3 lead-free ceramics with established double hysteresis loops

NASA Astrophysics Data System (ADS)

Gao, Lisheng; Guo, Hanzheng; Zhang, Shujun; Randall, Clive A.

2018-02-01

We previously reported various solid solution systems that demonstrated the stabilized antiferroelectric (P) phases in NaNbO3 through lowering the tolerance factor. However, all those reported modifications were achieved by adding A2+B4+O3 type solid solutions. A lead-free antiferroelectric (AFE) solid solution xBiScO3-(1-x)NaNbO3 was rationalized by adopting the tolerance factor design rule. Specifically, adding BiScO3 was found to effectively stabilize the AFE phase without changing the crystal symmetry of NaNbO3. Microstructure and electron zone axis diffraction patterns from transmission electron microscopy revealed the stabilized AFE (P) phase in this solid solution. Besides, the electric-field-induced polarization with a double-hysteresis loop was observed. The present results pointed out that the strategy could also be applied while adding A3+B3+O3 type solid solutions. In addition, it expanded the compositional design that can be applied to antiferroelectric materials.

U.S. Air Force Installation Restoration Program. Phase 1. Records Search for Suffolk County Air Force Base (Retired) Landfills 1 and 2. Suffolk County Airport, Westhampton Beach, New York.

DTIC Science & Technology

1987-09-20

of the two study sites (Appendix D). Common species include the herring and ring-billed gull, mourning dove, tree swallow, chimney swift, purple... Species ................... 111-30 III.G ADJACENT LAND USE .................................... 111-31 III.H SUMMARY OF ENVIRONMENTAL FEATURES...methodology, and a list of acronyms/abbreviations used in this report. 1-4 W- x--WW- -- vqwu UV X DECISION TREE Complete List of Locations/Sites I Evaluation

Target of Opportunity Positioning of Transient X-Ray Pulsars

NASA Technical Reports Server (NTRS)

Chakrabarty, Deepto

2003-01-01

Our program successfully localized three newly-identified transient X-ray pulsars. XTE J1858+034 is a 221 s pulsar (Takeshima et al. 1998, IAUC 6826), XTE J1946+274 is a 15.8 s pulsar (Takeshima and Chakrabarty 1998, IAUC 7016), and XTE J0111.2-7317 is a 31 s pulsar in the Small Magellanic Cloud (Chakrabarty et al. 1998, IAUC 7048). This last pulsar was a particularly interesting source, and our XTE observations enabled prompt follow-up observations with the ASCA mission (Yokogawa et al. 2000, ApJ. 539, 191).

Impact of emerging technologies on future combat aircraft agility

NASA Technical Reports Server (NTRS)

Nguyen, Luat T.; Gilert, William P.

1990-01-01

The foreseeable character of future within-visual-range air combat entails a degree of agility which calls for the integration of high-alpha aerodynamics, thrust vectoring, intimate pilot/vehicle interfaces, and advanced weapons/avionics suites, in prospective configurations. The primary technology-development programs currently contributing to these goals are presently discussed; they encompass the F-15 Short Takeoff and Landing/Maneuver Technology Demonstrator Program, the Enhanced Fighter Maneuverability Program, the High Angle-of-Attack Technology Program, and the X-29 Technology Demonstrator Program.

Low NO/x/ heavy fuel combustor program

NASA Technical Reports Server (NTRS)

Lister, E.; Niedzwiecki, R. W.; Nichols, L.

1980-01-01

The paper deals with the 'Low NO/x/ Heavy Fuel Combustor Program'. Main program objectives are to generate and demonstrate the technology required to develop durable gas turbine combustors for utility and industrial applications, which are capable of sustained, environmentally acceptable operation with minimally processed petroleum residual fuels. The program will focus on 'dry' reductions of oxides of nitrogen (NO/x/), improved combustor durability and satisfactory combustion of minimally processed petroleum residual fuels. Other technology advancements sought include: fuel flexibility for operation with petroleum distillates, blends of petroleum distillates and residual fuels, and synfuels (fuel oils derived from coal or shale); acceptable exhaust emissions of carbon monoxide, unburned hydrocarbons, sulfur oxides and smoke; and retrofit capability to existing engines.

Pathfinder Technologies Specialist, X-37

NASA Technical Reports Server (NTRS)

French, James R.

2001-01-01

The X-37 is a technology demonstrator sponsored by NASA. It includes a number of experiments both imbedded (i.e., essential aspects of the vehicle) and separate. The technologies demonstrated will be useful in future operational versions as well as having broad applications to other programs. Mr. James R. French, of JRF Engineering Services and as a consultant to SAIC, has provided technical support to the X-37 NASA Program office since the beginning of the program. In providing this service, Mr. French has maintained close contact with the Boeing Seal Beach and Rocketdyne technical teams via telephone, e-mail, and periodic visits. His interfaces were primarily with the working engineers in order to provide NASA sponsors with a different view than that achieved through management channels. Mr. French's periodic and highly detailed technical reports were submitted to NASA and SAIC (Science Applications International Corporation) on a weekly/monthly basis. These reports addressed a wide spectrum of programmatic and technical interests related to the X-37 Program including vehicle design, flight sciences, propulsion, thermal protection, Guidance Navigation & Control (GN&C), structures, and operations. This deliverable is presented as a consolidation of the twelve monthly reports submitted during the Contract's Option Year,

X-43D Conceptual Design and Feasibility Study

NASA Technical Reports Server (NTRS)

Johnson, Donald B.; Robinson, Jeffrey S.

2005-01-01

NASA s Next Generation Launch Technology (NGLT) Program, in conjunction with the office of the Director of Defense Research and Engineering (DDR&E), developed an integrated hypersonic technology demonstration roadmap. This roadmap is an integral part of the National Aerospace Initiative (NAI), a multi-year, multi-agency cooperative effort to invest in and develop, among other things, hypersonic technologies. This roadmap contains key ground and flight demonstrations required along the path to developing a reusable hypersonic space access system. One of the key flight demonstrations required for systems that will operate in the high Mach number regime is the X-43D. As currently conceived, the X-43D is a Mach 15 flight test vehicle that incorporates a hydrogen-fueled scramjet engine. The purpose of the X-43D is to gather high Mach number flight environment and engine operability information which is difficult, if not impossible, to gather on the ground. During 2003, the NGLT Future Hypersonic Flight Demonstration Office initiated a feasibility study on the X-43D. The objective of the study was to develop a baseline conceptual design, assess its performance, and identify the key technical issues. The study also produced a baseline program plan, schedule, and cost, along with a list of key programmatic risks.

Close-packed Arrays of Transition-edge X-ray Microcalorimeters with High Spectral Resolution at 5.9 keV

NASA Technical Reports Server (NTRS)

Iyomoto, N.; Bandler, S. R.; Brekosky, R. P.; Brown, A.-D.; Chervenak, J. A.; Finkbeiner, F. M.; Kelley, R. L.; Kilbourne, C. A.; Porter, F. S.; Sadleir, J. E.;

Comparison of two apheresis systems for the collection of CD14+ cells intended to be used in dendritic cell culture.

PubMed

Strasser, Erwin F; Berger, Thomas G; Weisbach, Volker; Zimmermann, Robert; Ringwald, Jürgen; Schuler-Thurner, Beatrice; Zingsem, Jürgen; Eckstein, Reinhold

2003-09-01

Monocytes collected by leukapheresis are increasingly used for dendritic cell (DC) culture in cell factories suitable for DC vaccination in cancer. Using modified MNC programs on two apheresis systems (Cobe Spectra and Fresenius AS.TEC204), leukapheresis components collected from 84 patients with metastatic malignant melanoma and from 31 healthy male donors were investigated. MNCs, monocytes, RBCs, and platelets (PLTs) in donors and components were analyzed by cell counters, WBC differential counts, and flow cytometry. In 5-L collections, Astec showed better results regarding monocyte collection rates (11.0 vs. 7.4 x 10(6)/min, p = 0.04) and efficiencies (collection efficiency, 51.9 vs. 31.9%; p < 0.001). Both devices resulted in monocyte yields at an average of 1 x 10(9) (donors) and 2.5 x 10(9) (patients), whereas Astec components contained high residual RBCs. Compared to components with low residual PLTs, high PLT concentration resulted in higher monocyte loss (48 vs. 20%, p < 0.0001) before DC culture. The Astec is more efficient in 5-L MNC collections compared to the Spectra. Components with high residual PLTs result in high MNC loss by purification procedures. Thus, optimizing MNC programs is essential to obtain components with high MNC yields and low residual cells as prerequisite for high DC yields.

Structural and electronic transformations in substituted La-Sr manganites depending on cations and oxygen content

NASA Astrophysics Data System (ADS)

Karpasyuk, Vladimir; Badelin, Alexey; Merkulov, Denis; Derzhavin, Igor; Estemirova, Svetlana

2018-05-01

In the present research experimental data are obtained for the Jahn-Teller O‧ phase formation, phase transformation "orthorhombic-rhombohedral structure" and the change of the conductance type in the systems of manganites La3+1-c+xSr2+c-xMn3+1-c-x-2γMn4+c+2γZn2+xO3+γ, La3+1-c-xSr2+c+xMn3+1-c-x-2γMn4+c+2γGe4+xO3+γ, La3+1-cSr2+cMn3+1-x-c-2γMn4+c+2γ(Zn2+0.5Ge4+0.5)xO3+γ, where Mn4+ ions concentration is independent of "x". Ceramic samples were sintered in air at 1473 K. As-sintered samples had an excess of oxygen content. In order to provide stoichiometric oxygen content, the samples were annealed at 1223 K and partial pressure of oxygen PO2 = 10-1 Pа. Structural characteristics of the O‧ phase were obtained. The position of the phase boundary "orthorhombic-rhombohedral structure" and the temperature of the conductance type change depending on the cation composition of manganites and oxygen content were determined. Possible approaches to the interpretation of experimental results were suggested.

KSC-2009-5916

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. – As the sun rises over Launch Pad 39B at NASA's Kennedy Space Center in Florida, the rotating service structure and the arms of the vehicle stabilization system have been retracted from around the Constellation Program's 327-foot-tall Ares I-X rocket, resting atop its mobile launcher platform, for launch. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5911

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. – Workers on Launch Pad 39B at NASA's Kennedy Space Center in Florida prepare the Constellation Program's 327-foot-tall Ares I-X rocket for launch. The rotating service structure and the arms of the vehicle stabilization system will be moved from around the rocket for liftoff. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

KSC-2009-5912

NASA Image and Video Library

2009-10-27

CAPE CANAVERAL, Fla. - Workers on Launch Pad 39B at NASA's Kennedy Space Center in Florida make final preparations for launch of the Constellation Program's 327-foot-tall Ares I-X rocket. The rotating service structure and the arms of the vehicle stabilization system will be moved from around the rocket for liftoff. The transfer of the pad from the Space Shuttle Program to the Constellation Program took place May 31. Modifications made to the pad include the removal of shuttle unique subsystems, such as the orbiter access arm and a section of the gaseous oxygen vent arm, and the installation of three 600-foot lightning towers, access platforms, environmental control systems and a vehicle stabilization system. The data returned from more than 700 sensors throughout the rocket will be used to refine the design of future launch vehicles and bring NASA one step closer to reaching its exploration goals. The Ares I-X flight test is targeted for Oct. 27. For information on the Ares I-X vehicle and flight test, visit http://www.nasa.gov/aresIX. Photo credit: NASA/Kim Shiflett

Electron spin-echo envelope modulation (ESEEM) reveals water and phosphate interactions with the KcsA potassium channel.

PubMed

Cieslak, John A; Focia, Pamela J; Gross, Adrian

2010-02-23

Electron spin-echo envelope modulation (ESEEM) spectroscopy is a well-established technique for the study of naturally occurring paramagnetic metal centers. The technique has been used to study copper complexes, hemes, enzyme mechanisms, micellar water content, and water permeation profiles in membranes, among other applications. In the present study, we combine ESEEM spectroscopy with site-directed spin labeling (SDSL) and X-ray crystallography in order to evaluate the technique's potential as a structural tool to describe the native environment of membrane proteins. Using the KcsA potassium channel as a model system, we demonstrate that deuterium ESEEM can detect water permeation along the lipid-exposed surface of the KcsA outer helix. We further demonstrate that (31)P ESEEM is able to identify channel residues that interact with the phosphate headgroup of the lipid bilayer. In combination with X-ray crystallography, the (31)P data may be used to define the phosphate interaction surface of the protein. The results presented here establish ESEEM as a highly informative technique for SDSL studies of membrane proteins.

Anticancer effect of PP31J isolated from Physalis pubescens L. in human cervical carcinoma cells

PubMed Central

Zeng, Wenjie; Wang, Qianqian; Chen, Lifeng; Huang, Lu; Zhao, Xiaofeng

2017-01-01

Extracts derived from Physalis pubescens L. may function as cancer therapies. The pharmacological effects of PP31J on human cervical carcinoma cells (HeLa cells) were investigated in this study. HeLa cells were treated with PP31J, and then cell proliferation, apoptosis, and cell cycle distribution were measured using a cell counting kit-8 (CCK-8) assay and flow cytometry. Protein expression levels of regulators of cell apoptosis and cell cycle were also examined using western blotting. Our data show that PP31J inhibited the growth of HeLa cells. Significant growth inhibition compared to the vehicle-treated group was observed using a concentration of 5 μM PP31J at 24, 48, and 72 h. PP31J also selectively arrested cell cycle progression in the G1 phase at 40 μM (P < 0.05) and in the G2/M phase at 20 μM (P < 0.01) and 40 μM (P < 0.001). Our results further demonstrate a significant increase in cell apoptosis (P < 0.001) following PP31J treatment (10, 20, and 40 μM). Immunoblotting data show that PP31J downregulated (P < 0.01) the expression of Bcl-xL and decreased (P < 0.05) the expression of Survivin and Cyclin D1 at 20 and 40 μM. This study shows the anti-tumor activity of PP31J in HeLa cells and that the effects of PP31J on cell cycle distribution and apoptosis induction were partially attributed to the regulation of Cyclin D1, Survivin, and Bcl-xL. PMID:28559997

CrIII-Substituted Heteropoly-16-Tungstates [CrIII2(B-β-XIVW8O31)2]14- (X = Si, Ge): Magnetic, Biological, and Electrochemical Studies.

PubMed

Liu, Wenjing; Al-Oweini, Rami; Meadows, Karen; Bassil, Bassem S; Lin, Zhengguo; Christian, Jonathan H; Dalal, Naresh S; Bossoh, A Martin; Mbomekallé, Israël M; de Oliveira, Pedro; Iqbal, Jamshed; Kortz, Ulrich

2016-11-07

The dichromium(III)-containing heteropoly-16-tungstates [Cr III 2 (B-β-Si IV W 8 O 31 ) 2 ] 14- (1) and [Cr III 2 (B-β-Ge IV W 8 O 31 ) 2 ] 14- (2) were prepared via a one-pot reaction of the composing elements in aqueous, basic medium. Polyanions 1 and 2 represent the first examples of Cr III -containing heteropolytungstates comprising the octatungstate unit {XW 8 O 31 } (X = Si, Ge). Magnetic studies demonstrated that, in the solid state, the two polyanions exhibit a weak antiferromagnetic interaction between the two Cr III centers with J = -3.5 ± 0.5 cm -1 , with no long-range ordering down to 1.8 K. The ground-state spin of polyanions 1 and 2 was thus deduced to be 0, but the detection of a complex set of EPR signals implies that there are thermally accessible excited states containing unpaired spins resulting from the two S = 3 / 2 Cr III ions. A comprehensive electrochemistry study on 1 and 2 in solution was performed, and biological tests showed that both polyanions display significant antidiabetic and anticancer activities.

FoxA family members are crucial regulators of the hypertrophic chondrocyte differentiation program

PubMed Central

Ionescu, Andreia; Kozhemyakina, Elena; Nicolae, Claudia; Kaestner, Klaus H.; Olsen, Bjorn R.; Lassar, Andrew B.

2012-01-01

During endochondral ossification small immature chondrocytes enlarge to form hypertrophic chondrocytes, which express collagen X. In this work, we demonstrate that FoxA factors are induced during chondrogenesis, bind to conserved binding sites in the collagen X enhancer, and can promote the expression of a collagen X-luciferase reporter in both chondrocytes and fibroblasts. In addition, we demonstrate by both gain and loss of function analyses that FoxA factors play a crucial role driving the expression of both endogenous collagen X and other hypertrophic chondrocyte-specific genes. Mice engineered to lack expression of both FoxA2 and FoxA3 in their chondrocytes display defects in chondrocyte hypertrophy, alkaline phosphatase expression, and mineralization in their sternebrae and in addition exhibit postnatal dwarfism that is coupled to significantly decreased expression of both collagen X and MMP13 in their growth plates. Together, our findings indicate that FoxA family members are crucial regulators of the hypertrophic chondrocyte differentiation program. PMID:22595668

Energy-band alignment of (HfO2)x(Al2O3)1-x gate dielectrics deposited by atomic layer deposition on β-Ga2O3 (-201)

NASA Astrophysics Data System (ADS)

Yuan, Lei; Zhang, Hongpeng; Jia, Renxu; Guo, Lixin; Zhang, Yimen; Zhang, Yuming

2018-03-01

Energy band alignments between series band of Al-rich high-k materials (HfO2)x(Al2O3)1-x and β-Ga2O3 are investigated using X-Ray Photoelectron Spectroscopy (XPS). The results exhibit sufficient conduction band offsets (1.42-1.53 eV) in (HfO2)x(Al2O3)1-x/β-Ga2O3. In addition, it is also obtained that the value of Eg, △Ec, and △Ev for (HfO2)x(Al2O3)1-x/β-Ga2O3 change linearly with x, which can be expressed by 6.98-1.27x, 1.65-0.56x, and 0.48-0.70x, respectively. The higher dielectric constant and higher effective breakdown electric field of (HfO2)x(Al2O3)1-x compared with Al2O3, coupled with sufficient barrier height and lower gate leakage makes it a potential dielectric for high voltage β-Ga2O3 power MOSFET, and also provokes interest in further investigation of HfAlO/β-Ga2O3 interface properties.

Common Ada Missile Packages. Phase 2. (CAMP-2). Volume 2. 11th Missile Demonstration

DTIC Science & Technology

1988-11-01

report describes the work performed, Ihe results obtained, and the conclusions reached during the Common Ada Missile Packages Phase-2 (CAMP-2) contract ... contract was performed between Sep- tember 1985. and March 1988. The MDAC-STL CAMP program manager was: Dr. Daniel G. McNicholl Technology Branch...j DEC Code Management System X X Software Development Files x x Development Status Database x ! X i Smart Cade Counter X j

Fuel Gas Demonstration Plant Program: Small-Scale Industrial Project. Coal procurement activities. Technica report No. 9

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

Not Available

1979-04-14

This report consists of reference material taken from Erie Mining Company project files and includes the following: (1) Investigation of the Main Coal Producing Fields in the United States: This report identifies potential coal fiels for gasifier feedstock and factors influencing coal selection. The report analyzes coal fields located in five separate regions of the United States. Three design coals are discussed and lab reports have been included. Also included are cost considerations for selected coals and preliminary cost data and transportation routing. (2) Analysis of Test Coals Received at Erie Mining Company: Rosebud, Clarion, and Clarion-Brookfield-Kittaning coal samples weremore » received and analyzed at Erie Mining Company. The screen analysis indicated the severe decrepitation of the Rosebud western coal. (3) Criteria for Gasifier Coal: In this study, BCI states that gasifier feed should have the following characteristics: (1) the ratio between the upper and lower size for coal should be 3:1; (2) coal fines should not exceed 10%; (3) coal grading limits which can be handled are maximum range 3'' x 1'', minimum range - 1 1/2'' x 1/2''.« less

A COMPREHENSIVE PROGRAM IN ENGLISH FOR THE 7TH, 8TH AND 9TH GRADE --LITERATURE, LANGUAGE, COMPOSITION, FOR HONORS STUDENTS AND AVERAGE STUDENTS. PART 2, CONSTRUCTING ACHIEVEMENT TESTS DURING A SUMMER WORKSHOP FOR PARTIAL EVALUATION OF A PROJECT ENGLISH DEMON. CTR.

ERIC Educational Resources Information Center

HILLOCKS, GEORGE, JR.; KEARNEY, PATRICIA A.

THIS FINAL REPORT OF THE EUCLID ENGLISH DEMONSTRATION CENTER DESCRIBES THE CREATION OF A JUNIOR HIGH SCHOOL ENGLISH PROGRAM IN LITERATURE, LANGUAGE, AND COMPOSITION. PART 1 OF THE REPORT DISCUSSES (1) THE PRODUCTION AND DEMONSTRATION OF 31 THEMATICALLY-DEVELOPED TEACHING UNITS, (2) A SERIES OF SHORT, CONCEPT-CENTERED CONFERENCES TO EDUCATE…

Annealing Effect on (FAPbI3)1−x(MAPbBr3)x Perovskite Films in Inverted-Type Perovskite Solar Cells

PubMed Central

Chen, Lung-Chien; Wu, Jia-Ren; Tseng, Zhong-Liang; Chen, Cheng-Chiang; Chang, Sheng Hsiung; Huang, Jun-Kai; Lee, King-Lien; Cheng, Hsin-Ming

2016-01-01

This study determines the effects of annealing treatment on the structure and the optical and electronic behaviors of the mixed (FAPbI3)1−x(MAPbBr3)x perovskite system. The experimental results reveal that (FAPbI3)1−x(MAPbBr3)x (x ~ 0.2) is an effective light-absorbing material for use in inverted planar perovskite solar cells owing to its large absorbance and tunable band gap. Therefore, good band-matching between the (FAPbI3)1−x(MAPbBr3)x and C60 in photovoltaic devices can be controlled by annealing at various temperatures. Accordingly, an inverted mixed perovskite solar cell with a record efficiency of 12.0% under AM1.5G irradiation is realized. PMID:28773874

Hydrographic Measurements in the Grenada Basin, Southeastern Caribbean Sea, January 1980.

DTIC Science & Technology

1981-06-01

55.0 62-31.5 2743 X99 0240 13-48.3 62-31.4 2754 C53 0305 13-44 .5 62-31.4 2644 1500M X100 0428 13-37.9 62-30.8 2900 X101 0447 13-33.7 62-31.8 2900...C62 0926 13-25.3 61-09.2 1329 Bot tc C63 1130 13-19.3 61-17.9 1289 1200M X147 1247 13-25.0 61-17.8 2160 X148 1307 13-28.3 61-17.7 2278 C64 1339 13-22.5

Computer programs of information processing of nuclear physical methods as a demonstration material in studying nuclear physics and numerical methods

NASA Astrophysics Data System (ADS)

Bateev, A. B.; Filippov, V. P.

2017-01-01

The principle possibility of using computer program Univem MS for Mössbauer spectra fitting as a demonstration material at studying such disciplines as atomic and nuclear physics and numerical methods by students is shown in the article. This program is associated with nuclear-physical parameters such as isomer (or chemical) shift of nuclear energy level, interaction of nuclear quadrupole moment with electric field and of magnetic moment with surrounded magnetic field. The basic processing algorithm in such programs is the Least Square Method. The deviation of values of experimental points on spectra from the value of theoretical dependence is defined on concrete examples. This value is characterized in numerical methods as mean square deviation. The shape of theoretical lines in the program is defined by Gaussian and Lorentzian distributions. The visualization of the studied material on atomic and nuclear physics can be improved by similar programs of the Mössbauer spectroscopy, X-ray Fluorescence Analyzer or X-ray diffraction analysis.

Ada Compiler Validation Summary Report: Certificate Number: 920509S1. 11259 Alenia Aeritalia and Selenia S.p.A DACS VAX/VMS to 80x86 PM MARA Ada Cross Compiler, Version 4.6 Microvax 4000/200 = MARA

DTIC Science & Technology

1992-01-01

area end basic io types; 11.3.3 TEXT 10 -- Date 31 October 1983 -- Programmer Soeren Prehn (, Knud Joergen Kirkegaard) -- Project Portable Ada...Programmer Peter Haff (, Soeren Prehn , Knud Joergen Kirkegaard) -- Project Portable Ada Programming System -- Module SEQIOS.ADA -- Description...Peter Haff (,Soeren Prehn , Knud Joergen Kirkegaard) -- Project Portable Ada Programming System -- Module DIR IO.ADA -- Description Specification of

Recovery Act: Low Cost Integrated Substrate for OLED Lighting Development

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

Benton, Scott; Bhandari, Abhinav

2012-12-26

PPG pursued the development of an integrated substrate, including the anode, external, and internal extraction layers. The objective of PPG's program was to achieve cost reductions by displacing the existing expensive borosilicate or double-side polished float glass substrates and developing alternative electrodes and scalable light extraction layer technologies through focused and short-term applied research. One of the key highlights of the project was proving the feasibility of using PPG's high transmission Solarphire® float glass as a substrate to consistently achieve organic lightemitting diode (OLED) devices with good performance and high yields. Under this program, four low-cost alternatives to the Indiummore » Tin Oxide (ITO) anode were investigated using pilot-scale magnetron sputtered vacuum deposition (MSVD) and chemical vapor deposition (CVD) technologies. The anodes were evaluated by fabricating small and large phosphorescent organic lightemitting diode (PHOLED) devices at Universal Display Corporation (UDC). The device performance and life-times comparable to commercially available ITO anodes were demonstrated. A cost-benefit analysis was performed to down-select two anodes for further low-cost process development. Additionally, PPG developed and evaluated a number of scalable and compatible internal and external extraction layer concepts such as scattering layers on the outside of the glass substrate or between the transparent anode and the glass interface. In one external extraction layer (EEL) approach, sol-gel sprayed pyrolytic coatings were deposited using lab scale equipment by hand or automated spraying of sol-gel solutions on hot glass, followed by optimizing of scattering with minimal absorption. In another EEL approach, PPG tested large-area glass texturing by scratching a glass surface with an abrasive roller and acid etching. Efficacy enhancements of 1.27x were demonstrated using white PHOLED devices for 2.0mm substrates which are at par with the standard diffuser sheets used by OLED manufacturers. For an internal extraction layer (IEL), PPG tested two concepts combining nanoparticles either in a solgel coating inserted between the anode and OLED or anode and glass interface, or incorporated into the internal surface of the glass. Efficacy enhancements of 1.31x were demonstrated using white PHOLED devices for the IEL by itself and factors of 1.73x were attained for an IEL in combination of thick acrylic block as an EEL. Recent offline measurements indicate that, with further optimization, factors over 2.0x could be achieved through an IEL alone.« less

Ocean Thermal Energy Conversion (OTEC) program. FY 1977 program summary

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

None

1978-01-01

An overview is given of the ongoing research, development, and demonstration efforts. Each of the DOE's Ocean Thermal Energy Conversion projects funded during fiscal year 1977 (October 1, 1976 through September 30, 1977) is described and each project's status as of December 31, 1977 is reflected. These projects are grouped as follows: program support, definition planning, engineering development, engineering test and evaluation, and advanced research and technology. (MHR)

Large area soft x-ray collimator to facilitate x-ray optics testing

NASA Technical Reports Server (NTRS)

Espy, Samuel L.

1994-01-01

The first objective of this program is to design a nested conical foil x-ray optic which will collimate x-rays diverging from a point source. The collimator could then be employed in a small, inexpensive x-ray test stand which would be used to test various x-ray optics and detector systems. The second objective is to demonstrate the fabrication of the x-ray reflectors for this optic using lacquer-smoothing and zero-stress electroforming techniques.

DetOx: a program for determining anomalous scattering factors of mixed-oxidation-state species.

PubMed

Sutton, Karim J; Barnett, Sarah A; Christensen, Kirsten E; Nowell, Harriott; Thompson, Amber L; Allan, David R; Cooper, Richard I

2013-01-01

Overlapping absorption edges will occur when an element is present in multiple oxidation states within a material. DetOx is a program for partitioning overlapping X-ray absorption spectra into contributions from individual atomic species and computing the dependence of the anomalous scattering factors on X-ray energy. It is demonstrated how these results can be used in combination with X-ray diffraction data to determine the oxidation state of ions at specific sites in a mixed-valance material, GaCl(2).

KSC-99pp1061

NASA Image and Video Library

1999-08-23

A worker takes a measurement for construction of the Reusable Launch Vehicle (RLV) complex at KSC. Located near the Shuttle Landing Facility, the complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99pp1063

NASA Image and Video Library

1999-08-23

At the construction site of the Reusable Launch Vehicle (RLV) complex at KSC, workers take measurements for one of the buildings. Located near the Shuttle Landing Facility, the complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-00pp0725

NASA Image and Video Library

2000-06-02

This closeup photo shows the Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At right is a multi-purpose hangar and to the left is a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA’s Space Shuttle Program and KSC

KSC00pp0725

NASA Image and Video Library

2000-06-02

This closeup photo shows the Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At right is a multi-purpose hangar and to the left is a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA’s Space Shuttle Program and KSC

KSC-99pp1261

NASA Image and Video Library

1999-10-29

The support building at the $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center takes form. It will house related ground support equipment and administrative/technical support. The RLV complex includes a multi-purpose hangar that will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99pp1062

NASA Image and Video Library

1999-08-23

At the construction site of the Reusable Launch Vehicle (RLV) complex at KSC, a worker takes a measurement. Located near the Shuttle Landing Facility, the complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

M31 in the Chandra Era: A High Definition Movie of a Nearby Galaxy

NASA Astrophysics Data System (ADS)

Kong, Albert; di Stefano, Rosanne

2009-09-01

M31 has been a prime targets for all X-ray missions since the first detection in 1974. With its superb spatial resolution, Chandra is unique in resolving dense source regions and detecting faint sources. Since the launch of Chandra, M31 has been regularly observed. It is perhaps the only nearby galaxy which is observed by an X-ray telescope regularly throughout operation. With 10 years of observations, the center of M31 has been observed with Chandra for nearly 1 Msec. The X-ray skies of M31 not only consist of many transients and variables, globular cluster X-ray sources in M31 are also different from our Milky Way. They are in general more luminous and one of them may even host an intermediate-mass black hole. Supersoft and quasi-soft X-ray sources in M31 are the best kept secret to unlock the nature of the progenitor of Type Ia supernova. In this talk, I will review some of the important Chandra discoveries in M31 in the past 10 years.

X-33 Environmental Impact Statement: A Fast Track Approach

NASA Technical Reports Server (NTRS)

McCaleb, Rebecca C.; Holland, Donna L.

1998-01-01

NASA is required by the National Environmental Policy Act (NEPA) to prepare an appropriate level environmental analysis for its major projects. Development of the X-33 Technology Demonstrator and its associated flight test program required an environmental impact statement (EIS) under the NEPA. The EIS process is consists of four parts: the "Notice of Intent" to prepare an EIS and scoping; the draft EIS which is distributed for review and comment; the final ETS; and the "Record of Decision." Completion of this process normally takes from 2 - 3 years, depending on the complexity of the proposed action. Many of the agency's newest fast track, technology demonstration programs require NEPA documentation, but cannot sustain the lengthy time requirement between program concept development to implementation. Marshall Space Flight Center, in cooperation with Kennedy Space Center, accomplished the NEPA process for the X-33 Program in 13 months from Notice of Intent to Record of Decision. In addition, the environmental team implemented an extensive public involvement process, conducting a total of 23 public meetings for scoping and draft EIS comment along with numerous informal meetings with public officials, civic organizations, and Native American Indians. This paper will discuss the fast track approach used to successfully accomplish the NEPA process for X-33 on time.

Demonstration of natural gas reburn for NO{sub x} emissions reduction at Ohio Edison Company`s cyclone-fired Niles Plant Unit Number 1

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

Borio, R.W.; Lewis, R.D.; Koucky, R.W.

1996-04-01

Electric utility power plants account for about one-third of the NO{sub x} and two-thirds of the SO{sub 2} emissions in the US cyclone-fired boilers, while representing about 9% of the US coal-fired generating capacity, emit about 14% of the NO{sub x} produced by coal-fired utility boilers. Given this background, the Environmental Protection Agency, the Gas Research Institute, the Electric Power Research Institute, the Pittsburgh Energy Technology Center, and the Ohio Coal Development Office sponsored a program led by ABB Combustion Engineering, Inc. (ABB-CE) to demonstrate reburning on a cyclone-fired boiler. Ohio Edison provided Unit No. 1 at their Niles Stationmore » for the reburn demonstration along with financial assistance. The Niles Unit No. 1 reburn system was started up in September 1990. This reburn program was the first full-scale reburn system demonstration in the US. This report describes work performed during the program. The work included a review of reburn technology, aerodynamic flow model testing of reburn system design concepts, design and construction of the reburn system, parametric performance testing, long-term load dispatch testing, and boiler tube wall thickness monitoring. The report also contains a description of the Niles No. 1 host unit, a discussion of conclusions and recommendations derived from the program, tabulation of data from parametric and long-term tests, and appendices which contain additional tabulated test results.« less

DARPA/USAF/USN J-UCAS X-45A System Demonstration Program: A Review of Flight Test Site Processes and Personnel

NASA Technical Reports Server (NTRS)

Cosentino, Gary B.

2008-01-01

The Joint Unmanned Combat Air Systems (J-UCAS) program is a collaborative effort between the Defense Advanced Research Project Agency (DARPA), the US Air Force (USAF) and the US Navy (USN). Together they have reviewed X-45A flight test site processes and personnel as part of a system demonstration program for the UCAV-ATD Flight Test Program. The goal was to provide a disciplined controlled process for system integration and testing and demonstration flight tests. NASA's Dryden Flight Research Center (DFRC) acted as the project manager during this effort and was tasked with the responsibilities of range and ground safety, the provision of flight test support and infrastructure and the monitoring of technical and engineering tasks. DFRC also contributed their engineering knowledge through their contributions in the areas of autonomous ground taxi control development, structural dynamics testing and analysis and the provision of other flight test support including telemetry data, tracking radars, and communications and control support equipment. The Air Force Flight Test Center acted at the Deputy Project Manager in this effort and was responsible for the provision of system safety support and airfield management and air traffic control services, among other supporting roles. The T-33 served as a J-UCAS surrogate aircraft and demonstrated flight characteristics similar to that of the the X-45A. The surrogate served as a significant risk reduction resource providing mission planning verification, range safety mission assessment and team training, among other contributions.

National Aeronautics and Space Administration Budget Estimates, Fiscal Year 2011

NASA Technical Reports Server (NTRS)

2010-01-01

The Budget includes three new robust exploration programs: (1) Technology demonstration program, $7.8 five years. Funds the development and demonstration of technologies that reduce the cost and expand the capabilities of future exploration activities, including in-orbit refueling and storage. (2) Heavy-Lift and Propulsion R&D, $3.1 billion over five years. Funds R&D for new launch systems, propellants, materials, and combustion processes. (3) Robotic precursor missions, $3.0 billion over five years. Funds cost-effective means to scout exploration targets and identify hazards and resources for human visitation and habitation. In addition, the Budget enhances the current Human Research Program by 42%; and supports the Participatory Exploration Program at 5 million per year for activities across many NASA programs.

Medical Research and Evaluation Facility (MREF) and studies supporting the medical chemical defense program. Determination of the minimum effective pyridostigmine pretreatment dose in monkeys challenged with 5 x LD50 Soman and treated with atropine/2-PAM. Final report, 22 October 1992-31 August 1993

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

Olson, C.T.; Menton, R.G.; Kiser, R.C.

This task was conducted to determine the minimum dose of pyridostigmine (PYR), and the associated level of erythrocyte acetycholinesterase inhibition (AChE-I), that provides protection from 5 X 48-br GD LD50 of untreated monkeys. Monkeys were injected im with GD and treated with 0.4 mg atropine (ATR) free base and 25.7 mg pralidoxime (2-PAM) per kg BW.

Monitoring variable X-ray sources in nearby galaxies

NASA Astrophysics Data System (ADS)

Kong, A. K. H.

2010-12-01

In the last decade, it has been possible to monitor variable X-ray sources in nearby galaxies. In particular, since the launch of Chandra, M31 has been regularly observed. It is perhaps the only nearby galaxy which is observed by an X-ray telescope regularly throughout operation. With 10 years of observations, the center of M31 has been observed with Chandra for nearly 1 Msec and the X-ray skies of M31 consist of many transients and variables. Furthermore, the X-ray Telescope of Swift has been monitoring several ultraluminous X-ray sources in nearby galaxies regularly. Not only can we detect long-term X-ray variability, we can also find spectral variation as well as possible orbital period. In this talk, I will review some of the important Chandra and Swift monitoring observations of nearby galaxies in the past 10 years. I will also present a "high-definition" movie of M31 and discuss the possibility of detecting luminous transients in M31 with MAXI.

40 CFR 52.170 - Identification of plan.

Code of Federal Regulations, 2010 CFR

2010-07-01

...) Chapter 14—CAIR NO X Ozone Season Trading Program General Provisions Reg. 19.1401 Adoption of Regulations 07/15/07 09/26/07 (72 FR 54556) Reg. 19.1402 State Trading Budget 07/15/07 09/26/07 (72 FR 54556) Reg... Offsets 07/03/06 04/12/07 (72 FR 18394) Reg. 31.305 Zones Targeted for Economic Development 07/03/06 04/12...

Classification of X-ray sources in the direction of M31

NASA Astrophysics Data System (ADS)

Vasilopoulos, G.; Hatzidimitriou, D.; Pietsch, W.

2012-01-01

M31 is our nearest spiral galaxy, at a distance of 780 kpc. Identification of X-ray sources in nearby galaxies is important for interpreting the properties of more distant ones, mainly because we can classify nearby sources using both X-ray and optical data, while more distant ones via X-rays alone. The XMM-Newton Large Project for M31 has produced an abundant sample of about 1900 X-ray sources in the direction of M31. Most of them remain elusive, giving us little signs of their origin. Our goal is to classify these sources using criteria based on properties of already identified ones. In particular we construct candidate lists of high mass X-ray binaries, low mass X-ray binaries, X-ray binaries correlated with globular clusters and AGN based on their X-ray emission and the properties of their optical counterparts, if any. Our main methodology consists of identifying particular loci of X-ray sources on X-ray hardness ratio diagrams and the color magnitude diagrams of their optical counterparts. Finally, we examined the X-ray luminosity function of the X-ray binaries populations.

Elementary Technology Demonstration Schools: The Third Year 1992-93. Publication Number 92.31.

ERIC Educational Resources Information Center

Sabatino, Melissa

The 1992-93 school year was the third year of the Elementary Technology Demonstration Schools program of the Austin (Texas) schools; the project is funded by International Business Machines Corporation (IBM) and Apple Computer Inc. Grants from these corporations were used to equip three elementary schools with IBM equipment and one with Apple…

Reusable launch vehicle development research

NASA Technical Reports Server (NTRS)

1995-01-01

NASA has generated a program approach for a SSTO reusable launch vehicle technology (RLV) development which includes a follow-on to the Ballistic Missile Defense Organization's (BMDO) successful DC-X program, the DC-XA (Advanced). Also, a separate sub-scale flight demonstrator, designated the X-33, will be built and flight tested along with numerous ground based technologies programs. For this to be a successful effort, a balance between technical, schedule, and budgetary risks must be attained. The adoption of BMDO's 'fast track' management practices will be a key element in the eventual success of NASA's effort.

Micro-System Technology for X-ray Astronomy

NASA Technical Reports Server (NTRS)

Schattenburg, Mark L.

2002-01-01

This research investigation was devoted to developing micro-system and nanotechnology for x-ray astronomy optics. The goal was to develop and demonstrate new types of lightweight, high accuracy x-ray optics for future high throughput, high resolution x-ray telescopes such as Constellation X (Con-X) and MAXIM. A number of significant accomplishments were reported under this program, which are summarized below. Most of this work has been reported in journal and conference proceedings and in presentations to NASA and at international meeting (see Bibliography).

Quest for ultrahigh resolution in X-ray optics. [for solar astronomy

NASA Technical Reports Server (NTRS)

Davis, J. M.; Krieger, A. S.; Silk, J. K.; Chase, R. C.

1979-01-01

A program of solar X-ray astronomy using grazing incidence optics has culminated in X-ray images of the corona having one arc second spatial resolution. These images have demonstrated that, in general, X-ray optics can be fabricated to their specifications and can provide the level of resolution for which they are designed. Several aspects of these programs relating to the performance of X-ray optics in regard to resolution, including the point response function, the variation of resolution with off-axis position and the recognition that nearly all solar X-ray images have been film limited, are discussed. By extending the experience gained on this and other programs it is clearly possible to design and fabricate X-ray optics with sub arc sec resolution. The performance required to meet the scientific objectives for the remainder of the century are discussed in relation to AXIO, an Advanced X-Ray Imaging Observatory for solar observations which is proposed for flight on the Space Shuttle. Several configurations of AXIO are described, each of which would be a major step in the quest for ultrahigh-resolution observations.

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

Paul, I.R.

A pilot study in two states led to the establishment of the Dental Exposure Normalization Technique (DENT) program. This, in brief, is an exposure reduction and quality assurance program for radiological health agencies. The health agency sends X-ray exposure cards to dental X-ray facilities. These are exposed by the dentist and returned for analysis. Facilities which show excessive exposure are then visited to demonstrate the changes in exposure and processing necessary to produce diagnostic quality radiographs with minimum patient exposure.

Comparison of GT3X accelerometer and YAMAX pedometer steps/day in a free-living sample of overweight and obese adults.

PubMed

Barriera, Tiago V; Tudor-Locke, Catrine; Champagne, Catherine M; Broyles, Stephanie T; Johnson, William D; Katzmarzyk, Peter T

2013-02-01

The purpose of this study was to compare steps/day detected by the YAMAX SW-200 pedometer versus the Actigraph GT3X accelerometer in free-living adults. Daily YAMAX and GT3X steps were collected from a sample of 23 overweight and obese participants (78% female; age = 52.6 ± 8.4 yr.; BMI = 31.0 ± 3.7 m·kg-2). Because a pedometer is more likely to be used in a community-based intervention program, it was used as the standard for comparison. Percent difference (PD) and absolute percent difference (APD) were calculated to examine between-instrument agreement. In addition, days were categorized based on PD: a) under-counting (> -10 PD), b) acceptable counting (-10 to 10 PD), and c) over-counting (> 10 PD). The YAMAX and GT3X detected 8,025 ± 3,967 and 7131 ± 3066 steps/day, respectively, and the outputs were highly correlated (r = .87). Average PD was -3.1% ± 30.7% and average APD was 23.9% ± 19.4%. Relative to the YAMAX, 53% of the days detected by the GT3X were classified as under-counting, 25% acceptable counting, and 23% over-counting. Although the output of these 2 instruments is highly correlated, caution is advised when directly comparing or using their output interchangeably.

Demonstrating Enabling Technologies for the High-Resolution Imaging Spectrometer of the Next NASA X-ray Astronomy Mission

NASA Astrophysics Data System (ADS)

Kilbourne, Caroline; Adams, J. S.; Bandler, S.; Chervenak, J.; Chiao, M.; Doriese, R.; Eckart, M.; Finkbeiner, F.; Fowler, J. W.; Hilton, G.; Irwin, K.; Kelley, R. L.; Moseley, S. J.; Porter, F. S.; Reintsema, C.; Sadleir, J.; Smith, S. J.; Swetz, D.; Ullom, J.

2014-01-01

NASA/GSFC and NIST-Boulder are collaborating on a program to advance superconducting transition-edge sensor (TES) microcalorimeter technology toward Technology Readiness Level (TRL) 6. The technology development for a TES imaging X-ray microcalorimeter spectrometer (TES microcalorimeter arrays and time-division multiplexed SQUID readout) is now at TRL 4, as evaluated by both NASA and the European Space Agency (ESA) during mission formulation for the International X-ray Observatory (IXO). We will present the status of the development program. The primary goal of the current project is to advance the core X-ray Microcalorimeter Spectrometer (XMS) detector-system technologies to a demonstration of TRL 5 in 2014. Additional objectives are to develop and demonstrate two important related technologies to at least TRL 4: position-sensitive TES devices and code-division multiplexing (CDM). These technologies have the potential to expand significantly the range of possible instrument optimizations; together they allow an expanded focal plane and higher per-pixel count rates without greatly increasing mission resources. The project also includes development of a design concept and critical technologies needed for the thermal, electrical, and mechanical integration of the detector and readout components into the focal-plane assembly. A verified design concept for the packaging of the focal-plane components will be needed for the detector system eventually to advance to TRL 6. Thus, the current project is a targeted development and demonstration program designed to make significant progress in advancing the XMS detector system toward TRL 6, establishing its readiness for a range of possible mission implementations.

Effects of Different Resistance Training Frequencies on Fat in Overweight/Obese Older Women.

PubMed

Cavalcante, Edilaine F; Ribeiro, Alex S; do Nascimento, Matheus A; Silva, Analiza M; Tomeleri, Crisieli M; Nabuco, Hellen C G; Pina, Fábio L C; Mayhew, Jerry L; Da Silva-Grigoletto, Marzo E; da Silva, Danilo R P; Fleck, Steven J; Cyrino, Edilson S

2018-05-18

This study compared the effect of different resistance training (RT) frequencies on total, android, gynoid and trunk body fat in overweight/obese older women. Fifty-seven overweight/obese older women (66.9±5.3 years and 39.9±4.9% body fat) were randomly assigned to one of three groups: a group performing RT twice a week (G2X), a group performing RT three times a week (G3X), or a non-exercise control group (CG). Both training groups performed the same 12-week RT program consisting of 8 exercises that trained all major muscle groups. Dual-energy X-ray absorptiometry was used to assess body composition. After the intervention period, both G2X and G3X demonstrated significant (P<0.05) reductions in adiposity compared to the CG for total body fat (G2X=-1.7%, G3X=-2.7%, CG=+2.1%), android fat (G2X=-6.2%, G3X=-7.0%, CG=+8.6%), gynoid fat (G2X=-2.5%, G3X=-2.9%, CG=+1.0%), and trunk fat (G2X=-2.5%, G3X=-3.0%, CG=+2.9%), with no significant differences between training groups. These results demonstrate that a low-volume 12-week RT program performed two or three times per week causes decreases in total and regional fat deposition with the greatest reductions occurring in the android region. © Georg Thieme Verlag KG Stuttgart · New York.

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator aircraft during its maiden flight. The flight marks another milestone for the UCAV program, and verified the aircraft's flight control software

NASA Image and Video Library

2002-11-21

The second X-45A Unmanned Combat Air Vehicle (UCAV) technology demonstrator completed its first flight on November 21, 2002, after taking off from a dry lakebed at NASA's Dryden Flight Research Center, Edwards Air Force Base, California. X-45A vehicle two flew for approximately 30 minutes and reached an airspeed of 195 knots and an altitude of 7500 feet. This flight validated the functionality of the UCAV flight software on the second air vehicle. Dryden is supporting the DARPA/Boeing team in the design, development, integration, and demonstration of the critical technologies, processes, and system attributes leading to an operational UCAV system. Dryden support of the X-45A demonstrator system includes analysis, component development, simulations, ground and flight tests.

Superconductivity in the orthorhombic phase of thermoelectric CsPb{sub x}Bi{sub 4−x}Te{sub 6} with 0.3≤x≤1.0

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

Zhang, R.X.; Yang, H.X., E-mail: hxyang@iphy.ac.cn; Tian, H.F.

2015-12-15

Experimental measurements clearly reveal the presence of bulk superconductivity in the CsPb{sub x}Bi{sub 4−x}Te{sub 6} (0.3≤x≤1.0) materials, i.e. the first member of the thermoelectric series of Cs[Pb{sub m}Bi{sub 3}Te{sub 5+m}], these materials have the layered orthorhombic structure containing infinite anionic [PbBi{sub 3}Te{sub 6}]{sup −} slabs separated with Cs{sup +} cations. Temperature dependences of electrical resistivity, magnetic susceptibility, and specific heat have consistently demonstrated that the superconducting transition in Cs{sub 0.96}Pb{sub 0.25}Bi{sub 3.75}Te{sub 6.04} occurs at T{sub c}=3.1 K, with a superconducting volume fraction close to 100% at 1.8 K. Structural study using aberration-corrected STEM/TEM reveals a rich variety of microstructuralmore » phenomena in correlation with the Pb-ordering and chemical inhomogeneity. The superconducting material Cs{sub 0.96}Pb{sub 0.25}Bi{sub 3.75}Te{sub 6.04} with the highest T{sub c} shows a clear ordered structure with a modulation wave vector of q≈a*/2+c*/1.35 on the a–c plane. Our study evidently demonstrates that superconductivity deriving upon doping of narrow-gap semiconductor is a viable approach for exploration of novel superconductors. - Graphical abstract: Bulk superconductivity is discovered in the orthorhombic Cs{sub 0.96}Pb{sub 0.22}Bi{sub 3.80}Te{sub 6.02} materials with the superconducting transition T{sub c}=3.1 K. The compound shows a clear ordered structure with a modulation wave vector of q≈a*/2+c*/1.35 on the a–c plane. - Highlights: • Bulk superconductivity is discovered in the orthorhombic CsPb{sub x}Bi{sub 4−x}Te{sub 6} materials. • The superconducting transition in Cs{sub 0.96}Pb{sub 0.22}Bi{sub 3.80}Te{sub 6.02} occurs at T{sub c}=3.1 K. • Physical property measurements concerning the bulk superconductivity were present. • Structural modulation due to Pb-ordering was observed.« less

Aerial photo shows RLV complex at KSC

NASA Technical Reports Server (NTRS)

2000-01-01

This closeup photo shows the Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At right is a multi- purpose hangar and to the left is a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC.

Construction continues on the RLV complex at the Shuttle Landing Facility

NASA Technical Reports Server (NTRS)

1999-01-01

At the construction site of the Reusable Launch Vehicle (RLV) complex at KSC, workers take measurements for one of the buildings. Located near the Shuttle Landing Facility, the complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000.

Construction continues on the RLV complex at the Shuttle Landing Facility

NASA Technical Reports Server (NTRS)

1999-01-01

At the construction site of the Reusable Launch Vehicle (RLV) complex at KSC, a worker takes a measurement. Located near the Shuttle Landing Facility, the complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000.

KSC-99pp1257

NASA Image and Video Library

1999-10-29

The first roof panels are placed on the multi-purpose hangar at the site of the $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. The RLV complex, which includes the hangar and a building for related ground support equipment and administrative/technical support, will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99pp1259

NASA Image and Video Library

1999-10-29

Work continues on construction of the multi-purpose hangar at the site of the $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. In the background can be seen the new construction for the building that will house related ground support equipment and administrative/technical support. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99pp1262

NASA Image and Video Library

1999-10-29

Workers place the first roof panels on the multi-purpose hangar at the site of the $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. The RLV complex, which includes the hangar and a building for related ground support equipment and administrative/technical support, will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

Single-stage-to-orbit: Meeting the challenge

NASA Astrophysics Data System (ADS)

Freeman, Delma C., Jr.; Talay, Theodore A.; Austin, Robert Eugene

1995-10-01

There has been and continues to be significant discussion about the viability of fully reusable, single-stage-to-orbit (SSTO) concepts for delivery of payloads to orbit. Often, these discussions have focused in detail on performance and technology requirements relating to the technical feasibility of the concept, with only broad generalizations on how the SSTO will achieve its economic goals of greatly reduced vehicle ground and flight operations costs. With the current industry and NASA Reusable Launch Vehicle Technology Program efforts underway to mature and demonstrate technologies leading to a viable commercial launch system that also satisfies national needs, achieving acceptable recurring costs becomes a significant challenge. This paper reviews the current status of the Reusable Launch Vehicle Technology Program including the DC-XA, X-33, and X-34 flight systems and associated technology programs. The paper also examines lessons learned from the recently completed DC-X reusable rocket demonstrator program. It examines how these technologies and flight systems address the technical and operability challenges of SSTO whose solutions are necessary to reduce costs. The paper also discusses the management and operational approaches that address the challenge of a new cost-effective, reusable launch vehicle system.

Single-stage-to-orbit — Meeting the challenge

NASA Astrophysics Data System (ADS)

Freeman, Delma C.; Talay, Theodore A.; Austin, Robert Eugene

1996-02-01

There has been and continues to be significant discussion about the viability of fully reusable, single-stage-to-orbit (SSTO) concepts for delivery of payloads to orbit. Often, these discussions have focused in detail on performance and technology requirements relating to the technical feasibility of the concept, with only broad generalizations on how the SSTO will achieve its economic goals of greatly reduced vehicle ground and flight operations costs. With the current industry and NASA Reusable Launch Vehicle Technology Program efforts underway to mature and demonstrate technologies leading to a viable commercial launch system that also satisfies national needs, achieving acceptable recurring costs becomes a significant challenge. This paper reviews the current status of the Reusable Launch Vehicle Technology Program including the DC-XA, X-33, X-34 flight systems and associated technology programs. The paper also examines lessons learned from the recently completed DC-X reusable rocket demonstrator program. It examines how these technologies and flight systems address the technical and operability challenges of SSTO whose solutions are necessary to reduce costs. The paper also discusses the management and operational approaches that address the challenge of a new cost-effective, reusable launch vehicle system.

Attacking Software Crisis: A Macro Approach.

DTIC Science & Technology

1985-03-01

Advisor X0774R.. Dyns, Second Reader W.R. Greer r. armn, Department of AAministrative Sciences Kneale rf. mrh- Dean of Information and Policy siences ...was at least originally intended to have practical value, that is, to satisfy some real need. Even the recent wave of game software for microcomputer...Comparing Online an" Offline Programming Performance, Communications of the ACM, January, 1968. 31. Schwartz, ,J. "Analyzing Large-Scale System

DESIGNING AN OPPORTUNITY FUEL WITH BIOMASS AND TIRE-DERIVED FUEL FOR COFIRING AT WILLOW ISLAND GENERATING STATION AND COFIRING SAWDUST WITH COAL AT ALBRIGHT GENERATING STATION

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

K. Payette; D. Tillman

During the period October 1, 2001--December 31, 2001, Allegheny Energy Supply Co., LLC (Allegheny) completed construction of the Willow Island cofiring project. This included completion of the explosion proof electrical wiring, the control system, and the control software. Procedures for system checkout, shakedown, and initial operation were initiated during this period. During this time period the 100-hour test of the Albright Generating Station cofiring facility was completed. The testing demonstrated that cofiring at the Albright Generating Station could reliably contribute to a ''4P Strategy''--reduction of SO{sub 2}, NO{sub x}, mercury, and greenhouse gas emissions over a significant load range. Duringmore » this period of time Allegheny Energy conducted facility tours of both Albright and Willow Island for the Biomass Interest Group of the Electric Power Research Institute. This report summarizes the activities associated with the Designer Opportunity Fuel program, and demonstrations at Willow Island and Albright Generating Stations. It details the completion of construction activities at the Willow Island site along with the 100-hr test at the Albright site.« less

The X-15/HL-20 operations support comparison

NASA Technical Reports Server (NTRS)

Morris, W. Douglas

1993-01-01

During the 1960's, the United States X-15 rocket-plane research program successfully demonstrated the ability to support a reusable vehicle operating in a near-space environment. The similarity of the proposed HL-20 lifting body concept in general size, weight, and subsystem composition to that of the X-15 provided an opportunity for a comparison of the predicted support manpower and turnaround times with those experienced in the X-15 program. Information was drawn from both reports and discussions with X-15 program personnel to develop comparative operations and support data. Based on the assumption of comparability between the two systems, the predicted staffing levels, skill mix, and refurbishment times of an operational HL-20 appear to be similar to those experienced by the X-15 for ground support. However, safety, environmental, and support requirements have changed such that the HL-20 will face a different operating environment than existed at Edwards during the 1950's and 1960's. Today's operational standards may impose additional requirements on the HL-20 that will add to the maintenance and support burden estimate based on the X-15 analogy.

Effects of Sulfation Level on the Desulfation Behavior of Presulfated Pt-BaO/Al2O3 Lean NOx Trap Catalysts: A Combined H2 Temperature-Programmed Reaction, in Situ Sulfur K-Edge X-ray Absorption Near-Edge Spectroscopy, X-ray Photoelectron Spectroscopy, and Time-Resolved X-ray Diffraction Study

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

Kim, D.H.; Hanson, J.; Szanyi, J.

2009-04-30

Desulfation by hydrogen of presulfated Pt (2 wt %)-BaO(20 wt %)/Al{sub 2}O{sub 3} with various sulfur loading (S/Ba = 0.12, 0.31, and 0.62) were investigated by combining H{sub 2} temperature programmed reaction (TPRX), X-ray photoelectron spectroscopy (XPS), in situ sulfur K-edge X-ray absorption near-edge spectroscopy (XANES), and synchrotron time-resolved X-ray diffraction (TR-XRD) techniques. We find that the amount of H{sub 2}S desorbed during the desulfation in the H{sub 2} TPRX experiments is not proportional to the amount of initial sulfur loading. The results of both in situ sulfur K-edge XANES and TR-XRD show that at low sulfur loadings, sulfates weremore » transformed to a BaS phase and remained in the catalyst rather than being removed as H{sub 2}S. On the other hand, when the deposited sulfur level exceeded a certain threshold (at least S/Ba = 0.31) sulfates were reduced to form H{sub 2}S, and the relative amount of the residual sulfide species in the catalyst was much less than at low sulfur loading. Unlike samples with high sulfur loading (e.g., S/Ba = 0.62), H{sub 2}O did not promote the desulfation for the sample with S/Ba of 0.12, implying that the formed BaS species originating from the reduction of sulfates at low sulfur loading are more stable to hydrolysis. The results of this combined spectroscopy investigation provide clear evidence to show that sulfates at low sulfur loadings are less likely to be removed as H{sub 2}S and have a greater tendency to be transformed to BaS on the material, leading to the conclusion that desulfation behavior of Pt-BaO/Al{sub 2}O{sub 3} lean NO{sub x} trap catalysts is markedly dependent on the sulfation levels.« less

Beneficial uses program. Progress report ending December 31, 1979

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

None

1980-06-01

Progress is reported in research on uses of irradiated sewage sludge, particularly as a cattle feed supplement and commercial fertilizer additive, on potential sites for irradiator demonstration plants, and on the inactivation of enteric bacteria by radiation treatment. (LCL)

Youth Unemployment, 1978. Hearing before the Committee on Human Resources, United States Senate, Ninety-Fifth Congress, Second Session, on Examination of the Problems Facing Youths in the Job Market (July 31, 1978).

ERIC Educational Resources Information Center

Congress of the U.S., Washington, DC. Senate Committee on Human Resources.

On July 31, 1978, the U.S. Senate Committee on Human Resources held a hearing in Perth Amboy, New Jersey, on the problem of youth unemployment. In particular, the effectiveness of the CETA (Comprehensive Employment and Training Act) and YEDPA (Youth Employment and Demonstration Projects Act) programs concerned the Committee. Following an opening…

Initial clinical evaluation of stationary digital chest tomosynthesis

NASA Astrophysics Data System (ADS)

Hartman, Allison E.; Shan, Jing; Wu, Gongting; Lee, Yueh Z.; Zhou, Otto; Lu, Jianping; Heath, Michael; Wang, Xiaohui; Foos, David

2016-03-01

Computed Tomography (CT) is the gold standard for image evaluation of lung disease, including lung cancer and cystic fibrosis. It provides detailed information of the lung anatomy and lesions, but at a relatively high cost and high dose of radiation. Chest radiography is a low dose imaging modality but it has low sensitivity. Digital chest tomosynthesis (DCT) is an imaging modality that produces 3D images by collecting x-ray projection images over a limited angle. DCT is less expensive than CT and requires about 1/10th the dose of radiation. Commercial DCT systems acquire the projection images by mechanically scanning an x-ray tube. The movement of the tube head limits acquisition speed. We recently demonstrated the feasibility of stationary digital chest tomosynthesis (s-DCT) using a carbon nanotube (CNT) x-ray source array in benchtop phantom studies. The stationary x-ray source allows for fast image acquisition. The objective of this study is to demonstrate the feasibility of s-DCT for patient imaging. We have successfully imaged 31 patients. Preliminary evaluation by board certified radiologists suggests good depiction of thoracic anatomy and pathology.

Design and utilization of a Flight Test Engineering Database Management System at the NASA Dryden Flight Research Facility

NASA Technical Reports Server (NTRS)

Knighton, Donna L.

1992-01-01

A Flight Test Engineering Database Management System (FTE DBMS) was designed and implemented at the NASA Dryden Flight Research Facility. The X-29 Forward Swept Wing Advanced Technology Demonstrator flight research program was chosen for the initial system development and implementation. The FTE DBMS greatly assisted in planning and 'mass production' card preparation for an accelerated X-29 research program. Improved Test Plan tracking and maneuver management for a high flight-rate program were proven, and flight rates of up to three flights per day, two times per week were maintained.

A Technology Plan for Enabling Commercial Space Business

NASA Technical Reports Server (NTRS)

Lyles, Garry M.

1997-01-01

The National Aeronautics and Space Administration's (NASA) Advanced Space Transportation Program is a customer driven, focused technology program that supports the NASA Strategic Plan and considers future commercial space business projections. The initial cycle of the Advanced Space Transportation Program implementation planning was conducted from December 1995 through February 1996 and represented increased NASA emphasis on broad base technology development with the goal of dramatic reductions in the cost of space transportation. The second planning cycle, conducted in January and February 1997, updated the program implementation plan based on changes in the external environment, increased maturity of advanced concept studies, and current technology assessments. The program has taken a business-like approach to technology development with a balanced portfolio of near, medium, and long-term strategic targets. Strategic targets are influenced by Earth science, space science, and exploration objectives as well as commercial space markets. Commercial space markets include those that would be enhanced by lower cost transportation as well as potential markets resulting in major increases in space business induced by reductions in transportation cost. The program plan addresses earth-to-orbit space launch, earth orbit operations and deep space systems. It also addresses all critical transportation system elements; including structures, thermal protection systems, propulsion, avionics, and operations. As these technologies are matured, integrated technology flight experiments such as the X-33 and X-34 flight demonstrator programs support near-term (one to five years) development or operational decisions. The Advanced Space Transportation Program and the flight demonstrator programs combine business planning, ground-based technology demonstrations and flight demonstrations that will permit industry and NASA to commit to revolutionary new space transportation systems beginning at the turn of the century and continuing far into the future.

Health and Safety Research Division: Progress report, October 1, 1985-March 31, 1987

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

Walsh, P.J.

1987-09-01

This report summarizes the progress in our programs for the period October 1, 1985, through March 31, 1987. The division's presentations and publications represented important contributions on the forefronts of many fields. Eleven invention disclosures were filed, two patent applications submitted, and one patent issued. The company's transfers new technologies to the private sector more efficiently than in the past. The division's responsibilities to DOE under the Uranium Mill Tailings Remedial Action (UMTRA) program includes inclusion recommendations for 3100 properties. The nuclear medicine program developed new radiopharmaceuticals and radionuclide generators through clinical trials with some of our medical cooperatives. Twomore » major collaborative indoor air quality studies and a large epidemiological study of drinking water quality and human health were completed. ORNL's first scanning tunneling microscope (STM) has achieved single atom resolution and has produced some of the world's best images of single atoms on the surface of a silicon crystal. The Biological and Radiation Physics Section, designed and constructed a soft x-ray spectrometer which has exhibited a measuring efficiency that is 10,000 times higher than other equipment. 1164 refs.« less

Scope for more genetic testing in learning disability. Case report of an inherited duplication on the X-chromosome.

PubMed

Robertshaw, B A; MacPherson, J

2006-08-01

There have been major advances in the past few years in our understanding of the X-linked learning disabilities. The most common of these is the fragile-X syndrome, but the number of other gene defects that are now recognised to be linked with learning disability is increasing year on year. We describe one family displaying a family displaying a rare X-linked abnormality. Repeat genetic testing was requested for a family member with mild learning disability when, following chromosomal analysis for her brother, it became known that he had a genetic defect. The genetic defect 46, Xdup(X) (p22.13 p22.31) was identified. To our knowledge this is the first time this precise configuration has been demonstrated. We conclude that genetic testing for individuals with learning disability is worthwhile, even when there may be only a low index of suspicion.

Computer graphic of Lockheed Martin X-33 Reusable Launch Vehicle (RLV) mounted on NASA 747 ferry air

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's conception of the NASA/Lockheed Martin X-33 Advanced Technology Demonstrator being carried on the back of the 747 Shuttle Carrier Aircraft. This was a concept for moving the X-33 from its landing site back to NASA's Dryden Flight Research Center, Edwards, California. The X-33 was a technology demonstrator vehicle for the Reusable Launch Vehicle (RLV). The RLV technology program was a cooperative agreement between NASA and industry. The goal of the RLV technology program was to enable significant reductions in the cost of access to space, and to promote the creation and delivery of new space services and other activities that will improve U.S. economic competitiveness. NASA Headquarter's Office of Space Access and Technology oversaw the RLV program, which was being managed by the RLV Office at NASA's Marshall Space Flight Center, located in Huntsville, Alabama. Responsibilities of other NASA Centers included: Johnson Space Center, Houston, Texas, guidance navigation and control technology, manned space systems, and health technology; Ames Research Center, Mountain View, CA., thermal protection system testing; Langley Research Center, Langley, Virginia, wind tunnel testing and aerodynamic analysis; and Kennedy Space Center, Florida, RLV operations and health management. Lockheed Martin's industry partners in the X-33 program are: Astronautics, Inc., Denver, Colorado, and Huntsville, Alabama; Engineering & Science Services, Houston, Texas; Manned Space Systems, New Orleans, LA; Sanders, Nashua, NH; and Space Operations, Titusville, Florida. Other industry partners are: Rocketdyne, Canoga Park, California; Allied Signal Aerospace, Teterboro, NJ; Rohr, Inc., Chula Vista, California; and Sverdrup Inc., St. Louis, Missouri.

75 FR 47051 - Self-Regulatory Organizations; NYSE Arca, Inc.; Notice of Filing and Immediate Effectiveness of...

Federal Register 2010, 2011, 2012, 2013, 2014

2010-08-04

... Change Amending Rule 7.31(x) July 29, 2010. Pursuant to Section 19(b)(1) \\1\\ of the Securities Exchange... Exchange proposes to amend Rule 7.31(x). The text of the proposed rule change is available on the Exchange....31(x) defines the Primary Only (``PO'') Order, which allows ETP Holders to direct an order to the...

Artist Concept of X-43A/Hyper-X Hypersonic Experimental Research Vehicle in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

The molecular structure and vibrational spectra of N-(2,2-diphenylacetyl)- N'-(naphthalen-1yl)-thiourea by Hartree-Fock and density functional methods

NASA Astrophysics Data System (ADS)

Arslan, Hakan; Mansuroglu, Demet Sezgin; VanDerveer, Don; Binzet, Gun

2009-04-01

N-(2,2-Diphenylacetyl)- N'-(naphthalen-1yl)-thiourea (PANT) has been synthesized and characterized by elemental analysis, IR spectroscopy and 1H NMR spectroscopy. The crystal and molecular structure of the title compound has been determined from single crystal X-ray diffraction data. It crystallizes in the triclinic space group P-1, Z = 2 with a = 10.284(2) Å, b = 10.790(2) Å, c = 11.305(2) Å, α = 64.92(3)°, β = 89.88(3)°, γ = 62.99(3)°, V = 983.7(3) Å 3 and Dcalc = 1.339 Mg/m 3. The molecular structure, vibrational frequencies and infrared intensities of PANT were calculated by the Hartree-Fock and density functional theory methods (BLYP and B3LYP) using the 6-31G* basis set. The calculated geometric parameters were compared to the corresponding X-ray structure of the title compound. We obtained 22 stable conformers for the title compound; however Conformer 1 is approximately 9.53 kcal/mol more stable than Conformer 22. The comparison of the theoretical and experimental geometry of the title compound shows that the X-ray parameters fairly well reproduce the geometry of Conformer 17. The harmonic vibrations computed for this compound by the B3LYP/6-31G* method are in good agreement with the observed IR spectral data. Theoretical vibrational spectra of the title compound were interpreted by means of PEDs using the VEDA 4 program. A general better performance of the investigated methods was calculated by PAVF 1.0 program.

X-ray Binaries in the Central Region of M31

NASA Astrophysics Data System (ADS)

Trudolyubov, Sergey P.; Priedhorsky, W. C.; Cordova, F. A.

2006-09-01

We present the results of the systematic survey of X-ray sources in the central region of M31 using the data of XMM-Newton observations. The spectral properties and variability of 124 bright X-ray sources were studied in detail. We found that more than 80% of sources observed in two or more observations show significant variability on the time scales of days to years. At least 50% of the sources in our sample are spectrally variable. The fraction of variable sources in our survey is much higher than previously reported from Chandra survey of M31, and is remarkably close to the fraction of variable sources found in M31 globular cluster X-ray source population. We present spectral distribution of M31 X-ray sources, based on the spectral fitting with a power law model. The distribution of spectral photon index has two main peaks at 1.8 and 2.3, and shows clear evolution with source luminosity. Based on the similarity of the properties of M31 X-ray sources and their Galactic counterparts, we expect most of X-ray sources in our sample to be accreting binary systems with neutron star and black hole primaries. Combining the results of X-ray analysis (X-ray spectra, hardness-luminosity diagrams and variability) with available data at other wavelengths, we explore the possibility of distinguishing between bright neutron star and black hole binary systems, and identify 7% and 25% of sources in our sample as a probable black hole and neutron star candidates. Finally, we compare the M31 X-ray source population to the source populations of normal galaxies of different morphological type. Support for this work was provided through NASA Grant NAG5-12390. Part of this work was done during a summer workshop ``Revealing Black Holes'' at the Aspen Center for Physics, S. T. is grateful to the Center for their hospitality.

Aerial photo shows RLV complex at KSC

NASA Technical Reports Server (NTRS)

2000-01-01

In the foreground of this aerial photo is the Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At right is a multi-purpose hangar and to its left is a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility (center). At the upper left is the runway. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC.

KSC-99pp1263

NASA Image and Video Library

1999-10-29

A steam roller packs down the ground next to construction of a support building, part of the $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. The RLV complex, which includes a multi-purpose hangar and the building to be used for related ground support equipment and administrative/technical support, will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99pp1265

NASA Image and Video Library

1999-10-29

Construction workers are silhouetted against the sky as they work on the girders of a support building, part of the new $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. The building is to be used for related ground support equipment and administrative/technical support. The RLV complex also includes a multi-purpose hangar. The complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The facility, jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC, will be operational in early 2000

A cytogenetic analysis of 2 cases of phosphaturic mesenchymal tumor of mixed connective tissue type.

PubMed

Graham, Rondell P; Hodge, Jennelle C; Folpe, Andrew L; Oliveira, Andre M; Meyer, Kevin J; Jenkins, Robert B; Sim, Franklin H; Sukov, William R

2012-08-01

Phosphaturic mesenchymal tumor of mixed connective tissue type is a rare, histologically distinctive mesenchymal neoplasm associated with tumor-induced osteomalacia resulting from production of the phosphaturic hormone fibroblast growth factor 23. Because of its rarity, specific genetic alterations that contribute to the pathogenesis of these tumors have yet to be elucidated. Herein, we report the abnormal karyotypes from 2 cases of confirmed phosphaturic mesenchymal tumor of mixed connective tissue type. G-banded analysis demonstrated the first tumor to have a karyotype of 46,Y,t(X;3;14)(q13;p25;q21)[15]/46XY[5], and the second tumor to have a karyotype of 46, XY,add(2)(q31),add(4)(q31.1)[2]/92,slx2[3]/46,sl,der(2)t(2;4)(q14.2;p14),der(4)t(2;4)(q14.2;p14),add(4)(q31.1)[10]/46,sdl,add(13)(q34)[4]/92,sdl2x2[1]. These represent what is, to our knowledge, the first examples of abnormal karyotypes obtained from phosphaturic mesenchymal tumor of mixed connective tissue type. Copyright © 2012 Elsevier Inc. All rights reserved.

Characterization of active phosphorus surface sites at synthetic carbonate-free fluorapatite using single-pulse 1H, 31P, and 31P CP MAS NMR.

PubMed

Jarlbring, Mathias; Sandström, Dan E; Antzutkin, Oleg N; Forsling, Willis

2006-05-09

The chemically active phosphorus surface sites defined as PO(x), PO(x)H, and PO(x)H2, where x = 1, 2, or 3, and the bulk phosphorus groups of PO4(3-) at synthetic carbonate-free fluorapatite (Ca5(PO4)3F) have been studied by means of single-pulse 1H,31P, and 31P CP MAS NMR. The changes in composition and relative amounts of each surface species are evaluated as a function of pH. By combining spectra from single-pulse 1H and 31P MAS NMR and data from 31P CP MAS NMR experiments at varying contact times in the range 0.2-3.0 ms, it has been possible to distinguish between resonance lines in the NMR spectra originating from active surface sites and bulk phosphorus groups and also to assign the peaks in the NMR spectra to the specific phosphorus species. In the 31P CP MAS NMR experiments, the spinning frequency was set to 4.2 kHz; in the single-pulse 1H MAS NMR experiments, the spinning frequency was 10 kHz. The 31P CP MAS NMR spectrum of fluorapatite at pH 5.9 showed one dominating resonance line at 2.9 ppm assigned to originate from PO4(3-) groups and two weaker shoulder peaks at 5.4 and 0.8 ppm which were assigned to the unprotonated PO(x) (PO, PO2-, and PO3(2-)) and protonated PO(x)H (PO2H and PO3H-) surface sites. At pH 12.7, the intensity of the peak representing unprotonated PO(x) surface sites has increased 1.7% relative to the bulk peak, while the intensity of the peaks of the protonated species PO(x)H have decreased 1.4% relative to the bulk peak. At pH 3.5, a resonance peak at -4.5 ppm has appeared in the 31P CP MAS NMR spectrum assigned to the surface species PO(x)H2 (PO3H2). The results from the 1H MAS and 31P CP MAS NMR measurements indicated that H+, OH-, and physisorbed H2O at the surface were released during the drying process at 200 degrees C.

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 TPS is based on a design to cost configuration concept. Only RLV critical technologies are verified to conform to cost and schedule restrictions. The one-off prototype vehicle configuration has evolved to minimize the tooling costs by reducing the number of unique components. Low cost approaches such as a composite/blanket leeward aeroshell and the use of Shuttle technology are implemented where applicable. The success of the X-33 will overcome the ballistic re-entry TPS mindset. The X-33 TPS is tailored to an aircraft type mission while maintaining sufficient operational margins. The flight test program for the X-33 will demonstrate that TPS for the RLV is not simply a surface insulation but rather an integrated aeroshell system.

Near Infrared Imaging as a Diagnostic Tool for Detecting Enamel Demineralization: An in vivo Study

NASA Astrophysics Data System (ADS)

Lucas, Seth Adam

Background and Objectives: For decades there has been an effort to develop alternative optical methods of imaging dental decay utilizing non-ionizing radiation methods. The purpose of this in-vivo study was to demonstrate whether NIR can be used as a diagnostic tool to evaluate dental caries and to compare the sensitivity and specificity of this method with that of conventional methods, including bitewing x-rays and visual inspection. Materials and Methods: 31 test subjects (n=31) from the UCSF orthodontic clinic undergoing orthodontic treatment with planned premolar extractions were recruited. Calibrated examiners performed caries detection examinations using conventional methods: bitewing radiographs and visual inspection. These findings were compared with the results from NIR examinations: transillumination and reflectance. To confirm the results found in the two different detection methods, a gold standard was used. After teeth were extracted, polarized light microscopy and transverse microradiography were performed. Results: A total of 87 premolars were used in the study. NIR identified the occlusal lesions with a sensitivity of 71% and a specificity of 77%, whereas, the visual examination had a sensitivity of only 40% and a specifity of 39%. For interproximal lesions halfway to DEJ, specificity remained constant, but sensitivity improved to 100% for NIR and 75% for x-rays. Conclusions: The results of this preliminary study demonstrate that NIR is just as effective at detecting enamel interproximal lesions as standard dental x-rays. NIR was more effective at detecting occlusal lesions than visual examination alone. NIR shows promise as an alternative diagnostic tool to the conventional methods of x-rays and visual examination and provides a non-ionizing radiation technique.

Distribution of the P2X2 receptor and chemical coding in ileal enteric neurons of obese male mice (ob/ob)

PubMed Central

Mizuno, Márcia Sanae; Crisma, Amanda Rabello; Borelli, Primavera; Schäfer, Bárbara Tavares; Silveira, Mariana Póvoa; Castelucci, Patricia

2014-01-01

AIM: To investigate the colocalization, density and profile of neuronal areas of enteric neurons in the ileum of male obese mice. METHODS: The small intestinal samples of male mice in an obese group (OG) (C57BL/6J ob/ob) and a control group (CG) (+/+) were used. The tissues were analyzed using a double immunostaining technique for immunoreactivity (ir) of the P2X2 receptor, nitric oxide synthase (NOS), choline acetyl transferase (ChAT) and calretinin (Calr). Also, we investigated the density and profile of neuronal areas of the NOS-, ChAT- and Calr-ir neurons in the myenteric plexus. Myenteric neurons were labeled using an NADH-diaphorase histochemical staining method. RESULTS: The analysis demonstrated that the P2X2 receptor was expressed in the cytoplasm and in the nuclear and cytoplasmic membranes only in the CG. Neuronal density values (neuron/cm2) decreased 31% (CG: 6579 ± 837; OG: 4556 ± 407) and 16.5% (CG: 7796 ± 528; OG: 6513 ± 610) in the NOS-ir and calretinin-ir neurons in the OG, respectively (P < 0.05). Density of ChAT-ir (CG: 6200 ± 310; OG: 8125 ± 749) neurons significantly increased 31% in the OG (P < 0.05). Neuron size studies demonstrated that NOS, ChAT, and Calr-ir neurons did not differ significantly between the CG and OG groups. The examination of NADH-diaphorase-positive myenteric neurons revealed an overall similarity between the OG and CG. CONCLUSION: Obesity may exert its effects by promoting a decrease in P2X2 receptor expression and modifications in the density of the NOS-ir, ChAT-ir and CalR-ir myenteric neurons. PMID:25320527

77 FR 69901 - Self-Regulatory Organizations; NYSE Arca, Inc.; Notice of Filing and Immediate Effectiveness of...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-11-21

... Change Amending NYSE Arca Equities Rule 7.31(x) To Clarify That When There Is an Early Scheduled Close... proposes to amend NYSE Arca Equities Rule 7.31(x) to clarify that when there is an early scheduled close... Rule 7.31(x) to clarify that when there is an early scheduled close, the 3:45 p.m. ET time specified in...

X-43A Hypersonic Experimental Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1999-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept in Flight

NASA Technical Reports Server (NTRS)

1997-01-01

An artist's conception of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' in flight. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Top Rear View

NASA Technical Reports Server (NTRS)

1996-01-01

This aft-quarter model view of NASA's X-43A 'Hyper-X' or Hypersonic Experimental Vehicle shows its sleek, geometric design. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Flight Control Laws for NASA's Hyper-X Research Vehicle

NASA Technical Reports Server (NTRS)

Davidson, J.; Lallman, F.; McMinn, J. D.; Martin, J.; Pahle, J.; Stephenson, M.; Selmon, J.; Bose, D.

1999-01-01

The goal of the Hyper-X program is to demonstrate and validate technology for design and performance predictions of hypersonic aircraft with an airframe-integrated supersonic-combustion ramjet propulsion system. Accomplishing this goal requires flight demonstration of a hydrogen-fueled scramjet powered hypersonic aircraft. A key enabling technology for this flight demonstration is flight controls. Closed-loop flight control is required to enable a successful stage separation, to achieve and maintain the design condition during the engine test, and to provide a controlled descent. Before the contract award, NASA developed preliminary flight control laws for the Hyper-X to evaluate the feasibility of the proposed scramjet test sequence and descent trajectory. After the contract award, a Boeing/NASA partnership worked to develop the current control laws. This paper presents a description of the Hyper-X Research Vehicle control law architectures with performance and robustness analyses. Assessments of simulated flight trajectories and stability margin analyses demonstrate that these control laws meet the flight test requirements.

Pathfinder

NASA Image and Video Library

2004-04-15

This is an artist's concept of the X-34 reusable technology testbed vehicle that was designed to demonstrate technologies that were essential to lowering the cost of access to space. Powered by a LOX and RP-1 liquid Fastrac engine that was designed and built by the Marshall Space Flight Center, the X-34 was capable of speeds up to Mach 8 and altitudes of 250,000-feet. The X-34 program was cancelled in 2001.

Effects of sulfation level on the desulfation behavior of pre-sulfated Pt BaO/Al2O3 lean NOx trap catalysts: a combined H2 Temperature-Programmed Reaction, in-situ sulfur K-edge X-ray Absorption Near-Edge Spectroscopy, X-ray Photoelectron Spectroscopy, and Time-Resolved X-ray Diffraction Study

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

Kim, Do Heui; Szanyi, Janos; Kwak, Ja Hun

2009-04-03

Desulfation by hydrogen of pre-sulfated Pt(2wt%) BaO(20wt%)/Al2O3 with various sulfur loading (S/Ba = 0.12, 0.31 and 0.62) were investigated by combining H2 temperature programmed reaction (TPRX), x-ray photoelectron spectroscopy (XPS), in-situ sulfur K-edge x-ray absorption near-edge spectroscopy (XANES), and synchrotron time-resolved x-ray diffraction (TR-XRD) techniques. We find that the amount of H2S desorbed during the desulfation in the H2 TPRX experiments is not proportional to the amount of initial sulfur loading. The results of both in-situ sulfur K-edge XANES and TR-XRD show that at low sulfur loadings, sulfates were transformed to a BaS phase and remained in the catalyst, rathermore » than being removed as H2S. On the other hand, when the deposited sulfur level exceeded a certain threshold (at least S/Ba = 0.31) sulfates were reduced to form H2S, and the relative amount of the residual sulfide species in the catalyst was much less than at low sulfur loading. Unlike samples with high sulfur loading (e.g., S/Ba = 0.62), H2O did not promote the desulfation for the sample with S/Ba of 0.12, implying that the formed BaS species originating from the reduction of sulfates at low sulfur loading are more stable to hydrolysis. The results of this combined spectroscopy investigation provide clear evidence to show that sulfates at low sulfur loadings are less likely to be removed as H2S and have a greater tendency to be transformed to BaS on the material, leading to the conclusion that desulfation behavior of Pt BaO/Al2O3 lean NOx trap catalysts is markedly dependent on the sulfation levels.« less

26 CFR 1.381(c)(1)-1 - Net operating loss carryovers in certain corporate acquisitions.

Code of Federal Regulations, 2011 CFR

2011-04-01

... loss $10,000 Less: X's 1954 taxable income 0 X's 1956 taxable income 0 0 Carryover to X's 8/31/57-year 10,000 Less: X's 8/31/57-year taxable income before net operating loss deduction $1,000 Minus X's net... postacquisition part year 10,000 Less: Y's postacquisition part year taxable income computed under paragraph (f)(5...

Optimal Repairman Allocation Models

DTIC Science & Technology

1976-03-01

state X under policy ir. Then lim {k1’ lC0 (^)I) e.(X,k) - 0 k*0 *’-’ (3.1.1) Proof; The result is proven by induction on |CQ(X...following theorem. Theorem 3.1 D. Under the conditions of theorem 3.1 A, define g1[ 1) (X) - g^U), then lim k- lC0 W l-mle (XHkl00^ Ig*11 (X

Dispersion-correcting potentials can significantly improve the bond dissociation enthalpies and noncovalent binding energies predicted by density-functional theory

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

DiLabio, Gino A., E-mail: Gino.DiLabio@nrc.ca; Department of Chemistry, University of British Columbia, Okanagan, 3333 University Way, Kelowna, British Columbia V1V 1V7; Koleini, Mohammad

2014-05-14

Dispersion-correcting potentials (DCPs) are atom-centered Gaussian functions that are applied in a manner that is similar to effective core potentials. Previous work on DCPs has focussed on their use as a simple means of improving the ability of conventional density-functional theory methods to predict the binding energies of noncovalently bonded molecular dimers. We show in this work that DCPs developed for use with the LC-ωPBE functional along with 6-31+G(2d,2p) basis sets are capable of simultaneously improving predicted noncovalent binding energies of van der Waals dimer complexes and covalent bond dissociation enthalpies in molecules. Specifically, the DCPs developed herein for themore » C, H, N, and O atoms provide binding energies for a set of 66 noncovalently bonded molecular dimers (the “S66” set) with a mean absolute error (MAE) of 0.21 kcal/mol, which represents an improvement of more than a factor of 10 over unadorned LC-ωPBE/6-31+G(2d,2p) and almost a factor of two improvement over LC-ωPBE/6-31+G(2d,2p) used in conjunction with the “D3” pairwise dispersion energy corrections. In addition, the DCPs reduce the MAE of calculated X-H and X-Y (X,Y = C, H, N, O) bond dissociation enthalpies for a set of 40 species from 3.2 kcal/mol obtained with unadorned LC-ωPBE/6-31+G(2d,2p) to 1.6 kcal/mol. Our findings demonstrate that broad improvements to the performance of DFT methods may be achievable through the use of DCPs.« less

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

A side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

A close-up view of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, portion of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this three-foot-long model at NASA's Dryden Flight Research Center, Edwards, California. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X and Pegasus Launch Vehicle: A Three-Foot Model of the Hypersonic Experimental Research Vehic

NASA Technical Reports Server (NTRS)

1997-01-01

The configuration of the X-43A Hypersonic Experimental Research Vehicle, or Hyper-X, attached to a Pegasus launch vehicle is displayed in this side view of a three-foot-long model of the vehicle/booster combination at NASA's Dryden Flight Research Center, Edwards, California. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Side View

NASA Technical Reports Server (NTRS)

1996-01-01

Sleek lines are apparent in this side-view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, which has been developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Vehicle Model - Top Front View

NASA Technical Reports Server (NTRS)

1996-01-01

A top front view of an early desk-top model of NASA's X-43A 'Hyper-X,' or Hypersonic Experimental Vehicle, developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Undergoing Controlled Radio Frequency Testing in the Benefield Anechoic Facility at Edwards Ai

NASA Technical Reports Server (NTRS)

2000-01-01

The X-43A Hypersonic Experimental (Hyper-X) Vehicle hangs suspended in the cavernous Benefield Aenechoic Facility at Edwards Air Force Base during radio frequency tests in January 2000. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Neuropsychological profiles of three sisters homozygous for the fragile X premutation

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

Mazzocco, M.M.M.; Holden, J.J.A.

1996-08-09

Fragile X syndrome (fraX) is associated with an amplification of a CGG repeat within the fraX mental retardation (FMR-1) gene. We describe an exceptional family in which 3 adult sisters are homozygous for the FMR-1 premutation. Each sister inherited 2 premutation alleles (ca. 80 CGG repeats) from their biologically unrelated parents. The 3 sisters were administered measures of executive function, visual spatial, memory, and verbal skills. Deficiencies in the first 2 of these domains have been reported among females with the full mutation. The sisters` performances were compared with available normative data and with published group means for females affectedmore » by fraX. These women did not appear to have verbal or memory difficulties. None of the women demonstrated a global executive function deficit, and none had global deficits in spatial ability. The profiles of these sisters are consistent with reports that the fragile X premutation does not affect cognitive performance. 31 refs., 1 fig., 4 tabs.« less

A System Approach to Navy Medical Education and Training. Appendix 13. Dental Technician.

DTIC Science & Technology

1974-08-31

BOOKLET 26 ISELECT ALTERNATIVE TECHNIQUES IN SETTING X-PAY ONIT 27 IWRITE EXoOSURE TECHNIQUE CHAPT FOR X-RAY 28 ITAKE X-RAYS WITH A CEPHALID TUBE TILT...29 ITAKE X-PAYS WITH A CAUDAL TUBE TILT 30 ITAKE X-RAYS USING SCREEN TECHNIQUE 31 ITAKE X-RAYS USING FIXED GRID TECHNIQUE 32 ITAKE X-RAYS USING...MOULDS 31 IFABRICATE PLASTIC HEAD CAPS 32 IFABRICATE INTERNAL FACIAL PROSTHESIS 33 100 PROSTHETIC RECONSTRUCTION OF THE NOSE 34 IFABRICATE CUSTOM OCULAR

Signal Processing Methods for Liquid Rocket Engine Combustion Spontaneous Stability and Rough Combustion Assessments

NASA Technical Reports Server (NTRS)

Kenny, R. Jeremy; Casiano, Matthew; Fischbach, Sean; Hulka, James R.

2012-01-01

Liquid rocket engine combustion stability assessments are traditionally broken into three categories: dynamic stability, spontaneous stability, and rough combustion. This work focuses on comparing the spontaneous stability and rough combustion assessments for several liquid engine programs. The techniques used are those developed at Marshall Space Flight Center (MSFC) for the J-2X Workhorse Gas Generator program. Stability assessment data from the Integrated Powerhead Demonstrator (IPD), FASTRAC, and Common Extensible Cryogenic Engine (CECE) programs are compared against previously processed J-2X Gas Generator data. Prior metrics for spontaneous stability assessments are updated based on the compilation of all data sets.

A Comparison of the Variability of the Symbiotic X-ray Binaries GX 1+4, 4U 1954+31, and 4U 1700+24 from Swift/BAT and RXTE/ASM Observations

NASA Technical Reports Server (NTRS)

Corbet, R. H. D.; Sokoloski, J. L.; Mukai, K.; Markwardt, C. B.; Tueller, J.

2007-01-01

We present an analysis of the X-ray variability of three symbiotic X-ray binaries, GX 1+4, 4U 1700+24, and 4U 1954+31, using observations made with the Swift Burst Alert Telescope (BAT) and the Rossi X-ray Timing Explorer (RXTE) All-Sky Monitor (ASM). Observations of 4U 1954+31 with the Swift BAT show modulation at a period near 5 hours. Models to explain this modulation are discussed including the presence of an exceptionally slow X-ray pulsar in the system and accretion instabilities. We conclude that the most likely interpretation is that 4U 1954+31 contains one of the slowest known X-ray pulsars. Unlike 4U 1954+31, neither GX 1+4 nor 4U 1700+24 show any evidence for modulation on a timescale of hours. An analysis of the RXTE ASM light curves of GX l+4, 4U 1700+24, and 4U 1954+31 does not show the presence of periodic modulation in any source, although there is considerable variability on long timescales for all three sources. There is no modulation in GX 1+4 on either the optical 1161 day orbital period or a previously reported 304 day X-ray period. For 4U 1700+24 we do not confirm the 404 day period previously proposed for this source from a shorter duration ASM light curve.

Industrial Technology Modernization Program. Category 2 Project. Printed Wiring Board (PWB) Process Fixture

DTIC Science & Technology

1987-08-31

78725 Fort Worth, TX 76101 Ba. NAME OF FUNDING/ SPONSORING 8b. OFFICE SYMBOL 9. PROCUREMENT INSTRUMENT IDENTIFICATION NUMBER I_ ZAgO (If applicable...14 1 -J j _j i 4 31 00 00.. m ~C> -LJ -C LAC 090 CV Id 19o ]60a %KA.])0 V’s I W 3d Tracor Aerospace 2.0 PROJECT DESCRIPTION Preliminary design...PMRTS J PRODUCTLINE BREAKOUT - NO. DIR, I iS BOW~4 PPUTIM rlAA OM" M L DM NC6 L x W THK .0, x 2.; 1CULNG HCLZ DVV= M3=JG ~ MZ TO UM= MD 2/B Or BMW i i

A program of high resolution X-ray astronomy using sounding rockets

NASA Technical Reports Server (NTRS)

1972-01-01

Two Aerobee 170 sounding rocket payloads were flown at the White Sands Missile Range: (1) a focusing X-ray collector on 31 March 1972; and (2) a high resolution telescope on 4 August 1972. Data has been reduced from each of these flights. In the first flight both the rocket and the experiment instrumentation performed adequately, and it is clear that at least the minimum scientific objectives were attained. In the second flight the attitude control system failed to point the telescope at the target for a sufficient length of time. However examination of final preflight checkout data and some flight data indicate that the instrumentation for this rocket payload was functioning according to expectations.

34 CFR 648.31 - What selection criteria does the Secretary use?

Code of Federal Regulations, 2012 CFR

2012-07-01

... capacity for teaching and research at the institution and at State, regional, or national levels; (3) The... faculty, including education, research interest, publications, teaching ability, and accessibility to... appropriate to demonstrate the quality of its academic program. (d) Quality of the supervised teaching...

34 CFR 648.31 - What selection criteria does the Secretary use?

Code of Federal Regulations, 2011 CFR

2011-07-01

... capacity for teaching and research at the institution and at State, regional, or national levels; (3) The... faculty, including education, research interest, publications, teaching ability, and accessibility to... appropriate to demonstrate the quality of its academic program. (d) Quality of the supervised teaching...

34 CFR 648.31 - What selection criteria does the Secretary use?

Code of Federal Regulations, 2014 CFR

2014-07-01

... capacity for teaching and research at the institution and at State, regional, or national levels; (3) The... faculty, including education, research interest, publications, teaching ability, and accessibility to... appropriate to demonstrate the quality of its academic program. (d) Quality of the supervised teaching...

34 CFR 648.31 - What selection criteria does the Secretary use?

Code of Federal Regulations, 2013 CFR

2013-07-01

... capacity for teaching and research at the institution and at State, regional, or national levels; (3) The... faculty, including education, research interest, publications, teaching ability, and accessibility to... appropriate to demonstrate the quality of its academic program. (d) Quality of the supervised teaching...

Growth and Electronic Structure Characterization of (SrCoOx)n :(SrTiO3)1 Superlattices

NASA Astrophysics Data System (ADS)

Cook, Say Young; Andersen, Tassie; Rosenberg, Richard; Hong, Hawoong; Marks, Laurence; Fong, Dillon

We report on the synthesis of a (SrCoOx)1 :(SrTiO3)1 superlattice by oxide molecular beam epitaxy and the characterization of its electronic structure by soft x-ray spectroscopy. X-ray photoelectron and absorption spectroscopy reveal that Ti remains octahedrally coordinated with a 4 + oxidation state, while the Co oxidation state is intermediate of 3 + and 4 +. Despite having the same half an oxygen vacancy per Co atom found in brownmillerite SrCoO2.5, which consists of alternating tetrahedral and octahedral layers of Co, the confinement of oxygen vacancies to isolated single atomic layers of SrCoOx stabilizes square pyramidal coordination of Co, as observed by the linear dichroism in the Co 2p-3d x-ray absorption. The corresponding stabilization of Co4+ along with Co3 + within the square pyramidal SrCoO2.5 layers gives rise to a Fermi-edge step observed at strong Co 2p-3d resonance in the resonant photoemission spectroscopy of the valence band, and reveals a band gap of 1.7 eV. Comparisons with a Sr(Co,Ti)Ox alloy and a (SrCoOx)2 :(SrTiO3)1 superlattice also will also be presented. The obtained results demonstrate artificial superlattices as effective means to defect engineer complex oxides by harnessing the confinement of oxygen vacancies to control the oxygen coordination environment of the transition metal.

Response of the middle atmosphere to Sco X-1

NASA Astrophysics Data System (ADS)

Goldberg, R. A.; Barcus, J. R.; Mitchell, J. D.

1985-10-01

On the night of Mar. 9, 1983 (UT) at Punta Lobos Launch Site, Peru (12.5 deg S, 76.8 deg W, magnetic dip -0.7 deg), a sequence of sounding rockets was flown to study the electrical structure of the equatorial middle atmosphere and to evaluate perturbations on this environment induced by the X-ray star Sco X-1. The rocket series was anchored by two Nike Orion payloads (31.032 and 31.033) which were launched at 0327 and 0857 UT, near Sco X-1 star-rise and after it had attained an elevation angle of 70 deg E. An enhanced flux of X-rays was observed on the second Nike Orion flight (31.033). This increase is directly attributed to Sco X-1, both from the spectral properties of the measured X-ray distribution and by spatial information acquired from a spinning X-ray detector during the upleg portion of the 31.033 flight. Simultaneously, a growth in ion conductivity and density was seen to occur in the lower mesosphere between 60 and 80 km on the second flight, specifically in the region of maximum energy deposition by the Sco X-1 X-rays. The results imply the presence of a significant number of ionized heavy constituents within the lower mesosphere, with masses possibly in the submacroscopoic range.

Response of the middle atmosphere to Sco X-1

NASA Technical Reports Server (NTRS)

Goldberg, R. A.; Barcus, J. R.; Mitchell, J. D.

1985-01-01

On the night of Mar. 9, 1983 (UT) at Punta Lobos Launch Site, Peru (12.5 deg S, 76.8 deg W, magnetic dip -0.7 deg), a sequence of sounding rockets was flown to study the electrical structure of the equatorial middle atmosphere and to evaluate perturbations on this environment induced by the X-ray star Sco X-1. The rocket series was anchored by two Nike Orion payloads (31.032 and 31.033) which were launched at 0327 and 0857 UT, near Sco X-1 star-rise and after it had attained an elevation angle of 70 deg E. An enhanced flux of X-rays was observed on the second Nike Orion flight (31.033). This increase is directly attributed to Sco X-1, both from the spectral properties of the measured X-ray distribution and by spatial information acquired from a spinning X-ray detector during the upleg portion of the 31.033 flight. Simultaneously, a growth in ion conductivity and density was seen to occur in the lower mesosphere between 60 and 80 km on the second flight, specifically in the region of maximum energy deposition by the Sco X-1 X-rays. The results imply the presence of a significant number of ionized heavy constituents within the lower mesosphere, with masses possibly in the submacroscopoic range.

SOXAL combined SO{sub x}/NO{sub x} flue gas control demonstration. Quarterly report, July--September 1993

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

NONE

AQUATECH Systems, a business unit of Allied-Signal Inc., proposes to demonstrate the technical viability and cost effectiveness of the SOXAL process a combined SO{sub x}/NO{sub x} control process on a 3 MW equivalent flue gas slip stream from Niagara Mohawk Power Corporation Dunkirk Steam Station Boiler No. 4, a coal fired boiler. The SOXAL process combines 90+% sulfur dioxide removal from the flue gas using a sodium based scrubbing solution and regeneration of the spent scrubbing liquor using AQUATECH Systems` proprietary bipolar membrane technology. This regeneration step recovers a stream of sulfur dioxide suitable for subsequent processing to salable sulfurmore » or sulfuric acid. Additionally 90+% control of NO{sub x} gases can be achieved in combination with conventional urea/methanol injection of NO{sub 2} gas into the duct. The SOXAL process is applicable to both utility and industrial scale boilers using either high or lower sulfur coal. The SOXAL demonstration Program began September 10, 1991 and is approximately 26 months in duration. During the 6 months of scheduled operations, between January and July of 1993, data was collected from the SOXAL system to define: SO{sub 2} and NO{sub x} control efficiencies; Current efficiency for the regeneration unit; Sulfate oxidation in the absorber; Make-up reagent rates; Product quality including concentrations and compositions; System integration and control philosophy; and Membrane stability and performance with respect to foulants. The program is expected to be concluded in November 1993.« less

Use of Information Technology Tools in Source Selection Decision Making: A Study on USAF’s KC-X Tanker Replacement Program

DTIC Science & Technology

2008-06-01

The most common outranking methods are the preference ranking organization method for enrichment evaluation ( PROMETHEE ) and the elimination and...Brans and Ph. Vincke, “A Preference Ranking Organization Method: (The PROMETHEE Method for Multiple Criteria Decision-Making),” Management Science 31... PROMETHEE ). This method needs a preference function for each criterion to compute the degree of preference.72 “The credibility of the outranking

X-33 Experimental Aeroheating at Mach 6 Using Phosphor Thermography

NASA Technical Reports Server (NTRS)

Horvath, Thomas J.; Berry, Scott A.; Hollis, Brian R.; Liechty, Derek S.; Hamilton, H. Harris, II; Merski, N. Ronald

1999-01-01

The goal of the NASA Reusable Launch Vehicle (RLV) technology program is to mature and demonstrate essential, cost effective technologies for next generation launch systems. The X-33 flight vehicle presently being developed by Lockheed Martin is an experimental Single Stage to Orbit (SSTO) demonstrator that seeks to validate critical technologies and insure applicability to a full scale RLV. As with the design of any hypersonic vehicle, the aeroheating environment is an important issue and one of the key technologies being demonstrated on X-33 is an advanced metallic Thermal Protection System (TPS). As part of the development of this TPS system, the X-33 aeroheating environment is being defined through conceptual analysis, ground based testing, and computational fluid dynamics. This report provides an overview of the hypersonic aeroheating wind tunnel program conducted at the NASA Langley Research Center in support of the ground based testing activities. Global surface heat transfer images, surface streamline patterns, and shock shapes were measured on 0.013 scale (10-in.) ceramic models of the proposed X-33 configuration in Mach 6 air. The test parametrics include angles of attack from -5 to 40 degs, unit Reynolds numbers from 1x106 to 8x106/ft, and body flap deflections of 0, 10, and 20 deg. Experimental and computational results indicate the presence of shock/shock interactions that produced localized heating on the deflected flaps and boundary layer transition on the canted fins. Comparisons of the experimental data to laminar and turbulent predictions were performed. Laminar windward heating data from the wind tunnel was extrapolated to flight surface temperatures and generally compared to within 50 deg F of flight prediction along the centerline. When coupled with the phosphor technique, this rapid extrapolation method would serve as an invaluable TPS design tool.

Approaching 4 Decades of Legislation in the National Family Planning Program: An Analysis of Title X's History From 1970 to 2008

PubMed Central

Daley, Ellen M.; Perrin, Kay M.; Mahan, Charles S.; Buhi, Eric R.

2011-01-01

Family planning is an important public health activity. Title X (Pub L No. 91-572), enacted in 1970, remains the only national family planning program in the United States dedicated to providing voluntary and confidential services to all individuals. We conducted a thematic analysis of Title X's legislative history. Of 293 federal bills included in the legislative history, only 20 (6.8%) were enacted into law. Regardless of the proposed challenges, limited changes have been adopted. Except for technical amendments, bills involving restrictions accounted for the highest percentage of enacted bills, demonstrating efforts to undermine reproductive health rights. Title X requires political will and bipartisan support if it is to continue to protect individuals' reproductive rights. PMID:21940931

Initial Testing (Stage 1) of SGI-1776, a PIM1 Kinase Inhibitor, by the Pediatric Preclinical Testing Program

PubMed Central

Batra, Vandana; Maris, John M.; Kang, Min H.; Reynolds, C. Patrick; Houghton, Peter J.; Alexander, Denise; Kolb, E. Anders; Gorlick, Richard; Keir, Stephen T.; Carol, Hernan; Lock, Richard; Billups, Catherine A.; Smith, Malcolm A.

2011-01-01

The PIM kinase inhibitor, SGI-1776, was tested against the PPTP in vitro (1.0 nM to 10 μM) and in vivo panels (148 mg/kg daily x 5 days for 3 weeks). SGI-1776 exhibited cytotoxic activity in vitro with a median relative IC50 of 3.1 μM. SGI-1776 induced significant differences in EFS distribution in vivo in 9 of 31 solid tumor xenografts and in 1 of 8 of the evaluable ALL xenografts. SGI-1776 induced tumor growth inhibition meeting criteria for intermediate EFS T/C activity in 1 of 39 evaluable models. In contrast, SGI-1776 induced complete responses of subcutaneous MV4;11 (B myeloid leukemia). PMID:22052829

Prevalence of pulmonary tuberculosis among prison inmates: A cross-sectional survey at the Correctional and Detention Facility of Abidjan, Côte d'Ivoire

PubMed Central

Koffi, Ange; Danel, Christine; Ouassa, Timothée; Blehoué, Marcel-Angora; Ouattara, Eric; Assemien, Jeanne-d’Arc; Masumbuko, Jean-Marie; Coffie, Patrick; Cartier, Nathalie; Laurent, Arnaud; Raguin, Gilles; Malvy, Denis; N’Dri-Yoman, Thérèse; Eholié, Serge P.; Domoua, Serge K.

2017-01-01

Background In Côte d’Ivoire, a TB prison program has been developed since 1999. This program includes offering TB screening to prisoners who show up with TB symptoms at the infirmary. Our objective was to estimate the prevalence of pulmonary TB among inmates at the Correctional and Detention Facility of Abidjan, the largest prison of Côte d’Ivoire, 16 years after this TB program was implemented. Methods Between March and September 2015, inmates, were screened for pulmonary TB using systematic direct smear microscopy, culture and chest X-ray. All participants were also proposed HIV testing. TB was defined as either confirmed (positive culture), probable (positive microscopy and/or chest X-ray findings suggestive of TB) or possible (signs or symptoms suggestive of TB, no X-Ray or microbiological evidence). Factors associated with confirmed tuberculosis were analysed using multivariable logistic regression. Results Among the 943 inmates screened, 88 (9.3%) met the TB case definition, including 19 (2.0%) with confirmed TB, 40 (4.2%) with probable TB and 29 (3.1%) with possible TB. Of the 19 isolated TB strains, 10 (53%) were TB drug resistant, including 7 (37%) with multi-resistance. Of the 10 patients with TB resistant strain, only one had a past history of TB treatment. HIV prevalence was 3.1% overall, and 9.6%among TB cases. Factors associated with confirmed TB were age ≥30 years (Odds Ratio 3.8; 95% CI 1.1–13.3), prolonged cough (Odds Ratio 3.6; 95% CI 1.3–9.5) and fever (Odds Ratio 2.7; 95% CI 1.0–7.5). Conclusion In the country largest prison, pulmonary TB is still 10 (confirmed) to 44 times (confirmed, probable or possible) as frequent as in the Côte d’Ivoire general population, despite a long-time running symptom-based program of TB detection. Decreasing TB prevalence and limiting the risk of MDR may require the implementation of annual in-cell TB screening campaigns that systematically target all prison inmates. PMID:28759620

Pathfinder

NASA Image and Video Library

2004-04-15

Pictured is an artist's concept of the X-37 Demonstrator re-entry. After being launched from the cargo bay of a Shuttle as a secondary payload, the X-37 remains on-orbit up to 21 days performing a variety of experiments before re-entering the Earth's atmosphere and landing. These vehicles supported the Agency's goal of dramatically reducing the cost of access to space in attempt to define the future of space transportation. The X-37 program was discontinued in 2003.

Construction continues on RLV Support Complex at SLF

NASA Technical Reports Server (NTRS)

1999-01-01

An aerial view reveals (foreground) the ongoing construction of an $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At left is a multi-purpose hangar and at right a building for related ground support equipment and administrative/ technical support. In the background is the Vehicle Assembly Building. The road at right is the tow-way. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000.

KSC-99pp1209

NASA Image and Video Library

1999-10-14

Construction continues on an $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At left is a multi-purpose hangar and at right a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility (upper right). Near the top of the photo is the tow-way. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99PP-1212

NASA Image and Video Library

1999-10-14

An aerial view reveals (foreground) the ongoing construction of an $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At left is a multi-purpose hangar and at right a building for related ground support equipment and administrative/ technical support. In the background is the Vehicle Assembly Building. The road at right is the tow-way. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000.

KSC-98dc1879

NASA Image and Video Library

1998-12-18

An artist's rendering shows the $8-million Reusable Launch Vehicle (RLV) Support Complex planned for the Shuttle Landing Facility (SLF) at Kennedy Space Center. The ground breaking took place today. To be located at the tow-way adjacent to the SLF, the complex will include a multi-purpose RLV hangar and adjacent facilities for related ground support equipment and administrative/technical support. It will be available to accommodate the Space Shuttle, the X-34 RLV technology demonstrator, the L-1011 carrier aircraft for Pegasus and X-34, and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

KSC-99pp1210

NASA Image and Video Library

1999-10-14

An aerial closeup view reveals the ongoing construction of an $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. At right is a multi-purpose hangar and at left a building for related ground support equipment and administrative/ technical support. The complex is situated at the Shuttle Landing Facility. Near the top of the photo can be seen the tow-way. The RLV complex will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000

X-34 Experimental Aeroheating at Mach 6 and 10

NASA Technical Reports Server (NTRS)

Berry, Scott A.; Horvath, Thomas J.; DiFulvio, Michael; Glass, Christopher; Merski, N. Ronald

1998-01-01

Critical technologies are being developed to support the goals of the NASA Office of Aeronautics and Space Transportation Technology Access to Space initiative for next-generation reusable space transportation systems. From the perspective of aerothermodynamic performance throughout the flight trajectory, the Reusable Launch Vehicle program incorporates conceptual analysis, ground-based testing, and computational fluid dynamics to provide flyable suborbital flight demonstrator vehicles. This report provides an overview of the hypersonic aeroheating wind tunnel test program conducted at the NASA Langley Research Center in support of one of these vehicles, the X-34 small reusable technology demonstrator program. Global surface heat transfer images, surface streamline patterns, and shock shapes were measured on 0.0153- and 0.0183-scale models of proposed X-34 flight vehicles at Mach 6 and 10 in air. The primary parametrics that were investigated include angles-of-attack from 0 to 35 deg. and freestream unit Reynolds numbers from 0.5 to 8 million per foot (which was sufficient to produce laminar, transitional, and turbulent heating data), both with and without control surface deflections. Comparisons of the experimental data to computational predictions are included, along with a discussion of the implications of some of the experimental flow features for the flight vehicle.

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF TECHNOLOGIES FOR MEASURING TRACE ELEMENTS IN SOIL AND SEDIMENT RONTEC PICOTAX XRF ANALYZER

EPA Science Inventory

The Rontec PicoTAX x-ray fluorescence (XRF) analyzer was demonstrated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field portion of the demonstration was conducted in January 2005 at the Kennedy Athletic, Rec...

40 CFR 31.25 - Program income.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 1 2010-07-01 2010-07-01 false Program income. 31.25 Section 31.25... Requirements Financial Administration § 31.25 Program income. (a) General. Grantees are encouraged to earn income to defray program costs. Program income includes income from fees for services performed, from the...

Sex differences in cortical thickness and their possible genetic and sex hormonal underpinnings.

PubMed

Savic, I; Arver, S

2014-12-01

Although it has been shown that cortical thickness (Cth) differs between sexes, the underlying mechanisms are unknown. Seeing as XXY males have 1 extra X chromosome, we investigated the possible effects of X- and sex-chromosome dosage on Cth by comparing data from 31 XXY males with 39 XY and 47 XX controls. Plasma testosterone and estrogen were also measured in an effort to differentiate between possible sex-hormone and sex-chromosome gene effects. Cth was calculated with FreeSurfer software. Parietal and occipital Cth was greater in XX females than XY males. In these regions Cth was inversely correlated with z-normalized testosterone. In the motor strip, the cortex was thinner in XY males compared with both XX females and XXY males, indicating the possibility of an X-chromosome gene-dosage effect. XXY males had thinner right superior temporal and left middle temporal cortex, and a thicker right orbitofrontal cortex and lingual cortex than both control groups. Based on these data and previous reports from women with XO monosomy, it is hypothesized that programming of the motor cortex is influenced by processes linked to X-escapee genes, which do not have Y-chromosome homologs, and that programming of the superior temporal cortex is mediated by X-chromosome escapee genes with Y-homologs. © The Author 2013. Published by Oxford University Press. All rights reserved. For Permissions, please e-mail: journals.permissions@oup.com.

Characteristics of gamma-ray line flares

NASA Technical Reports Server (NTRS)

Bai, T.; Dennis, B.

1983-01-01

Observations of solar gamma rays by the Solar Maximum Mission (SMM) demonstrate that energetic protons and ions are rapidly accelerated during the impulsive phase. To understand the acceleration mechanisms for these particles, the characteristics of the gamma ray line flares observed by SMM were studied. Some very intense hard X-ray flares without detectable gamma ray lines were also investigated. Gamma ray line flares are distinguished from other flares by: (1) intense hard X-ray and microwave emissions; (2) delay of high energy hard X-rays; (3) emission of type 2 and/or type 4 radio bursts; and (4) flat hard X-ray spectra (average power law index: 3.1). The majority of the gamma ray line flares shared all these characteristics, and the remainder shared at least three of them. Positive correlations were found between durations of spike bursts and spatial sizes of flare loops as well as between delay times and durations of spike bursts.

Gas phase synthesis of core-shell Fe@FeO x magnetic nanoparticles into fluids

NASA Astrophysics Data System (ADS)

Aktas, Sitki; Thornton, Stuart C.; Binns, Chris; Denby, Phil

2016-12-01

Sorbitol, short chain molecules, have been used to stabilise of Fe@FeO x nanoparticles produced in the gas phase under the ultra-high vacuum (UHV) conditions. The sorbitol coated Fe@FeO x nanoparticles produced by our method have a narrow size distribution with a hydrodynamic diameter of 35 nm after NaOH is added to the solution. Magnetisation measurement shows that the magnetic nanoparticles are superparamagnetic at 100 K and demonstrate hysteresis at 5 K with an anisotropy constant of 5.31 × 104 J/m3 (similar to bulk iron). Also, it is shown that sorbitol is only suitable for stabilising the Fe@FeO x suspensions, and it does not prevent further oxidation of the metallic Fe core. According to MRI measurement, the nanoparticles have a high transverse relaxation rate of 425 mM-1 s-1.

SACD's Support of the Hyper-X Program

NASA Technical Reports Server (NTRS)

Robinson, Jeffrey S.; Martin, John G.

2006-01-01

NASA s highly successful Hyper-X program demonstrated numerous hypersonic air-breathing vehicle related technologies including scramjet performance, advanced materials and hot structures, GN&C, and integrated vehicle performance resulting in, for the first time ever, acceleration of a vehicle powered by a scramjet engine. The Systems Analysis and Concepts Directorate (SACD) at NASA s Langley Research Center played a major role in the integrated team providing critical support, analysis, and leadership to the Hyper-X Program throughout the program s entire life and were key to its ultimate success. Engineers in SACD s Vehicle Analysis Branch (VAB) were involved in all stages and aspects of the program, from conceptual design prior to contract award, through preliminary design and hardware development, and in to, during, and after each of the three flights. Working closely with other engineers at Langley and Dryden, as well as industry partners, roughly 20 members of SACD were involved throughout the evolution of the Hyper-X program in nearly all disciplines, including lead roles in several areas. Engineers from VAB led the aerodynamic database development, the propulsion database development, and the stage separation analysis and database development effort. Others played major roles in structures, aerothermal, GN&C, trajectory analysis and flight simulation, as well as providing CFD support for aerodynamic, propulsion, and aerothermal analysis.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A close-up of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' carefully packed in a protective shipping framework, is unloaded from a container after its arrival at NASA's Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A/Hyper-X Vehicle Arrives at NASA Dryden

NASA Technical Reports Server (NTRS)

1999-01-01

A head-on view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X,' in its protective shipping framework as it arrives at the Dryden Flight Research Center in October 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Large-Format Dual-Counter Pixelated X-Ray Detector Platform: Phase II Final Report

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

Lee, Adam; Williams, George; Huntington, Andrew

2016-10-10

Within the program, a Voxtel led team demonstrated both prototype (48 x 48, 130-μm pitch, VX-798) and full-format (192 x 192, 100-μm pitch, VX-810) versions of a high-dynamic-range, x-ray photon-counting (HDR-XPC) sensor. Within the program the following tasks were completed: 1) integration and evaluation of the VX-798 prototype camera at the Advanced Photon Source beamline at Argonne National Labs; 2) the design, simulation, and fabrication of the full-format VX-810 ROIC was completed; 3) fabrication of thick, fully depleted silicon photodiodes optimized for x-ray photon collection; 4) hybridization of the VX-810 ROIC to the photodiode array in the creation of themore » optically sensitive FPA (FPA), and 4) development of an evaluation camera to enable electrical and optical characterization of the sensor.« less

10 CFR 600.122 - Payment.

Code of Federal Regulations, 2010 CFR

2010-01-01

... codified at 31 CFR part 205. (b) Recipients will be paid in advance, provided they maintain or demonstrate... standards for fund control and accountability as established in § 600.121. Cash advances to a recipient... program or project. The timing and amount of cash advances shall be as close as is administratively...

40 CFR 52.784 - Transportation and land use controls.

Code of Federal Regulations, 2010 CFR

2010-07-01

... PROGRAMS (CONTINUED) APPROVAL AND PROMULGATION OF IMPLEMENTATION PLANS Indiana § 52.784 Transportation and.../or land use control strategies and a demonstration that said strategies, along with Indiana's... transportation and/or land use control strategies by May 31, 1975. (2) No later than July 30, 1973, the...

USEPA ARSENIC REMOVAL FULL-SCALE DEMONSTRATION PROGRAM

EPA Science Inventory

On October 31, 2001 EPA announced that the final standard for arsenic in drinking water of ten parts per billion (10 ppb) would become effective on February 22, 2002 without any further action by EPA. This means that the standard will be implemented as specified in the January 22...

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF ...

EPA Pesticide Factsheets

The Elvatech, Ltd. ElvaX (ElvaX) x-ray fluorescence (XRF) analyzer distributed in the United States by Xcalibur XRF Services (Xcalibur), was demonstrated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field portion of the demonstration was conducted in January 2005 at the Kennedy Athletic, Recreational and Social Park (KARS) at Kennedy Space Center on Merritt Island, Florida. The demonstration was designed to collect reliable performance and cost data for the ElvaX analyzer and seven other commercially available XRF instruments for measuring trace elements in soil and sediment. The performance and cost data were evaluated to document the relative performance of each XRF instrument. This innovative technology verification report describes the objectives and the results of that evaluation and serves to verify the performance and cost of the ElvaX analyzer. Separate reports have been prepared for the other XRF instruments that were evaluated as part of the demonstration. The objectives of the evaluation included determining each XRF instrument’s accuracy, precision, sample throughput, and tendency for matrix effects. To fulfill these objectives, the field demonstration incorporated the analysis of 326 prepared samples of soil and sediment that contained 13 target elements. The prepared samples included blends of environmental samples from nine different sample collection sites as well as s

KSC-2011-7523

NASA Image and Video Library

2011-10-23

A truck carries the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule to Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2011-7526

NASA Image and Video Library

2011-10-23

Workers lift the transportation canister from the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule to Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2012-1567

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. – The Space Exploration Technologies Corp. SpaceX Falcon 9 rocket with Dragon capsule attached on top sits fully fueled on Space Launch Complex-40 at Cape Canaveral Air Force Station in Florida during a launch dress rehearsal for the company’s next demonstration test flight for NASA’s Commercial Orbital Transportation Services-2 COTS-2) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Gianni Woods

KSC-2011-7527

NASA Image and Video Library

2011-10-23

Workers lower the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule at Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2012-1569

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. – The Space Exploration Technologies Corp. SpaceX Falcon 9 rocket with Dragon capsule attached on top sits fully fueled on Space Launch Complex-40 at Cape Canaveral Air Force Station in Florida during a launch dress rehearsal for the company’s next demonstration test flight for NASA’s Commercial Orbital Transportation Services-2 COTS-2) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Gianni Woods

KSC-2011-7521

NASA Image and Video Library

2011-10-23

A truck brings the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule to Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2012-1565

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. – The Space Exploration Technologies Corp. SpaceX Falcon 9 rocket with Dragon capsule attached on top sits fully fueled on Space Launch Complex-40 at Cape Canaveral Air Force Station in Florida during a launch dress rehearsal for the company’s next demonstration test flight for NASA’s Commercial Orbital Transportation Services-2 COTS-2) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Gianni Woods

KSC-2011-7529

NASA Image and Video Library

2011-10-23

Workers unwrap the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule inside a building at Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2012-1568

NASA Image and Video Library

2012-03-01

CAPE CANAVERAL, Fla. – The Space Exploration Technologies Corp. SpaceX Falcon 9 rocket with Dragon capsule attached on top sits fully fueled on Space Launch Complex-40 at Cape Canaveral Air Force Station in Florida during a launch dress rehearsal for the company’s next demonstration test flight for NASA’s Commercial Orbital Transportation Services-2 COTS-2) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Gianni Woods

KSC-2011-7524

NASA Image and Video Library

2011-10-23

A truck carries the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule to Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2011-7522

NASA Image and Video Library

2011-10-23

A truck carries the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule to Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2011-7528

NASA Image and Video Library

2011-10-23

Workers unwrap the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule inside a building at Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

KSC-2011-7525

NASA Image and Video Library

2011-10-23

Workers lift the transportation canister away from the latest Space Exploration Technologies Corp. (SpaceX) Dragon capsule to Cape Canaveral Air Force Station in Florida on Oct. 23 so it can be processed and attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/ Charisse Nahser

M31N 2008-12a-The Remarkable Recurrent Nova in M31-Panchromatic Observations of the 2015 Eruption

NASA Technical Reports Server (NTRS)

Darnley, M. J.; Henze, M.; Bode, M. F.; Hachisu, I.; Hernanz, M.; Hornoch, K.; Hounsell, R.; Kato, M.; Ness, J.- U.; Osborne, J. P.;

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

This photo shows a close-up, rear view of the X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

X-43A Vehicle During Ground Testing

NASA Technical Reports Server (NTRS)

1999-01-01

The X-43A Hypersonic Experimental Vehicle, or 'Hyper-X' is seen here undergoing ground testing at NASA's Dryden Flight Research Center, Edwards, California in December 1999. The X-43A was developed to research a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Langley Aerothermodynamic Facilities Complex: Enhancements and Testing Capabilities

NASA Technical Reports Server (NTRS)

Micol, J. R.

1998-01-01

Description, capabilities, recent upgrades, and utilization of the NASA Langley Research Center (LaRC) Aerothermodynamic Facilities Complex (AFC) are presented. The AFC consists of five hypersonic, blow-down-to-vacuum wind tunnels that collectively provide a range of Mach number from 6 to 20, unit Reynolds number from 0.04 to 22 million per foot and, most importantly for blunt configurations, normal shock density ratio from 4 to 12. These wide ranges of hypersonic simulation parameters are due, in part, to the use of three different test gases (air, helium, and tetrafluoromethane), thereby making several of the facilities unique. The Complex represents nearly three-fourths of the conventional (as opposed to impulse)-type hypersonic wind tunnels operational in this country. AFC facilities are used to assess and optimize the hypersonic aerodynamic performance and aeroheating characteristics of aerospace vehicle concepts and to provide benchmark aerodynamic/aeroheating data fr generating the flight aerodynamic databook and final design of the thermal protection system (TPS) (e.g., establishment of flight limitations not to exceed TPS design limits). Modifications and enhancements of AFC hardware components and instrumentation have been pursued to increase capability, reliability, and productivity in support of programmatic goals. Examples illustrating facility utilization in recent years to generate essentially all of the experimental hypersonic aerodynamic and aeroheating information for high-priority, fast-paced Agency programs are presented. These programs include Phase I of the Reusable Launch Vehicle (RLV) Advanced Technology Demonstrator, X-33 program, PHase II of the X-33 program, X-34 program, the Hyper-X program ( a Mach 5,7, and 10 airbreathing propulsion flight experiment), and the X-38 program (Experimental Crew Return Vehicle, X-CRV). Current upgrades/enchancements and future plans for the AFC are discussed.

FUEL-FLEXIBLE GASIFICATION-COMBUSTION TECHNOLOGY FOR PRODUCTION OF H2 AND SEQUESTRATION-READY CO2

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

George Rizeq; Janice West; Arnaldo Frydman

It is expected that in the 21st century the Nation will continue to rely on fossil fuels for electricity, transportation, and chemicals. It will be necessary to improve both the process efficiency and environmental impact performance of fossil fuel utilization. GE Global Research has developed an innovative fuel-flexible Unmixed Fuel Processor (UFP) technology to produce H{sub 2}, power, and sequestration-ready CO{sub 2} from coal and other solid fuels. The UFP module offers the potential for reduced cost, increased process efficiency relative to conventional gasification and combustion systems, and near-zero pollutant emissions including NO{sub x}. GE Global Research (prime contractor) wasmore » awarded a contract from U.S. DOE NETL to develop the UFP technology. Work on this Phase I program started on October 1, 2000. The project team includes GE Global Research, Southern Illinois University at Carbondale (SIU-C), California Energy Commission (CEC), and T. R. Miles, Technical Consultants, Inc. In the UFP technology, coal and air are simultaneously converted into separate streams of (1) high-purity hydrogen that can be utilized in fuel cells or turbines, (2) sequestration-ready CO{sub 2}, and (3) high temperature/pressure vitiated air to produce electricity in a gas turbine. The process produces near-zero emissions and, based on ASPEN Plus process modeling, has an estimated process efficiency of 6% higher than IGCC with conventional CO{sub 2} separation. The current R&D program will determine the feasibility of the integrated UFP technology through pilot-scale testing, and will investigate operating conditions that maximize separation of CO{sub 2} and pollutants from the vent gas, while simultaneously maximizing coal conversion efficiency and hydrogen production. The program integrates experimental testing, modeling and economic studies to demonstrate the UFP technology. This is the thirteenth quarterly technical progress report for the UFP program, which is supported by U.S. DOE NETL under Contract No. DE-FC26-00FT40974. This report summarizes program accomplishments for the period starting October 1, 2003 and ending December 31, 2003. The report includes an introduction summarizing the UFP technology, main program tasks, and program objectives; it also provides a summary of program activities and accomplishments covering progress in tasks including lab-scale experimental testing, pilot-scale assembly, pilot-scale demonstration and program management and technology transfer.« less

Toward Directly-Deposited Optical Blocking Filters for High-performance, Back-illuminated Imaging X-ray Detectors

NASA Astrophysics Data System (ADS)

Bautz, Mark W.; Kissel, S. E.; Ryu, K.; Suntharalingam, V.

2014-01-01

Silicon X-ray detectors require optical blocking filters to prevent out-of-band (UV, visible and near-IR) radiation from corrupting the X-ray signal. Traditionally, blocking filters have been deposited on thin, free-standing membranes suspended over the detector. Free-standing filters are fragile, however, and in past instruments have required heavy and complex vacuum housings to protect them from acoustic loads during ground operations and launch. A directly-deposited blocking filter greatly simplifies the instrument and in principle permits better soft X-ray detection efficiency than a traditional free-standing filter. Directly-deposited filters have flown in previous generation instruments (e.g. the XMM/Newton Reflection Grating Spectrometer) but none has yet been demonstrated on a modern, high-performance back-illuminated X-ray CCD. We report here on the status of our NASA-funded Strategic Astrophysics Technology program to demonstrate such filters.

Programming in a proposed 9X distributed Ada

NASA Technical Reports Server (NTRS)

Waldrop, Raymond S.; Volz, Richard A.; Goldsack, Stephen J.

1990-01-01

The proposed Ada 9X constructs for distribution was studied. The goal was to select suitable test cases to help in the evaluation of the proposed constructs. The examples were to be considered according to the following requirements: real time operation; fault tolerance at several different levels; demonstration of both distributed and massively parallel operation; reflection of realistic NASA programs; illustration of the issues of configuration, compilation, linking, and loading; indications of the consequences of using the proposed revisions for large scale programs; and coverage of the spectrum of communication patterns such as predictable, bursty, small and large messages. The first month was spent identifying possible examples and judging their suitability for the project.

ARPA/NRL X-Ray Laser Program - Semiannual Technical Report to Defense Advanced Research Projects Agency, 1 Jul 1974-31 December 1974

DTIC Science & Technology

1975-05-01

Finally, diagnostics for quantitative measurements of all these properties are necessary for meaningful comparison of the experiments with theoretical ...width (FWHM) of 120 ^rad. For comparison, a beam which fills the last amplifier rod has a corresponding theoretical divergence angle of 108 urad...hydrogen the protons produced by photoionization do not absorb). Also shown are the spontaneous lifetimes tu of the upper laser level, of use for self

Response Time Measurements of the NIF DANTE XRD-31 X-Ray Diodes (Pre-print)

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

Don Pellinen and Michael Griffin

2009-01-23

The XRD-31 is a fast, windowless X-ray vacuum photodiode developed by EG&G. It is currently the primary fast X-ray detector used to diagnose the X-rays on NIF and OMEGA on the multichannel DANTE spectrometer. The XRD-31 has a dynamic range of less than 1e-12 amps to more than 10 amps. A technique is described to measure the impulse response of the diodes to a 150 fs pulse of 200 nm laser light and a method to calculate the “risetime” for a square pulse and compare it with the computed electron transit time from the photocathode to the anode. Measured responsemore » time for 5 XRD-31s assembled in early 2004 was 149.7 ps +-2.75 ps.« less

40 CFR 256.31 - Recommendations for developing and implementing resource conservation and recovery programs.

Code of Federal Regulations, 2010 CFR

2010-07-01

... implementing resource conservation and recovery programs. 256.31 Section 256.31 Protection of Environment... SOLID WASTE MANAGEMENT PLANS Resource Conservation and Resource Recovery Programs § 256.31 Recommendations for developing and implementing resource conservation and recovery programs. (a) In order to...

X-31 Mishap: Lessons Learned

NASA Technical Reports Server (NTRS)

Larson, Richard R.

2007-01-01

The experimental X-31 High Angle of Attack Research Aircraft crashed during a 1995 test mission flight conducted by NASA at Edwards Air Force Base, California. The pilot lost control of the airplane and was forced to eject, sustaining a permanent back injury that ended his flying career. Prior to this incident the airplane had a perfect record of several hundred non-eventful flights supported by an experienced team. During the subsequent investigation by a mishap committee it was discovered that a series of cascading events contributed to this accident. Some of the identified contributing factors that resulted in this mishap are common to aircraft design and to flight-test in general. The mistakes and the solutions are presented here so that the flight-test community may consider and learn from them. The primary cause of the crash was icing and, ultimately, a complete blockage of the pitot-static nose probe. The icing was caused by a freak weather phenomenon that was neither expected nor known to exist on the day of the mishap. The normal probe had been replaced with a special Kiel probe to allow total pressure measurements of up to 70 degrees angle of attack for flight-test purposes. The Kiel probe did not include a heater, because it was assumed that the airplane would not be flown in the clouds or in conditions conducive to icing. This assumption was later proven to be incorrect. The iced Kiel probe caused incorrect gain scheduling in the flight control system, resulting in an unstable aircraft. This failure was essentially undetected because of a faulty design in the flight control system architecture. There were, however, also a number of other issues that lead up to this situation that never should have happened. This presentation discusses what the issues were that contributed to the incident. After the incident was investigated, some of these issues were addressed and some changes were made. The second X-31 aircraft flew the remainder of the flight tests, and the program was successfully completed without incident. This presentation also shows a video of the mishap including lessons learned, and the changes that were made to resume the flight-test program are presented.

75 FR 75619 - Waiver of Acceptable Mission Risk Restriction for Reentry and a Reentry Vehicle

Federal Register 2010, 2011, 2012, 2013, 2014

2010-12-06

... Falcon 9 flight 002. First, SpaceX requested a waiver of 14 CFR 404.3(b)(5), which requires that a waiver... private commercial space flight company. It has entered into a Space Act Agreement with the National... addresses an upcoming demonstration flight that SpaceX plans to undertake as part of the COTS program. At...

An Overview of the Guided Parafoil System Derived from X-38 Experience

NASA Technical Reports Server (NTRS)

Stein, Jenny M.; Madsen, Chris M.; Strahan, Alan L.

2005-01-01

The NASA Johnson Space Center built a 4200 sq ft parafoil for the U.S. Army Natick Soldier Center to demonstrate autonomous flight using a guided parafoil system to deliver 10,000 lbs of useable payload. The parafoil's design was based upon that developed during the X-38 program. The drop test payload consisted of a standard 20-foot Type V airdrop platform, a standard 12-foot weight tub, a 60 ft drogue parachute, a 4200 ft2 parafoil, an instrumentation system, and a Guidance, Navigation, and Control (GN&C) system. Instrumentation installed on the load was used to gather data to validate simulation models and preflight loads predictions and to perform post flight trajectory and performance reconstructions. The GN&C system, developed during NASA's X-38 program, consisted of a flight computer, modems for uplink commands and downlink data, a compass, laser altimeter, and two winches. The winches were used to steer the parafoil and to perform the dynamic flare maneuver for a soft landing. The laser was used to initiate the flare. The GN&C software was originally provided to NASA by the European Space Agency. NASA incorporated further software refinements based upon the X-38 flight test results. Three full-scale drop tests were conducted, with the third being performed during the Precision Airdrop Technology Conference and Demonstration (PATCAD) Conference at the U.S. Army Yuma Proving Ground (YPG) in November of 2003. For the PATCAD demonstration, the parafoil and GN&C software and hardware performed well, concluding with a good flare and the smallest miss distance ever experienced in NASA's parafoil drop test program. This paper describes the 4200 sq ft parafoil system, simulation results, and the results of the drop tests.

Hyper-X Research Vehicle - Artist Concept in Flight with Scramjet Engine Firing

NASA Technical Reports Server (NTRS)

1997-01-01

This is an artist's depiction of a Hyper-X research vehicle under scramjet power in free-flight following separation from its booster rocket. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Hyper-X Research Vehicle - Artist Concept Mounted on Pegasus Rocket Attached to B-52 Launch Aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This artist's concept depicts the Hyper-X research vehicle riding on a booster rocket prior to being launched by the Dryden Flight Research Center's B-52 at about 40,000 feet. The X-43A was developed to flight test a dual-mode ramjet/scramjet propulsion system at speeds from Mach 7 up to Mach 10 (7 to 10 times the speed of sound, which varies with temperature and altitude). Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

31 CFR 356.31 - How does the STRIPS program work?

Code of Federal Regulations, 2010 CFR

2010-07-01

... 31 Money and Finance: Treasury 2 2010-07-01 2010-07-01 false How does the STRIPS program work? 356.31 Section 356.31 Money and Finance: Treasury Regulations Relating to Money and Finance (Continued...) Miscellaneous Provisions § 356.31 How does the STRIPS program work? (a) General. Notes or bonds may be “stripped...

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF TECHNOLOGIES FOR MEASURING TRACE ELEMENTS IN SOIL AND SEDIMENT OXFORD ED2000 XRF ANALYZER

EPA Science Inventory

The Oxford ED2000 x-ray fluorescence (XRF) analyzer was demonstrated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field portion of the demonstration was conducted in January 2005 at the Kennedy Athletic, Recr...

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF TECHNOLOGIES FOR MEASURING TRACE ELEMENTS IN SOIL AND SEDIMENT NITON XLT700 SERIES XRF ANALYZER

EPA Science Inventory

The Niton XLt 700 Series (XLt) XRF Services x-ray fluorescence (XRF) analyzer was demonstrated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field portion of the demonstration was conducted in January 2005 at ...

INNOVATIVE TECHNOLOGY VERIFICATION REPORT XRF TECHNOLOGIES FOR MEASURING TRACE ELEMENTS IN SOIL AND SEDIMENT RIGAKU ZSX MINI 11 XRF ANALYZER

EPA Science Inventory

The Rigaku ZSX Mini II (ZSX Mini II) XRF Services x-ray fluorescence (XRF) analyzer was demon-strated under the U.S. Environmental Protection Agency (EPA) Superfund Innovative Technology Evaluation (SITE) Program. The field portion of the demonstration was conducted in January 2...

Parachute Testing for the NASA X-38 Crew Return Vehicle

NASA Technical Reports Server (NTRS)

Stein, Jenny M.

2005-01-01

NASA's X-38 program was an in-house technology demonstration program to develop a Crew Return Vehicle (CRV) for the International Space Station capable of returning seven crewmembers to Earth when the Space Shuttle was not present at the station. The program, managed out of NASA's Johnson Space Center, was started in 1995 and was cancelled in 2003. Eight flights with a prototype atmospheric vehicle were successfully flown at Edwards Air Force Base, demonstrating the feasibility of a parachute landing system for spacecraft. The intensive testing conducted by the program included testing of large ram-air parafoils. The flight test techniques, instrumentation, and simulation models developed during the parachute test program culminated in the successful demonstration of a guided parafoil system to land a 25,000 Ib spacecraft. The test program utilized parafoils of sizes ranging from 750 to 7500 p. The guidance, navigation, and control system (GN&C) consisted of winches, laser or radar altimeter, global positioning system (GPS), magnetic compass, barometric altimeter, flight computer, and modems for uplink commands and downlink data. The winches were used to steer the parafoil and to perform the dynamic flare maneuver for a soft landing. The laser or radar altimeter was used to initiate the flare. In the event of a GPS failure, the software navigated by dead reckoning using the compass and barometric altimeter data. The GN&C test beds included platforms dropped from cargo aircraft, atmospheric vehicles released from a 8-52, and a Buckeye powered parachute. This paper will describe the test program and significant results.

SOXAL combined SO{sub x}/NO{sub x} flue gas control demonstration. Quarterly report, April--June 1993

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

Not Available

AQUATECH Systems, a business unit of Allied-Signal Inc., proposes to demonstrate the technical viability and cost effectiveness of the SOXAL process a combined SO{sub x}/NO{sub x} control process on a 3 MW equivalent flue gas slip stream from Niagara Mohawk Power Corporation, Dunkirk Steam Station Boiler No. 4, a coal fired boiler. The SOXAL process combines 90+% sulfur dioxide removal from the flue gas using a sodium based scrubbing solution and regeneration of the spent scrubbing liquor using AQUATECH Systems` proprietary bipolar membrane technology. This regeneration step recovers a stream of sulfur dioxide suitable for subsequent processing to salable sulfurmore » or sulfuric acid. Additionally 90+% control of NO{sub x} gases can be achieved in combination with conventional urea/methanol injection of NO{sub 2} gas into the duct. The SOXAL process is applicable to both utility and industrial scale boilers using either high or low sulfur coal. The SOXAL demonstration Program began September 10, 1991 and is approximately 22 months in duration.« less

SOXAL combined SO{sub x}/NO{sub x} flue gas control demonstration. Quarterly report, October--December 1992

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

NONE

AQUATECH Systems a business unit of Allied-Signal Inc., proposes to demonstrate the technical viability and cost effectiveness of the SOXAL process a combined SO{sub x}/NO{sub x} control process on a 2--3 MW equivalent flue gas slip stream from Niagara Mohawk Power Corporation, Dunkirk Steam Station Boiler {number_sign}4, a coal fired boiler. The SOXAL process combines 90+% sulfur dioxide removal from the flue gas using a sodium based scrubbing solution and regeneration of the spent scrubbing liquor using AQUATECH Systems` proprietary bipolar membrane technology. This regeneration step recovers a stream of sulfur dioxide suitable for subsequent processing to salable sulfur ormore » sulfuric acid. Additionally 90+% control of NO{sub x} gases can be achieved in combination with conventional urea/methanol injection of NO{sub 2} gas into the duct. The SOXAL process is applicable to both utility and industrial scale boilers using either high or low sulfur coal. The SOXAL Demonstration Program began September 10, 1991 and is approximately 22 months in duration.« less

Nonlinear Ultrasonic Measurements in Nuclear Reactor Environments

NASA Astrophysics Data System (ADS)

Reinhardt, Brian T.

Several Department of Energy Office of Nuclear Energy (DOE-NE) programs, such as the Fuel Cycle Research and Development (FCRD), Advanced Reactor Concepts (ARC), Light Water Reactor Sustainability, and Next Generation Nuclear Power Plants (NGNP), are investigating new fuels, materials, and inspection paradigms for advanced and existing reactors. A key objective of such programs is to understand the performance of these fuels and materials during irradiation. In DOE-NE's FCRD program, ultrasonic based technology was identified as a key approach that should be pursued to obtain the high-fidelity, high-accuracy data required to characterize the behavior and performance of new candidate fuels and structural materials during irradiation testing. The radiation, high temperatures, and pressure can limit the available tools and characterization methods. In this thesis, two ultrasonic characterization techniques will be explored. The first, finite amplitude wave propagation has been demonstrated to be sensitive to microstructural material property changes. It is a strong candidate to determine fuel evolution; however, it has not been demonstrated for in-situ reactor applications. In this thesis, finite amplitude wave propagation will be used to measure the microstructural evolution in Al-6061. This is the first demonstration of finite amplitude wave propagation at temperatures in excess of 200 °C and during an irradiation test. Second, a method based on contact nonlinear acoustic theory will be developed to identify compressed cracks. Compressed cracks are typically transparent to ultrasonic wave propagation; however, by measuring harmonic content developed during finite amplitude wave propagation, it is shown that even compressed cracks can be characterized. Lastly, piezoelectric transducers capable of making these measurements are developed. Specifically, three piezoelectric sensors (Bismuth Titanate, Aluminum Nitride, and Zinc Oxide) are tested in the Massachusetts Institute of Technology Research reactor to a fast neutron fluence of 8.65x10 20 n/cm2. It is demonstrated that Bismuth Titanate is capable of transduction up to 5 x1020 n/cm2, Zinc Oxide is capable of transduction up to 6.27 x1020 n/cm 2, and Aluminum Nitride is capable of transduction up to 8.65x x10 20 n/cm2.

Nano-indentation investigations of (As2Se3)1-x: Snx and (As4S3Se3)1-x: Snx glasses

NASA Astrophysics Data System (ADS)

Harea, D. V.; Harea, E. E.; Iaseniuc, O. V.; Iovu, M. S.

2015-02-01

Experimental results on some physical and optical properties of (As2Se3)1-x:Snx and (As4S3Se3)1-x:Snx (x = 0-10 at %) glasses and amorphous films (d~2.0 μm) are presented. The bulk chalcogenide glasses are studied by X-ray diffraction spectroscopy and nanoindentation methods. It is established that the addition of these amounts of tin (x = 0-10 at %) does not lead to significant changes in the physical properties of the glass, such as values of stress and Young's modulus related to the modification of the density and compactness. It has been found that the addition of these amounts of tin in (As4S3Se3)1-x:Snx does not lead to significant changes in the glass physical properties, such as values of stress and Young's modulus related to the modification of the density and compactness. The study of the photoplastic effect is performed in situ, with illumination of the bulk and thin film samples during indentation as well as their indentation after illumination with a green laser (λ = 532 nm) at a power of P = 50 mV/cm2. The hardness is calculated from load-displacement curves by the Oliver-Pharr method. A sharp increase in hardness is registered if the tin concentration exceeds a value of 34% Sn. The hardness H of (As2Se3)1-x:Snx films varies between 115 and 130 kg/mm2. It is found that the hardness H of amorphous thin films is generally higher than the hardness of bulk samples with the same chemical composition. In this study, we are focused on the mechanical characteristics of high-purity As2Se3: Snx thin films. Keyword: Chalcogenide glasses, hardness,

Photometric Redshifts for the Large-Area Stripe 82X Multiwavelength Survey

NASA Astrophysics Data System (ADS)

Tasnim Ananna, Tonima; Salvato, Mara; Urry, C. Megan; LaMassa, Stephanie M.; STRIPE 82X

2016-06-01

The Stripe 82X survey currently includes 6000 X-ray sources in 31.3 square degrees of XMM-Newton and Chandra X-ray coverage, most of which are AGN. Using a maximum-likelihood approach, we identified optical and infrared counterparts in the SDSS, VHS K-band and WISE W1-band catalogs. 1200 objects which had different best associations in different catalogs were checked by eye. Our most recent paper provided the multiwavelength catalogs for this sample. More than 1000 counterparts have spectroscopic redshifts, either from SDSS spectroscopy or our own follow-up program. Using the extensive multiwavelength data in this field, we provide photometric redshift estimates for most of the remaining sources, which are 80-90% accurate according to the training set. Our sample has a large number of candidates that are very faint in optical and bright in IR. We expect a large fraction of these objects to be the obscured AGN sample we need to complete the census on black hole growth at a range of redshifts.

Experimental and numerical study on transverse piezoelectricity of xBiInO3-(1 - x)PbTiO3 films by multilayer cantilevers

NASA Astrophysics Data System (ADS)

Sun, Ke-xue; Zhang, Shu-yi; Shui, Xiu-ji; Wasa, Kiyotaka

2018-02-01

The effective transverse piezoelectric coefficient of the piezoelectric films xBiInO3-(1 - x)PbTiO3 (x = 0,0.10,0.15,0.20) were studied experimentally and numerically by multilayer cantilevers. The xBiInO3-(1 - x)PbTiO3 thin films were deposited on (101)SrRuO3/(100)Pt/(100)MgO substrates and then covered with Pt electrode by RF-magnetron sputtering method. In experiments, the tip vibration amplitudes of the cantilevers for different x of the films were measured, in which the optimized compositions for maximizing the tip vibration can be found. Meanwhile, based on the bending model of multilayer piezoelectric cantilevers, the tip-deflection and transverse piezoelectricity of the cantilevers were simulated by COMSOL software. By comparing the experimental and numerical results, both are in agreement very well, and the mechanism of the optimized transverse piezoelectricity of the cantilevers was proposed finally.

Experimental Study of the NaK 3(1)Pi State.

PubMed

Laub; Mazsa; Webb; La Civita J; Prodan; Jabbour; Namiotka; Huennekens

1999-02-01

We report the results of an optical-optical double resonance experiment to determine the NaK 3(1)Pi state potential energy curve. In the first step, a narrow band cw dye laser (PUMP) is tuned to line center of a particular 2(A)1Sigma+(v', J') <-- 1(X)1Sigma+(v", J") transition, and its frequency is then fixed. A second narrowband tunable cw Ti:Sapphirelaser (PROBE) is then scanned, while 3(1)Pi --> 1(X)1Sigma+ violet fluorescence is monitored. The Doppler-free signals accurately map the 3(1)Pi(v, J) ro-vibrational energy levels. These energy levels are then fit to a Dunham expansion to provide a set of molecular constants. The Dunham constants, in turn, are used to construct an RKR potential curve. Resolved 3(1)Pi(v, J) --> 1(X)1Sigma+(v", J") fluorescence scans are also recorded with both PUMP and PROBE laser frequencies fixed. Comparison between observed and calculated Franck-Condon factors is used to determine the absolute vibrational numbering of the 3(1)Pi state levels and to determine the variation of the 3(1)Pi --> 1(X)1Sigma+ transitiondipole moment with internuclear separation. The recent theoretical calculation of the NaK 3(1)Pi state potential reported by Magnier and Millié (1996, Phys. Rev. A 54, 204) is in excellent agreement with the present experimental RKR curve. Copyright 1999 Academic Press.

Studies on RF sputtered (WO3)1-x (V2O5)x thin films for smart window applications

NASA Astrophysics Data System (ADS)

Meenakshi, M.; Sivakumar, R.; Perumal, P.; Sanjeeviraja, C.

2016-05-01

V2O5 doped WO3 targets for RF sputtering thin film deposition were prepared for various compositions. Thin films of (WO3)1-x (V2O5)x were deposited on to glass substrates using these targets. Structural characteristics of the prepared targets and thin films were studied using X-ray diffraction. Laser Raman studies were carried out on the thin films to confirm the compound formation.

Aerial views of construction on the RLV hangar at the Shuttle Landing Facility

NASA Technical Reports Server (NTRS)

1999-01-01

Looking southwest, this view shows ongoing construction of a multi-purpose hangar, which is part of the $8 million Reusable Launch Vehicle (RLV) Support Complex at Kennedy Space Center. Edging the construction is Sharkey Road, which parallels the landing strip of the Shuttle Landing Facility nearby. The RLV complex will include facilities for related ground support equipment and administrative/ technical support. It will be available to accommodate the Space Shuttle; the X-34 RLV technology demonstrator; the L-1011 carrier aircraft for Pegasus and X-34; and other RLV and X-vehicle programs. The complex is jointly funded by the Spaceport Florida Authority, NASA's Space Shuttle Program and KSC. The facility will be operational in early 2000.

Vibrational analysis and quantum chemical calculations of 2,2‧-bipyridine Zinc(II) halide complexes

NASA Astrophysics Data System (ADS)

Ozel, Aysen E.; Kecel, Serda; Akyuz, Sevim

2007-05-01

In this study the molecular structure and vibrational spectra of Zn(2,2'-bipyridine)X 2 (X = Cl and Br) complexes were studied in their ground states by computational vibrational study and scaled quantum mechanical (SQM) analysis. The geometry optimization, vibrational wavenumber and intensity calculations of free and coordinated 2,2'-bipyridine were carried out with the Gaussian03 program package by using Hartree-Fock (HF) and Density Functional Theory (DFT) with B3LYP functional and 6-31G (d,p) basis set. The total energy distributions (TED) of the vibrational modes were calculated by using Scaled Quantum Mechanical (SQM) analysis. Fundamentals were characterised by their total energy distributions. Coordination sensitive modes of 2,2'-bipyridine were determined.

Irradiation effects on 17-7 PH stainless steel, A-201 carbon steel, and titanium-6-percent-aluminum-4-percent-vanadium alloy

NASA Technical Reports Server (NTRS)

Hasse, R. A.; Hartley, C. B.

1972-01-01

Irradiation effects on three materials from the NASA Plum Brook Reactor Surveillance Program were determined. An increase of 105 K in the nil-ductility temperature for A-201 steel was observed at a fluence of approximately 3.1 x 10 to the 18th power neutrons/sq cm (neutron energy E sub n greater than 1.0 MeV). Only minor changes in the mechanical properties of 17-7 PH stainless steel were observed up to a fluence of 2 x 10 to the 21st power neutrons/sq cm (E sub n greater than 1.0 MeV). The titanium-6-percent-aluminum-4-percent-vanadium alloy maintained its notch toughness up to a fluence of 1 x 10 to the 21st power neutrons/sq cm (E sub n greater than 1.0 MeV).

Experimental research on the feature of an x-ray Talbot-Lau interferometer versus tube accelerating voltage

NASA Astrophysics Data System (ADS)

Wang, Sheng-Hao; Margie, P. Olbinado; Atsushi, Momose; Hua-Jie, Han; Hu, Ren-Fang; Wang, Zhi-Li; Gao, Kun; Zhang, Kai; Zhu, Pei-Ping; Wu, Zi-Yu

2015-06-01

X-ray Talbot-Lau interferometer has been used most widely to perform x-ray phase-contrast imaging with a conventional low-brilliance x-ray source, and it yields high-sensitivity phase and dark-field images of samples producing low absorption contrast, thus bearing tremendous potential for future clinical diagnosis. In this work, by changing the accelerating voltage of the x-ray tube from 35 kV to 45 kV, x-ray phase-contrast imaging of a test sample is performed at each integer value of the accelerating voltage to investigate the characteristic of an x-ray Talbot-Lau interferometer (located in the Institute of Multidisciplinary Research for Advanced Materials, Tohoku University, Japan) versus tube voltage. Experimental results and data analysis show that within a range this x-ray Talbot-Lau interferometer is not sensitive to the accelerating voltage of the tube with a constant fringe visibility of ˜ 44%. This x-ray Talbot-Lau interferometer research demonstrates the feasibility of a new dual energy phase-contrast x-ray imaging strategy and the possibility to collect a refraction spectrum. Project supported by the Major State Basic Research Development Program of China (Grant No. 2012CB825800), the Science Fund for Creative Research Groups, China (Grant No. 11321503), the National Natural Science Foundation of China (Grant Nos. 11179004, 10979055, 11205189, and 11205157), and the Japan-Asia Youth Exchange Program in Science (SAKURA Exchange Program in Science) Administered by the Japan Science and Technology Agency.

The effect of bovine IFN-alpha on the immune response in guinea pigs vaccinated with DNA vaccine of foot-and-mouth disease virus.

PubMed

Guo, Hui-Chen; Liu, Zai-Xin; Sun, Shi-Qi; Leng, Qing-Wen; Li, Dong; Liu, Xiang-Tao; Xie, Qing-Ge

2004-10-01

In this study, we constructed recombinant plasmid pcDNA3.1/P12X3C3D including P1, 2A, 3C, 3D and part of 2B gene of FMDV and pcDNA3.1/IFN containing the gene encoding bovine IFN-alpha. We inoculated the DNA vaccine pcDNA3.1/P12X3C3D with or without pcDNA3.1/IFN to evaluate the efficiency of this DNA vaccine and the immunogenicity of DNA vaccine enhanced by the co-delivery with pcDNA3.1/IFN. After two times of vaccination with DNA vaccine, all of guinea pigs were challenged with 103 ID50 FMDV type O. Anti-FMDV antibody levels were detected by ELISA and T lymphocyte proliferation response was tested by MTT assay. The result shows that guinea pigs inoculated by pcDNA3.1/P12X3C3D alone or with pcDNA3.1/IFN generated specific antibodies and induced an FMDV-specific T lymphocyte proliferation response. FMDV challenge tests showed that one in four guinea pigs immunized by pcDNA3.1/P12X3C3D with pcDNA3.1/IFN was protected from the FMDV serotype O infection. This result indicated that the efficiency of the DNA vaccine was enhanced by co-delivery with pcDNA3.1/IFN. However, the protection rate was considerably lower than that immunized with conventional FMD vaccine.

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

Ruberu, T. Purnima A.; Albright, Haley R.; Callis, Brandon

We demonstrate molecular control of nanoscale composition, alloying, and morphology (aspect ratio) in CdS–CdSe nanocrystal dots and rods by modulating the chemical reactivity of phosphine–chalcogenide precursors. Specific molecular precursors studied were sulfides and selenides of triphenylphosphite (TPP), diphenylpropylphosphine (DPP), tributylphosphine (TBP), trioctylphosphine (TOP), and hexaethylphosphorustriamide (HPT). Computational (DFT), NMR (31P and 77Se), and high-temperature crossover studies unambiguously confirm a chemical bonding interaction between phosphorus and chalcogen atoms in all precursors. Phosphine–chalcogenide precursor reactivity increases in the order: TPPE < DPPE < TBPE < TOPE < HPTE (E = S, Se). For a given phosphine, the selenide is always more reactivemore » than the sulfide. CdS1–xSex quantum dots were synthesized via single injection of a R3PS–R3PSe mixture to cadmium oleate at 250 °C. X-ray diffraction (XRD), transmission electron microscopy (TEM), and UV/Vis and PL optical spectroscopy reveal that relative R3PS and R3PSe reactivity dictates CdS1–xSex dot chalcogen content and the extent of radial alloying (alloys vs core/shells). CdS, CdSe, and CdS1–xSex quantum rods were synthesized by injection of a single R3PE (E = S or Se) precursor or a R3PS–R3PSe mixture to cadmium–phosphonate at 320 or 250 °C. XRD and TEM reveal that the length-to-diameter aspect ratio of CdS and CdSe nanorods is inversely proportional to R3PE precursor reactivity. Purposely matching or mismatching R3PS–R3PSe precursor reactivity leads to CdS1–xSex nanorods without or with axial composition gradients, respectively. We expect these observations will lead to scalable and highly predictable “bottom-up” programmed syntheses of finely heterostructured nanomaterials with well-defined architectures and properties that are tailored for precise applications.« less

Innovations in Protective Services. Annual Report, September 1, 1982 through August 31, 1983.

ERIC Educational Resources Information Center

Texas State Dept. of Human Resources, Austin.

The Child Abuse Prevention and Treatment Act (Public Law 93-247 as amended) provides financial assistance for, among other purposes, demonstration programs aimed at prevention and treatment of child abuse and neglect. To encourage innovative approaches to identifying, treating, and preventing child abuse at the community level, the Texas…

X-1E on Display Stand at Dryden

NASA Technical Reports Server (NTRS)

1996-01-01

The Bell Aircraft Corporation X-1E is shown in this artistic night photo taken in February 1996. This aircraft is displayed on a pedestal in front of the main building (4800) at NASA Dryden Flight Research Center, Edwards, California. There were four versions of the Bell X-1 rocket-powered research aircraft that flew at the NACA High-Speed Flight Research Station, Edwards, California. The bullet-shaped X-1 aircraft were built by Bell Aircraft Corporation, Buffalo, N.Y. for the U.S. Army Air Forces (after 1947, U.S. Air Force) and the National Advisory Committee for Aeronautics (NACA). The X-1 Program was originally designated the XS-1 for EXperimental Supersonic. The X-1's mission was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the 'sound barrier.' Three different X-1s were built and designated: X-1-1, X-1-2 (later modified to become the X-1E), and X-1-3. The basic X-1 aircraft were flown by a large number of different pilots from 1946 to 1951. The X-1 Program not only proved that humans could go beyond the speed of sound, it reinforced the understanding that technological barriers could be overcome. The X-1s pioneered many structural and aerodynamic advances including extremely thin, yet extremely strong wing sections; supersonic fuselage configurations; control system requirements; powerplant compatibility; and cockpit environments. The X-1 aircraft were the first transonic-capable aircraft to use an all-moving stabilizer. The flights of the X-1s opened up a new era in aviation. The first X-1 was air-launched unpowered from a Boeing B-29 Superfortress on January 25, 1946. Powered flights began in December 1946. On October 14, 1947, the X-1-1, piloted by Air Force Captain Charles 'Chuck' Yeager, became the first aircraft to exceed the speed of sound, reaching about 700 miles per hour (Mach 1.06) and an altitude of 43,000 feet. The number 2 X-1 was modified and redesignated the X-1E. The modifications included adding a conventional canopy, an ejection seat, a low-pressure fuel system 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.

High-gradient SRF R&D for ILC at Jefferson Lab

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

Geng, Rongli; Crawford, Anthony; Ciovati, Gianluigi

2008-10-01

Jefferson Lab plays an active role in high-gradient SRF R&D in the frame work of the internationally coordinated ILC S0 program. The S0 aim is to push the yield at 35 MV/m in 9-cell cavities. So far, twelve cavities have been electropolishing (EP) processed and RF tested by using the state-of-the-art recipes at JLab, in close collaboration with FNAL and KEK. Seven of them reached a best gradient of over 31.5 MV/m. Understanding gradient limiting mechanisms in real 9-cell cavities is an important component of our studies. Thermometry and high-resolution optical inspection are used to locate and understand the sourcemore » of gradient limits. Experimenting with selective cavities is still a necessary method for process optimization. One example is the first demonstration of 35 MV/m without detectable Bremsstrahlung X-ray after a light EP is applied to a previously heavy BCP etched 7-cell cavity. Some new understanding has been gained with regard to quench behaviors, field emission behaviors as« less

Analysis of an x-ray mirror made from piezoelectric bimorph

NASA Astrophysics Data System (ADS)

Zhang, Yao; Li, Ming; Tang, Shanzhi; Gao, Junxiang; Zhang, Weiwei; Zhu, Peiping

2017-07-01

Theoretical analysis of the mechanical behavior of an x-ray mirror made from piezoelectric bimorph is presented. A complete two-dimensional relationship between the radius of curvature of the mirror and the applied voltage is derived. The accuracy of this relationship is studied by comparing the figures calculated by the relationship and Finite Element Analysis. The influences of several critical parameters in the relationship on the radius of curvature are analyzed. It is found that piezoelectric coefficient d31 is the main material property parameter that dominates the radius of curvature, and that the optimal thickness of PZT plate corresponding to largest bending range is 2.5 times of that of faceplate. It is demonstrated that the relationship is helpful for us to complete the primary design of the x-ray mirror made from piezoelectric bimorph.

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

Kang, Xiaoyu; Shetty, Smitha; Garten, Lauren

Dielectric and piezoelectric properties for Zn 1-xMg xO (ZMO) thin films are reported as a function of MgO composition up to and including the phase separation region. Zn 1-xMg xO (0.25 ≤ x ≤ 0.5) thin films with c-axis textures were deposited by pulsed laser deposition on platinized sapphire substrates. The films were phase pure wurtzite for MgO concentrations up to 40%; above that limit, a second phase with rocksalt structure evolves with strong {100} texture. With increasing MgO concentration, the out-of-plane ( d33,f) and in-plane ( e31,f) piezoelectric coefficients increase by 360% and 290%, respectively. The increase in piezoelectricmore » coefficients is accompanied by a 35% increase in relative permittivity. Loss tangent values fall monotonically with increasing MgO concentration, reaching a minimum of 0.001 for x ≥ 0.30, at which point the band gap is reported to be 4 eV. As a result, the enhanced piezoelectric response, the large band gap, and the low dielectric loss make Zn 1-xMg xO an interesting candidate for thin film piezoelectric devices, and demonstrate that compositional phase transformations provide opportunities for property engineering.« less

Systematic Review of the Indirect Effect of Pneumococcal Conjugate Vaccine Dosing Schedules on Pneumococcal Disease and Colonization

PubMed Central

2014-01-01

Background: To aid decision making for pneumococcal conjugate vaccine (PCV) use in infant national immunization programs, we summarized the indirect effects of PCV on clinical outcomes among nontargeted age groups. Methods: We systematically reviewed the English literature on infant PCV dosing schedules published from 1994 to 2010 (with ad hoc addition of 2011 articles) for outcomes on children >5 years of age and adults including vaccine-type nasopharyngeal carriage (VT-NP), vaccine-type invasive pneumococcal disease (VT-IPD) and syndromic pneumonia. Results: Of 12,980 citations reviewed, we identified 21 VT-IPD, 6 VT-NP and 9 pneumonia studies. Of these 36, 21 (58%) included 3 primary doses plus PCV or pneumococcal polysaccharide vaccine (PPV23) booster schedule (3+1 or 3+PPV23), 5 (14%) 3+0, 9 (25%) 2+1 and 1 (3%) 2+0. Most (95%) were PCV7 studies. Among observational VT-IPD studies, all schedules (2+1, 3+0 and 3+1) demonstrated reductions in incidence among young adult groups. Among syndromic pneumonia observational studies (2+1, 3+0 and 3+1), only 3+1 schedules showed significant indirect impact. Of 2 VT-NP controlled trials (3+0 and 3+1) and 3 VT-NP observational studies (2+1, 3+1 and 3+PPV23), 3+1 and 3+PPV23 schedules showed significant indirect effect. The 1 study to directly compare between schedules was a VT-NP study (2+0 vs. 2+1), which found no indirect effect on older siblings and parents of vaccinated children with either schedule. Conclusions: Indirect benefit of a 3+1 infant PCV dosing schedule has been demonstrated for VT-IPD, VT-NP and syndromic pneumonia; 2+1 and 3+0 schedules have demonstrated indirect effect only for VT-IPD. The choice of optimal infant PCV schedule is limited by data paucity on indirect effects, especially a lack of head-to-head studies and studies of PCV10 and PCV13. PMID:24336058

Long microwave delay fiber-optic link for radar testing

NASA Astrophysics Data System (ADS)

Newberg, I. L.; Gee, C. M.; Thurmond, G. D.; Yen, H. W.

1990-05-01

A long fiberoptic delay line is used as a radar repeater to improve radar testing capabilities. The first known generation of 152 microsec delayed ideal target at X-band (10 GHz) frequencies having the phase stability and signal-to-noise ratio (SNR) needed for testing modern high-resolution Doppler radars is demonstrated with a 31.6-km experimental externally modulated fiberoptic link with a distributed-feedback (DFB) laser. The test application, link configuration, and link testing are discussed.

Two dimensional recursive digital filters for near real time image processing

NASA Technical Reports Server (NTRS)

Olson, D.; Sherrod, E.

1980-01-01

A program was designed toward the demonstration of the feasibility of using two dimensional recursive digital filters for subjective image processing applications that require rapid turn around. The concept of the use of a dedicated minicomputer for the processor for this application was demonstrated. The minicomputer used was the HP1000 series E with a RTE 2 disc operating system and 32K words of memory. A Grinnel 256 x 512 x 8 bit display system was used to display the images. Sample images were provided by NASA Goddard on a 800 BPI, 9 track tape. Four 512 x 512 images representing 4 spectral regions of the same scene were provided. These images were filtered with enhancement filters developed during this effort.

KSC-2011-7853

NASA Image and Video Library

2011-11-16

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies Corp. (SpaceX) Dragon capsule is placed atop its cargo ring inside a processing hangar at Cape Canaveral Air Force Station in Florida on Nov. 16. Later, the combination will be attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Kim Shiflett

KSC-2011-8275

NASA Image and Video Library

2011-11-16

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies Corp. (SpaceX) Dragon capsule is placed atop its cargo ring inside a processing hangar at Cape Canaveral Air Force Station in Florida on Nov. 16. Later, the combination will be attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Kim Shiflett

KSC-2011-7854

NASA Image and Video Library

2011-11-16

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies Corp. (SpaceX) Dragon capsule is placed atop its cargo ring inside a processing hangar at Cape Canaveral Air Force Station in Florida on Nov. 16. Later, the combination will be attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Kim Shiflett

KSC-2011-7852

NASA Image and Video Library

2011-11-16

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies Corp. (SpaceX) Dragon capsule is readied for lifting and placement to its cargo ring inside a processing hangar at Cape Canaveral Air Force Station in Florida on Nov. 16. Later, the combination will be attached to the top of a Falcon 9 rocket on Space Launch Complex-40 for the company's next demonstration test flight for NASA's Commercial Orbital Transportation Services (COTS) program. SpaceX is one of two companies under contract with NASA to take cargo to the International Space Station. NASA is working with SpaceX to combine its last two demonstration flights, and if approved, the Falcon 9 rocket would launch the Dragon capsule to the orbiting laboratory for a docking within the next several months. Photo credit: NASA/Kim Shiflett

Enhancement of the safety of live influenza vaccine by attenuating mutations from cold-adapted hemagglutinin

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

Lee, Yoon Jae; Laboratory of Molecular Medicine, Department of Biotechnology, College of Life Science and Biotechnology, Yonsei University, Seoul; Vaccine Translational Research Center, Yonsei University, Seoul

In our previous study, X-31ca-based H5N1 LAIVs, in particular, became more virulent in mice than the X-31ca MDV, possibly by the introduction of the surface antigens of highly pathogenic H5N1 influenza virus, implying that additional attenuation is needed in this cases to increase the safety level of the vaccine. In this report we suggest an approach to further increase the safety of LAIV through additional cold-adapted mutations in the hemagglutinin. The cold-adaptation of X-31 virus resulted in four amino acid mutations in the HA. We generated a panel of 7:1 reassortant viruses each carrying the hemagglutinins with individual single aminomore » acid mutations. We examined their phenotypes and found a major attenuating mutation, N81K. This attenuation marker conferred additional temperature-sensitive and attenuation phenotype to the LAIV. Our data indicate that the cold-adapted mutation in the HA confers additional attenuation to the LAIV strain, without compromising its productivity and immune response. - Highlights: • Cold-adaptation process induced four amino acid mutations in the HA of X-31 virus. • The four mutations in the HA also contributed to attenuation of the X-31ca virus • N81K mutation was the most significant marker for the attenuation of X-31ca virus. • Introduction of N81K mutation into H3N2 LAIV further attenuated the vaccine. • This approach provides a useful guideline for enhancing the safety of the LAIVs.« less

The Hyper-X Flight Systems Validation Program

NASA Technical Reports Server (NTRS)

Redifer, Matthew; Lin, Yohan; Bessent, Courtney Amos; Barklow, Carole

2007-01-01

For the Hyper-X/X-43A program, the development of a comprehensive validation test plan played an integral part in the success of the mission. The goal was to demonstrate hypersonic propulsion technologies by flight testing an airframe-integrated scramjet engine. Preparation for flight involved both verification and validation testing. By definition, verification is the process of assuring that the product meets design requirements; whereas validation is the process of assuring that the design meets mission requirements for the intended environment. This report presents an overview of the program with emphasis on the validation efforts. It includes topics such as hardware-in-the-loop, failure modes and effects, aircraft-in-the-loop, plugs-out, power characterization, antenna pattern, integration, combined systems, captive carry, and flight testing. Where applicable, test results are also discussed. The report provides a brief description of the flight systems onboard the X-43A research vehicle and an introduction to the ground support equipment required to execute the validation plan. The intent is to provide validation concepts that are applicable to current, follow-on, and next generation vehicles that share the hybrid spacecraft and aircraft characteristics of the Hyper-X vehicle.

Early 4-week cardiac rehabilitation exercise training in elderly patients after heart surgery.

PubMed

Eder, Barbara; Hofmann, Peter; von Duvillard, Serge P; Brandt, Dieter; Schmid, Jean-Paul; Pokan, Rochus; Wonisch, Manfred

2010-01-01

The aim of this study was to assess the effects on exercise performance of supplementing a standard cardiac rehabilitation program with additional exercise programming compared to the standard cardiac rehabilitation program alone in elderly patients after heart surgery. In this prospective, randomized controlled trial, 60 patients (32 men and 28 women, mean age 73.1 +/- 4.7 years) completed cardiac rehabilitation (initiated 12.2 +/- 4.9 days postsurgery). Subjects were assigned to either a control group (CG, standard cardiac rehabilitation program [n = 19]), or an intervention group (IG, additional walking [n = 19], or cycle ergometry training [n = 22]). A symptom limited cardiopulmonary exercise test and 6-minute walk test (6MWT) were performed before and after 4 weeks of cardiac rehabilitation. The MacNew questionnaire was used to assess quality of life (QOL). At baseline, no significant differences for peak oxygen uptake ((.)VO2), maximal power output, or the 6MWT were detected between IG and CG. Global QOL was significantly higher in IG. After 4 weeks of cardiac rehabilitation, patients significantly improved in absolute values of the cardiopulmonary exercise test, 6MWT, and QOL scores. Significant differences between groups were found for peak (.)VO2 (IG: 18.2 +/- 3.1 mL x kg x min vs. CG: 16.5 +/- 2.2 mL x kg x min, P < .05); maximal power output (IG: 72.2 +/- 16 W vs. CG: 60.7 +/- 15 W, P < .05); 6MWT (IG: 454.8 +/- 76.3 m vs. CG: 400.5 +/- 75.5 m, P < .05); and QOL global (IG: 6.5 +/- 0.5 vs. CG: 6.3 +/- 0.6, P < .05). The supplementation of additional walking or cycle exercise training to standard cardiac rehabilitation programming compared to standard cardiac rehabilitation alone in elderly patients after heart surgery leads to significantly better exercise tolerance.

DEMONSTRATION AND QUALITY ASSURANCE PROJECT ...

EPA Pesticide Factsheets

A demonstration of field portable/mobile technologies for measuring trace elements in soil and sediments was conducted under the U.S. Environmental Protection Agency Superfund Innovative Technology Evaluation (SITE) Program. The demonstration took place from January 24 to 28, 2005, at the Kennedy Athletic, Recreational and Social Park at Kennedy Space Center on Merritt Island, Florida. The purpose of the demonstration was to verify the performance of various instruments that employ X-ray fluorescence (XRF) measurement technologies for the determination of 13 toxic elements in a variety of soil and sediment samples. Instruments from the technology developers listed below were demonstrated. o Innov-X Systems, Inc.o NITON LLC (2 instruments ) o Oxford Instruments Portable Division (formerly Metorex, Inc.) .Oxford Instruments Analytical .Rigaku, Inc.o RONTEC USA Inc.o Xcalibur XRF Services Inc. (Division of Elvatech Ltd. ) This demonstration plan describes the procedures that will be used to verify the performance and cost of the XRF instruments provided by these technology developers. The plan incorporates the quality assurance and quality control elements needed to generate data of sufficient quality to perform this verification. A separate innovative technology verification report (ITVR) will be prepared for each instrument. The objective of this program is to promote the acceptance and use of innovative field technologies by providing well-documented perfor

Task 4 supporting technology. Part 2: Detailed test plan for thermal seals. Thermal seals evaluation, improvement and test. CAN8-1, Reusable Launch Vehicle (RLV), advanced technology demonstrator: X-33. Leading edge and seals thermal protection system technology demonstration

NASA Technical Reports Server (NTRS)

Hogenson, P. A.; Lu, Tina

1995-01-01

The objective is to develop the advanced thermal seals to a technology readiness level (TRL) of 6 to support the rapid turnaround time and low maintenance requirements of the X-33 and the future reusable launch vehicle (RLV). This program is divided into three subtasks: (1) orbiter thermal seals operation history review; (2) material, process, and design improvement; and (3) fabrication and evaluation of the advanced thermal seals.

Vehicle Test Facilities at Aberdeen Test Center and Yuma Test Center

DTIC Science & Technology

2012-02-27

boulders, concrete, steel 30.5 m 100 ft Corrosion Facility 27 Various corrosive environments NA NA Abrasive Mud Course 28 Sand loam 73 x 290 m 240 x...950 ft Fording Basin 30 Concrete 82 m 270 ft Underwater Fording Facility 31 Concrete 96 m 315 ft Amphibian Ramp 31 Bituminous concrete 6 x 15 m...Courses Fording Basin 97 Concrete (L x W) 67 x 25 m 220 x 82 ft Kofa Dust Course 98 Sand, Dust 3.2 km 2.0 mi Cibola Dust Course 99 Sand, Dust 6.3 km 3.9

A Refined Nonlinear Analysis of Laminated Composite Plates and Shells.

DTIC Science & Technology

1987-08-01

become (consistent with the assumptions in Eq. (26)1. ga o + 31CI+f C 0~ + g +:0 3 o + gX3 1 + f, 1 3 + fj A cG3 03 a AcaA 03 a~i + g 2 (29) where...g a df/dx3, and 0o u (0 + u0 ) + 10 +u ,( 0 0 + Cie al a 31 + 3~ ~~ 31 31 E (u 1 + u~a C 7 u~3 0 U 0 o 11 01 0 1 0 0 13 1o 1£3 A (um + u a 1 uO) K...A 7 U 3 1heu3 1 x %3 ’fu3x C1 1 10 o 1 1 0 1 00A£3 *- 7f UXI .31 c . £ 0 7f UkaUx *33 7 U31 3 1a *0o.. I 0 ; 111lu (30)633 a= 3SUG £33 f aUa The

41 CFR 60-2.31 - Program summary.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 41 Public Contracts and Property Management 1 2010-07-01 2010-07-01 true Program summary. 60-2.31...-AFFIRMATIVE ACTION PROGRAMS Miscellaneous § 60-2.31 Program summary. The affirmative action program must be summarized and updated annually. The program summary must be prepared in a format which will be prescribed by...

26 CFR 31.3306(c)(10)-1 - Services in the employ of certain organizations exempt from income tax.

Code of Federal Regulations, 2012 CFR

2012-04-01

... university; and § 31.3306(c)(10)-3 for provisions relating to the exception of services performed before 1962... purposes of determining whether the X organization is an employer (see § 31.3306(a)-1). Even though it is.... If it is determined that the X organization is an employer, B's remuneration of $180 for services...

26 CFR 31.3306(c)(10)-1 - Services in the employ of certain organizations exempt from income tax.

Code of Federal Regulations, 2011 CFR

2011-04-01

... university; and § 31.3306(c)(10)-3 for provisions relating to the exception of services performed before 1962... purposes of determining whether the X organization is an employer (see § 31.3306(a)-1). Even though it is.... If it is determined that the X organization is an employer, B's remuneration of $180 for services...

26 CFR 31.3306(c)(10)-1 - Services in the employ of certain organizations exempt from income tax.

Code of Federal Regulations, 2013 CFR

2013-04-01

... university; and § 31.3306(c)(10)-3 for provisions relating to the exception of services performed before 1962... purposes of determining whether the X organization is an employer (see § 31.3306(a)-1). Even though it is.... If it is determined that the X organization is an employer, B's remuneration of $180 for services...

26 CFR 31.3306(c)(10)-1 - Services in the employ of certain organizations exempt from income tax.

Code of Federal Regulations, 2014 CFR

2014-04-01

... university; and § 31.3306(c)(10)-3 for provisions relating to the exception of services performed before 1962... purposes of determining whether the X organization is an employer (see § 31.3306(a)-1). Even though it is.... If it is determined that the X organization is an employer, B's remuneration of $180 for services...

26 CFR 31.3306(c)(10)-1 - Services in the employ of certain organizations exempt from income tax.

Code of Federal Regulations, 2010 CFR

2010-04-01

... university; and § 31.3306(c)(10)-3 for provisions relating to the exception of services performed before 1962... purposes of determining whether the X organization is an employer (see § 31.3306(a)-1). Even though it is.... If it is determined that the X organization is an employer, B's remuneration of $180 for services...

Enhanced dielectric and piezoelectric responses in Zn 1 -xMg xO thin films near the phase separation boundary

DOE PAGES

Kang, Xiaoyu; Shetty, Smitha; Garten, Lauren; ...

2017-01-23

Dielectric and piezoelectric properties for Zn 1-xMg xO (ZMO) thin films are reported as a function of MgO composition up to and including the phase separation region. Zn 1-xMg xO (0.25 ≤ x ≤ 0.5) thin films with c-axis textures were deposited by pulsed laser deposition on platinized sapphire substrates. The films were phase pure wurtzite for MgO concentrations up to 40%; above that limit, a second phase with rocksalt structure evolves with strong {100} texture. With increasing MgO concentration, the out-of-plane ( d33,f) and in-plane ( e31,f) piezoelectric coefficients increase by 360% and 290%, respectively. The increase in piezoelectricmore » coefficients is accompanied by a 35% increase in relative permittivity. Loss tangent values fall monotonically with increasing MgO concentration, reaching a minimum of 0.001 for x ≥ 0.30, at which point the band gap is reported to be 4 eV. As a result, the enhanced piezoelectric response, the large band gap, and the low dielectric loss make Zn 1-xMg xO an interesting candidate for thin film piezoelectric devices, and demonstrate that compositional phase transformations provide opportunities for property engineering.« less

Holographic rugate structures for x-ray optics applications

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

Jannson, T.; Savant, Gajendra.; Qiao, Yong.

1988-07-01

XUV Bragg Holographic Optical Elements (HOEs), based on a single-step volume holographic recording, have been proposed by Physical Optic Corporation (POC), as an entirely new approach to x-ray optics. Their theory, as well as the first experimental proof-of-concept, have been demonstrated in Phase 1 of the DOE program. During the first year (exactly, 8-month duration) of the on-going Phase 2, the high-efficiency XUV Lippmann holographic mirrors have been fabricated and their optical, physical, and material properties have been investigated over the entire XUV region (1--100nm). The XUV Bragg HOEs, based on dichromated gelatin (DCG) and on DCG/polymer grafts, have beenmore » recorded in the visible region (using an Innova Argo laser) and reconstructed using twelve XUV wavelengths. In addition, these phase high-resolution holographic materials have been shown to be suitable to direct x-ray laser holographic recording (using Princeton's x-ray laser). The volume x-ray holographic recording will be realized within the second year of the program effort.« less

29 CFR 1625.31 - Special employment programs.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 29 Labor 4 2013-07-01 2013-07-01 false Special employment programs. 1625.31 Section 1625.31 Labor Regulations Relating to Labor (Continued) EQUAL EMPLOYMENT OPPORTUNITY COMMISSION AGE DISCRIMINATION IN EMPLOYMENT ACT Administrative Exemptions § 1625.31 Special employment programs. (a) Pursuant to the authority...

29 CFR 1625.31 - Special employment programs.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 29 Labor 4 2011-07-01 2011-07-01 false Special employment programs. 1625.31 Section 1625.31 Labor Regulations Relating to Labor (Continued) EQUAL EMPLOYMENT OPPORTUNITY COMMISSION AGE DISCRIMINATION IN EMPLOYMENT ACT Administrative Exemptions § 1625.31 Special employment programs. (a) Pursuant to the authority...

29 CFR 1625.31 - Special employment programs.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 29 Labor 4 2014-07-01 2014-07-01 false Special employment programs. 1625.31 Section 1625.31 Labor Regulations Relating to Labor (Continued) EQUAL EMPLOYMENT OPPORTUNITY COMMISSION AGE DISCRIMINATION IN EMPLOYMENT ACT Administrative Exemptions § 1625.31 Special employment programs. (a) Pursuant to the authority...

29 CFR 1625.31 - Special employment programs.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 29 Labor 4 2010-07-01 2010-07-01 false Special employment programs. 1625.31 Section 1625.31 Labor Regulations Relating to Labor (Continued) EQUAL EMPLOYMENT OPPORTUNITY COMMISSION AGE DISCRIMINATION IN EMPLOYMENT ACT Administrative Exemptions § 1625.31 Special employment programs. (a) Pursuant to the authority...

29 CFR 1625.31 - Special employment programs.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 29 Labor 4 2012-07-01 2012-07-01 false Special employment programs. 1625.31 Section 1625.31 Labor Regulations Relating to Labor (Continued) EQUAL EMPLOYMENT OPPORTUNITY COMMISSION AGE DISCRIMINATION IN EMPLOYMENT ACT Administrative Exemptions § 1625.31 Special employment programs. (a) Pursuant to the authority...

Contrast enhanced Gd-DTPA magnetic resonance imaging in the evaluation of rheumatoid arthritis during a clinical trial with DMARDs. A prospective two-year follow-up study on hand joints in 31 patients.

PubMed

Jevtic, V; Watt, I; Rozman, B; Kos-Golja, M; Praprotnik, S; Logar, D; Presetnik, M; Demsar, F; Jarh, O; Campion, G; Musikic, P

1997-01-01

The aim of this prospective 24-month follow-up study was to compare clinical features with radiological and magnetic resonance imaging (MRI) findings in evaluating synovial proliferation in the hand joints of 31 patients with rheumatoid arthritis (RA). A single joint was used for the follow-up of each patient. Thirty-one small hand joints were examined by conventional radiography and MRI before and after 24 months of treatment. MRI assessment of disease progression (volume and/or signal intensity of the synovial proliferation on T1 weighted precontrast, T1 weighted postcontrast and T2 weighted images) was compared with a clinical assessment of the chosen joints, and with a plain x-ray film evaluation (Larsen's score). Of 26 joints which clinically improved (14 markedly and 14 slightly) during the study, on MRI 16 showed improvement, 8 showed no change, and 2 showed deterioration. Four clinically unchanged joints appeared improved on MRI. One joint deteriorated clinically and on MRI. Overall, there was a 58% congruence between clinical and MRI findings. On x-ray 23 joints showed no change; nine of these were also unchanged on MRI, while 13 showed improvement and one deterioration. Only in 2 out of 8 joints showing deterioration on x-ray were the MRI findings in accordance. In the remaining six joints MRI showed improvement. The congruence between x-ray and MRI was therefore 36%. The long-term follow-up of rheumatoid synovial proliferation of the small joints in the hand using contrast enhanced MRI is feasible and may provide additional information regarding disease activity. Important advantages over conventional radiography methods are its ability to demonstrate qualitative differences of synovial proliferation within bone erosions, and demonstrate not only deterioration, but also the improvement of inflammatory disease.

Computational Fluid Dynamics (CFD) Image of Hyper-X Research Vehicle at Mach 7 with Engine Operating

NASA Technical Reports Server (NTRS)

1997-01-01

This computational fluid dynamics (CFD) image shows the Hyper-X vehicle at a Mach 7 test condition with the engine operating. The solution includes both internal (scramjet engine) and external flow fields, including the interaction between the engine exhaust and vehicle aerodynamics. The image illustrates surface heat transfer on the vehicle surface (red is highest heating) and flowfield contours at local Mach number. The last contour illustrates the engine exhaust plume shape. This solution approach is one method of predicting the vehicle performance, and the best method for determination of vehicle structural, pressure and thermal design loads. The Hyper-X program is an ambitious series of experimental flights to expand the boundaries of high-speed aeronautics and develop new technologies for space access. When the first of three aircraft flies, it will be the first time a non-rocket engine has powered a vehicle in flight at hypersonic speeds--speeds above Mach 5, equivalent to about one mile per second or approximately 3,600 miles per hour at sea level. Hyper-X, the flight vehicle for which is designated as X-43A, is an experimental flight-research program seeking to demonstrate airframe-integrated, 'air-breathing' engine technologies that promise to increase payload capacity for future vehicles, including hypersonic aircraft (faster than Mach 5) and reusable space launchers. This multiyear program is currently underway at NASA Dryden Flight Research Center, Edwards, California. The Hyper-X schedule calls for its first flight later this year (2000). Hyper-X is a joint program, with Dryden sharing responsibility with NASA's Langley Research Center, Hampton, Virginia. Dryden's primary role is to fly three unpiloted X-43A research vehicles to validate engine technologies and hypersonic design tools as well as the hypersonic test facility at Langley. Langley manages the program and leads the technology development effort. The Hyper-X Program seeks to significantly expand the speed boundaries of air-breathing propulsion by being the first aircraft to demonstrate an airframe-integrated, scramjet-powered free flight. Scramjets (supersonic-combustion ramjets) are ramjet engines in which the airflow through the whole engine remains supersonic. Scramjet technology is challenging because only limited testing can be performed in ground facilities. Long duration, full-scale testing requires flight research. Scramjet engines are air-breathing, capturing their oxygen from the atmosphere. Current spacecraft, such as the Space Shuttle, are rocket powered, so they must carry both fuel and oxygen for propulsion. Scramjet technology-based vehicles need to carry only fuel. By eliminating the need to carry oxygen, future hypersonic vehicles will be able to carry heavier payloads. Another unique aspect of the X-43A vehicle is the airframe integration. The body of the vehicle itself forms critical elements of the engine. The forebody acts as part of the intake for airflow and the aft section serves as the nozzle. The X-43A vehicles were manufactured by Micro Craft, Inc., Tullahoma, Tennessee. Orbital Sciences Corporation, Chandler, Arizona, built the Pegasus rocket booster used to launch the X-43 vehicles. For the Dryden research flights, the Pegasus rocket booster and attached X-43 will be air launched by Dryden's B-52 'Mothership.' After release from the B-52, the booster will accelerate the X-43A vehicle to the established test conditions (Mach 7 to 10) at an altitude of approximately 100,000 feet where the X-43 will separate from the booster and fly under its own power and preprogrammed control.

Future X Pathfinder: Quick, Low Cost Flight Testing for Tomorrow's Launch Vehicles

NASA Technical Reports Server (NTRS)

London, John, III; Sumrall, Phil

1999-01-01

The DC-X and DC-XA Single Stage Technology flight program demonstrated the value of low cost rapid prototyping and flight testing of launch vehicle technology testbeds. NASA is continuing this important legacy through a program referred to as Future-X Pathfinder. This program is designed to field flight vehicle projects that cost around $100M each, with a new vehicle flying about every two years. Each vehicle project will develop and extensively flight test a launch vehicle technology testbed that will advance the state of the art in technologies directly relevant to future space transportation systems. There are currently two experimental, or "X" vehicle projects in the Pathfinder program, with additional projects expected to follow in the near future. The first Pathfinder project is X-34. X-34 is a suborbital rocket plane capable of flights to Mach 8 and 75 kilometers altitude. There are a number of reusable launch vehicle technologies embedded in the X-34 vehicle design, such as composite structures and propellant tanks, and advanced reusable thermal protection systems. In addition, X-34 is designed to carry experiments applicable to both the launch vehicle and hypersonic aeronautics community. X-34 is scheduled to fly later this year. The second Pathfinder project is the X-37. X-37 is an orbital space plane that is carried into orbit either by the Space Shuttle or by an expendable launch vehicle. X-37 provides NASA access to the orbital and orbital reentry flight regimes with an experimental testbed vehicle. The vehicle will expose embedded and carry-on advanced space transportation technologies to the extreme environments of orbit and reentry. Early atmospheric approach and landing tests of an unpowered version of the X-37 will begin next year, with orbital flights beginning in late 2001. Future-X Pathfinder is charting a course for the future with its growing fleet of low-cost X- vehicles. X-34 and X-37 are leading the assault on high launch costs and enabling the flight testing of technologies that will lead to affordable access to space.

45 CFR 86.31 - Education programs or activities.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 45 Public Welfare 1 2011-10-01 2011-10-01 false Education programs or activities. 86.31 Section 86... THE BASIS OF SEX IN EDUCATION PROGRAMS OR ACTIVITIES RECEIVING FEDERAL FINANCIAL ASSISTANCE Discrimination on the Basis of Sex in Education Programs or Activities Prohibited § 86.31 Education programs or...

Experimental Study of the NaK 3 1Π State

NASA Astrophysics Data System (ADS)

Laub, E.; Mazsa, I.; Webb, S. C.; La Civita, J.; Prodan, I.; Jabbour, Z. J.; Namiotka, R. K.; Huennekens, J.

1999-02-01

We report the results of an optical-optical double resonance experiment to determine the NaK 31Π state potential energy curve. In the first step, a narrow band cw dye laser (PUMP) is tuned to line center of a particular 2(A)1Σ+(v‧,J‧) ← 1(X)1Σ+(v",J") transition, and its frequency is then fixed. A second narrowband tunable cw Ti:Sapphirelaser (PROBE) is then scanned, while 31Π → 1(X)1Σ+violet fluorescence is monitored. The Doppler-free signals accurately map the 31Π(v,J) ro-vibrational energy levels. These energy levels are then fit to a Dunham expansion to provide a set of molecular constants. The Dunham constants, in turn, are used to construct an RKR potential curve. Resolved 31Π(v,J) → 1(X)1Σ+(v",J") fluorescence scans are also recorded with both PUMP and PROBE laser frequencies fixed. Comparison between observed and calculated Franck-Condon factors is used to determine the absolute vibrational numbering of the 31Π state levels and to determine the variation of the 31Π → 1(X)1Σ+transitiondipole moment with internuclear separation. The recent theoretical calculation of the NaK 31Π state potential reported by Magnier and Millié (1996,Phys. Rev. A54, 204) is in excellent agreement with the present experimental RKR curve.

Environmental monitoring for the DOE coolside and LIMB demonstration extension projects

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

White, T.; Contos, L.; Adams, L.

1992-03-01

The purpose of this document is to present environmental monitoring data collected during the US Department of Energy Limestone Injection Multistage Burner (DOE LIMB) Demonstration Project Extension at the Ohio Edison Edgewater Generating Station in Lorain, Ohio. The DOE project is an extension of the US Environmental Protection Agency's (EPA's) original LIMB Demonstration. The program is operated nuclear DOE's Clean Coal Technology Program of emerging clean coal technologies'' under the categories of in boiler control of oxides of sulfur and nitrogen'' as well as post-combustion clean-up.'' The objective of the LIMB program is to demonstrate the sulfur dioxide (SO{sub 2})more » and nitrogen oxide (NO{sub x}) emission reduction capabilities of the LIMB system. The LIMB system is a retrofit technology to be used for existing coal-fired boilers equipped with electrostatic precipitators (ESPs).« less

Environmental monitoring for the DOE coolside and LIMB demonstration extension projects. Final report, May--August 1991

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

White, T.; Contos, L.; Adams, L.

1992-03-01

The purpose of this document is to present environmental monitoring data collected during the US Department of Energy Limestone Injection Multistage Burner (DOE LIMB) Demonstration Project Extension at the Ohio Edison Edgewater Generating Station in Lorain, Ohio. The DOE project is an extension of the US Environmental Protection Agency`s (EPA`s) original LIMB Demonstration. The program is operated nuclear DOE`s Clean Coal Technology Program of ``emerging clean coal technologies`` under the categories of ``in boiler control of oxides of sulfur and nitrogen`` as well as ``post-combustion clean-up.`` The objective of the LIMB program is to demonstrate the sulfur dioxide (SO{sub 2})more » and nitrogen oxide (NO{sub x}) emission reduction capabilities of the LIMB system. The LIMB system is a retrofit technology to be used for existing coal-fired boilers equipped with electrostatic precipitators (ESPs).« less

Piezoelectric properties of nonstoichiometric Sr1-xBi2+2x/3Ta2O9 ceramics

NASA Astrophysics Data System (ADS)

Jain, Rajni; Chauhan, Arun Kumar Singh; Gupta, Vinay; Sreenivas, K.

2005-06-01

The effect of poling on the structural, dielectric, and piezoelectric properties has been investigated for sol-gel-derived strontium bismuth tantalate (SBT) [Sr1-xBi2+2x/3Ta2O9] ceramics with x =0.0,0.15,0.30,0.45. The dielectric and ferroelectric properties are found to improve with increase in x up to 0.3. Beyond x >0.3 the properties are found to degrade due to the limited solid solubility and the presence of a mixed phase of bismuth tantalate (BiTaO4) is detected with x =0.45. Poling treatment reduces the dielectric dispersion and dielectric loss in the frequency range (0.1-100kHz). The resonance and antiresonance frequencies increase with increase in x (x=0-0.30), and the corresponding minimum impedance decreases. The measured coupling coefficients (kp) are small (0.0967-0.1) for x =0-0.30, and the electromechanical quality factor (Qm=915) is a maximum for the Sr0.7Bi2.2Ta2O9 composition (x=0.30). The estimated piezoelectric charge coefficient (d31) and piezoelectric voltage coefficient (g31) are 5.2pC/N and 5.8×10-3Vm/N, respectively. The positive values of d31 and g31 and the low dielectric permittivity of SBT yield a high value for the hydrostatic coefficients, despite the low charge coefficient of d33=24pC/N. The maximum values of charge coefficient (dh=34pC/N) and voltage coefficient (gh=39×10-3Vm/N) are obtained for Sr0.7Bi2.2Ta2O9 composition, and the estimated hydrostatic figure of merit (dhgh×10-15=1215m2/N) is high.

X-Ray Optics at NASA Marshall Space Flight Center

NASA Technical Reports Server (NTRS)

O'Dell, Stephen L.; Atkins, Carolyn; Broadway, David M.; Elsner, Ronald F.; Gaskin, Jessica A.; Gubarev, Mikhail V.; Kilaru, Kiranmayee; Kolodziejczak, Jeffery J.; Ramsey, Brian D.; Roche, Jacqueline M.;

LIDAR Remote Sensing Concepts

NASA Technical Reports Server (NTRS)

Spiers, Gary D.

1997-01-01

The primary goal of the NASA New Millennium Program (NMP) is to develop technology for use on future operational missions. The Program consists of two thrust areas, one oriented towards developing technologies for Deep Space Probes and one oriented towards developing technology for Earth Observing Probes. Each thrust area intends to fly several technology demonstrator space designated DS-X and EO-X respectively where X is the mission number. Each mission has an approximately $100 million cap on total mission cost. The EO-1 mission has been selected and is under development. The instrument discussed here was submitted by NASA MSFC as a potential candidate for the EO-2 or EO-3 missions due to launch in 2001 and late 2002 or early 2003 respectively. This report summarizes and follows the format of the material provided to NMP.

Rad-hard Dual-threshold High-count-rate Silicon Pixel-array Detector

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

Lee, Adam

In this program, a Voxtel-led team demonstrates a full-format (192 x 192, 100-µm pitch, VX-810) high-dynamic-range x-ray photon-counting sensor—the Dual Photon Resolved Energy Acquisition (DUPREA) sensor. Within the Phase II program the following tasks were completed: 1) system analysis and definition of the DUPREA sensor requirements; 2) design, simulation, and fabrication of the full-format VX-810 ROIC design; 3) design, optimization, and fabrication of thick, fully depleted silicon photodiodes optimized for x-ray photon collection; 4) hybridization of the VX-810 ROIC to the photodiode array in the creation of the optically sensitive focal-plane array; 5) development of an evaluation camera; and 6)more » electrical and optical characterization of the sensor.« less

LIDAR Remote Sensing Concepts

NASA Technical Reports Server (NTRS)

Spiers, Gary D.

1997-01-01

The primary goal of the NASA New Millennium Program (NMP) is to develop technology for use on future operational missions. The Program consists of two thrust areas, one oriented towards developing technologies for Deep Space Probes and one oriented towards developing technology for Earth Observing Probes. Each thrust area intends to fly several technology demonstrator spacecraft designated DS-X and EO-X respectively where X is the mission number. Each mission has an approximately $100 million cap on total mission cost. The EO-1 mission has been selected and is under development. The instrument discussed here was submitted by NASA MSFC as a potential candidate for the EO-2 or EO-3 missions due to launch in 2001 and late 2002 or early 2003 respectively. This report summarizes and follows the format of the material provided to NMP.

An improvement to the ligand optimisation method (LOM) for measuring the apparent dissociation constant and ligand purity in Ca2+ and Mg2+ buffer solutions.

PubMed

McGuigan, John A S; Kay, James W; Elder, Hugh Y

2014-01-01

In Ca(2+)/Mg(2+) buffers the calculated ionised concentrations ([X(2+)]) can vary by up to a factor of seven. Since there are no defined standards it is impossible to check calculated [X(2+)], making measurement essential. The ligand optimisation method (LOM) is an accurate method to measure [X(2+)] in Ca(2+)/Mg(2+) buffers; independent estimation of ligand purity extends the method to pK(/) < 4. To simplify calculation, Excel programs ALE and AEC were compiled for LOM and its extension. This paper demonstrates that the slope of the electrode in the pX range 2.000-3.301 deviates from Nernstian behaviour as it depends on the value of the lumped interference, Σ. ALE was modified to include this effect; this modified program SALE, and the programs ALE and AEC were used on simulated data for Ca(2+)-EGTA and Mg(2+)-ATP buffers, to calculate electrode and buffer characteristics as a function of Σ. Ca(2+)-electrodes have a Σ < 10(-6) mol/l and there was no difference amongst the three methods. The Σ for Mg(2+)-electrodes lies between 10(-5) and 1.5 (∗) 10(-5) mol/l and calculated [Mg(2+)] with ALE were around 3% less than the true value. SALE and AEC correctly predicted [Mg(2+)]. SALE was used to recalculate K(/) and pK(/) on measured data for Ca(2+)-EGTA and Mg(2+)-EDTA buffers. These results demonstrated that it is pK(/) that is normally distributed. Until defined standards are available, [X(2+)] in Ca(2+)/Mg(2+) buffers have to be measured. The most appropriate method is to use Ca(2+)/Mg(2) electrodes combined with the Excel programs SALE or AEC. Copyright © 2014 Elsevier Ltd. All rights reserved.

The Set of Diagnostics for the First Operation Campaign of the Wendelstein 7-X Stellarator

NASA Astrophysics Data System (ADS)

König, Ralf; Baldzuhn, J.; Biel, W.; Biedermann, C.; Bosch, H. S.; Bozhenkov, S.; Bräuer, T.; Brotas de Carvalho, B.; Burhenn, R.; Buttenschön, B.; Cseh, G.; Czarnecka, A.; Endler, M.; Erckmann, V.; Estrada, T.; Geiger, J.; Grulke, O.; Hartmann, D.; Hathiramani, D.; Hirsch, M.; Jabłonski, S.; Jakubowski, M.; Kaczmarczyk, J.; Klinger, T.; Klose, S.; Kocsis, G.; Kornejew, P.; Krämer-Flecken, A.; Kremeyer, T.; Krychowiak, M.; Kubkowska, M.; Langenberg, A.; Laqua, H. P.; Laux, M.; Liang, Y.; Lorenz, A.; Marchuk, A. O.; Moncada, V.; Neubauer, O.; Neuner, U.; Oosterbeek, J. W.; Otte, M.; Pablant, N.; Pasch, E.; Pedersen, T. S.; Rahbarnia, K.; Ryc, L.; Schmitz, O.; Schneider, W.; Schuhmacher, H.; Schweer, B.; Stange, T.; Thomsen, H.; Travere, J.-M.; Szepesi, T.; Wenzel, U.; Werner, A.; Wiegel, B.; Windisch, T.; Wolf, R.; Wurden, G. A.; Zhang, D.; Zimbal, A.; Zoletnik, S.; the W7-X Team

2015-10-01

Wendelstein 7-X (W7-X) is a large optimized stellarator (B=2.5T, V=30m3) aiming at demonstrating the reactor relevance of the optimized stellarators. In 2015 W7-X will begin its first operation phase (OP1.1) with five inertially cooled inboard limiters made of graphite. Assuming the heat loads can be spread out evenly between the limiters, 1 second discharges at 2 MW of ECRH heating power could be run in OP1.1. The expected plasma parameters will be sufficient to demonstrate the readiness of the installed diagnostics and even to run a first physics program. The diagnostics available for this first operation phase, including some special limiter diagnostics, and their capabilities are being presented. A shorter version of this contribution is due to be published in PoS at: 1st EPS conference on Plasma Diagnostics

Micromachining of a bimorph Pb(Zr,Ti)O3 (PZT) cantilever using a micro-electromechanical systems (MEMS) process for energy harvesting application.

PubMed

Kim, Moonkeun; Hwang, Beomseok; Jeong, Jaehwa; Min, Nam Ki; Kwon, Kwang-Ho

2012-07-01

We designed and fabricated a bimorph Pb(Zr,Ti)O3 (PZT) cantilever with an integrated Si proof mass to obtain a low resonant frequency for an energy harvesting application. The cantilevers were fabricated on the micro-electromechanical systems (MEMS) scale. A mode of piezoelectric conversions were d31 and d33 mode in cantilever vibration Therefore, we designed and fabricated a single cantilever with d31 unimorph, d31 bimorph, d33 unimorph, and d33 bimorph modes. Finally, we fabricated a device with beam dimensions of about 5,400 microm x 480 microm x 14 microm (< +/- 5%), and an integrated Si proof mass with dimensions of about 1,481 microm x 988 microm x 450 microm (< +/- 5%). In order to measure the d31 and d33 modes, we fabricated top and bottom electrodes. The distance between the top electrodes was 50 microm and the resonant frequency was 89.4 Hz. The average powers of the d31 unimorph, d31 bimorph, d33 unimorph, and d33 bimorph modes were 3.90, 9.60, 21.42, and 22.47 nW at 0.8 g (g = 9.8 m/s2) and optimal resistance, respectively.

Development of iron-doped silicon nanoparticles as bimodal imaging agents.

PubMed

Singh, Mani P; Atkins, Tonya M; Muthuswamy, Elayaraja; Kamali, Saeed; Tu, Chuqiao; Louie, Angelique Y; Kauzlarich, Susan M

2012-06-26

We demonstrate the synthesis of water-soluble allylamine-terminated Fe-doped Si (Si(xFe)) nanoparticles as bimodal agents for optical and magnetic imaging. The preparation involves the synthesis of a single-source iron-containing precursor, Na(4)Si(4) with x% Fe (x = 1, 5, 10), and its subsequent reaction with NH(4)Br to produce hydrogen-terminated Si(xFe) nanoparticles. The hydrogen-capped nanoparticles are further terminated with allylamine via thermal hydrosilylation. Transmission electron microscopy indicates that the average particle diameter is ∼3.0 ± 1.0 nm. The Si(5Fe) nanoparticles show strong photoluminescence quantum yield in water (∼10%) with significant T(2) contrast (r(2)/r(1) value of 4.31). Electron paramagnetic resonance and Mössbauer spectroscopies indicate that iron in the nanoparticles is in the +3 oxidation state. Analysis of cytotoxicity using the resazurin assay on HepG2 liver cells indicates that the particles have minimal toxicity.

The X-43A Hyper-X Mach 7 Flight 2 Guidance, Navigation, and Control Overview and Flight Test Results

NASA Technical Reports Server (NTRS)

Bahm, Catherine; Baumann, Ethan; Martin, John; Bose, David; Beck, Roger E.; Strovers, Brian

2005-01-01

The objective of the Hyper-X program was to flight demonstrate an airframe-integrated hypersonic vehicle. On March 27, 2004, the Hyper-X program team successfully conducted flight 2 and achieved all of the research objectives. The Hyper-X research vehicle successfully separated from the Hyper-X launch vehicle and achieved the desired engine test conditions before the experiment began. The research vehicle rejected the disturbances caused by the cowl door opening and the fuel turning on and off and maintained the engine test conditions throughout the experiment. After the engine test was complete, the vehicle recovered and descended along a trajectory while performing research maneuvers. The last data acquired showed that the vehicle maintained control to the water. This report will provide an overview of the research vehicle guidance and control systems and the performance of the vehicle during the separation event and engine test. The research maneuvers were performed to collect data for aerodynamics and flight controls research. This report also will provide an overview of the flight controls related research and results.

Coal reburning for cost-effective NO{sub x} compliance

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

Folsom, B.A.; Sommer, T.M.; Engelhardt, D.A.

1997-12-31

This paper presents the application of micronized coal reburning to a cyclone-fired boiler in order to meet RACT emissions requirements in New York State. Discussed in the paper are reburning technology, the use of a coal micronizer, and the application of the technology to an Eastman Kodak unit. The program is designed to demonstrate the economical reduction of NO{sub x} emissions without adverse impact to the boiler.

The X-43A (Hyper-X) Flies Into the Record Books

NASA Technical Reports Server (NTRS)

Grindle, Laurie; Bahm, Catherine

2006-01-01

The goal of the Hyper-X research program, conducted jointly by the NASA Dryden Flight Research Center and the NASA Langley Research Center, was to demonstrate and validate the technology, experimental techniques, and computation methods and tools for design and performance predictions of a hypersonic aircraft with an airframe-integrated, scramjet propulsion system. Three X-43A airframe-integrated, scramjet research vehicles were designed and fabricated to achieve that goal by flight test: two test flights at Mach 7 and one test flight at Mach 10. The first flight, conducted on June 2, 2001, experienced a launch vehicle failure and resulted in a 9-month mishap investigation. A two-year return-to-flight effort ensued and concluded when the second Mach 7 flight was successful on March 27, 2004. Just eight months later, on November 16, the X-43A successfully completed the third and final flight. These two flights were the first flight demonstrations, at Mach 7 and Mach 10 respectively, of an airframe-integrated, scramjet-powered, hypersonic vehicle.

Environmental monitoring for the DOE coolside and LIMB demonstration extension projects

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

White, T.; Contos, L.; Adams, L.

1992-02-01

The purpose of this document is to present environmental monitoring data collected during the US DOE Limestone Injection Multistage Burner (LIMB) Demonstration Project Extension. The objective of the LIMB program is to demonstrate the sulfur dioxide (SO{sub 2}) and nitrogen oxide (NO{sub x}) emission reduction capabilities of the LIMB system. The LIMB system is a retrofit technology to be used for existing coal-fired boilers equipped with electrostatic precipitators. (VC)

Partial trisomy 16p (16p12.2→pter) and partial monosomy 22q (22q13.31 →qter) presenting with fetal ascites and ventriculomegaly: prenatal diagnosis and array comparative genomic hybridization characterization.

PubMed

Chen, Chih-Ping; Su, Yi-Ning; Young, Richard Shih-Hung; Tsai, Fuu-Jen; Wu, Pei-Chen; Chern, Schu-Rern; Town, Dai-Dyi; Pan, Chen-Wen; Wang, Wayseen

2010-12-01

To present prenatal diagnosis and array comparative genomic hybridization (aCGH) characterization of partial trisomy 16p (16p12.2→pter) and partial monosomy 22q (22q13.31→qter) presenting with fetal ascites and ventriculomegaly in the second trimester. A 31-year-old woman, gravida 2, para 1, was referred to the hospital at 20 weeks of gestation because of fetal ascites. Amniocentesis revealed a derivative chromosome 22. Subsequent parental karyotyping revealed that the father carried a balanced reciprocal translocation between 16p12 and 22q13. Bacterial artificial chromosome-based aCGH using amniocyte DNA demonstrated partial trisomy 16p and partial monosomy 22q [arr cgh 16p13.3p12.2 (CTD-3077J14→RP11-650D5)x3, 22q13.31q13.33 (RP1-111J24→CTD-3035C16)x1]. Oligonucleotide-based aCGH showed a 20.9-Mb duplication of distal 16p and an approximate 3.7-Mb deletion of distal 22q. Level II ultrasound revealed fetal ascites and ventriculomegaly. The pregnancy was terminated and a malformed male fetus was delivered with craniofacial dysmorphism and abnormalities of the digits. The fetal karyotype was 46,XY,der(22)t(16;22)(p12.2;q13.31)pat. The paternal karyotype was 46,XY,t(16;22)(p12.2;q13.31). Partial trisomy 16p can be associated with fetal ascites and ventriculomegaly in the second trimester. Prenatal sonographic detection of fetal ascites in association with ventriculomegaly should alert chromosomal abnormalities and prompt cytogenetic investigation, which may lead to the identification of an unexpected parental translocation involving chromosomal segments associated with cerebral and vascular abnormalities. Copyright © 2010 Taiwan Association of Obstetric & Gynecology. Published by Elsevier B.V. All rights reserved.

ROSAT observation program

NASA Technical Reports Server (NTRS)

Halpern, Jules P.

1995-01-01

In this annual progress report (November 1, 1993 to October 31, 1994), the geminga pulsar was observed by the ROSAT PSPC for 37,000 s in September 1993, in order to make a more detailed study than was previously possible of the pulse profile and two-component spectrum, and to do phase-resolved spectroscopy. This exposure was 2.5 times longer than the original discovery observation. In addition, a shorter 4,000 s exposure was made in October 1992, simultaneously with a GRO observation of Geminga, in order to verify the absolute phasing of the X-ray and gamma-ray peaks. We verified that the spectrum can be described as the sum of two black bodies, whose temperatures are 6 x 10(exp 5) K and 3 - 4 x 10(exp 6) K, with the latter covering 3 x 10(exp -5) the area of the former. The pulse profiles indicate that the intensity of the two emitting regions peak is approximately 90 deg out of phase in rotation, but that the temperatures are otherwise independent of phase. An improved estimate of the distance can be made from the cooler (larger) blackbody component, yielding d = 440 +/- 120 pc. Another program of this report was to obtain PSPC spectra of an important class of Seyfert galaxies which have narrow lines and stron permitted Fe II emission. Sometines called I Zw 1 objects, or narrow-line Seyfert 1s, they are crucial to our understanding of Seyfert classification and models of Seyfert unification. We observed four new objects and, in addition, obtained data on 17 more from the ROSAT archive. A third program combined PSPC and HRI observations of selected Seyfert galaxies which have unusual and variable spectra. The purpose was to disentangle diffuse X-ray emission from the nuclear source, in order to properly interpret the soft X-ray spectral shapes in terms of partial covering and/or warm-absorber models. The targets of the program are NGC 3516, NGC 3227, and NGC 7314. So far, we have only performed a dtailed analysis on NGC 3516. The fourth program of this report is the NGC 1672, the second brightest Seyfert galaxy and one or the original 'composite' Seyfert/starburst galaxies which have evidence for both Seyfert activity and H II regions in their optical spectra. It is one of the lowest luminosity Seyfert 2 galaxies that can be studied in detail.

Evaluation of the DoD Safety Program: DoD Civilian Safety Survey

DTIC Science & Technology

2008-12-12

DoD 2007 Letter) Leadership Participation 7(G), 14(N), 21( U ), 31(AE), 34(AH), 40(AN), 49(AW) Supervisor Participation 5(E), 12(L), 19(S), 24 (X), 28...Civilian scores were above the 50th percentile for 24 of the 50 survey items. Overall, this ranks the perception of civilian personnel as average; a...Please direct questions to Mr. Gregory D. Sampson at (703) 604-9104 (DSN 664-9104) or Mr. George P . Marquardt at (703) 604-9159 (DSN 664-9159

Cargo Movement Operations System (CMOS). Draft Simulator Software Utilization Handbook

DTIC Science & Technology

1990-10-31

NO [ ] COMMENT DISPOSITION: COMMENT STATUS: OPEN [ ] CLOSED [ ] ORIGINATOR CONTROL NUMBER: SSUH-0002 PROGRAM OFFICE CONTROL NUMBER: DATA ITEM DISCREPANCY WORKSHEET CDRL NUMBER: A022-01 DATE: 10/31/90 ORIGINATOR NAME: Ronald J. Lacour OFFICE SYMBOL: SAIC TELEPHONE NUMBER: 272-2999 SUBSTANTIVE: X EDITORIAL: PAGE NUMBER: 2 PARA NUMBER: 1.1 COMMENT OR RECOMMENDED CHANGE: Change the list (items a. - g.) in this paragraph so that it conforms to the paragraph structure, or change the paragraph structure so that it conforms to the list. The discrepancy

Joint Services Electronics Program: Annual Progress Report Number 103, 1 October 1988 - 31 July 1989 (Harvard University, Cambridge, Massachusetts)

DTIC Science & Technology

1989-07-31

facility awaits integration in the soon-to-be funded DOE 36 project, Robert Martinez has been using it to develop a method to evaluate surface stresses...explained as resulting from a pressure- dependent effective mass, m*, and we suggested that this was evidence for r - x 0 mixing. However, simple models of...between near Q i 2.6A’-. The overall shape of this type of data, measured over 10 orders of magnitude, places severe constraints on any possible model for

A hybrid computer program for rapidly solving flowing or static chemical kinetic problems involving many chemical species

NASA Technical Reports Server (NTRS)

Mclain, A. G.; Rao, C. S. R.

1976-01-01

A hybrid chemical kinetic computer program was assembled which provides a rapid solution to problems involving flowing or static, chemically reacting, gas mixtures. The computer program uses existing subroutines for problem setup, initialization, and preliminary calculations and incorporates a stiff ordinary differential equation solution technique. A number of check cases were recomputed with the hybrid program and the results were almost identical to those previously obtained. The computational time saving was demonstrated with a propane-oxygen-argon shock tube combustion problem involving 31 chemical species and 64 reactions. Information is presented to enable potential users to prepare an input data deck for the calculation of a problem.

Identification and characterization of a novel high affinity metal-binding site in the hammerhead ribozyme.

PubMed Central

Hansen, M R; Simorre, J P; Hanson, P; Mokler, V; Bellon, L; Beigelman, L; Pardi, A

1999-01-01

A novel metal-binding site has been identified in the hammerhead ribozyme by 31P NMR. The metal-binding site is associated with the A13 phosphate in the catalytic core of the hammerhead ribozyme and is distinct from any previously identified metal-binding sites. 31P NMR spectroscopy was used to measure the metal-binding affinity for this site and leads to an apparent dissociation constant of 250-570 microM at 25 degrees C for binding of a single Mg2+ ion. The NMR data also show evidence of a structural change at this site upon metal binding and these results are compared with previous data on metal-induced structural changes in the core of the hammerhead ribozyme. These NMR data were combined with the X-ray structure of the hammerhead ribozyme (Pley HW, Flaherty KM, McKay DB. 1994. Nature 372:68-74) to model RNA ligands involved in binding the metal at this A13 site. In this model, the A13 metal-binding site is structurally similar to the previously identified A(g) metal-binding site and illustrates the symmetrical nature of the tandem G x A base pairs in domain 2 of the hammerhead ribozyme. These results demonstrate that 31P NMR represents an important method for both identification and characterization of metal-binding sites in nucleic acids. PMID:10445883

Synchrotron X-ray micro-beam studies of ancient Egyptian make-up

NASA Astrophysics Data System (ADS)

Martinetto, P.; Anne, M.; Dooryhée, E.; Drakopoulos, M.; Dubus, M.; Salomon, J.; Simionovici, A.; Walter, Ph.

2001-07-01

Vases full of make-up are most often present in the burial furniture of Egyptian tombs dated from the pharaonic period. The powdered cosmetics made of isolated grains are analysed to identify their trace element signature. From this signature we identify the provenance of the mineral ingredients in the make-up and we observe different impurities in products, which have been demonstrated as synthetic substances by previous works. Focused X-ray micro-beam ( 2×5 μm2) is successively tuned at 11 keV, below the L III absorption edge of Pb, and 31.8 keV for global characterisation of the metal impurities. The fluorescence signal integrated over each single grain is detected against the X-ray micro-diffraction pattern collected in transmission with a bi-dimensional detector. Furthermore, for galena grains rich in Zn, the XANES signal at the K-absorption edge of Zn shows its immediate nearest-neighbour environment.

Electron backscatter diffraction as a domain analysis technique in BiFeO(3)-PbTiO(3) single crystals.

PubMed

Burnett, T L; Comyn, T P; Merson, E; Bell, A J; Mingard, K; Hegarty, T; Cain, M

2008-05-01

xBiFeO(3)-(1-x)PbTiO(3) single crystals were grown via a flux method for a range of compositions. Presented here is a study of the domain configuration in the 0.5BiFeO(3)-0.5PbTiO(3) composition using electron backscatter diffraction to demonstrate the ability of the technique to map ferroelastic domain structures at the micron and submicron scale. The micron-scale domains exhibit an angle of approximately 85 degrees between each variant, indicative of a ferroelastic domain wall in a tetragonal system with a spontaneous strain, c/a - 1 of 0.10, in excellent agreement with the lattice parameters derived from x-ray diffraction. Contrast seen in forescatter images is attributed to variations in the direction of the electrical polarization vector, providing images of ferroelectric domain patterns.

Learning and optimization with cascaded VLSI neural network building-block chips

NASA Technical Reports Server (NTRS)

Duong, T.; Eberhardt, S. P.; Tran, M.; Daud, T.; Thakoor, A. P.

1992-01-01

To demonstrate the versatility of the building-block approach, two neural network applications were implemented on cascaded analog VLSI chips. Weights were implemented using 7-b multiplying digital-to-analog converter (MDAC) synapse circuits, with 31 x 32 and 32 x 32 synapses per chip. A novel learning algorithm compatible with analog VLSI was applied to the two-input parity problem. The algorithm combines dynamically evolving architecture with limited gradient-descent backpropagation for efficient and versatile supervised learning. To implement the learning algorithm in hardware, synapse circuits were paralleled for additional quantization levels. The hardware-in-the-loop learning system allocated 2-5 hidden neurons for parity problems. Also, a 7 x 7 assignment problem was mapped onto a cascaded 64-neuron fully connected feedback network. In 100 randomly selected problems, the network found optimal or good solutions in most cases, with settling times in the range of 7-100 microseconds.

Use of maize wastewater for the cultivation of the Pleurotus spp. mushroom and optimization of its biological efficiency.

PubMed

Loss, Edenes; Royer, Andrea Rafaela; Barreto-Rodrigues, Marcio; Barana, Ana Claudia

2009-07-30

This study evaluated the Pleurotus spp. mushroom production process using an effluent from the maize agroindustrial process as a carbon and nitrogen source and as a wetting agent. A complete experimental design based on factorial planning was used to optimize the biological efficiency and evaluate the effect of the concentration of effluent, pH and species of Pleurotus. The results indicated that the effluent affects the biological efficiency for the production of both species of mushrooms at all pH values studied. The maximum biological efficiency predicted by the model (81.36%) corresponded to the point defined by the effluent contents (X(1)=1), pH (X(2)=-1) and fungus species (X(3)=1), specifically 50%, 5.0 and P. floridae, respectively. The results demonstrated that the effluent is a good alternative for the production of Pleurotus mushrooms.

Hyper-X Hot Structures Comparison of Thermal Analysis and Flight Data

NASA Technical Reports Server (NTRS)

Amundsen, Ruth M.; Leonard, Charles P.; Bruce, Walter E., III

2004-01-01

The Hyper-X (X-43A) program is a flight experiment to demonstrate scramjet performance and operability under controlled powered free-flight conditions at Mach 7 and 10. The Mach 7 flight was successfully completed on March 27, 2004. Thermocouple instrumentation in the hot structures (nose, horizontal tail, and vertical tail) recorded the flight thermal response of these components. Preflight thermal analysis was performed for design and risk assessment purposes. This paper will present a comparison of the preflight thermal analysis and the recorded flight data.

Validation of the NASA Dryden X-31 simulation and evaluation of mechanization techniques

NASA Technical Reports Server (NTRS)

Dickes, Edward; Kay, Jacob; Ralston, John

1994-01-01

This paper shall discuss the evaluation of the original Dryden X-31 aerodynamic math model, processes involved in the justification and creation of the modified data base, and comparison time history results of the model response with flight test.

Comparison of X-31 Flight and Ground-Based Yawing Moment Asymmetries at High Angles of Attack

NASA Technical Reports Server (NTRS)

Cobleigh, Brent R.; Croom, Mark A.

2001-01-01

Significant yawing moment asymmetries were encountered during the high-angle-of-attack envelope expansion of the two X-31 aircraft. These asymmetries caused position saturations of the thrust-vectoring vanes and trailing-edge flaps during some stability-axis rolling maneuvers at high angles of attack. The two test aircraft had different asymmetry characteristics, and ship two has asymmetries that vary as a function of Reynolds number. Several aerodynamic modifications have been made to the X-31 forebody with the goal of minimizing the asymmetry. These modifications include adding transition strips on the forebody and noseboom, using two different length strakes, and increasing nose bluntness. Ultimately, a combination of forebody strakes, nose blunting, and noseboom transition strips reduced the yawing moment asymmetry enough to fully expand the high-angle-of-attack envelope. Analysis of the X-31 flight data is reviewed and compared to wind-tunnel and water-tunnel measurements. Several lessons learned are outlined regarding high-angle-of-attack configuration design and ground testing.

The X-31A quasi-tailless flight test results

NASA Technical Reports Server (NTRS)

Bosworth, John T.; Stoliker, P. C.

1996-01-01

A quasi-tailless flight investigation was launched using the X-31A enhanced fighter maneuverability airplane. In-flight simulations were used to assess the effect of partial to total vertical tail removal. The rudder control surface was used to cancel the stabilizing effects of the vertical tail, and yaw thrust vector commands were used to restabilize and control the airplane. The quasi-tailless mode was flown supersonically with gentle maneuvering and subsonically in precision approaches and ground attack profiles. Pilot ratings and a full set of flight test measurements were recorded. This report describes the results obtained and emphasizes the lessons learned from the X-31A flight test experiment. Sensor-related issues and their importance to a quasi-tailless simulation and to ultimately controlling a directionally unstable vehicle are assessed. The X-31A quasi-tailless flight test experiment showed that tailless and reduced tail fighter aircraft are definitely feasible. When the capability is designed into the airplane from the beginning, the benefits have the potential to outweigh the added complexity required.

Ground crewmen help guide the alignment of the X-40A as the experimental craft is gently lowered to

NASA Technical Reports Server (NTRS)

2000-01-01

Ground crewmen help guide the alignment of the X-40 technology demonstrator as the experimental craft is gently lowered to the ground by a U.S. Army CH-47 Chinook cargo helicopter following a captive-carry test flight at NASA's Dryden Flight Research Center, Edwards, California. The X-40 is an unpowered 82 percent scale version of the X-37, a Boeing-developed spaceplane designed to demonstrate various advanced technologies for development of future lower-cost access to space vehicles. The X-37 will be carried into space aboard a space shuttle and then released to perform various maneuvers and a controlled re-entry through the Earth's atmosphere to an airplane-style landing on a runway, controlled entirely by pre-programmed computer software. Following a series of captive-carry flights, the X-40 made several free flights from a launch altitude of about 15,000 feet above ground, gliding to a fully autonomous landing. The captive carry flights helped verify the X-40's navigation and control systems, rigging angles for its sling, and stability and control of the helicopter while carrying the X-40 on a tether.

High Resolution X-ray Imaging

NASA Technical Reports Server (NTRS)

Cash, Webster

2002-01-01

NAG5-5020 covered a period of 7.5 years during which a great deal of progress was made in x-ray optical techniques under this grant. We survived peer review numerous times during the effort to keep the grant going. In 1994, when the grant started we were actively pursuing the application of spherical mirrors to improving x-ray telescopes. We had found that x-ray detectors were becoming rapidly more sophisticated and affordable, but that x-ray telescopes were only being improved through the intense application of money within the AXAF program. Clearly new techniques for the future were needed. We were successful in developing and testing at the HELSTF facility in New Mexico a four reflection coma-corrected telescope made from spheres. We were able to demonstrate 0.3 arcsecond resolution, almost to the diffraction limit of the system. The community as a whole was, at that time, not particularly interested in looking past AXAF (Chandra) and the effort needed to evolve. Since we had reached the diffraction limit using non-Wolter optics we then decided to see if we could build an x-ray interferometer in the laboratory. In the lab the potential for improved resolution was substantial. If synthetic aperture telescopes could be built in space, then orders of magnitude improvement would become feasible. In 1998 NASA, under the direction of Dr Nick White of Goddard, started a study to assess the potential and feasibility of x-ray interferometry in space. My work became of central interest to the committee because it indicated that such was possible. In early 1999 we had the breakthrough that allowed us build a practical interferometer. By using flats and hooking up with the Marshall Space Flight Center facilities we were able to demonstrate fringes at 1.25keV on a one millimeter baseline. This actual laboratory demonstration provided the solid proof of concept that NASA needed. As the year progressed the future of x-ray astronomy jelled around the Maxim program. Maxim is a set of two major x-ray astronomy missions based on the concepts I developed and demonstrated under this SR&T grant. The first Maxim is to image the sky at 100 micro-arcsecond resolution. That is one thousand times higher resolution than Hubble. The full Maxim has the ultimate goal of imaging the event horizon of a black hole in an active galactic nucleus (ALAN). This will require 0.1 micro-arcsecond resolution - one million times higher than Hubble! Nonetheless, using the techniques developed under this grant, it has become possible. Maxim Pathfinder is now in the NASA planning for a new start in approximately 20 10. The full Maxim is carried as a vision mission for the post 2015 timeframe. Finally, this grant is the evolved version of the SR&T grant we carried during the 1980s and up to 1994. At that point in time this grant was also working on x-ray optics, but concentrating on x-ray spectroscopy. The techniques developed by 1990 were not chosen for use on Chandra or XMM-Newton because they were too new. During the last year, however, the Constellation-X mission recognized the need for better spectroscopy techniques and tapped our expertise. We were able to support the initial work on Con-X through this program. It now appears that the off-plane mount will be used in Con-X, increasing performance and decreasing cost and risk.

Science Notes.

ERIC Educational Resources Information Center

School Science Review, 1985

1985-01-01

Presents 23 experiments, demonstrations, activities, and computer programs in biology, chemistry, and physics. Topics include lead in petrol, production of organic chemicals, reduction of water, enthalpy, X-ray diffraction model, nuclear magnetic resonance spectroscopy, computer simulation for additive mixing of colors, Archimedes Principle, and…

Spatial coherence measurements and x-ray holographic imaging using a laser-generated plasma x-ray source in the water window spectral region

NASA Astrophysics Data System (ADS)

Turcu, I. C. E.; Ross, I. N.; Schulz, M. S.; Daido, H.; Tallents, G. J.; Krishnan, J.; Dwivedi, L.; Hening, A.

1993-06-01

The properties of a coherent x-ray point source in the water window spectral region generated using a small commercially available KrF laser system focused onto a Mylar (essentially carbon) target have been measured. By operating the source in a low-pressure (approximately 20 Torr) nitrogen environment, the degree of monochromaticity was improved due to the nitrogen acting as an x-ray filter and relatively enhancing the radiation at a wavelength of 3.37 nm (C vi 1s-2p). X-ray pinhole camera images show a minimum source size of 12 μm. A Young's double slit coherence measurement gave fringe visibilities of approximately 62% for a slit separation of 10.5 μm at a distance of 31.7 cm from the source. To demonstrate the viability of the laser plasma as a source for coherent imaging applications a Gabor (in-line) hologram of two carbon fibers, of different sizes, was produced. The exposure time and the repetition rate was 2 min and 10 Hz, respectively.

NASA's J-2X Engine Builds on the Apollo Program for Lunar Return Missions

NASA Technical Reports Server (NTRS)

Snoddy, Jimmy R.

2006-01-01

In January 2006, NASA streamlined its U.S. Vision for Space Exploration hardware development approach for replacing the Space Shuttle after it is retired in 2010. The revised CLV upper stage will use the J-2X engine, a derivative of NASA s Apollo Program Saturn V s S-II and S-IVB main propulsion, which will also serve as the Earth Departure Stage (EDS) engine. This paper gives details of how the J- 2X engine effort mitigates risk by building on the Apollo Program and other lessons learned to deliver a human-rated engine that is on an aggressive development schedule, with first demonstration flight in 2010 and human test flights in 2012. It is well documented that propulsion is historically a high-risk area. NASA s risk reduction strategy for the J-2X engine design, development, test, and evaluation is to build upon heritage hardware and apply valuable experience gained from past development efforts. In addition, NASA and its industry partner, Rocketdyne, which originally built the J-2, have tapped into their extensive databases and are applying lessons conveyed firsthand by Apollo-era veterans of America s first round of Moon missions in the 1960s and 1970s. NASA s development approach for the J-2X engine includes early requirements definition and management; designing-in lessons learned from the 5-2 heritage programs; initiating long-lead procurement items before Preliminary Desi& Review; incorporating design features for anticipated EDS requirements; identifying facilities for sea-level and altitude testing; and starting ground support equipment and logistics planning at an early stage. Other risk reduction strategies include utilizing a proven gas generator cycle with recent development experience; utilizing existing turbomachinery ; applying current and recent main combustion chamber (Integrated Powerhead Demonstrator) and channel wall nozzle (COBRA) advances; and performing rigorous development, qualification, and certification testing of the engine system, with a philosophy of "test what you fly, and fly what you test". These and other active risk management strategies are in place to deliver the J-2X engine for LEO and lunar return missions as outlined in the U.S. Vision for Space Exploration.

50 CFR 31.15 - Public hunting and fishing programs.

Code of Federal Regulations, 2013 CFR

2013-10-01

... 50 Wildlife and Fisheries 9 2013-10-01 2013-10-01 false Public hunting and fishing programs. 31.15 Section 31.15 Wildlife and Fisheries UNITED STATES FISH AND WILDLIFE SERVICE, DEPARTMENT OF THE INTERIOR... Reduction and Disposal § 31.15 Public hunting and fishing programs. The privilege of hunting and fishing may...

50 CFR 31.15 - Public hunting and fishing programs.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 50 Wildlife and Fisheries 8 2011-10-01 2011-10-01 false Public hunting and fishing programs. 31.15 Section 31.15 Wildlife and Fisheries UNITED STATES FISH AND WILDLIFE SERVICE, DEPARTMENT OF THE INTERIOR... Reduction and Disposal § 31.15 Public hunting and fishing programs. The privilege of hunting and fishing may...

50 CFR 31.15 - Public hunting and fishing programs.

Code of Federal Regulations, 2012 CFR

2012-10-01

... 50 Wildlife and Fisheries 9 2012-10-01 2012-10-01 false Public hunting and fishing programs. 31.15 Section 31.15 Wildlife and Fisheries UNITED STATES FISH AND WILDLIFE SERVICE, DEPARTMENT OF THE INTERIOR... Reduction and Disposal § 31.15 Public hunting and fishing programs. The privilege of hunting and fishing may...

50 CFR 31.15 - Public hunting and fishing programs.

Code of Federal Regulations, 2014 CFR

2014-10-01

... 50 Wildlife and Fisheries 9 2014-10-01 2014-10-01 false Public hunting and fishing programs. 31.15 Section 31.15 Wildlife and Fisheries UNITED STATES FISH AND WILDLIFE SERVICE, DEPARTMENT OF THE INTERIOR... Reduction and Disposal § 31.15 Public hunting and fishing programs. The privilege of hunting and fishing may...

50 CFR 31.15 - Public hunting and fishing programs.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 50 Wildlife and Fisheries 6 2010-10-01 2010-10-01 false Public hunting and fishing programs. 31.15 Section 31.15 Wildlife and Fisheries UNITED STATES FISH AND WILDLIFE SERVICE, DEPARTMENT OF THE INTERIOR... Reduction and Disposal § 31.15 Public hunting and fishing programs. The privilege of hunting and fishing may...

A search for a cosmological component of the soft X-ray background in the direction of M31

NASA Technical Reports Server (NTRS)

Margon, B.; Bowyer, S.; Cruddace, R.; Heiles, C.; Lampton, M.; Troland, T.

1974-01-01

Results of an experiment to search for absorption of the soft diffuse X-ray background by M31, the Andromeda Nebula, are presented. Both X-ray and 21-cm observations were obtained with high spatial resolution; the X-ray detector had a 2-degree field of view, and the 21-cm data were taken with 20-minute resolution. The results establish that at least 48 percent of the soft X-ray flux has a local source, but that the remainder may be of distant origin and therefore of cosmological significance.

30 CFR 47.31 - Requirement for a HazCom program.

Code of Federal Regulations, 2010 CFR

2010-07-01

... TRAINING HAZARD COMMUNICATION (HazCom) HazCom Program § 47.31 Requirement for a HazCom program. Each operator must— (a) Develop and implement a written HazCom program, (b) Maintain it for as long as a... 30 Mineral Resources 1 2010-07-01 2010-07-01 false Requirement for a HazCom program. 47.31 Section...

40 CFR 122.31 - As a Tribe, what is my role under the NPDES storm water program?

Code of Federal Regulations, 2012 CFR

2012-07-01

... NPDES storm water program? 122.31 Section 122.31 Protection of Environment ENVIRONMENTAL PROTECTION... role under the NPDES storm water program? As a Tribe you may: (a) Be authorized to operate the NPDES program including the storm water program, after EPA determines that you are eligible for treatment in the...

40 CFR 122.31 - As a Tribe, what is my role under the NPDES storm water program?

Code of Federal Regulations, 2013 CFR

2013-07-01

... NPDES storm water program? 122.31 Section 122.31 Protection of Environment ENVIRONMENTAL PROTECTION... role under the NPDES storm water program? As a Tribe you may: (a) Be authorized to operate the NPDES program including the storm water program, after EPA determines that you are eligible for treatment in the...

40 CFR 122.31 - As a Tribe, what is my role under the NPDES storm water program?

Code of Federal Regulations, 2014 CFR

2014-07-01

... NPDES storm water program? 122.31 Section 122.31 Protection of Environment ENVIRONMENTAL PROTECTION... role under the NPDES storm water program? As a Tribe you may: (a) Be authorized to operate the NPDES program including the storm water program, after EPA determines that you are eligible for treatment in the...

X-24B with Test Pilot Michael V. Love

NASA Technical Reports Server (NTRS)

1973-01-01

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

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

NASA Technical Reports Server (NTRS)

1976-01-01

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

CLIPS 6.0 - C LANGUAGE INTEGRATED PRODUCTION SYSTEM, VERSION 6.0 (UNIX VERSION)

NASA Technical Reports Server (NTRS)

Donnell, B.

1994-01-01

CLIPS, the C Language Integrated Production System, is a complete environment for developing expert systems -- programs which are specifically intended to model human expertise or knowledge. It is designed to allow artificial intelligence research, development, and delivery on conventional computers. CLIPS 6.0 provides a cohesive tool for handling a wide variety of knowledge with support for three different programming paradigms: rule-based, object-oriented, and procedural. Rule-based programming allows knowledge to be represented as heuristics, or "rules-of-thumb" which specify a set of actions to be performed for a given situation. Object-oriented programming allows complex systems to be modeled as modular components (which can be easily reused to model other systems or create new components). The procedural programming capabilities provided by CLIPS 6.0 allow CLIPS to represent knowledge in ways similar to those allowed in languages such as C, Pascal, Ada, and LISP. Using CLIPS 6.0, one can develop expert system software using only rule-based programming, only object-oriented programming, only procedural programming, or combinations of the three. CLIPS provides extensive features to support the rule-based programming paradigm including seven conflict resolution strategies, dynamic rule priorities, and truth maintenance. CLIPS 6.0 supports more complex nesting of conditional elements in the if portion of a rule ("and", "or", and "not" conditional elements can be placed within a "not" conditional element). In addition, there is no longer a limitation on the number of multifield slots that a deftemplate can contain. The CLIPS Object-Oriented Language (COOL) provides object-oriented programming capabilities. Features supported by COOL include classes with multiple inheritance, abstraction, encapsulation, polymorphism, dynamic binding, and message passing with message-handlers. CLIPS 6.0 supports tight integration of the rule-based programming features of CLIPS with COOL (that is, a rule can pattern match on objects created using COOL). CLIPS 6.0 provides the capability to define functions, overloaded functions, and global variables interactively. In addition, CLIPS can be embedded within procedural code, called as a subroutine, and integrated with languages such as C, FORTRAN and Ada. CLIPS can be easily extended by a user through the use of several well-defined protocols. CLIPS provides several delivery options for programs including the ability to generate stand alone executables or to load programs from text or binary files. CLIPS 6.0 provides support for the modular development and execution of knowledge bases with the defmodule construct. CLIPS modules allow a set of constructs to be grouped together such that explicit control can be maintained over restricting the access of the constructs by other modules. This type of control is similar to global and local scoping used in languages such as C or Ada. By restricting access to deftemplate and defclass constructs, modules can function as blackboards, permitting only certain facts and instances to be seen by other modules. Modules are also used by rules to provide execution control. The CRSV (Cross-Reference, Style, and Verification) utility included with previous version of CLIPS is no longer supported. The capabilities provided by this tool are now available directly within CLIPS 6.0 to aid in the development, debugging, and verification of large rule bases. COSMIC offers four distribution versions of CLIPS 6.0: UNIX (MSC-22433), VMS (MSC-22434), MACINTOSH (MSC-22429), and IBM PC (MSC-22430). Executable files, source code, utilities, documentation, and examples are included on the program media. All distribution versions include identical source code for the command line version of CLIPS 6.0. This source code should compile on any platform with an ANSI C compiler. Each distribution version of CLIPS 6.0, except that for the Macintosh platform, includes an executable for the command line version. For the UNIX version of CLIPS 6.0, the command line interface has been successfully implemented on a Sun4 running SunOS, a DECstation running DEC RISC ULTRIX, an SGI Indigo Elan running IRIX, a DEC Alpha AXP running OSF/1, and an IBM RS/6000 running AIX. Command line interface executables are included for Sun4 computers running SunOS 4.1.1 or later and for the DEC RISC ULTRIX platform. The makefiles may have to be modified slightly to be used on other UNIX platforms. The UNIX, Macintosh, and IBM PC versions of CLIPS 6.0 each have a platform specific interface. Source code, a makefile, and an executable for the Windows 3.1 interface version of CLIPS 6.0 are provided only on the IBM PC distribution diskettes. Source code, a makefile, and an executable for the Macintosh interface version of CLIPS 6.0 are provided only on the Macintosh distribution diskettes. Likewise, for the UNIX version of CLIPS 6.0, only source code and a makefile for an X-Windows interface are provided. The X-Windows interface requires MIT's X Window System, Version 11, Release 4 (X11R4), the Athena Widget Set, and the Xmu library. The source code for the Athena Widget Set is provided on the distribution medium. The X-Windows interface has been successfully implemented on a Sun4 running SunOS 4.1.2 with the MIT distribution of X11R4 (not OpenWindows), an SGI Indigo Elan running IRIX 4.0.5, and a DEC Alpha AXP running OSF/1 1.2. The VAX version of CLIPS 6.0 comes only with the generic command line interface. ASCII makefiles for the command line version of CLIPS are provided on all the distribution media for UNIX, VMS, and DOS. Four executables are provided with the IBM PC version: a windowed interface executable for Windows 3.1 built using Borland C++ v3.1, an editor for use with the windowed interface, a command line version of CLIPS for Windows 3.1, and a 386 command line executable for DOS built using Zortech C++ v3.1. All four executables are capable of utilizing extended memory and require an 80386 CPU or better. Users needing an 8086/8088 or 80286 executable must recompile the CLIPS source code themselves. Users who wish to recompile the DOS executable using Borland C++ or MicroSoft C must use a DOS extender program to produce an executable capable of using extended memory. The version of CLIPS 6.0 for IBM PC compatibles requires DOS v3.3 or later and/or Windows 3.1 or later. It is distributed on a set of three 1.4Mb 3.5 inch diskettes. A hard disk is required. The Macintosh version is distributed in compressed form on two 3.5 inch 1.4Mb Macintosh format diskettes, and requires System 6.0.5, or higher, and 1Mb RAM. The version for DEC VAX/VMS is available in VAX BACKUP format on a 1600 BPI 9-track magnetic tape (standard distribution medium) or a TK50 tape cartridge. The UNIX version is distributed in UNIX tar format on a .25 inch streaming magnetic tape cartridge (Sun QIC-24). For the UNIX version, alternate distribution media and formats are available upon request. The CLIPS 6.0 documentation includes a User's Guide and a three volume Reference Manual consisting of Basic and Advanced Programming Guides and an Interfaces Guide. An electronic version of the documentation is provided on the distribution medium for each version: in MicroSoft Word format for the Macintosh and PC versions of CLIPS, and in both PostScript format and MicroSoft Word for Macintosh format for the UNIX and DEC VAX versions of CLIPS. CLIPS was developed in 1986 and Version 6.0 was released in 1993.

CLIPS 6.0 - C LANGUAGE INTEGRATED PRODUCTION SYSTEM, VERSION 6.0 (IBM PC VERSION)

NASA Technical Reports Server (NTRS)

Donnell, B.

1994-01-01

CLIPS, the C Language Integrated Production System, is a complete environment for developing expert systems -- programs which are specifically intended to model human expertise or knowledge. It is designed to allow artificial intelligence research, development, and delivery on conventional computers. CLIPS 6.0 provides a cohesive tool for handling a wide variety of knowledge with support for three different programming paradigms: rule-based, object-oriented, and procedural. Rule-based programming allows knowledge to be represented as heuristics, or "rules-of-thumb" which specify a set of actions to be performed for a given situation. Object-oriented programming allows complex systems to be modeled as modular components (which can be easily reused to model other systems or create new components). The procedural programming capabilities provided by CLIPS 6.0 allow CLIPS to represent knowledge in ways similar to those allowed in languages such as C, Pascal, Ada, and LISP. Using CLIPS 6.0, one can develop expert system software using only rule-based programming, only object-oriented programming, only procedural programming, or combinations of the three. CLIPS provides extensive features to support the rule-based programming paradigm including seven conflict resolution strategies, dynamic rule priorities, and truth maintenance. CLIPS 6.0 supports more complex nesting of conditional elements in the if portion of a rule ("and", "or", and "not" conditional elements can be placed within a "not" conditional element). In addition, there is no longer a limitation on the number of multifield slots that a deftemplate can contain. The CLIPS Object-Oriented Language (COOL) provides object-oriented programming capabilities. Features supported by COOL include classes with multiple inheritance, abstraction, encapsulation, polymorphism, dynamic binding, and message passing with message-handlers. CLIPS 6.0 supports tight integration of the rule-based programming features of CLIPS with COOL (that is, a rule can pattern match on objects created using COOL). CLIPS 6.0 provides the capability to define functions, overloaded functions, and global variables interactively. In addition, CLIPS can be embedded within procedural code, called as a subroutine, and integrated with languages such as C, FORTRAN and Ada. CLIPS can be easily extended by a user through the use of several well-defined protocols. CLIPS provides several delivery options for programs including the ability to generate stand alone executables or to load programs from text or binary files. CLIPS 6.0 provides support for the modular development and execution of knowledge bases with the defmodule construct. CLIPS modules allow a set of constructs to be grouped together such that explicit control can be maintained over restricting the access of the constructs by other modules. This type of control is similar to global and local scoping used in languages such as C or Ada. By restricting access to deftemplate and defclass constructs, modules can function as blackboards, permitting only certain facts and instances to be seen by other modules. Modules are also used by rules to provide execution control. The CRSV (Cross-Reference, Style, and Verification) utility included with previous version of CLIPS is no longer supported. The capabilities provided by this tool are now available directly within CLIPS 6.0 to aid in the development, debugging, and verification of large rule bases. COSMIC offers four distribution versions of CLIPS 6.0: UNIX (MSC-22433), VMS (MSC-22434), MACINTOSH (MSC-22429), and IBM PC (MSC-22430). Executable files, source code, utilities, documentation, and examples are included on the program media. All distribution versions include identical source code for the command line version of CLIPS 6.0. This source code should compile on any platform with an ANSI C compiler. Each distribution version of CLIPS 6.0, except that for the Macintosh platform, includes an executable for the command line version. For the UNIX version of CLIPS 6.0, the command line interface has been successfully implemented on a Sun4 running SunOS, a DECstation running DEC RISC ULTRIX, an SGI Indigo Elan running IRIX, a DEC Alpha AXP running OSF/1, and an IBM RS/6000 running AIX. Command line interface executables are included for Sun4 computers running SunOS 4.1.1 or later and for the DEC RISC ULTRIX platform. The makefiles may have to be modified slightly to be used on other UNIX platforms. The UNIX, Macintosh, and IBM PC versions of CLIPS 6.0 each have a platform specific interface. Source code, a makefile, and an executable for the Windows 3.1 interface version of CLIPS 6.0 are provided only on the IBM PC distribution diskettes. Source code, a makefile, and an executable for the Macintosh interface version of CLIPS 6.0 are provided only on the Macintosh distribution diskettes. Likewise, for the UNIX version of CLIPS 6.0, only source code and a makefile for an X-Windows interface are provided. The X-Windows interface requires MIT's X Window System, Version 11, Release 4 (X11R4), the Athena Widget Set, and the Xmu library. The source code for the Athena Widget Set is provided on the distribution medium. The X-Windows interface has been successfully implemented on a Sun4 running SunOS 4.1.2 with the MIT distribution of X11R4 (not OpenWindows), an SGI Indigo Elan running IRIX 4.0.5, and a DEC Alpha AXP running OSF/1 1.2. The VAX version of CLIPS 6.0 comes only with the generic command line interface. ASCII makefiles for the command line version of CLIPS are provided on all the distribution media for UNIX, VMS, and DOS. Four executables are provided with the IBM PC version: a windowed interface executable for Windows 3.1 built using Borland C++ v3.1, an editor for use with the windowed interface, a command line version of CLIPS for Windows 3.1, and a 386 command line executable for DOS built using Zortech C++ v3.1. All four executables are capable of utilizing extended memory and require an 80386 CPU or better. Users needing an 8086/8088 or 80286 executable must recompile the CLIPS source code themselves. Users who wish to recompile the DOS executable using Borland C++ or MicroSoft C must use a DOS extender program to produce an executable capable of using extended memory. The version of CLIPS 6.0 for IBM PC compatibles requires DOS v3.3 or later and/or Windows 3.1 or later. It is distributed on a set of three 1.4Mb 3.5 inch diskettes. A hard disk is required. The Macintosh version is distributed in compressed form on two 3.5 inch 1.4Mb Macintosh format diskettes, and requires System 6.0.5, or higher, and 1Mb RAM. The version for DEC VAX/VMS is available in VAX BACKUP format on a 1600 BPI 9-track magnetic tape (standard distribution medium) or a TK50 tape cartridge. The UNIX version is distributed in UNIX tar format on a .25 inch streaming magnetic tape cartridge (Sun QIC-24). For the UNIX version, alternate distribution media and formats are available upon request. The CLIPS 6.0 documentation includes a User's Guide and a three volume Reference Manual consisting of Basic and Advanced Programming Guides and an Interfaces Guide. An electronic version of the documentation is provided on the distribution medium for each version: in MicroSoft Word format for the Macintosh and PC versions of CLIPS, and in both PostScript format and MicroSoft Word for Macintosh format for the UNIX and DEC VAX versions of CLIPS. CLIPS was developed in 1986 and Version 6.0 was released in 1993.

CLIPS 6.0 - C LANGUAGE INTEGRATED PRODUCTION SYSTEM, VERSION 6.0 (MACINTOSH VERSION)

NASA Technical Reports Server (NTRS)

Riley, G.

1994-01-01

CLIPS, the C Language Integrated Production System, is a complete environment for developing expert systems -- programs which are specifically intended to model human expertise or knowledge. It is designed to allow artificial intelligence research, development, and delivery on conventional computers. CLIPS 6.0 provides a cohesive tool for handling a wide variety of knowledge with support for three different programming paradigms: rule-based, object-oriented, and procedural. Rule-based programming allows knowledge to be represented as heuristics, or "rules-of-thumb" which specify a set of actions to be performed for a given situation. Object-oriented programming allows complex systems to be modeled as modular components (which can be easily reused to model other systems or create new components). The procedural programming capabilities provided by CLIPS 6.0 allow CLIPS to represent knowledge in ways similar to those allowed in languages such as C, Pascal, Ada, and LISP. Using CLIPS 6.0, one can develop expert system software using only rule-based programming, only object-oriented programming, only procedural programming, or combinations of the three. CLIPS provides extensive features to support the rule-based programming paradigm including seven conflict resolution strategies, dynamic rule priorities, and truth maintenance. CLIPS 6.0 supports more complex nesting of conditional elements in the if portion of a rule ("and", "or", and "not" conditional elements can be placed within a "not" conditional element). In addition, there is no longer a limitation on the number of multifield slots that a deftemplate can contain. The CLIPS Object-Oriented Language (COOL) provides object-oriented programming capabilities. Features supported by COOL include classes with multiple inheritance, abstraction, encapsulation, polymorphism, dynamic binding, and message passing with message-handlers. CLIPS 6.0 supports tight integration of the rule-based programming features of CLIPS with COOL (that is, a rule can pattern match on objects created using COOL). CLIPS 6.0 provides the capability to define functions, overloaded functions, and global variables interactively. In addition, CLIPS can be embedded within procedural code, called as a subroutine, and integrated with languages such as C, FORTRAN and Ada. CLIPS can be easily extended by a user through the use of several well-defined protocols. CLIPS provides several delivery options for programs including the ability to generate stand alone executables or to load programs from text or binary files. CLIPS 6.0 provides support for the modular development and execution of knowledge bases with the defmodule construct. CLIPS modules allow a set of constructs to be grouped together such that explicit control can be maintained over restricting the access of the constructs by other modules. This type of control is similar to global and local scoping used in languages such as C or Ada. By restricting access to deftemplate and defclass constructs, modules can function as blackboards, permitting only certain facts and instances to be seen by other modules. Modules are also used by rules to provide execution control. The CRSV (Cross-Reference, Style, and Verification) utility included with previous version of CLIPS is no longer supported. The capabilities provided by this tool are now available directly within CLIPS 6.0 to aid in the development, debugging, and verification of large rule bases. COSMIC offers four distribution versions of CLIPS 6.0: UNIX (MSC-22433), VMS (MSC-22434), MACINTOSH (MSC-22429), and IBM PC (MSC-22430). Executable files, source code, utilities, documentation, and examples are included on the program media. All distribution versions include identical source code for the command line version of CLIPS 6.0. This source code should compile on any platform with an ANSI C compiler. Each distribution version of CLIPS 6.0, except that for the Macintosh platform, includes an executable for the command line version. For the UNIX version of CLIPS 6.0, the command line interface has been successfully implemented on a Sun4 running SunOS, a DECstation running DEC RISC ULTRIX, an SGI Indigo Elan running IRIX, a DEC Alpha AXP running OSF/1, and an IBM RS/6000 running AIX. Command line interface executables are included for Sun4 computers running SunOS 4.1.1 or later and for the DEC RISC ULTRIX platform. The makefiles may have to be modified slightly to be used on other UNIX platforms. The UNIX, Macintosh, and IBM PC versions of CLIPS 6.0 each have a platform specific interface. Source code, a makefile, and an executable for the Windows 3.1 interface version of CLIPS 6.0 are provided only on the IBM PC distribution diskettes. Source code, a makefile, and an executable for the Macintosh interface version of CLIPS 6.0 are provided only on the Macintosh distribution diskettes. Likewise, for the UNIX version of CLIPS 6.0, only source code and a makefile for an X-Windows interface are provided. The X-Windows interface requires MIT's X Window System, Version 11, Release 4 (X11R4), the Athena Widget Set, and the Xmu library. The source code for the Athena Widget Set is provided on the distribution medium. The X-Windows interface has been successfully implemented on a Sun4 running SunOS 4.1.2 with the MIT distribution of X11R4 (not OpenWindows), an SGI Indigo Elan running IRIX 4.0.5, and a DEC Alpha AXP running OSF/1 1.2. The VAX version of CLIPS 6.0 comes only with the generic command line interface. ASCII makefiles for the command line version of CLIPS are provided on all the distribution media for UNIX, VMS, and DOS. Four executables are provided with the IBM PC version: a windowed interface executable for Windows 3.1 built using Borland C++ v3.1, an editor for use with the windowed interface, a command line version of CLIPS for Windows 3.1, and a 386 command line executable for DOS built using Zortech C++ v3.1. All four executables are capable of utilizing extended memory and require an 80386 CPU or better. Users needing an 8086/8088 or 80286 executable must recompile the CLIPS source code themselves. Users who wish to recompile the DOS executable using Borland C++ or MicroSoft C must use a DOS extender program to produce an executable capable of using extended memory. The version of CLIPS 6.0 for IBM PC compatibles requires DOS v3.3 or later and/or Windows 3.1 or later. It is distributed on a set of three 1.4Mb 3.5 inch diskettes. A hard disk is required. The Macintosh version is distributed in compressed form on two 3.5 inch 1.4Mb Macintosh format diskettes, and requires System 6.0.5, or higher, and 1Mb RAM. The version for DEC VAX/VMS is available in VAX BACKUP format on a 1600 BPI 9-track magnetic tape (standard distribution medium) or a TK50 tape cartridge. The UNIX version is distributed in UNIX tar format on a .25 inch streaming magnetic tape cartridge (Sun QIC-24). For the UNIX version, alternate distribution media and formats are available upon request. The CLIPS 6.0 documentation includes a User's Guide and a three volume Reference Manual consisting of Basic and Advanced Programming Guides and an Interfaces Guide. An electronic version of the documentation is provided on the distribution medium for each version: in MicroSoft Word format for the Macintosh and PC versions of CLIPS, and in both PostScript format and MicroSoft Word for Macintosh format for the UNIX and DEC VAX versions of CLIPS. CLIPS was developed in 1986 and Version 6.0 was released in 1993.

CLIPS 6.0 - C LANGUAGE INTEGRATED PRODUCTION SYSTEM, VERSION 6.0 (DEC VAX VMS VERSION)

NASA Technical Reports Server (NTRS)

Donnell, B.

1994-01-01

CLIPS, the C Language Integrated Production System, is a complete environment for developing expert systems -- programs which are specifically intended to model human expertise or knowledge. It is designed to allow artificial intelligence research, development, and delivery on conventional computers. CLIPS 6.0 provides a cohesive tool for handling a wide variety of knowledge with support for three different programming paradigms: rule-based, object-oriented, and procedural. Rule-based programming allows knowledge to be represented as heuristics, or "rules-of-thumb" which specify a set of actions to be performed for a given situation. Object-oriented programming allows complex systems to be modeled as modular components (which can be easily reused to model other systems or create new components). The procedural programming capabilities provided by CLIPS 6.0 allow CLIPS to represent knowledge in ways similar to those allowed in languages such as C, Pascal, Ada, and LISP. Using CLIPS 6.0, one can develop expert system software using only rule-based programming, only object-oriented programming, only procedural programming, or combinations of the three. CLIPS provides extensive features to support the rule-based programming paradigm including seven conflict resolution strategies, dynamic rule priorities, and truth maintenance. CLIPS 6.0 supports more complex nesting of conditional elements in the if portion of a rule ("and", "or", and "not" conditional elements can be placed within a "not" conditional element). In addition, there is no longer a limitation on the number of multifield slots that a deftemplate can contain. The CLIPS Object-Oriented Language (COOL) provides object-oriented programming capabilities. Features supported by COOL include classes with multiple inheritance, abstraction, encapsulation, polymorphism, dynamic binding, and message passing with message-handlers. CLIPS 6.0 supports tight integration of the rule-based programming features of CLIPS with COOL (that is, a rule can pattern match on objects created using COOL). CLIPS 6.0 provides the capability to define functions, overloaded functions, and global variables interactively. In addition, CLIPS can be embedded within procedural code, called as a subroutine, and integrated with languages such as C, FORTRAN and Ada. CLIPS can be easily extended by a user through the use of several well-defined protocols. CLIPS provides several delivery options for programs including the ability to generate stand alone executables or to load programs from text or binary files. CLIPS 6.0 provides support for the modular development and execution of knowledge bases with the defmodule construct. CLIPS modules allow a set of constructs to be grouped together such that explicit control can be maintained over restricting the access of the constructs by other modules. This type of control is similar to global and local scoping used in languages such as C or Ada. By restricting access to deftemplate and defclass constructs, modules can function as blackboards, permitting only certain facts and instances to be seen by other modules. Modules are also used by rules to provide execution control. The CRSV (Cross-Reference, Style, and Verification) utility included with previous version of CLIPS is no longer supported. The capabilities provided by this tool are now available directly within CLIPS 6.0 to aid in the development, debugging, and verification of large rule bases. COSMIC offers four distribution versions of CLIPS 6.0: UNIX (MSC-22433), VMS (MSC-22434), MACINTOSH (MSC-22429), and IBM PC (MSC-22430). Executable files, source code, utilities, documentation, and examples are included on the program media. All distribution versions include identical source code for the command line version of CLIPS 6.0. This source code should compile on any platform with an ANSI C compiler. Each distribution version of CLIPS 6.0, except that for the Macintosh platform, includes an executable for the command line version. For the UNIX version of CLIPS 6.0, the command line interface has been successfully implemented on a Sun4 running SunOS, a DECstation running DEC RISC ULTRIX, an SGI Indigo Elan running IRIX, a DEC Alpha AXP running OSF/1, and an IBM RS/6000 running AIX. Command line interface executables are included for Sun4 computers running SunOS 4.1.1 or later and for the DEC RISC ULTRIX platform. The makefiles may have to be modified slightly to be used on other UNIX platforms. The UNIX, Macintosh, and IBM PC versions of CLIPS 6.0 each have a platform specific interface. Source code, a makefile, and an executable for the Windows 3.1 interface version of CLIPS 6.0 are provided only on the IBM PC distribution diskettes. Source code, a makefile, and an executable for the Macintosh interface version of CLIPS 6.0 are provided only on the Macintosh distribution diskettes. Likewise, for the UNIX version of CLIPS 6.0, only source code and a makefile for an X-Windows interface are provided. The X-Windows interface requires MIT's X Window System, Version 11, Release 4 (X11R4), the Athena Widget Set, and the Xmu library. The source code for the Athena Widget Set is provided on the distribution medium. The X-Windows interface has been successfully implemented on a Sun4 running SunOS 4.1.2 with the MIT distribution of X11R4 (not OpenWindows), an SGI Indigo Elan running IRIX 4.0.5, and a DEC Alpha AXP running OSF/1 1.2. The VAX version of CLIPS 6.0 comes only with the generic command line interface. ASCII makefiles for the command line version of CLIPS are provided on all the distribution media for UNIX, VMS, and DOS. Four executables are provided with the IBM PC version: a windowed interface executable for Windows 3.1 built using Borland C++ v3.1, an editor for use with the windowed interface, a command line version of CLIPS for Windows 3.1, and a 386 command line executable for DOS built using Zortech C++ v3.1. All four executables are capable of utilizing extended memory and require an 80386 CPU or better. Users needing an 8086/8088 or 80286 executable must recompile the CLIPS source code themselves. Users who wish to recompile the DOS executable using Borland C++ or MicroSoft C must use a DOS extender program to produce an executable capable of using extended memory. The version of CLIPS 6.0 for IBM PC compatibles requires DOS v3.3 or later and/or Windows 3.1 or later. It is distributed on a set of three 1.4Mb 3.5 inch diskettes. A hard disk is required. The Macintosh version is distributed in compressed form on two 3.5 inch 1.4Mb Macintosh format diskettes, and requires System 6.0.5, or higher, and 1Mb RAM. The version for DEC VAX/VMS is available in VAX BACKUP format on a 1600 BPI 9-track magnetic tape (standard distribution medium) or a TK50 tape cartridge. The UNIX version is distributed in UNIX tar format on a .25 inch streaming magnetic tape cartridge (Sun QIC-24). For the UNIX version, alternate distribution media and formats are available upon request. The CLIPS 6.0 documentation includes a User's Guide and a three volume Reference Manual consisting of Basic and Advanced Programming Guides and an Interfaces Guide. An electronic version of the documentation is provided on the distribution medium for each version: in MicroSoft Word format for the Macintosh and PC versions of CLIPS, and in both PostScript format and MicroSoft Word for Macintosh format for the UNIX and DEC VAX versions of CLIPS. CLIPS was developed in 1986 and Version 6.0 was released in 1993.

The S-054 X-ray telescope experiment on Skylab

NASA Technical Reports Server (NTRS)

Vaiana, G. S.; Van Speybroeck, L.; Zombeck, M. V.; Krieger, A. S.; Silk, J. K.; Timothy, A.

1977-01-01

A description of the S-054 X-ray telescope on Skylab is presented with a discussion of the experimental objectives, observing program, data reduction and analysis. Some results from the Skylab mission are given. The telescope photographically records high-resolution images of the solar corona in several broadband regions of the soft X-ray spectrum. It includes an objective grating used to study the line spectrum. The spatial resolution, sensitivity, dynamic range and time resolution of the instrument were chosen to survey a wide variety of solar phenomena. It embodies improvements in design, fabrication, and calibration techniques which were developed over a ten-year period. The observing program was devised to optimize the use of the instrument and to provide studies on a wide range of time scales. The data analysis program includes morphological studies and quantitative analysis using digitized images. A small sample of the data obtained in the mission is presented to demonstrate the type of information that is available and the kinds of results that can be obtained from it.

Antagonistic Activity and Mode of Action of Phenazine-1-Carboxylic Acid, Produced by Marine Bacterium Pseudomonas aeruginosa PA31x, Against Vibrio anguillarum In vitro and in a Zebrafish In vivo Model

PubMed Central

Zhang, Linlin; Tian, Xueying; Kuang, Shan; Liu, Ge; Zhang, Chengsheng; Sun, Chaomin

2017-01-01

Phenazine and its derivatives are very important secondary metabolites produced from Pseudomonas spp. and have exhibited broad-spectrum antifungal and antibacterial activities. However, till date, there are few reports about marine derived Pseudomonas and its production of phenazine metabolites. In this study, we isolated a marine Pseudomonas aeruginosa strain PA31x which produced natural product inhibiting the growth of Vibrio anguillarum C312, one of the most serious bacterial pathogens in marine aquaculture. Combining high-resolution electro-spray-ionization mass spectroscopy and nuclear magnetic resonance spectroscopy analyses, the functional compound against V. anguillarum was demonstrated to be phenazine-1-carboxylic acid (PCA), an important phenazine derivative. Molecular studies indicated that the production of PCA by P. aeruginosa PA31x was determined by gene clusters phz1 and phz2 in its genome. Electron microscopic results showed that treatment of V. anguillarum with PCA developed complete lysis of bacterial cells with fragmented cytoplasm being released to the surrounding environment. Additional evidence indicated that reactive oxygen species generation preceded PCA-induced microbe and cancer cell death. Notably, treatment with PCA gave highly significant protective activities against the development of V. anguillarum C312 on zebrafish. Additionally, the marine derived PCA was further found to effectively inhibit the growth of agricultural pathogens, Acidovorax citrulli NP1 and Phytophthora nicotianae JM1. Taken together, this study reveals that marine Pseudomonas derived PCA carries antagonistic activities against both aquacultural and agricultural pathogens, which broadens the application fields of PCA. PMID:28289406

Bibliography of short wavelength chemical laser research

NASA Astrophysics Data System (ADS)

Perram, Glen P.

1993-05-01

High power short wavelength chemical laser (SWCL) systems offer great advantages for strategic and tactical military applications, including both weapons and imaging missions. The promise of very high brightness, high mass efficiency, and wavelength agility has justified a modest basic research program for more than a decade. Significant progress towards the demonstration of a visible chemical laser has been made during the past few years. Highly efficient methods of chemically producing metastable electronic states at concentrations exceeding 3 x 10(exp 16) molecules/cu cm have been developed. Energy transfer from these metastables to suitable lasant species has been used to demonstrate gain in the visible. Chemically generated gain of 0.029 %/cm on the (A-X) electronic transition in bismuth fluoride has been demonstrated using pulsed thermolysis of fluorine azide and trimethyl bismuth mixtures. Recently, a table-top shock facility has been used to achieve unsaturated lasing in the same system. During the past ten years, over 400 articles and reports have resulted from this research program. This bibliography summarizes this Department of Defense sponsored research on short wavelength chemical lasers since 1980.

PyEPL: a cross-platform experiment-programming library.

PubMed

Geller, Aaron S; Schlefer, Ian K; Sederberg, Per B; Jacobs, Joshua; Kahana, Michael J

2007-11-01

PyEPL (the Python Experiment-Programming Library) is a Python library which allows cross-platform and object-oriented coding of behavioral experiments. It provides functions for displaying text and images onscreen, as well as playing and recording sound, and is capable of rendering 3-D virtual environments forspatial-navigation tasks. It is currently tested for Mac OS X and Linux. It interfaces with Activewire USB cards (on Mac OS X) and the parallel port (on Linux) for synchronization of experimental events with physiological recordings. In this article, we first present two sample programs which illustrate core PyEPL features. The examples demonstrate visual stimulus presentation, keyboard input, and simulation and exploration of a simple 3-D environment. We then describe the components and strategies used in implementing PyEPL.

PyEPL: A cross-platform experiment-programming library

PubMed Central

Geller, Aaron S.; Schleifer, Ian K.; Sederberg, Per B.; Jacobs, Joshua; Kahana, Michael J.

2009-01-01

PyEPL (the Python Experiment-Programming Library) is a Python library which allows cross-platform and object-oriented coding of behavioral experiments. It provides functions for displaying text and images onscreen, as well as playing and recording sound, and is capable of rendering 3-D virtual environments for spatial-navigation tasks. It is currently tested for Mac OS X and Linux. It interfaces with Activewire USB cards (on Mac OS X) and the parallel port (on Linux) for synchronization of experimental events with physiological recordings. In this article, we first present two sample programs which illustrate core PyEPL features. The examples demonstrate visual stimulus presentation, keyboard input, and simulation and exploration of a simple 3-D environment. We then describe the components and strategies used in implementing PyEPL. PMID:18183912

49 CFR 237.31 - Adoption of bridge management programs.

Code of Federal Regulations, 2011 CFR

2011-10-01

... 49 Transportation 4 2011-10-01 2011-10-01 false Adoption of bridge management programs. 237.31... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION BRIDGE SAFETY STANDARDS Railroad Bridge Safety Assurance § 237.31 Adoption of bridge management programs. Each track owner shall adopt a bridge safety management program to...

7 CFR 15a.31 - Education programs and activities.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 7 Agriculture 1 2011-01-01 2011-01-01 false Education programs and activities. 15a.31 Section 15a.31 Agriculture Office of the Secretary of Agriculture EDUCATION PROGRAMS OR ACTIVITIES RECEIVING OR BENEFITTING FROM FEDERAL FINANCIAL ASSISTANCE Discrimination on the Basis of Sex in Education Programs and...

7 CFR 15a.31 - Education programs and activities.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 7 Agriculture 1 2010-01-01 2010-01-01 false Education programs and activities. 15a.31 Section 15a.31 Agriculture Office of the Secretary of Agriculture EDUCATION PROGRAMS OR ACTIVITIES RECEIVING OR BENEFITTING FROM FEDERAL FINANCIAL ASSISTANCE Discrimination on the Basis of Sex in Education Programs and...

49 CFR 237.31 - Adoption of bridge management programs.

Code of Federal Regulations, 2010 CFR

2010-10-01

... 49 Transportation 4 2010-10-01 2010-10-01 false Adoption of bridge management programs. 237.31... ADMINISTRATION, DEPARTMENT OF TRANSPORTATION BRIDGE SAFETY STANDARDS Railroad Bridge Safety Assurance § 237.31 Adoption of bridge management programs. Each track owner shall adopt a bridge safety management program to...

A High Resolution Survey of the Disk of M31

NASA Technical Reports Server (NTRS)

Primini, Francis A.

2000-01-01

This report describes research activities funded for SAO Proposal P3481-5-95, "Monitoring the Center of M31". Related activities for SAO Proposal P3486- 5-95, "A High-Resolution Survey of the Disk of M31" are also described. The research involved the data analysis and interpretation of eleven separate ROSAT (Roentgen Satellite) HRI (High Resolution Imager) observations of the center and inner disk of M31, obtained between July, 1990 and January, 1997. A log of the individual data sets is given. All proposed observations were successfully carried out by the ROSAT Observatory, and standard data products were successfully generated for each observation. There were two basic thrusts to the research. First, we wished to monitor the x-ray source nearest the nucleus of M31, to search for anti-correlated radio/x-ray variability predicted by theoretical models for the source. We would also be able to assess the degree and range of variability of other x-ray sources in the central bulge of M31 and to estimate rates of transients. Secondly, we wished to survey the entire inner disk of M31, and in particular the region covered by the recent MIT wide-band and narrow-band surveys to identify x-ray counterparts to supernova remnants, OB associations, and young blue stars, in areas in which the ROSAT PSPC survey was confused. Results of each research project are summarized. Papers describing the results in more detail are in preparation.

Aptaligner: automated software for aligning pseudorandom DNA X-aptamers from next-generation sequencing data.

PubMed

Lu, Emily; Elizondo-Riojas, Miguel-Angel; Chang, Jeffrey T; Volk, David E

2014-06-10

Next-generation sequencing results from bead-based aptamer libraries have demonstrated that traditional DNA/RNA alignment software is insufficient. This is particularly true for X-aptamers containing specialty bases (W, X, Y, Z, ...) that are identified by special encoding. Thus, we sought an automated program that uses the inherent design scheme of bead-based X-aptamers to create a hypothetical reference library and Markov modeling techniques to provide improved alignments. Aptaligner provides this feature as well as length error and noise level cutoff features, is parallelized to run on multiple central processing units (cores), and sorts sequences from a single chip into projects and subprojects.

Research on polycrystalline thin film submodules based on CuInSe{sub 2} materials. Annual subcontract report, 11 November 1990--31 October 1991

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

Catalano, A.; Arya, R.; Carr, L.

1992-05-01

This report describes progress during the first year of a three-year research program to develop 12%-efficient CuInSe{sub 2} (CIS) submodules with area greater than 900 cm{sup 2}. To meet this objective, the program was divided into five tasks: (1) windows, contacts, substrates; (2) absorber material; (3) device structure; (4) submodule design and encapsulation; and (5) process optimization. In the first year of the program, work was concentrated on the first three tasks with an objective to demonstrate a 9%-efficient CIS solar cell. 7 refs.

X-Wing RSRA - 80 Knot Taxi Test

NASA Technical Reports Server (NTRS)

1987-01-01

The Rotor Systems Research Aircraft/X-Wing, a vehicle that was used to demonstrate an advanced rotor/fixed wing concept called X-Wing, is shown here during high-speed taxi tests at NASA's Ames-Dryden Flight Research Facility (later redesignated Dryden Flight Research Center), Edwards, California, on 4 November 1987. During these tests, the vehicle made three taxi tests at speeds of up to 138 knots. On the third run, the RSRA/X-Wing lifted off the runway to a 25-foot height for about 16 seconds. This liftoff maneuver was pre-planned as an aid to evaluations for first flight. At the controls were NASA pilot G. Warren Hall and Sikorsky pilot W. Faull. The unusual aircraft that resulted from the Ames Research Center/Army X-Wing Project was flown at the Ames-Dryden Flight Research Facility (now Dryden Flight Research Center), Edwards, California, beginning in the spring of 1984, with a follow-on program beginning in 1986. The program, was conceived to provide an efficient combination of the vertical lift characteristic of conventional helicopters and the high cruise speed of fixed-wing aircraft. It consisted of a hybrid vehicle called the NASA/Army Rotor Systems Research Aircraft (RSRA), which was equipped with advanced X-wing rotor systems. The program began in the early 1970s to investigate ways to increase the speed of rotor aircraft, as well as their performance, reliability, and safety . It also sought to reduce the noise, vibration, and maintenance costs of helicopters. Sikorsky Aircraft Division of United Technologies Laboratories built two RSRA aircraft. NASA's Langley Research Center, Hampton, Virginia, did some initial testing and transferred the program to Ames Research Center, Mountain View, California, for an extensive flight research program conducted by Ames and the Army. The purpose of the 1984 tests was to demonstrate the fixed-wing capability of the helicopter/airplane hybrid research vehicle and explore its flight envelope and flying qualities. These tests, flown by Ames pilot G. Warren Hall and Army Maj (soon promoted to Lt. Col.) Patrick Morris, began in May and continued until October 1984, when the RSRA vehicle returned to Ames. The project manager at Dryden for the flights was Wen Painter. These early tests were preparatory for a future X-Wing rotor flight test project to be sponsored by NASA, the Defense Advanced Research Projects Agency (DARPA), and Sikorsky Aircraft. A later derivative X-Wing flew in 1987. The modified RSRA was developed to provide a vehicle for in-flight investigation and verification of new helicopter rotor-system concepts and supporting technology. The RSRA could be configured to fly as an airplane with fixed wings, as a helicopter, or as a compound vehicle that could transition between the two configurations. NASA and DARPA selected Sikorsky in 1984 to convert one of the original RSRAs to the new demonstrator aircraft for the X-Wing concept. Developers of X-Wing technology did not view the X-Wing as a replacement for either helicopters (rotor aircraft) or fixed-wing aircraft. Instead, they envisioned it as an aircraft with special enhanced capabilities to perform missions that call for the low-speed efficiency and maneuverability of helicopters combined with the high cruise speed of fixed-wing aircraft. Some such missions include air-to-air and air-to-ground tactical operations, airborne early warning, electronic intelligence, antisubmarine warfare, and search and rescue. The follow-on X-Wing project was managed by James W. Lane, chief of the RSRA/X-Wing Project Office, Ames Research Center. Coordinating the Ames-Dryden flight effort in 1987 was Jack Kolf. The X-Wing project was a joint effort of NASA-Ames, DARPA, the U.S. Army, and Sikorsky Aircraft, Stratford, Connecticut. The modified X-Wing aircraft was delivered to Ames-Dryden by Sikorsky Aircraft on September 25, 1986. Following taxi tests, initial flights in the aircraft mode without main rotors attached took place at Dryden in December 1997. Ames research pilot G. Warren Hall and Sikorsky's W. Richard Faull were the pilots. The contract with Sikorsky ended that month, and the program ended in January 1988.

2006 Joint Services Small Arms Systems Annual Symposium, Exhibition and Firing Demonstration

DTIC Science & Technology

2006-05-18

FE FE FE /F H FE/FH FE FH EXIT EX IT EX IT EX IT EXIT FH - FIRE HOSE FE - FIRE EXTINGUISHER N S W E LOUNGE 20 20 LOUNGE 20 20 31’ AAI Corporation 302...Sniper Rifle Congressional Program, Mr. Neil E . Lee, US Army ARDEC • Plasma Transfer Arc Fabrication of Enhanced Performance Barrels, Mr. Kris C...Years of Small Arms (1326 – 1626)”, Dr. Stephen C. Small, JSSAP/ARDEC Session IV: International Programs • Small Arms in NATO Transformation, Mr. Vernon E

Linear Aerospike SR-71 Experiment (LASRE) refueling during first flight

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 refuels with an Edwards Air Force Base KC-135 during the first flight of the NASA/Rocketdyne/ Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE). The flight took place Oct. 31 at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 takes off Oct. 31, making its first flight as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight view from above

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 made its successful first flight Oct. 31 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 successfully completed its first flight 31 October 1997 as part of the NASA/Rocketdyne/Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Linear Aerospike SR-71 Experiment (LASRE) first flight

NASA Technical Reports Server (NTRS)

1997-01-01

A NASA SR-71 made its successful first flight Oct. 31 as part of the NASA/Rocketdyne/ Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) at NASA's Dryden Flight Research Center, Edwards, California. The SR-71 took off at 8:31 a.m. PST. The aircraft flew for one hour and fifty minutes, reaching a maximum speed of Mach 1.2 before landing at Edwards at 10:21 a.m. PST, successfully validating the SR-71/linear aerospike experiment configuration. The goal of the first flight was to evaluate the aerodynamic characteristics and the handling of the SR-71/linear aerospike experiment configuration. The engine was not fired during the flight. The LASRE experiment was designed to provide in-flight data to help Lockheed Martin evaluate the aerodynamic characteristics and the handling of the SR-71 linear aerospike experiment configuration. The goal of the project was to provide in-flight data to help Lockheed Martin validate the computational predictive tools it was using to determine the aerodynamic performance of a future reusable launch vehicle. The joint NASA, Rocketdyne (now part of Boeing), and Lockheed Martin Linear Aerospike SR-71 Experiment (LASRE) completed seven initial research flights at Dryden Flight Research Center. Two initial flights were used to determine the aerodynamic characteristics of the LASRE apparatus (pod) on the back of the SR-71. Five later flights focused on the experiment itself. Two were used to cycle gaseous helium and liquid nitrogen through the experiment to check its plumbing system for leaks and to test engine operational characteristics. During the other three flights, liquid oxygen was cycled through the engine. Two engine hot-firings were also completed on the ground. A final hot-fire test flight was canceled because of liquid oxygen leaks in the test apparatus. The LASRE experiment itself was a 20-percent-scale, half-span model of a lifting body shape (X-33) without the fins. It was rotated 90 degrees and equipped with eight thrust cells of an aerospike engine and was mounted on a housing known as the 'canoe,' which contained the gaseous hydrogen, helium, and instrumentation gear. The model, engine, and canoe together were called a 'pod.' The experiment focused on determining how a reusable launch vehicle's engine flume would affect the aerodynamics of its lifting-body shape at specific altitudes and speeds. The interaction of the aerodynamic flow with the engine plume could create drag; design refinements looked at minimizing this interaction. The entire pod was 41 feet in length and weighed 14,300 pounds. The experimental pod was mounted on one of NASA's SR-71s, which were at that time on loan to NASA from the U.S. Air Force. Lockheed Martin may use the information gained from the LASRE and X-33 Advanced Technology Demonstrator Projects to develop a potential future reusable launch vehicle. NASA and Lockheed Martin were partners in the X-33 program through a cooperative agreement. The goal of that program was to enable significant reductions in the cost of access to space and to promote creation and delivery of new space services and activities to improve the United States's economic competitiveness. In March 2001, however, NASA cancelled the X-33 program.

Supporting Data for Fiscal Year 1994. Budget Estimate Submission

DTIC Science & Technology

1993-04-01

0603401F 405 36 Space Systems Environmental Interactions Technology 0603410F 416 38 Conventional Weapons Technology 0603601F 423 39 Advanced Radiation...Transfer Pilot Program (SBIR/STTR) 0603302F Space and Missile Rocket Propulsion 31 392 060341OF Space Systems Environmental Interactions Technology 36...Deliver Interactive Decode (Rapid Message Processing) capability in Communications Element. - (U) Conduct maintainability demonstration. - (U) Begin Initial

Phase transformation in (0.90- x)Pb(Mg 1/3Nb 2/3)O 3- xPbTiO 3-0.10PbZrO 3 piezoelectric ceramic: X-ray diffraction and Raman investigation

NASA Astrophysics Data System (ADS)

Xia, Zhiguo; Li, Qiang

2007-05-01

Piezoelectric ceramics with compositions of (0.90- x)Pb(Mg 1/3Nb 2/3)O 3- xPbTiO 3-0.10PbZrO 3, x=0.28, 0.31, 0.34, 0.37, 0.40 and 0.43, were prepared using the conventional columbite precursor method, and their structural phase transformation and piezoelectric behaviors near the morphotropic phase boundary (MPB) have been systematically investigated as a function of PbTiO 3 content. X-ray diffraction (XRD) results demonstrate that the structure of the ceramics experiences a gradual transition process from rhombohedral phase to tetragonal phase with the increasing of PbTiO 3 content, and that compositions with x=0.34-0.40 lie in the MPB region of this ternary system. A Raman spectra investigation of the ceramic samples testified to the transformation process of rhombohedral phase to tetragonal phase by comparing the relative intensities of tetragonal E(2TO 1) mode and rhombohedral phase R h mode. The structure information was also correlated to the parabola change of the piezoelectric constant; the maximum piezoelectric constants were obtained near the MPB region.

Effect on Passive Range of Motion and Functional Correlates After a Long-Term Lower Limb Self-Stretch Program in Patients With Chronic Spastic Paresis.

PubMed

Pradines, Maud; Baude, Marjolaine; Marciniak, Christina; Francisco, Gerard; Gracies, Jean-Michel; Hutin, Emilie; Bayle, Nicolas

2018-03-02

In current health care systems, long-duration stretching, performed daily, cannot be obtained through prescriptions of physical therapy. In addition, the short-term efficacy of the various stretching techniques is disputed, and their long-term effects remain undocumented. To evaluate changes in extensibility in 6 lower limb muscles and in ambulation speed after a ≥1-year self-stretch program, the Guided Self-rehabilitation Contract (GSC), in individuals with chronic spastic paresis. Retrospective study comparing self-stretched and nonself-stretched muscles. Neurorehabilitation clinic. Patients diagnosed with hemiparesis or paraparesis at least 1 year before the initiation of a GSC and who were then involved in the GSC program for at least 1 year. For each patient, specific muscles were identified for intervention among the following: gluteus maximus, hamstrings, vastus, rectus femoris, soleus, and gastrocnemius. Prescriptions and training for a daily, high-load, prolonged, home self-stretching program were primarily based on the baseline coefficient of shortening, defined as C SH = [(X N -X V1 )/X N ] (X V1 = PROM, passive range of motion; X N = normally expected amplitude). Six assessments were performed per year, measuring the Tardieu X V1 or maximal slow stretch range of motion angle (PROM), C SH , 10-m ambulation speed, and its functional ambulation category (Perry's classification: household, limited, or full). Changes from baseline in self-stretched and nonself-stretched muscles were compared, with meaningful X V1 change defined as ΔX V1 >5° for plantar flexors and >10° for proximal muscles. Correlation between the composite X V1 (mean PROM for the 6 muscles) and ambulation speed also was evaluated. Twenty-seven GSC participants were identified (14 women, mean age 44 years, range 29-59): 18 with hemiparesis and 9 with paraparesis. After 1 year, 47% of self-stretched muscles showed meaningful change in PROM (ΔX V1 ) versus 14% in nonself-stretched muscles (P < .0001, χ 2 ). ΔC SH was -31% (95% confidence interval [95% CI] -41.5 to -15.2) in self-stretched versus -7% (95% CI -11.9 to -2.1) in nonself-stretched muscles (P < .0001, t-test). Ambulation speed increased by 41% (P < .0001) from 0.81 m/s (95% CI 0.67-0.95) to 1.15 m/s (95% CI 1.01-1.29). Eight of the 12 patients (67%) who were in limited or household categories at baseline moved to a higher functional ambulation category. There was a trend for a correlation between composite X V1 and ambulation speed (r = 0.44, P = .09) in hemiparetic patients. Therapists should consider prescribing and monitoring a long-term lower limb self-stretch program using GSC, as this may increase muscle extensibility in adult-onset chronic paresis. Copyright © 2018 American Academy of Physical Medicine and Rehabilitation. Published by Elsevier Inc. All rights reserved.

CXO J004318.8+412016, a steady supersoft X-ray source in M 31

NASA Astrophysics Data System (ADS)

Orio, Marina; Luna, G. J. M.; Kotulla, R.; Gallager, J. S.; Zampieri, L.; Mikolajewska, J.; Harbeck, D.; Bianchini, A.; Chiosi, E.; Della Valle, M.; de Martino, D.; Kaur, A.; Mapelli, M.; Munari, U.; Odendaal, A.; Trinchieri, G.; Wade, J.; Zemko, P.

2017-09-01

We obtained an optical spectrum of a star we identify as the optical counterpart of the M31 Chandra source CXO J004318.8+412016, because of prominent emission lines of the Balmer series, of neutral helium, and a He II line at 4686 Å. The continuum energy distribution and the spectral characteristics demonstrate the presence of a red giant of K or earlier spectral type, so we concluded that the binary is likely to be a symbiotic system. CXO J004318.8+412016 has been observed in X-rays as a luminous supersoft source (SSS) since 1979, with effective temperature exceeding 40 eV and variable X-ray luminosity, oscillating between a few times 1035 erg s-1 and a few times 1037 erg s-1 in the space of a few weeks. The optical, infrared and ultraviolet colours of the optical object are consistent with an an accretion disc around a compact object companion, which may be either a white dwarf or a black hole, depending on the system parameters. If the origin of the luminous supersoft X-rays is the atmosphere of a white dwarf that is burning hydrogen in shell, it is as hot and luminous as post-thermonuclear flash novae, yet no major optical outburst has ever been observed, suggesting that the white dwarf is very massive (m ≥ 1.2 M⊙) and it is accreting and burning at the high rate \\dot{m} > 10^{-8} M⊙ yr-1 expected for Type Ia supernovae progenitors. In this case, the X-ray variability may be due to a very short recurrence time of only mildly degenerate thermonuclear flashes.

Study of self-compliance behaviors and internal filament characteristics in intrinsic SiO{sub x}-based resistive switching memory

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

Chang, Yao-Feng, E-mail: yfchang@utexas.edu; Zhou, Fei; Chen, Ying-Chen

2016-01-18

Self-compliance characteristics and reliability optimization are investigated in intrinsic unipolar silicon oxide (SiO{sub x})-based resistive switching (RS) memory using TiW/SiO{sub x}/TiW device structures. The program window (difference between SET voltage and RESET voltage) is dependent on external series resistance, demonstrating that the SET process is due to a voltage-triggered mechanism. The program window has been optimized for program/erase disturbance immunity and reliability for circuit-level applications. The SET and RESET transitions have also been characterized using a dynamic conductivity method, which distinguishes the self-compliance behavior due to an internal series resistance effect (filament) in SiO{sub x}-based RS memory. By using amore » conceptual “filament/resistive gap (GAP)” model of the conductive filament and a proton exchange model with appropriate assumptions, the internal filament resistance and GAP resistance can be estimated for high- and low-resistance states (HRS and LRS), and are found to be independent of external series resistance. Our experimental results not only provide insights into potential reliability issues but also help to clarify the switching mechanisms and device operating characteristics of SiO{sub x}-based RS memory.« less

Evaluation of a Digital Behavioral Counseling Program for Reducing Risk Factors for Chronic Disease in a Workforce.

PubMed

Wilson, Mark G; Castro Sweet, Cynthia M; Edge, Michael D; Madero, Erica N; McGuire, Megan; Pilsmaker, Megan; Carpenter, Dan; Kirschner, Scott

2017-08-01

To evaluate a digitally delivered, intensive behavioral counseling program for a workforce at risk for obesity-related chronic disease. Employees were offered a digital health program modeled after the diabetes prevention program (DPP). Annual workforce health assessments were used to examine changes in chronic disease risk factors between participants (n = 634) relative to a matched comparison group (n = 1268). Overall, employees were gaining an average of 3.5 pounds annually before program inception. Program engagement was positive; 83% completed the majority of the curriculum and 31% lost at least 5% of their starting weight. Compared with non-participating peers, participants demonstrated reduced weight, improved fasting blood glucose, and improved nutritional intake after a year. The digital health program was effective for engaging employees in health behavior change. Digital options facilitate widespread implementation.

Real-Time Atmospheric Phase Fluctuation Correction Using a Phased Array of Widely Separated Antennas: X-Band Results and Ka-Band Progress

NASA Astrophysics Data System (ADS)

Geldzahler, B.; Birr, R.; Brown, R.; Grant, K.; Hoblitzell, R.; Miller, M.; Woods, G.; Argueta, A.; Ciminera, M.; Cornish, T.; D'Addario, L.; Davarian, F.; Kocz, J.; Lee, D.; Morabito, D.; Tsao, P.; Jakeman-Flores, H.; Ott, M.; Soloff, J.; Denn, G.; Church, K.; Deffenbaugh, P.

2016-09-01

NASA is pursuing a demonstration of coherent uplink arraying at 7.145-7.190 GHz (X-band) and 30-31 GHz (Kaband) using three 12m diameter COTS antennas separated by 60m at the Kennedy Space Center in Florida. In addition, we have used up to three 34m antennas separated by 250m at the Goldstone Deep Space Communication Complex in California at X-band 7.1 GHz incorporating real-time correction for tropospheric phase fluctuations. Such a demonstration can enable NASA to design and establish a high power, high resolution, 24/7 availability radar system for (a) tracking and characterizing observations of Near Earth Objects (NEOs), (b) tracking, characterizing and determining the statistics of small-scale (≤10cm) orbital debris, (c) incorporating the capability into its space communication and navigation tracking stations for emergency spacecraft commanding in the Ka band era which NASA is entering, and (d) fielding capabilities of interest to other US government agencies. We present herein the results of our phased array uplink combining at near 7.17 and 8.3 GHz using widely separated antennas demonstrations at both locales, the results of a study to upgrade from a communication to a radar system, and our vision for going forward in implementing a high performance, low lifecycle cost multi-element radar array.

Controlling the sol–gel process of nano-crystalline lithium-mica glass-ceramic by its chemical composition and synthesis parameters

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

Tohidifar, M.R., E-mail: tohidifar@znu.ac.ir; Alizadeh, P.; Aghaei, A.R.

2015-01-15

This paper aims to explore the impact of the parameters such as pH of the system, refluxing temperature, water quantity and chemical composition on the sol–gel synthesis of lithium-mica glass-ceramic nano-powder. The synthesis process was accomplished using two chemical composition formula (Li{sub (1+x)}Mg{sub 3}AlSi{sub 3(1+x)}O{sub 10+6.5x}F{sub 2} and LiMg{sub 3}AlSi{sub 3(1+x)}O{sub 10+6x}F{sub 2}). X-ray diffraction, Brunauer–Emmett–Teller surface area measurement and scanning electron microscopy techniques were applied to evaluate a variety of as-synthesized samples. Consequently, a transparent homogeneous sol was obtained under the conditions as pH ≤ 4, synthesis temperature ≤ 50 °C, and mol ratio of water to chemicals ≤more » 2. The prepared nano-powders under such conditions were in the range of 60–100 nm. The results also revealed that the mica glass-ceramics prepared based on the composition Li{sub (1+x)}Mg{sub 3}AlSi{sub 3(1+x)}O{sub 10+6.5x}F{sub 2} possessed finer powders due to their slow hydrolysis process. Moreover, any reduction in the stoichiometric deviation of lithium mica (x) leads to acquiring finer powders. - Highlights: • A transparent homogeneous sol leads to prepare nanopowders in the range of 60–100 nm. • The particles synthesized at lower temperatures possess finer sizes. • The acquired product which is prepared with excessive water offers larger sizes. • Any reduction in stoichiometric deviation leads to acquiring finer powders. • Taking synthesis composition as Li{sub (1+x)}Mg{sub 3}AlSi{sub 3(1+x)}O{sub 10+6.5x}F{sub 2} offers finer powders.« less

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

Menczer, L.F.

A study of 41 x-ray machines in 31 private dental offices in the Greater Hartford area showed that every x-ray unit permitted gonadal radiation exposure, ranging from 8 to 88 Mr. With few exceptions, the timing devices on all units were inaccurate by as much as 1/2 sec. About 20% of the units needed some mechanical repair, and 7 units demonstrated excessive lealcage radiation. In 50% of the dental offices, x-ray film was purchased on a cost basis rather than on a quality basis. The average length of exposure per film ranged from 3/4 to 4 sec; the usual exposuremore » was from 12/4 to 21/4 sec. No x-ray unit was on an independent electrical supply. Timer cords were usually no more than 5 ft long and did not permit the operator to get into a more protected position when exposing dental roentgenograms. In several instances the x-ray unit was close to business offices or to treatment rooms. The attitude of the average dentist in the study toward the potential hazards of x-ray radiation to his office personnel and patients was poor or showed lack of concern. Recommendations for reduction of gonadal radiation exposure are given. (TCO)« less

NMR studies on /sup 15/N-labeled creatine (CR), creatinine (CRN), phosphocreatine (PCR), and phosphocreatinine (PCRN), and on barriers to rotation in creatine kinase-bound creatine in the enzymatic reaction

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

Kenyon, G.L.; Reddick, R.E.

1986-05-01

Recently, the authors have synthesized /sup 15/N-2-Cr, /sup 15/N-3-Crn, /sup 15/N-2-Crn, /sup 15/N-3-PCrn, /sup 15/N-3-PCr, and /sup 15/N-2-PCr. /sup 1/H, /sup 15/N, /sup 31/P NMR data show that Crn protonates exclusively at the non-methylated ring nitrogen, confirm that PCrn is phosphorylated at the exocyclic nitrogen, and demonstrate that the /sup 31/P-/sup 15/N one-bond coupling constant in /sup 15/N-3-PCr is 18 Hz, not 3 Hz as previously reported by Brindle, K.M., Porteous, R. and Radda, G.K.. The authors have found that creatine kinase is capable of catalyzing the /sup 14/N//sup 15/N positional isotope exchange of 3-/sup 15/N-PCr in the presence ofmore » MgADP, but not in its absence. Further, the exchange does not take place when labeled PCr is resynthesized exclusively from the ternary complex E X Cr X MgATP as opposed to either E X Cr or free Cr. This suggests that the enzyme both imparts an additional rotational barrier to creatine in the complex and catalyzes the transfer of phosphoryl group with essentially complete regiospecificity.« less

Discovery of the near-infrared counterpart to the luminous neutron-star low-mass X-ray binary GX 3+1

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

Van den Berg, Maureen; Fridriksson, Joel K.; Homan, Jeroen

2014-10-01

Using the High Resolution Camera on board the Chandra X-ray Observatory, we have measured an accurate position for the bright persistent neutron star X-ray binary and atoll source GX 3+1. At a location that is consistent with this new position, we have discovered the near-infrared (NIR) counterpart to GX 3+1 in images taken with the PANIC and FourStar cameras on the Magellan Baade Telescope. The identification of this K{sub s} = 15.8 ± 0.1 mag star as the counterpart is based on the presence of a Br γ emission line in an NIR spectrum taken with the Folded-port InfraRed Echelettemore » spectrograph on the Baade Telescope. The absolute magnitude derived from the best available distance estimate to GX 3+1 indicates that the mass donor in the system is not a late-type giant. We find that the NIR light in GX 3+1 is likely dominated by the contribution from a heated outer accretion disk. This is similar to what has been found for the NIR flux from the brighter class of Z sources, but unlike the behavior of atolls fainter (L{sub X} ≈ 10{sup 36}-10{sup 37} erg s{sup –1}) than GX 3+1, where optically thin synchrotron emission from a jet probably dominates the NIR flux.« less

Free-breathing diffusion-weighted single-shot echo-planar MR imaging using parallel imaging (GRAPPA 2) and high b value for the detection of primary rectal adenocarcinoma.

PubMed

Soyer, Philippe; Lagadec, Matthieu; Sirol, Marc; Dray, Xavier; Duchat, Florent; Vignaud, Alexandre; Fargeaudou, Yann; Placé, Vinciane; Gault, Valérie; Hamzi, Lounis; Pocard, Marc; Boudiaf, Mourad

2010-02-11

Our objective was to determine the diagnostic accuracy of a free-breathing diffusion-weighted single-shot echo-planar magnetic resonance imaging (FBDW-SSEPI) technique with parallel imaging and high diffusion factor value (b = 1000 s/mm2) in the detection of primary rectal adenocarcinomas. Thirty-one patients (14M and 17F; mean age 67 years) with histopathologically proven primary rectal adenocarcinomas and 31 patients without rectal malignancies (14M and 17F; mean age 63.6 years) were examined with FBDW-SSEPI (repetition time (TR/echo time (TE) 3900/91 ms, gradient strength 45 mT/m, acquisition time 2 min) at 1.5 T using generalized autocalibrating partially parallel acquisitions (GRAPPA, acceleration factor 2) and a b value of 1000 s/mm2. Apparent diffusion coefficients (ADCs) of rectal adenocarcinomas and normal rectal wall were measured. FBDW-SSEPI images were evaluated for tumour detection by 2 readers. Sensitivity, specificity, accuracy and Youden score for rectal adenocarcinoma detection were calculated with their 95% confidence intervals (CI) for ADC value measurement and visual image analysis. Rectal adenocarcinomas had significantly lower ADCs (mean 1.036 x 10(-3)+/- 0.107 x 10(-3) mm2/s; median 1.015 x 10(-3) mm2/s; range (0.827-1.239) x 10(-3) mm2/s) compared with the rectal wall of control subjects (mean 1.387 x 10(-3)+/- 0.106 x 10(-3) mm2/s; median 1.385 x 10(-3) mm2/s; range (1.176-1.612) x 10(-3) mm2/s) (p < 0.0001). Using a threshold value < or = 1.240 x 10(-3) mm2/s, all rectal adenocarcinomas were correctly categorized and 100% sensitivity (31/31; 95% CI 95-100%), 94% specificity (31/33; 95% CI 88-100%), 97% accuracy (60/62; 95% CI 92-100%) and Youden index 0.94 were obtained for the diagnosis of rectal adenocarcinoma. FBDW-SSEPI image analysis allowed depiction of all rectal adenocarcinomas but resulted in 2 false-positive findings, yielding 100% sensitivity (31/31; 95% CI 95-100%), 94% specificity (31/33; 95% CI 88-100%), 97% accuracy (60/62; 95% CI 92-100%) and Youden index 0.94 for the diagnosis of primary rectal adenocarcinoma. We can conclude that FBDW-SSEPI using parallel imaging and high b value may be helpful in the detection of primary rectal adenocarcinomas.

X-43A Final Flight Observations

NASA Technical Reports Server (NTRS)

Grindle, Laurie

2011-01-01

The presentation will provide an overview of the final flight of the NASA X-43A project. The project consisted of three flights, two planned for Mach 7 and one for Mach 10. The first flight, conducted on June 2, 2001, was unsuccessful and resulted in a nine-month mishap investigation. A two-year return to flight effort ensued and concluded when the second Mach 7 flight was successfully conducted on March 27, 2004. The third and final flight, which occurred on November 16, 2004, was the first Mach 10 flight demonstration of an airframe-integrated, scramjet-powered, hypersonic vehicle. As such, the final flight presented first time technical challenges in addition to final flight project closeout concerns. The goals and objectives for the third flight as well as those for the project will be presented. The configuration of the Hyper-X stack including the X-43A, Hyper-X launch vehicle, and Hyper-X research vehicle adapter wil also be presented. Mission differences, vehicle modifications and lessons learned from the first and second flights as they applied to the third flight will also be discussed. Although X-43A flight 3 was always planned to be the final flight of the X-43A project, the X-43 program had two other vehicles and corresponding flight phases in X-43C and X-43B. Those other projects never manifested under the X-43 banner and X-43A flight 3 also became the final flight of X-43 program.

Ares I-X: Lessons for a New Era of Spaceflight

NASA Technical Reports Server (NTRS)

Davis, Stephan R.

2010-01-01

Since 2005, the Ares Projects at Marshall Space Flight Center (MSFC) have been developing the Ares I crew launch vehicle and Ares V cargo launch vehicle. On October 28, 2009, the first development flight test of the Ares I crew launch vehicle, Ares I-X, lifted off from a launch pad at Kennedy Space Center (KSC) on successful suborbital flight. Despite the President s intention to cancel the Constellation Program of which Ares is a part, this historic flight has produced a great amount of data and numerous lessons learned for any future launch vehicles. This paper will describe the accomplishments of Ares I-X and the lessons that other programs can glean from this successful mission. Ares I was designed to carry up to four astronauts to the International Space Station (ISS). It also was designed to be used with the Ares V cargo launch vehicle for a variety of missions beyond low-Earth orbit (LEO). The Ares I-X development flight test was conceived in 2006 to acquire early engineering and environment data during liftoff, ascent, and first stage recovery. The test achieved the following primary objectives: Demonstrated control of a dynamically similar, integrated Ares I/Orion, using Ares I relevant ascent control algorithms. Performed an in-flight separation/staging event between a Ares I-similar First Stage and a representative Upper Stage. Demonstrated assembly and recovery of a new Ares I-like First Stage element at KSC. Demonstrated First Stage separation sequencing, and quantify First Stage atmospheric entry dynamics, and parachute performance. Characterized the magnitude of integrated vehicle roll torque throughout First Stage flight.

Breakthrough Capability for the NASA Astrophysics Explorer Program: Reaching the Darkest Sky

NASA Technical Reports Server (NTRS)

Greenhouse, Matthew A.; Benson, Scott W.; Falck, Robert D.; Fixsen, Dale J.; Gardner, Joseph P.; Garvin, James B.; Kruk, Jeffrey W.; Oleson, Stephen R.; Thronson, Harley A.

2012-01-01

We describe a mission architecture designed to substantially increase the science capability of the NASA Science Mission Directorate (SMD) Astrophysics Explorer Program for all AO proposers working within the near-UV to far-infrared spectrum. We have demonstrated that augmentation of Falcon 9 Explorer launch services with a 13 kW Solar Electric Propulsion (SEP) stage can deliver a 700 kg science observatory payload to extra-Zodiacal orbit. This new capability enables up to 13X increased photometric sensitivity and 160X increased observing speed relative to a Sun- Earth L2, Earth-trailing, or Earth orbit with no increase in telescope aperture. All enabling SEP stage technologies for this launch service augmentation have reached sufficient readiness (TRL-6) for Explorer Program application in conjunction with the Falcon 9. We demonstrate that enabling Astrophysics Explorers to reach extra-zodiacal orbit will allow this small payload program to rival the science performance of much larger long development time systems; thus, providing a means to realize major science objectives while increasing the SMD Astrophysics portfolio diversity and resiliency to external budget pressure. The SEP technology employed in this study has strong applicability to SMD Planetary Science community-proposed missions. SEP is a stated flight demonstration priority for NASA's Office of the Chief Technologist (OCT). This new mission architecture for astrophysics Explorers enables an attractive realization of joint goals for OCT and SMD with wide applicability across SMD science disciplines.

Lead Barium Potassium Sodium Niobate Ceramics for Piezoelectric Applications

NASA Astrophysics Data System (ADS)

Sambasiva Rao, K.; Vallisnath, N.; Prasad, T. N. V. K. V.; Ch. Varada Rajulu, K.; Tilak, B.; Lee, Joon Hyung

This paper reports a systematic study of tungsten bronze morphotropic phase boundary (MPB) system Pb2-2X-3Y/2Ba2xREyK1-xNaxNb5O15, where, x = 0.20, 0.25, 0.30, RE = Pr and Bi and y = 0.05 and their structure, microstructure, hysteresis, dielectric, piezoelectric, and Pyroelectric properties. Enhanced piezoelectric constants kp, kt, k31, d31, d33, g31, g33, S11 E as 30.8%, 47.6%, 18.9%, 57 × 10-12 C/N, 159 × 10-12 C/N, 6.89 × 10-3 mV/N, 19.23 × 10-3 mV/N, and 13.88 × 10-12 m2/N respectively are observed in the composition for which y = 0, and x = 0.30, which is above MPB. Also, a change in thickness, 0.0159 μm has been developed for a thickness of the sample 1.2 mm, d33 = 159 × 10-12 C/N and for an applied voltage of 100 V. The same material produces a length extension, 0.0475 μm for d31 = 57 × 10-12 C/N, l = 10 mm, t = 1.2 mm, for an applied voltage of 100 V. Thus the material may be useful for a piezoelectric transducer. Enhanced piezoelectric coefficients, d31 = 96 × 10-12 C/N and g33 = 12.95 × 10-3 mV/N are also observed in the composition for which RE = Pr and x = 0.25.

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

Robyn Ready

The Progressive Insurance Automotive X PRIZE Education Program conducted education and outreach activities and used the competition's technical goals and vehicle demonstrations as a means of attracting students and the public to learn more about advanced vehicle technologies, energy efficiency, climate change, alternative fuels, and the science and math behind efficient vehicle development. The Progressive Insurance Automotive X PRIZE Education Program comprised three integrated components that were designed to educate the general public and create a multi-tiered initiative to engage students and showcase the 21st century skills students will need to compete in our global economy: teamwork, creativity, strong literacy,more » math and science skills, and innovative thinking. The elements included an Online Experience, a National Student Contest, and in person education events and activites. The project leveraged online connections, strategic partnerships, in-classroom, and beyond-the-classroom initiatives, as well as mainstream media. This education program supported by the U.S. Department of Energy (DOE) also funded the specification of vehicle telemetry and the full development and operation of an interactive online experience that allowed internet users to follow the Progressive Insurance Automotive X PRIZE vehicles as they performed in real-time during the Progressive Insurance Automotive X PRIZE competition events.« less

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-ray and radio observations of flares from the RS Canum Venaticorum system UX ARIETIS

NASA Astrophysics Data System (ADS)

Tsuru, T.; Makishima, K.; Ohashi, T.; Inoue, H.; Koyama, K.; Turner, M. J. L.; Barstow, M. A.; McHardy, I. M.; Pye, J. P.; Tsunemi, H.; Kitamoto, S.; Taylor, A. R.; Nelson, R. F.

In July 1987 the RS CVn system UX Ari was observed in the 2-20-keV X-ray band by Ginga, immediately followed by 5-GHz radio observations. UX Ari was found to be very active at both radio and X-ray frequencies. Quiescent X-ray emission with a luminosity of 3 x 10 to the 31st erg/s (in the 2-20-keV band) was detected, together with two intense X-ray flares up to 2 x 10 to the 32nd and 6 x 10 to the 31st erg/s, respectively. Both flare and quiescent X-ray spectra are well fitted by single-temperature thermal bremsstrahlung models, with the continuum temperature and emission measure in the range 4-7 kev (in kT) and (2-10) x 10 to the 54th/cu cm, respectively.

X-train: teaching professionals remotely.

PubMed

Santerre, Charles R

2005-05-01

Increased popularity of the Internet, along with the development of new software applications have dramatically improved our ability to create and deliver online continuing education trainings to professionals in the areas of nutrition and food safety. In addition, these technological advances permit effective and affordable measurement of training outcomes, i.e., changes in knowledge, attitude, and behavior, that result from these educational efforts. Impact assessment of engagement programs is becoming increasing important for demonstrating the value of training activities to stakeholders. A novel software program, called X-Train, takes advantage of technological advances (databases, computer graphics, Web-based interfaces, and network speed) for delivering high-quality trainings to teachers and health care professionals. X-Train automatically collects outcome data, and generates and sends certificates of completion and communicates with participants through electronic messages. X-Train can be used as a collaborative tool whereby experts from various academic institutions are brought together to develop Web-based trainings. Finally, X-Train uses a unique approach that encourages cooperative extension specialists and educators to promote these educational opportunities within their state or county.

Four-component relativistic calculations in solution with the polarizable continuum model of solvation: theory, implementation, and application to the group 16 dihydrides H2X (X = O, S, Se, Te, Po).

PubMed

Remigio, Roberto Di; Bast, Radovan; Frediani, Luca; Saue, Trond

2015-05-28

We present a formulation of four-component relativistic self-consistent field (SCF) theory for a molecular solute described within the framework of the polarizable continuum model (PCM) for solvation. The linear response function for a four-component PCM-SCF state is also derived, as well as the explicit form of the additional contributions to the first-order response equations. The implementation of such a four-component PCM-SCF model, as carried out in a development version of the DIRAC program package, is documented. In particular, we present the newly developed application programming interface PCMSolver used in the actual implementation with DIRAC. To demonstrate the applicability of the approach, we present and analyze calculations of solvation effects on the geometries, electric dipole moments, and static electric dipole polarizabilities for the group 16 dihydrides H2X (X = O, S, Se, Te, Po).

Multiband nodeless superconductivity near the charge-density-wave quantum critical point in ZrTe3-x Se x

NASA Astrophysics Data System (ADS)

Shan, Cui; Lan-Po, He; Xiao-Chen, Hong; Xiang-De, Zhu; Cedomir, Petrovic; Shi-Yan, Li

2016-07-01

It was found that selenium doping can suppress the charge-density-wave (CDW) order and induce bulk superconductivity in ZrTe3. The observed superconducting dome suggests the existence of a CDW quantum critical point (QCP) in ZrTe3-x Se x near x ≈ 0.04. To elucidate the superconducting state near the CDW QCP, we measure the thermal conductivity of two ZrTe3-x Se x single crystals (x = 0.044 and 0.051) down to 80 mK. For both samples, the residual linear term κ 0/T at zero field is negligible, which is a clear evidence for nodeless superconducting gap. Furthermore, the field dependence of κ 0/T manifests a multigap behavior. These results demonstrate multiple nodeless superconducting gaps in ZrTe3-x Se x , which indicates conventional superconductivity despite of the existence of a CDW QCP. Project supported by the National Basic Research Program of China (Grant Nos. 2012CB821402 and 2015CB921401), the National Natural Science Foundation of China (Grant Nos. 91421101, 11422429, and 11204312), the Program for Professor of Special Appointment (Eastern Scholar) at Shanghai Institutions of Higher Learning, China, and STCSM of China (Grant No. 15XD1500200). Work at Brookhaven National Laboratory was supported by the US DOE under Contract No. DESC00112704.

NIDA-Drug Addiction Treatment Outcome Study (DATOS) Relapse as a Function of Spirituality/Religiosity

PubMed Central

Schoenthaler, Stephen J.; Blum, Kenneth; Braverman, Eric R.; Giordano, John; Thompson, Ben; Oscar-Berman, Marlene; Badgaiyan, Rajendra D.; Madigan, Margaret A.; Dushaj, Kristina; Li, Mona; Demotrovics, Zsolt; Waite, Roger L.; Gold, Mark S.

2015-01-01

Background The connection between religion/spirituality and deviance, like substance abuse, was first made by Durkheim who defined socially expected behaviors as norms. He explained that deviance is due in large part to their absence (called anomie), and concluded that spirituality lowers deviance by preserving norms and social bonds. Impairments in brain reward circuitry, as observed in Reward Deficiency Syndrome (RDS), may also result in deviance and as such we wondered if stronger belief in spirituality practice and religious belief could lower relapse from drugs of abuse. Methods The NIDA Drug Addiction Treatment Outcome Study data set was used to examine post hoc relapse rates among 2,947 clients who were interviewed at 12 months after intake broken down by five spirituality measures. Results Our main findings strongly indicate, that those with low spirituality have higher relapse rates and those with high spirituality have higher remission rates with crack use being the sole exception. We found significant differences in terms of cocaine, heroin, alcohol, and marijuana relapse as a function of strength of religious beliefs (x2 = 15.18, p = 0.028; logistic regression = 10.65, p = 0.006); frequency of attending religious services (x2 = 40.78, p < 0.0005; logistic regression = 30.45, p < 0.0005); frequency of reading religious books (x2 = 27.190, p < 0.0005; logistic regression = 17.31, p < 0.0005); frequency of watching religious programs (x2 = 19.02, p = 0.002; logistic regression = ns); and frequency of meditation/prayer (x2 = 11.33, p = 0.045; logistic regression = 9.650, p = 0.002). Across the five measures of spirituality, the spiritual participants reported between 7% and 21% less alcohol, cocaine, heroin, and marijuana use than the non-spiritual subjects. However, the crack users who reported that religion was not important reported significantly less crack use than the spiritual participants. The strongest association between remission and spirituality involves attending religious services weekly, the one marker of the five that involves the highest social interaction/social bonding consistent with Durkheim’s social bond theory. Conclusions Stronger spiritual/religious beliefs and practices are directly associated with remission from abused drugs except crack. Much like the value of having a sponsor, for clients who abuse drugs, regular spiritual practice, particularly weekly attendance at the religious services of their choice is associated with significantly higher remission. These results demonstrate the clinically significant role of spirituality and the social bonds it creates in drug treatment programs. PMID:26052556

NIDA-Drug Addiction Treatment Outcome Study (DATOS) Relapse as a Function of Spirituality/Religiosity.

PubMed

Schoenthaler, Stephen J; Blum, Kenneth; Braverman, Eric R; Giordano, John; Thompson, Ben; Oscar-Berman, Marlene; Badgaiyan, Rajendra D; Madigan, Margaret A; Dushaj, Kristina; Li, Mona; Demotrovics, Zsolt; Waite, Roger L; Gold, Mark S

The connection between religion/spirituality and deviance, like substance abuse, was first made by Durkheim who defined socially expected behaviors as norms. He explained that deviance is due in large part to their absence (called anomie), and concluded that spirituality lowers deviance by preserving norms and social bonds. Impairments in brain reward circuitry, as observed in Reward Deficiency Syndrome (RDS), may also result in deviance and as such we wondered if stronger belief in spirituality practice and religious belief could lower relapse from drugs of abuse. The NIDA Drug Addiction Treatment Outcome Study data set was used to examine post hoc relapse rates among 2,947 clients who were interviewed at 12 months after intake broken down by five spirituality measures. Our main findings strongly indicate, that those with low spirituality have higher relapse rates and those with high spirituality have higher remission rates with crack use being the sole exception. We found significant differences in terms of cocaine, heroin, alcohol, and marijuana relapse as a function of strength of religious beliefs (x 2 = 15.18, p = 0.028; logistic regression = 10.65, p = 0.006); frequency of attending religious services (x 2 = 40.78, p < 0.0005; logistic regression = 30.45, p < 0.0005); frequency of reading religious books (x 2 = 27.190, p < 0.0005; logistic regression = 17.31, p < 0.0005); frequency of watching religious programs (x 2 = 19.02, p = 0.002; logistic regression = ns); and frequency of meditation/prayer (x 2 = 11.33, p = 0.045; logistic regression = 9.650, p = 0.002). Across the five measures of spirituality, the spiritual participants reported between 7% and 21% less alcohol, cocaine, heroin, and marijuana use than the non-spiritual subjects. However, the crack users who reported that religion was not important reported significantly less crack use than the spiritual participants. The strongest association between remission and spirituality involves attending religious services weekly, the one marker of the five that involves the highest social interaction/social bonding consistent with Durkheim's social bond theory. Stronger spiritual/religious beliefs and practices are directly associated with remission from abused drugs except crack. Much like the value of having a sponsor, for clients who abuse drugs, regular spiritual practice, particularly weekly attendance at the religious services of their choice is associated with significantly higher remission. These results demonstrate the clinically significant role of spirituality and the social bonds it creates in drug treatment programs.

KSC-2012-4805_

NASA Image and Video Library

2012-08-31

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies, or SpaceX, Falcon 9 rocket is in position for a wet dress rehearsal at Space Launch Complex 40 at Cape Canaveral Air Force Station in Florida. During the rehearsal, the rocket will be fully fueled and launch controllers will perform a countdown demonstration. The rehearsal is in preparation for the company's first Commercial Resupply Services, or CRS, mission to the International Space Station aboard the Dragon capsule. The SpaceX CRS contract with NASA provides for 12 cargo resupply missions to the station through 2015, the first of which is targeted to launch in October 2012.SpaceX became the first private company to berth a spacecraft with the space station in 2012 during its final demonstration flight under the Commercial Orbital Transportation Services, or COTS, program managed by NASA's Johnson Space Center in Houston. Photo credit: NASA/Jim Grossmann

KSC-2012-4802_

NASA Image and Video Library

2012-08-31

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies, or SpaceX, Falcon 9 rocket is in position for a wet dress rehearsal at Space Launch Complex 40 at Cape Canaveral Air Force Station in Florida. During the rehearsal, the rocket will be fully fueled and launch controllers will perform a countdown demonstration. The rehearsal is in preparation for the company's first Commercial Resupply Services, or CRS, mission to the International Space Station aboard the Dragon capsule. The SpaceX CRS contract with NASA provides for 12 cargo resupply missions to the station through 2015, the first of which is targeted to launch in October 2012.SpaceX became the first private company to berth a spacecraft with the space station in 2012 during its final demonstration flight under the Commercial Orbital Transportation Services, or COTS, program managed by NASA's Johnson Space Center in Houston. Photo credit: NASA/Jim Grossmann

KSC-2012-4798

NASA Image and Video Library

2012-08-31

CAPE CANAVERAL, Fla. -- The Space Exploration Technologies, or SpaceX, Falcon 9 rocket is in position for a wet dress rehearsal at Space Launch Complex 40 at Cape Canaveral Air Force Station in Florida. During the rehearsal, the rocket will be fully fueled and launch controllers will perform a countdown demonstration. The rehearsal is in preparation for the company's first Commercial Resupply Services, or CRS, mission to the International Space Station aboard the Dragon capsule. The SpaceX CRS contract with NASA provides for 12 cargo resupply missions to the station through 2015, the first of which is targeted to launch in October 2012.SpaceX became the first private company to berth a spacecraft with the space station in 2012 during its final demonstration flight under the Commercial Orbital Transportation Services, or COTS, program managed by NASA's Johnson Space Center in Houston. Photo credit: NASA/Jim Grossmann

Performance Enhancement of a Full-Scale Vertical Tail Model Equipped with Active Flow Control

NASA Technical Reports Server (NTRS)

Whalen, Edward A.; Lacy, Douglas; Lin, John C.; Andino, Marlyn Y.; Washburn, Anthony E.; Graff, Emilio; Wygnanski, Israel J.

2015-01-01

This paper describes wind tunnel test results from a joint NASA/Boeing research effort to advance active flow control (AFC) technology to enhance aerodynamic efficiency. A full-scale Boeing 757 vertical tail model equipped with sweeping jet actuators was tested at the National Full-Scale Aerodynamics Complex (NFAC) 40- by 80-Foot Wind Tunnel (40x80) at NASA Ames Research Center. The model was tested at a nominal airspeed of 100 knots and across rudder deflections and sideslip angles that covered the vertical tail flight envelope. A successful demonstration of AFC-enhanced vertical tail technology was achieved. A 31- actuator configuration significantly increased side force (by greater than 20%) at a maximum rudder deflection of 30deg. The successful demonstration of this application has cleared the way for a flight demonstration on the Boeing 757 ecoDemonstrator in 2015.

Next Generation X-Ray Optics: High-Resolution, Light-Weight, and Low-Cost

NASA Technical Reports Server (NTRS)

Zhang, William W.

2012-01-01

X-ray telescopes are essential to the future of x-ray astronomy. In this talk I will describe a comprehensive program to advance the technology for x-ray telescopes well beyond the state of the art represented by the three currently operating missions: Chandra, XMM-Newton, and Suzaku. This program will address the three key issues in making an x-ray telescope: (1) angular resolution, (2) effective area per unit mass, and (3) cost per unit effective area. The objectives of this technology program are (1) in the near term, to enable Explorer-class x-ray missions and an IXO-type mission, and (2) in the long term, to enable a flagship x-ray mission with sub-arcsecond angular resolution and multi-square-meter effective area, at an affordable cost. We pursue two approaches concurrently, emphasizing the first approach in the near term (2-5 years) and the second in the long term (4-10 years). The first approach is precision slumping of borosilicate glass sheets. By design and choice at the outset, this technique makes lightweight and low-cost mirrors. The development program will continue to improve angular resolution, to enable the production of 5-arcsecond x-ray telescopes, to support Explorer-class missions and one or more missions to supersede the original IXO mission. The second approach is precision polishing and light-weighting of single-crystal silicon mirrors. This approach benefits from two recent commercial developments: (1) the inexpensive and abundant availability of large blocks of monocrystalline silicon, and (2) revolutionary advances in deterministic, precision polishing of mirrors. By design and choice at the outset, this technique is capable of producing lightweight mirrors with sub-arcsecond angular resolution. The development program will increase the efficiency and reduce the cost of the polishing and the light-weighting processes, to enable the production of lightweight sub-arcsecond x-ray telescopes. Concurrent with the fabrication of lightweight mirror segments is the continued development and perfection of alignment and integration techniques, for incorporating individual mirror segments into a precision mirror assembly. Recently, we have been developing a technique called edge-bonding, which has achieved an accuracy to enable 10-arcsecond x-ray telescopes. Currently, we are investigating and improving the long-term alignment stability of so-bonded mirrors. Next, we shall refine this process to enable 5-arsecond x-ray telescopes. This technology development program includes all elements to demonstrate progress toward TRL-6: metrology; x-ray performance tests; coupled structural, thermal, and optical performance analysis, and environmental testing.

Next Generation X-Ray Optics: High-Resolution, Light-Weight, and Low-Cost

NASA Technical Reports Server (NTRS)

Zhang, William W.

2011-01-01

X-ray telescopes are essential to the future of x-ray astronomy. This paper describes a comprehensive program to advance the technology for x-ray telescopes well beyond the state of the art represented by the three currently operating missions: Chandra, XMM-Newton , and Suzaku . This program will address the three key issues in making an x-ray telescope: (I) angular resolution, (2) effective area per unit mass, and (3) cost per unit effective area. The objectives of this technology program are (1) in the near term, to enable Explorer-class x-ray missions and an IXO type mission, and (2) in the long term, to enable a flagship x-ray mission with sub-arcsecond angular resolution and multi-square-meter effective area, at an affordable cost. We pursue two approaches concurrently, emphasizing the first approach in the near term (2-5 years) and the second in the long term (4-10 years). The first approach is precision slumping of borosilicate glass sheets. By design and choice at the outset, this technique makes lightweight and low-cost mirrors. The development program will continue to improve angular resolution, to enable the production of 5-arcsecond x-ray telescopes, to support Explorer-class missions and one or more missions to supersede the original IXO mission. The second approach is precision polishing and light-weighting of single-crystal silicon mirrors. This approach benefits from two recent commercial developments: (1) the inexpensive and abundant availability of large blocks of mono crystalline silicon, and (2) revolutionary advances in deterministic, precision polishing of mirrors. By design and choice at the outset, this technique is capable of producing lightweight mirrors with sub-arcsecond angular resolution. The development program will increase the efficiency and reduce the cost of the polishing and the lightweighting processes, to enable the production of lightweight sub-arcsecond x-ray telescopes. Concurrent with the fabrication of lightweight mirror segments is the continued development and perfection of alignment and integration techniques, for incorporating individual mirror segments into a precision mirror assembly. Recently, we have been developing a technique called edge-bonding, which has achieved an accuracy to enable 10- arcsecond x-ray telescopes. Currently, we are investigating and improving the long-term alignment stability of so-bonded mirrors. Next, we shall refine this process to enable 5-arsecond x-ray telescopes. This technology development program includes all elements to demonstrate progress toward TRL-6: metrology; x-ray performance tests; coupled structural, thermal, and optical performance analysis, and environmental testing.

Seven new species of Eimeria Schneider, 1875 (Apicomplexa: Eimeriidae) from colubrid snakes of Guatemala and a discussion of what to call ellipsoid tetrasporocystic, dizoic coccidia of reptiles.

PubMed

Asmundsson, I M; Duszynski, D W; Campbell, J A

2006-06-01

During a survey of Guatemalan herpetofauna in the summers of 1998-2000, 29 presumed new species of Eimeria Schneider, 1875 were found, seven of which have a distinct elongate-ellipsoidal shape (L/W ratio >or= 1.7) and are described herein. Six of the seven new species are similar in oöcyst length, width and L/W ratio and sporocyst length, width and L/W ratio, lack a micropyle, oöcyst residuum, Stieda body, sub-- and parastieda bodies, have a polar granule and sporocyst residuum, and their sporocysts appear to have dehiscence sutures. The seventh is slightly smaller and has sporocysts with a Stieda body. The new species are: E. coniophanes n. sp - whose sporulated oöcysts from Coniophanes fissidens are 29.2x14.9 (27-31x13-16) microm, with sporocysts 10.0 x 7.8 microm; E. coniophis n. sp. -from Conophis lineatus are 32.0x16.5 (30-34x14-18) microm, with sporocysts 10.2 x 8.9microm; E. dryomarchoni n. sp. - from Drymarchon corais are 32.2x17.7 (31-34x17-19) microm, with sporocysts 10.7 x 8.6 microm; E. leptophis n. sp. - from Leptophis mexicanus are 29.5x17.0 (28-31x16-18) microm, with sporocysts 10.0 x 9.1 microm; E. oxybelis n. sp. - from Oxybelis aeneus are 31.8x16.5 (29-33x15-18) microm, with sporocysts 10.3 x 8.8 microm; and E. scaphiodontophis n. sp. - from Scaphiodontophis annulatus are 30.0x15.3 (28-33x14-16) microm, with sporocysts 9.9 x 7.9 microm. Sporulated oöcysts of E. siboni n. sp. from Sibon nebulata are 24.3x14.2 (21-27x13-16) microm, with sporocysts 10.0 x 7.1 microm and with a Stieda body. We conclude that until all aspects of each life-cycle are known, it is prudent at this time to name all tetrasporocystic dizoic coccidia from snakes as members of Eimeria rather than place some of them in Choleoeimeria Paperna & Landsberg, 1989.

Demonstrating the Likely Neutron Star Nature of Five M31 Globular Cluster Sources with Swift-NuSTAR Spectroscopy

NASA Technical Reports Server (NTRS)

Maccarone, Thomas J.; Yukita, Mihoko; Hornschemeier, Ann; Lehmer, Bret D.; Antoniou, Vallia; Ptak, Andrew; Wik, Daniel R.; Zezas, Andreas; Boyd, Padi; Kennea, Jamie;

Demonstrating the likely neutron star nature of five M31 globular cluster sources with Swift-NuSTAR spectroscopy

NASA Astrophysics Data System (ADS)

Maccarone, Thomas J.; Yukita, Mihoko; Hornschemeier, Ann; Lehmer, Bret D.; Antoniou, Vallia; Ptak, Andrew; Wik, Daniel R.; Zezas, Andreas; Boyd, Padi; Kennea, Jamie; Page, Kim L.; Eracleous, Mike; Williams, Benjamin F.; Boggs, Steven E.; Christensen, Finn E.; Craig, William W.; Hailey, Charles J.; Harrison, Fiona A.; Stern, Daniel; Zhang, William W.

2016-06-01

We present the results of a joint Swift-NuSTAR spectroscopy campaign on M31. We focus on the five brightest globular cluster X-ray sources in our fields. Two of these had previously been argued to be black hole candidates on the basis of apparent hard-state spectra at luminosities above those for which neutron stars are in hard states. We show that these two sources are likely to be Z-sources (I.e. low magnetic field neutron stars accreting near their Eddington limits), or perhaps bright atoll sources (low magnetic field neutron stars which are just a bit fainter than this level) on the basis of simultaneous Swift and NuSTAR spectra which cover a broader range of energies. These new observations reveal spectral curvature above 6-8 keV that would be hard to detect without the broader energy coverage the NuSTAR data provide relative to Chandra and XMM-Newton. We show that the other three sources are also likely to be bright neutron star X-ray binaries, rather than black hole X-ray binaries. We discuss why it should already have been realized that it was unlikely that these objects were black holes on the basis of their being persistent sources, and we re-examine past work which suggested that tidal capture products would be persistently bright X-ray emitters. We discuss how this problem is likely due to neglecting disc winds in older work that predict which systems will be persistent and which will be transient.