Feasibility study of inlet shock stability system of YF-12

NASA Technical Reports Server (NTRS)

Blausey, G. C.; Coleman, D. M.; Harp, D. S.

1972-01-01

The feasibility of self actuating bleed valves as a shock stabilization system in the inlet of the YF-12 is considered for vortex valves, slide valves, and poppet valves. Analytical estimation of valve performance indicates that only the slide and poppet valves located in the inlet cowl can meet the desired steady state stabilizing flows, and of the two the poppet valve is substantially faster in response to dynamic disturbances. The poppet valve is, therefore, selected as the best shock stability system for the YF-12 inlet.

YF-22 in flight (US AF photo)

NASA Technical Reports Server (NTRS)

1990-01-01

The YF-22, prototype aircraft for the Air Force's F-22 fighter, cruises over the desert on a flight for the Air Force. It was never involved in any programs with Dryden. The United States Air Force announced the demonstration/validation phase contractors selection for the Advanced Tactical Fighter (ATF) program October 31, 1986. These contractor programs were the Lockheed YF-22 and the Northrop YF-23; each produced two prototypes and ground-based avionics testbeds. First flights of all four prototypes occured in 1990. The YF-22 was first flown on Sept. 29, 1990. The YF-22 was powered by two General Electric YF120-GE-100 engines. The final design, the F-22, was flown sometime in May 1997. The F-22 is capable of efficient supersonic operation without afterburner use (supercruise). Lockheed teamed with General Dynamics (Fort Worth) and Boeing Military Airplanes to produce two YF-22 prototypes, civil registrations N22YF (with GE YF120) and N22YX (P&W YF119). N22YF rolled out at Palmdale August 29, 1990; first flight/ferry to Edwards AFB September 29, 1990; first air refuelling (11th sortie) October 26, 1990; thrust vectoring in flight November 15, 1990; achieved Mach 1.8 December 26, 1990. Flight test demonstrations included `supercruise' flight in excess of Mach 1.58 without afterburner.

General Dynamics YF-16 Model in the 8- by 6-Foot Supersonic Wind Tunnel

NASA Image and Video Library

1974-01-21

A model of the General Dynamics YF-16 Fighting Falcon in the test section of the 8- by 6-Foot Supersonic Wind Tunnel at the National Aeronautics and Space Administration (NASA) Lewis Research Center. The YF-16 was General Dynamics response to the military’s 1972 request for proposals to design a new 20,000-pound fighter jet with exceptional acceleration, turn rate, and range. The aircraft included innovative design elements to help pilots survive turns up to 9Gs, a new frameless bubble canopy, and a Pratt and Whitney 24,000-pound thrust F-100 engine. The YF-16 made its initial flight in February 1974, just six weeks before this photograph, at Edwards Air Force Base. Less than a year later, the Air Force ordered 650 of the aircraft, designated as F-16 Fighting Falcons. The March and April 1974 tests in the 8- by 6-foot tunnel analyzed the aircraft’s fixed-shroud ejector nozzle. The fixed-nozzle area limited drag, but also limited the nozzle’s internal performance. NASA researchers identified and assessed aerodynamic and aerodynamic-propulsion interaction uncertainties associated the prototype concept. YF-16 models were also tested extensively in the 11- by 11-Foot Transonic Wind Tunnel and 9- by 7-Foot Supersonic Wind Tunnel at Ames Research Center and the 12-Foot Pressure Wind Tunnel at Langley Research Center.

A Computational Study of Chalcogen-containing H2 X…YF and (CH3 )2 X…YF (X=O, S, Se; Y=F, Cl, H) and Pnicogen-containing H3 X'…YF and (CH3 )3 X'…YF (X'=N, P, As) Complexes.

PubMed

McDowell, Sean A C; Buckingham, A David

2018-04-20

A computational study was undertaken for the model complexes H 2 X…YF and (CH 3 ) 2 X…YF (X=O, S, Se; Y=F, Cl, H), and H 3 X'…YF and (CH 3 ) 3 X'…YF (X'=N, P, As), at the MP2/6-311++G(d,p) level of theory. For H 2 X…YF and H 3 X'…YF, noncovalent interactions dominate the binding in order of increasing YF dipole moment, except for H 3 As…F 2 , and possibly H 3 As…ClF. However, for the methyl-substituted complexes (CH 3 ) 2 X…YF and (CH 3 ) 3 X'…YF the binding is especially strong for the complexes containing F 2 , implying significant chemical bonding between the interacting molecules. The relative stability of these complexes can be rationalized by the difference in the electronegativity of the X or X' and Y atoms. © 2018 Wiley-VCH Verlag GmbH & Co. KGaA, Weinheim.

Wind tunnel evaluation of YF-12 inlet response to internal airflow disturbances with and without control. [Lewis 10 by 10 ft supersonic wind tunnel tests

NASA Technical Reports Server (NTRS)

Cole, G. L.; Neiner, G. H.; Dustin, M. O.

1978-01-01

The response of terminal-shock position and static pressures in the subsonic duct of a YF-12 aircraft flight-hardware inlet to perturbations in simulated engine corrected airflow were obtained with and without inlet control. Frequency response data, obtained with inlet controls inactive, indicated the general nature of the inherent inlet dynamics, assisted in the design of controls, and provided a baseline reference for responses with active controls. All the control laws were implemented by means of a digital computer that could be programmed to behave like the flight inlet's existing analog control. The experimental controls were designed using an analytical optimization technique. The capabilities of the controls were limited primarily by the actuation hardware. The experimental controls provided somewhat better attenuation of terminal shock excursions than did the YF-13 inlet control. Controls using both the forward and aft bypass systems also provided somewhat better attenuation than those using just the forward bypass. The main advantage of using both bypasses is in the greater control flexibility that is achieved.

Coupling Dynamics in Aircraft: A Historical Perspective

NASA Technical Reports Server (NTRS)

Day, Richard E.

1997-01-01

Coupling dynamics can produce either adverse or beneficial stability and controllability, depending on the characteristics of the aircraft. This report presents archival anecdotes and analyses of coupling problems experienced by the X-series, Century series, and Space Shuttle aircraft. The three catastrophic sequential coupling modes of the X-2 airplane and the two simultaneous unstable modes of the X-15 and Space Shuttle aircraft are discussed. In addition, the most complex of the coupling interactions, inertia roll coupling, is discussed for the X-2, X-3, F-100A, and YF-102 aircraft. The mechanics of gyroscopics, centrifugal effect, and resonance in coupling dynamics are described. The coupling modes discussed are interacting multiple degrees of freedom of inertial and aerodynamic forces and moments. The aircraft are assumed to be rigid bodies. Structural couplings are not addressed. Various solutions for coupling instabilities are discussed.

NACA Aircraft in hangar 1953 - L-R: Three D-558-2s, D-558-1, B-47, wing of YF-84A, background are th

NASA Technical Reports Server (NTRS)

1953-01-01

for approach and landing studies. This data was used in designing later rocket-powered aircraft. Almost hidden in the back of the hangar is the ETF-51D (NACA 148/Air Force 44-84958). This two-seat trainer was used as a low-speed chase aircraft, as well as for support flights and liaison missions. It arrived at the NACA High Speed Flight Research Station on September 5, 1950, and was retired from NASA service after a taxi accident on April 15, 1959. The U.S. Army unit at Edwards AFB repaired the aircraft, and used it for helicopter chase work. On the right side of the photo the B-47A (NACA 150/Air Force 49-1900) and YF-84A (NACA 134/Air Force 45-59490) are visible. The B-47A was the first production aircraft built by Boeing. The aircraft was transferred from Langley Memorial Aeronautical Laboratory to the High-Speed Flight Research Station on March 17, 1953, where it was used for a wide range of research, including handling qualities, dynamic stability, gust loads, noise level measurements, aeroelasticity (the bending of the wings in flight), and a survey of the X-15 High Range. The YF-84A, in front of the B-47A, was used for vortex generator studies. The Dryden Flight Research Center, NASA's premier installation for aeronautical flight research, celebrated its 50th anniversary in 1996. Dryden is the 'Center of Excellence' for atmospheric flight operations. The Center's charter is to research, develop, verify, and transfer advanced aeronautics, space, and related technologies. It is located at Edwards, Calif., on the western edge of the Mojave Desert, 80 miles north of Los Angeles. Dryden's history dates back to the early fall of 1946, when a group of five aeronautical engineers arrived at what is now Edwards from the NACA's Langley Memorial Aeronautical Laboratory, Hampton, Va. Their goal was to prepare for the X-l supersonic research flights in a joint NACA-U.S. Army Air Forces-Bell Aircraft Corp. program. NACA--the National Advisory Committee for Aeronautics

Booster dose after 10 years is recommended following 17DD-YF primary vaccination.

PubMed

Campi-Azevedo, Ana Carolina; Costa-Pereira, Christiane; Antonelli, Lis R; Fonseca, Cristina T; Teixeira-Carvalho, Andréa; Villela-Rezende, Gabriela; Santos, Raiany A; Batista, Maurício A; Campos, Fernanda M; Pacheco-Porto, Luiza; Melo Júnior, Otoni A; Hossell, Débora M S H; Coelho-dos-Reis, Jordana G; Peruhype-Magalhães, Vanessa; Costa-Silva, Matheus F; de Oliveira, Jaquelline G; Farias, Roberto H; Noronha, Tatiana G; Lemos, Jandira A; von Doellinger, Vanessa dos R; Simões, Marisol; de Souza, Mirian M; Malaquias, Luiz C; Persi, Harold R; Pereira, Jorge M; Martins, José A; Dornelas-Ribeiro, Marcos; Vinhas, Aline de A; Alves, Tatiane R; Maia, Maria de L; Freire, Marcos da S; Martins, Reinaldo de M; Homma, Akira; Romano, Alessandro P M; Domingues, Carla M; Tauil, Pedro L; Vasconcelos, Pedro F; Rios, Maria; Caldas, Iramaya R; Camacho, Luiz A; Martins-Filho, Olindo Assis

2016-01-01

A single vaccination of Yellow Fever vaccines is believed to confer life-long protection. In this study, results of vaccinees who received a single dose of 17DD-YF immunization followed over 10 y challenge this premise. YF-neutralizing antibodies, subsets of memory T and B cells as well as cytokine-producing lymphocytes were evaluated in groups of adults before (NVday0) and after (PVday30-45, PVyear1-4, PVyear5-9, PVyear10-11, PVyear12-13) 17DD-YF primary vaccination. YF-neutralizing antibodies decrease significantly from PVyear1-4 to PVyear12-13 as compared to PVday30-45, and the seropositivity rates (PRNT≥2.9Log10mIU/mL) become critical (lower than 90%) beyond PVyear5-9. YF-specific memory phenotypes (effector T-cells and classical B-cells) significantly increase at PVday30-45 as compared to naïve baseline. Moreover, these phenotypes tend to decrease at PVyear10-11 as compared to PVday30-45. Decreasing levels of TNF-α(+) and IFN-γ(+) produced by CD4(+) and CD8(+) T-cells along with increasing levels of IL-10(+)CD4(+)T-cells were characteristic of anti-YF response over time. Systems biology profiling represented by hierarchic networks revealed that while the naïve baseline is characterized by independent micro-nets, primary vaccinees displayed an imbricate network with essential role of central and effector CD8(+) memory T-cell responses. Any putative limitations of this cross-sectional study will certainly be answered by the ongoing longitudinal population-based investigation. Overall, our data support the current Brazilian national immunization policy guidelines that recommend one booster dose 10 y after primary 17DD-YF vaccination.

41 CFR 102-33.60 - What methods may we use to acquire Government aircraft?

Code of Federal Regulations, 2011 CFR

2011-01-01

...); (j) Lease or lease-purchase; (k) Rent or charter; (l) Contract for full services (i.e., aircraft plus... to acquire Government aircraft? 102-33.60 Section 102-33.60 Public Contracts and Property Management... 33-MANAGEMENT OF GOVERNMENT AIRCRAFT Acquiring Government Aircraft and Aircraft Parts Overview § 102...

41 CFR 102-33.60 - What methods may we use to acquire Government aircraft?

Code of Federal Regulations, 2010 CFR

2010-07-01

...); (j) Lease or lease-purchase; (k) Rent or charter; (l) Contract for full services (i.e., aircraft plus... to acquire Government aircraft? 102-33.60 Section 102-33.60 Public Contracts and Property Management... 33-MANAGEMENT OF GOVERNMENT AIRCRAFT Acquiring Government Aircraft and Aircraft Parts Overview § 102...

Active controls for flutter suppression and gust alleviation in supersonic aircraft. [YF-17 flutter model

NASA Technical Reports Server (NTRS)

Nissim, E.

1980-01-01

Results of work done on active controls on the modified YF-17 flutter model are summarized. The basic derivation of a suitable control law is discussed. It is shown that discrepencies found between analysis and wind tunnel tests originate from the lack of proper implementation of the desired control law. Program capabilities are described.

NACA Aircraft in hangar 1953 - clockwise from front center: YF-84A, D-558-1, D-558-2, B-47, X-1 ship

NASA Technical Reports Server (NTRS)

1953-01-01

In the center foreground of this 1953 hanger photo is the YF-84A (NACA 134/Air Force 45-59490) used for vortex generator research. It arrived on November 28, 1949, and departed on April 21, 1954. Beside it is the third D-558-1 aircraft (NACA 142/Navy 37972). This aircraft was used for a total of 78 transonic research flights from April 1949 to June 1954. It replaced the second D-558-1, lost in the crash which killed Howard Lilly. Just visible on the left edge is the nose of the first D-558-2 (NACA 143/Navy 37973). Douglas turned the aircraft over to NACA on August 31, 1951, after the contractor had completed its initial test flights. NACA only made a single flight with the aircraft, on September 17, 1956, before the program was cancelled. In the center of the photo is the B-47A (NACA 150/Air Force 49-1900). The B-47 jet bomber, with its thin, swept-back wings, and six podded engines, represented the state of the art in aircraft design in the early 1950s. The aircraft undertook a number of research activities between May 1953 and its 78th and final research flight on November 22, 1957. The tests showed that the aircraft had a buffeting problem at speeds above Mach 0.8. Among the pilots who flew the B-47 were later X-15 pilots Joe Walker, A. Scott Crossfield, John B. McKay, and Neil A. Armstrong. On the right side of the B-47 is NACA's X-1 (Air Force 46-063). The second XS-1 aircraft built, it was fitted with a thicker wing than that on the first aircraft, which had exceeded Mach 1 on October 14, 1947. Flight research by NACA pilots indicated that this thicker wing produced 30 percent more drag at transonic speeds compared to the thinner wing on the first X-1. After a final flight on October 23, 1951, the aircraft was grounded due to the possibility of fatigue failure of the nitrogen spheres used to pressurize the fuel tanks. At the time of this photo, in 1953, the aircraft was in storage. In 1955, the aircraft was extensively modified, becoming the X-1E. In front of

Core noise measurements on a YF-102 turbofan engine

NASA Technical Reports Server (NTRS)

Reshotko, M.; Karchmer, A. M.; Penko, P. F.; Mcardle, J. G.

1977-01-01

Core noise from a YF-102 high bypass ratio turbofan engine was investigated through the use of simultaneous measurements of internal fluctuating pressures and far field noise. Acoustic waveguide probes, located in the engine at the compressor exit, in the combustor, at the turbine exit, and in the core nozzle, were employed to measure internal fluctuating pressures. Spectra showed that the internal signals were free of tones, except at high frequency where machinery noise was present. Data obtained over a wide range of engine conditions suggest that below 60% of maximum fan speed the low frequency core noise contributes significantly to the far field noise.

SR-71A in Flight with Test Fixture Mounted Atop the Aft Section of the Aircraft

NASA Technical Reports Server (NTRS)

1999-01-01

placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for

Fabrication and evaluation of advanced titanium structural panels for supersonic cruise aircraft

NASA Technical Reports Server (NTRS)

Payne, L.

1977-01-01

Flightworthy primary structural panels were designed, fabricated, and tested to investigate two advanced fabrication methods for titanium alloys. Skin-stringer panels fabricated using the weldbraze process, and honeycomb-core sandwich panels fabricated using a diffusion bonding process, were designed to replace an existing integrally stiffened shear panel on the upper wing surface of the NASA YF-12 research aircraft. The investigation included ground testing and Mach 3 flight testing of full-scale panels, and laboratory testing of representative structural element specimens. Test results obtained on full-scale panels and structural element specimens indicate that both of the fabrication methods investigated are suitable for primary structural applications on future civil and military supersonic cruise aircraft.

Enhanced upconversion emission in colloidal (NaYF4:Er(3+))/NaYF4 core/shell nanoparticles excited at 1523 nm.

PubMed

Shao, Wei; Chen, Guanying; Damasco, Jossana; Wang, Xianliang; Kachynski, Aliaksandr; Ohulchanskyy, Tymish Y; Yang, Chunhui; Ågren, Hans; Prasad, Paras N

2014-03-15

In this work, we report on efficient visible and near-IR upconversion emissions in colloidal hexagonal-phase core/shell NaYF4:Er(3+)/NaYF4 nanoparticles (∼38  nm) under IR laser excitation at 1523 nm. Varying amounts of Er(3+) dopants were introduced into the core NaYF4:Er(3+) nanoparticles, revealing an optimized Er(3+) concentration of 10% for the highest luminescent efficiency. An inert epitaxial shell layer of NaYF4 grown onto the core of the NaYF4:Er(3+) 10% nanoparticle increased its upconversion emission intensity fivefold due to suppression of surface-related quenching mechanisms, yielding the absolute upconversion efficiency to be as high as ∼3.9±0.3% under an excitation density of 18  W/cm(2). The dependence of the intensity of upconversion emission peaks on laser excitation density in the core/shell nanoparticle displayed "saturation effects" at low excitation density in the range of 1.5-18  W/cm(2), which again demonstrates high upconversion efficiency.

14 CFR 60.21 - Interim qualification of FSTDs for new aircraft types or models.

Code of Federal Regulations, 2011 CFR

2011-01-01

... aircraft, even though the aircraft manufacturer's aircraft data package is preliminary, if the sponsor...) Within twelve months of the release of the final aircraft data package by the aircraft manufacturer, but... apply for initial qualification in accordance with § 60.15 based on the final aircraft data package...

14 CFR 60.21 - Interim qualification of FSTDs for new aircraft types or models.

Code of Federal Regulations, 2014 CFR

2014-01-01

... aircraft, even though the aircraft manufacturer's aircraft data package is preliminary, if the sponsor...) Within twelve months of the release of the final aircraft data package by the aircraft manufacturer, but... apply for initial qualification in accordance with § 60.15 based on the final aircraft data package...

14 CFR 60.21 - Interim qualification of FSTDs for new aircraft types or models.

Code of Federal Regulations, 2010 CFR

2010-01-01

... aircraft, even though the aircraft manufacturer's aircraft data package is preliminary, if the sponsor...) Within twelve months of the release of the final aircraft data package by the aircraft manufacturer, but... apply for initial qualification in accordance with § 60.15 based on the final aircraft data package...

14 CFR 60.21 - Interim qualification of FSTDs for new aircraft types or models.

Code of Federal Regulations, 2013 CFR

2013-01-01

... aircraft, even though the aircraft manufacturer's aircraft data package is preliminary, if the sponsor...) Within twelve months of the release of the final aircraft data package by the aircraft manufacturer, but... apply for initial qualification in accordance with § 60.15 based on the final aircraft data package...

14 CFR 60.21 - Interim qualification of FSTDs for new aircraft types or models.

Code of Federal Regulations, 2012 CFR

2012-01-01

... aircraft, even though the aircraft manufacturer's aircraft data package is preliminary, if the sponsor...) Within twelve months of the release of the final aircraft data package by the aircraft manufacturer, but... apply for initial qualification in accordance with § 60.15 based on the final aircraft data package...

SR-71A Taking Off with Test Fixture Mounted Atop the Aft Section of the Aircraft and F-18 Chase Airc

NASA Technical Reports Server (NTRS)

1999-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

Flight experience with manually controlled unconventional aircraft motions

NASA Technical Reports Server (NTRS)

Barfield, A. F.

1978-01-01

A modified YF-16 aircraft was used to flight demonstrate decoupled modes under the USAF Fighter Control Configured Vehicle (CCV) Program. The direct force capabilities were used to implement seven manually controlled unconventional modes on the aircraft, allowing flat turns, decoupled normal acceleration control, independent longitudinal and lateral translations, uncoupled elevation and azimuth aiming, and blended direct lift. This paper describes the design, development, and flight testing of these control modes. The need for task-tailored mode authorities, gain-scheduling and selected closed-loop design is discussed.

Dual functional NaYF4:Yb3+, Er3+@NaYF4:Yb3+, Nd3+ core-shell nanoparticles for cell temperature sensing and imaging

NASA Astrophysics Data System (ADS)

Shi, Zengliang; Duan, Yue; Zhu, Xingjun; Wang, Qiwei; Li, DongDong; Hu, Ke; Feng, Wei; Li, Fuyou; Xu, Chunxiang

2018-03-01

Lanthanide-doped up-conversion nanoparticles (UCNPs) provide a remote temperature sensing approach to monitoring biological microenvironments. In this research, the UCNPs of NaYF4:Yb3+, Er3+@NaYF4:Yb3+, Nd3+ with hexagonal (β)-phase were synthesized and applied in cell temperature sensing as well as imaging after surface modification with meso-2, 3-dimercaptosuccinic acid. In the core-shell UCNPs, Yb3+ ions were introduced as energy transfer media between sensitizers of Nd3+ and activators of Er3+ to improve Er3+emission and prevent their quenching behavior due to multiple energy levels of Nd3+. Under the excitations of 808 nm and 980 nm lasers, the NaYF4:Yb3+, Er3+@NaYF4:Yb3+, Nd3+ nanoparticles exhibited an efficient green band with two emission peaks at 525 nm and 545 nm, respectively, which originated from the transitions of 2H11/2 → 4I15/2 and 4S3/2 → 4I15/2 for Er3+ ions. We demonstrate that an occurrence of good logarithmic linearity exists between the intensity ratio of these two emission peaks and the reciprocal of the inside or outside temperature of NIH-3T3 cells. A better thermal stability is proved through temperature-dependent spectra with a heating-cooling cycle. The obtained viability of NIH-3T3 cells is greater than 90% after incubations of about 12 and 24 (h), and they possess a lower cytotoxicity of UCNPs. This work provides a method for monitoring the cell temperature and its living state from multiple dimensions including temperature response, cell images and visual up-conversion fluorescent color.

Suspected YF-AND after yellow fever vaccination in Finland.

PubMed

Jääskeläinen, Anne J; Huhtamo, Eili; Kivioja, Reetta; Domingo, Cristina; Vene, Sirkka; Kallio-Kokko, Hannimari; Niedrig, Matthias; Tienari, Pentti J; Vapalahti, Olli

2014-11-01

Yellow fever (YF) vaccine is considered safe but vaccine-associated complications have also been encountered. We report neurological symptoms after YF-vaccination in a previously healthy Finnish male. Other concomitant infections or causes for the symptoms could not be identified. Copyright © 2014 Elsevier B.V. All rights reserved.

Future emissions and atmospheric fate of HFC-1234yf from mobile air conditioners in Europe.

PubMed

Henne, Stephan; Shallcross, Dudley E; Reimann, Stefan; Xiao, Ping; Brunner, Dominik; O'Doherty, Simon; Buchmann, Brigitte

2012-02-07

HFC-1234yf (2,3,3,3-tetrafluoropropene) is under discussion for replacing HFC-134a (1,1,1,2-tetrafluoroethane) as a cooling agent in mobile air conditioners (MACs) in the European vehicle fleet. Some HFC-1234yf will be released into the atmosphere, where it is almost completely transformed to the persistent trifluoroacetic acid (TFA). Future emissions of HFC-1234yf after a complete conversion of the European vehicle fleet were assessed. Taking current day leakage rates and predicted vehicle numbers for the year 2020 into account, European total HFC-1234yf emissions from MACs were predicted to range between 11.0 and 19.2 Gg yr(-1). Resulting TFA deposition rates and rainwater concentrations over Europe were assessed with two Lagrangian chemistry transport models. Mean European summer-time TFA mixing ratios of about 0.15 ppt (high emission scenario) will surpass previously measured levels in background air in Germany and Switzerland by more than a factor of 10. Mean deposition rates (wet + dry) of TFA were estimated to be 0.65-0.76 kg km(-2) yr(-1), with a maxium of ∼2.0 kg km(-2) yr(-1) occurring in Northern Italy. About 30-40% of the European HFC-1234yf emissions were deposited as TFA within Europe, while the remaining fraction was exported toward the Atlantic Ocean, Central Asia, Northern, and Tropical Africa. Largest annual mean TFA concentrations in rainwater were simulated over the Mediterranean and Northern Africa, reaching up to 2500 ng L(-1), while maxima over the continent of about 2000 ng L(-1) occurred in the Czech Republic and Southern Germany. These highest annual mean concentrations are at least 60 times lower than previously determined to be a safe level for the most sensitive aquatic life-forms. Rainwater concentrations during individual rain events would still be 1 order of magnitude lower than the no effect level. To verify these results future occasional sampling of TFA in the atmospheric environment should be considered. If future HFC-1234yf

Flight-determined lag of angle-of-attack and angle-of-sideslip sensors in the YF-12A airplane from analysis of dynamic maneuvers

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Belte, D.

1974-01-01

Magnitudes of lags in the pneumatic angle-of-attack and angle-of-sideslip sensor systems of the YF-12A airplane were determined for a variety of flight conditions by analyzing stability and control data. The three analysis techniques used are described. An apparent trend with Mach number for measurements from both of the differential-pressure sensors showed that the lag ranged from approximately 0.15 second at subsonic speed to 0.4 second at Mach 3. Because Mach number was closely related to altitude for the available flight data, the individual effects of Mach number and altitude on the lag could not be separated clearly. However, the results indicated the influence of factors other than simple pneumatic lag.

33 CFR 334.60 - Cape Cod Bay south of Wellfleet Harbor, Mass.; naval aircraft bombing target area.

Code of Federal Regulations, 2010 CFR

2010-07-01

... Harbor, Mass.; naval aircraft bombing target area. 334.60 Section 334.60 Navigation and Navigable Waters... REGULATIONS § 334.60 Cape Cod Bay south of Wellfleet Harbor, Mass.; naval aircraft bombing target area. (a... bombing target hulk James Longstreet in Cape Cod Bay at latitude 41°49′46″, longitude 70°02′54″. (b) The...

33 CFR 334.60 - Cape Cod Bay south of Wellfleet Harbor, Mass.; naval aircraft bombing target area.

Code of Federal Regulations, 2011 CFR

2011-07-01

... Harbor, Mass.; naval aircraft bombing target area. 334.60 Section 334.60 Navigation and Navigable Waters... REGULATIONS § 334.60 Cape Cod Bay south of Wellfleet Harbor, Mass.; naval aircraft bombing target area. (a... bombing target hulk James Longstreet in Cape Cod Bay at latitude 41°49′46″, longitude 70°02′54″. (b) The...

SR-71B - in Flight with F-18 Chase Aircraft - View from Air Force Tanker

NASA Technical Reports Server (NTRS)

1996-01-01

for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844

Precision controllability of the YF-17 airplane

NASA Technical Reports Server (NTRS)

Sisk, T. R.; Mataeny, N. W.

1980-01-01

A flying qualities evaluation conducted on the YF-17 airplane permitted assessment of its precision controllability in the transonic flight regime over the allowable angle of attack range. The precision controllability (tailchase tracking) study was conducted in constant-g and windup turn tracking maneuvers with the command augmentation system (CAS) on, automatic maneuver flaps, and the caged pipper gunsight depressed 70 mils. This study showed that the YF-17 airplane tracks essentially as well at 7 g's to 8 g's as earlier fighters did at 4 g's to 5 g's before they encountered wing rock. The pilots considered the YF-17 airplane one of the best tracking airplanes they had flown. Wing rock at the higher angles of attack degraded tracking precision, and lack of control harmony made precision controllability more difficult. The revised automatic maneuver flap schedule incorporated in the airplane at the time of the tests did not appear to be optimum. The largest tracking errors and greatest pilot workload occurred at high normal load factors at low angles of attack. The pilots reported that the high-g maneuvers caused some tunnel vision and that they found it difficult to think clearly after repeated maneuvers.

Yellow fever vaccine YF-17D activates multiple dendritic cell subsets via TLR2, 7, 8, and 9 to stimulate polyvalent immunity.

PubMed

Querec, Troy; Bennouna, Soumaya; Alkan, Sefik; Laouar, Yasmina; Gorden, Keith; Flavell, Richard; Akira, Shizuo; Ahmed, Rafi; Pulendran, Bali

2006-02-20

The live attenuated yellow fever vaccine 17D (YF-17D) is one of the most effective vaccines available, with a 65-yr history of use in >400 million people globally. Despite this efficacy, there is presently no information about the immunological mechanisms by which YF-17D acts. Here, we present data that suggest that YF-17D activates multiple Toll-like receptors (TLRs) on dendritic cells (DCs) to elicit a broad spectrum of innate and adaptive immune responses. Specifically, YF-17D activates multiple DC subsets via TLRs 2, 7, 8, and 9 to elicit the proinflammatory cytokines interleukin (IL)-12p40, IL-6, and interferon-alpha. Interestingly, the resulting adaptive immune responses are characterized by a mixed T helper cell (Th)1/Th2 cytokine profile and antigen-specific CD8+ T cells. Furthermore, distinct TLRs appear to differentially control the Th1/Th2 balance; thus, whilst MyD88-deficient mice show a profound impairment of Th1 cytokines, TLR2-deficient mice show greatly enhanced Th1 and Tc1 responses to YF-17D. Together, these data enhance our understanding of the molecular mechanism of action of YF-17D, and highlight the potential of vaccination strategies that use combinations of different TLR ligands to stimulate polyvalent immune responses.

Recent advances in enhanced luminescence upconversion of lanthanide-doped NaYF4 phosphors

NASA Astrophysics Data System (ADS)

Kumar, Deepak; Verma, Kartikey; Verma, Shefali; Chaudhary, Babulal; Som, Sudipta; Sharma, Vishal; Kumar, Vijay; Swart, Hendrik C.

2018-04-01

NaYF4 is regarded as the best upconversion (UC) matrix owing to its low phonon energy, more chemical stability, and a superior refractive index. This review reports on the various synthesis techniques of lanthanide-doped NaYF4 phosphors for UC application. The UC intensity depends on different properties of the matrix and those are discussed in detail. Plasmon-enhanced luminescence UC of the lanthanide-doped NaYF4 core-shells structure is discussed based on a literature survey. The present review provides the information about how the UC intensity can be enhanced. The idea about the UC is then deliberately used for versatile applications such as luminescent materials, display devices, biomedical imaging and different security appliances. In addition, the present review demonstrates the recent trends of NaYF4 UC materials in solar cell devices. The role of NaYF4 phosphor to eradicate the spectral variance among the incident solar spectrum, semiconductor as well as the sub-band gap nature of the semiconductor materials is also discussed in detail. Considering the fact that the research status on NaYF4 phosphor for photovoltaic application is now growing, the present review is therefore very important to the researchers. More importantly, this may promote more interesting research platforms to investigate the realistic use of UC nanophosphors as spectral converters for solar cells.

A Strategy to enhance Eu3+ emission from LiYF4:Eu nanophosphors and green-to-orange multicolor tunable, transparent nanophosphor-polymer composites

PubMed Central

Kim, Su Yeon; Won, Yu-Ho; Jang, Ho Seong

2015-01-01

LiYF4:Eu nanophosphors with a single tetragonal phase are synthesized, and various strategies to enhance the Eu3+ emission from the nanophosphors are investigated. The optimized Eu3+ concentration is 35 mol%, and the red emission peaks due to the 5D0 →7FJ (J = 1 and 2) transitions of Eu3+ ions are further enhanced by energy transfer from a sensitizer pair of Ce3+ and Tb3+. The triple doping of Ce, Tb, and Eu into the LiYF4 host more effectively enhances the Eu3+ emission than the core/shell strategies of LiYF4:Eu(35%)/LiYF4:Ce(15%), Tb(15%) and LiYF4:Ce(15%), Tb(15%)/LiYF4:Eu(35%) architectures. Efficient energy transfer from Ce3+ to Eu3+ through Tb3+ results in three times higher Eu3+ emission intensity from LiYF4:Ce(15%), Tb(15%), Eu(1%) nanophosphors compared with LiYF4:Eu(35%), which contains the optimized Eu3+ concentration. Owing to the energy transfer of Ce3+ → Tb3+ and Ce3+ → Tb3+ → Eu3+, intense green and red emission peaks are observed from LiYF4:Ce(13%), Tb(14%), Eu(1-5%) (LiYF4:Ce, Tb, Eu) nanophosphors, and the intensity ratio of green to red emission is controlled by adjusting the Eu3+ concentration. With increasing Eu3+ concentration, the LiYF4:Ce, Tb, Eu nanophosphors exhibit multicolor emission from green to orange. In addition, the successful incorporation of LiYF4:Ce, Tb, Eu nanophosphors into polydimethylsiloxane (PDMS) facilitates the preparation of highly transparent nanophosphor-PDMS composites that present excellent multicolor tunability. PMID:25597900

Using Fly-By-Wire Technology in Future Models of the UH-60 and Other Rotary Wing Aircraft

NASA Technical Reports Server (NTRS)

Solem, Courtney K.

2011-01-01

Several fixed-winged airplanes have successfully used fly-by-wire (FBW) technology for the last 40 years. This technology is now beginning to be incorporated into rotary wing aircraft. By using FBW technology, manufacturers are expecting to improve upon the weight, maintenance time and costs, handling and reliability of the aircraft. Before mass production of this new system begins in new models such as the UH-60MU, testing must be conducted to insure the safety of this technology as well as to reassure others it will be worth the time and money to make such a dramatic change to a perfectly functional machine. The RASCAL JUH-60A has been modified for these purposes. This Black Hawk helicopter has already been equipped with the FBW technology and can be configured as a near perfect representation of the UH-60MU. Because both machines have very similar qualities, the data collected from the RASCAL can be used to make future decisions about the UH-60MU. The U.S. Army AFDD Flight Project Office oversees all the design modifications for every hardware system used in the RASCAL aircraft. This project deals with specific designs and analyses of unique RASCAL aircraft subsystems and their modifications to conduct flight mechanics research.

A throat-bypass stability-bleed system using relief valves to increase the transient stability of a mixed-compression inlet. [YF-12 aircraft inlet tests in the Lewis 10 by 10 ft supersonic wind tunnel

NASA Technical Reports Server (NTRS)

Neiner, G. H.; Dustin, M. O.; Cole, G. L.

1979-01-01

A stability-bleed system was installed in a YF-12 flight inlet that was subjected to internal and external airflow disturbances in the NASA Lewis 10 by 10 foot supersonic wind tunnel. The purpose of the system is to allow higher inlet performance while maintaining a substantial tolerance (without unstart) to internal and external disturbances. At Mach numbers of 2.47 and 2.76, the inlet tolerance to decreases in diffuser-exit corrected airflow was increased by approximately 10 percent of the operating-point airflow. The stability-bleed system complemented the terminal-shock-control system of the inlet and did not show interaction problems. For disturbances which caused a combined decrease in Mach number and increase in angle of attack, the system with valves operative kept the inlet started 4 to 28 times longer than with the valves inoperative. Hence, the stability system provides additional time for the inlet control system to react and prevent unstart. This was observed for initial Mach numbers of 2.55 and 2.68. For slow increase in angle of attack at Mach 2.47 and 2.76, the system kept the inlet started beyond the steady-state unstart angle. However, the maximum transient angles of attack without unstart could not be determined because wind-tunnel mechanical-stop limits for angle of attack were reached.

The XFV-12A Thrust-Augmented Wing (TAW) prototype aircraft

NASA Technical Reports Server (NTRS)

Murphy, R.; Lewis, E. L.

1979-01-01

The XFV-12A, a unique V/STOL technology prototype aircraft being developed for the Navy, is described. The innovative design features a thrust augmented wing and a canard ejector. Structural, functional, and control test performances are discussed. Static tether test results are also discussed. Assessment of test results are given along with projections for future modification areas.

[Preparation, characterization and upconversion fluorescence of NaYF4 : Yb, Er /graphene oxide nanocomposites].

PubMed

Ji, Tian-Hao; Qie, Nan; Wang, Ji-Mei; Hua, Yong-Yong; Ji, Zhi-Jiang

2013-03-01

NaYF4 : Yb, Er/rGO and SiO2-coated NaYF4 : Yb, Er/rGO nanocomposites can be prepared through "one-pot" and directly mixing preparation routes. Various measurement results show that the NaYF4 : Yb, Er in the nanocomposites exhibits a cubic a-type structure and nanoparticle-like morphology with a diameter range of 30-70 nm; the rGO layers are well-dispersed in the nanocomposites, and whereas the rGO obtained from "one-pot" preparation renders relatively better dispersion. Raman spectra demonstrate that there exists a surface coupling action between the two kinds of nanomaterials, and with the increase in the relative rGO content, such action becomes stronger. UC fluorescence measurement results reveal that the rGO has significantly quenching effect and optical-limiting performance on the UC fluorescence, particularly on the red-emission of the NaYFa : Yb, Er or SiO2-coated NaYF4 : Yb, Er nanoparticles. The red-emission intensity gradually decreases with an increase in the rGO content, but the green-emission shows less change. It should be stressed that, in comparison with NaYF4 : Yb, Er/rGO, with a similar rGO content, the red-emission intensity of SiO2-coated NaYF4 : Yb, Er/rGO decreases much obviously due to a stronger light-absorption caused by part rGO aggregation.

Additives and solvents-induced phase and morphology modification of NaYF{sub 4} for improving up-conversion emission

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

Zhuang, Jianle, E-mail: zhuangjianle@126.com; MOE Key Laboratory of Bioinorganic and Synthetic Chemistry, School of Chemistry and Chemical Engineering, Sun Yat-Sen University, Guangzhou 510275; Yang, Xianfeng

Both cubic and hexagonal NaYF{sub 4} were synthesized in different reaction systems via hydro/solvo-thermal route. The effects of reaction temperature, solvents, and additives on the synthesis of NaYF{sub 4} have been studied in detail. It has been shown that phase transformation from cubic NaYF{sub 4} to hexagonal NaYF{sub 4} always occurred. The sequence of the ability for inducing the phase transformation was ethanol>H{sub 2}O>acetic acid. It is found that ethanol can not only facilitate the formation of hexagonal NaYF{sub 4} but also control the growth of the crystal. This is quite unusual for the growth of H-NaYF{sub 4}. The up-conversionmore » emission properties of Yb/Er co-doped NaYF{sub 4} have also been investigated and the results demonstrated some general principles for improving up-conversion emission. - Graphical abstract: Additives and solvents can induce the phase transformation of NaYF{sub 4}, typically the use of organic sodium salt and ethanol. - Highlights: • The effect of additives and solvents on the synthesis of NaYF{sub 4} was studied in detail. • Ethanol can facilitate the formation of H-NaYF{sub 4} while acetic acid restrain it. • Three general principles for improving up-conversion emission were summarized.« less

Intra-nasal infection of macaques with Yellow Fever (YF) vaccine strain 17D: a novel and economical approach for YF vaccination in man.

PubMed

Niedrig, M; Stolte, N; Fuchs, D; Hunsmann, G; Stahl-Hennig, C

1999-03-05

Investigating new and simple application routes for YF vaccine, four groups of 4-6 rhesus monkeys were vaccinated with live attenuated 17D YF-vaccine. In two groups the vaccine was administered either as spray into the oral cavity, or as an encapsulated form directly into the stomach. Only one out of eight animals developed a humoral immune response against 17D. In the third group receiving the vaccine intranasally by spray and in the fourth group serving as control all ten monkeys developed an immune response. From all except one of these seroconverted monkeys virus could be detected either by virus reisolation or RT-PCR. All these animals showed a serological immune response in immunofluorescence and neutralisation test. Parallel to viremia, an increase of neopterin as an unspecified immune activation marker could be demonstrated for these animals. Intra-nasal application of 17D-vaccine seems to be a good alternative to subcutaneous immunisation in mass vaccination campaigns.

Highly efficient upconversion luminescence in hexagonal NaYF4:Yb3+, Er3+ nanocrystals synthesized by a novel reverse microemulsion method

NASA Astrophysics Data System (ADS)

Gunaseelan, M.; Yamini, S.; Kumar, G. A.; Senthilselvan, J.

2018-01-01

A new reverse microemulsion system is proposed for the first time to synthesize NaYF4:Yb,Er nanocrystals, which demonstrated high upconversion emission in 550 and 662 nm at 980 nm diode laser excitation. The reverse microemulsion (μEs) system is comprised of CTAB and oleic acid as surfactant and 1-butanol co-surfactant and isooctane oil phase. The surfactant to water ratio is able to tune the microemulsion droplet size from 14 to 220 nm, which eventually controls the crystallinity and particulate morphology of NaYF4:Yb,Er. Also, the microemulsion precursor and calcination temperature plays certain role in transforming the cubic NaYF4:Yb,Er to highly luminescent hexagonal crystal structured upconversion material. Single phase hexagonal NaYF4:YbEr nanorod prepared by water-in-oil reverse microemulsion (μEs) gives intense red upconversion emission. Both nanosphere and nanorod shaped NaYF4:Yb,Er was obtained, but nanorod morphology resulted an enhanced upconversion luminescence. The structural, morphological, thermal and optical luminescence properties of the NaYF4:Yb,Er nanoparticles are discussed in detail by employing powder X-ray diffraction, dynamic light scattering, high resolution electron microscopy, TGA-DTA, UV-DRS, FTIR and photoluminescence spectroscopy. Intense upconversion emission achieved in the microemulsion synthesized NaYF4:Yb3+,Er3+ nanocrystal can make it as useful optical phosphor for solar cell applications.

Tuning upconversion luminescence of LiYF4:Yb3+,Er3+/Tm3+/Ho3+ microcrystals synthesized through a molten salt process.

PubMed

Niu, Na; He, Fei; Wang, Liuzhen; Wang, Lin; Wang, Yan; Gai, Shili; Yang, Piaoping

2014-05-01

In this paper, well-defined tetragonal-phase LiYF4:Yb3+,Er3+/Tm3+/Ho3+ micro-crystals with octahedral morphology were successfully prepared through a surfactant-free molten salt process for the first time. By gradually increasing the LiF content in the NaNO3-KNO3 reaction medium, the crystal phase transforms from a mixture of YF3 and LiYF4 to pure tetragonal-phase LiYF4. The possible formation process for the phase and morphology evolution is also presented. Moreover, upon 980 nm laser diode (LD) excitation, the lanthanide ions (Yb3+, Er3+/Tm3+/Ho3+) doped LiYF4 crystals exhibit intense upconversion emission lights. By tuning the sensitizer concentrations of Yb3+ ions in LiYF4:Yb3+,Er3+, the relative intensities of green and red emissions can be precisely adjusted under single wavelength excitation. Consequently, multicolor upconversion emissions can be obtained. On the other hand, UC mechanisms were also given based on the emission spectra and the plot of luminescence intensity to pump power.

Comparison of Erosion Behavior and Particle Contamination in Mass-Production CF4/O2 Plasma Chambers Using Y2O3 and YF3 Protective Coatings

PubMed Central

Lin, Tzu-Ken; Wang, Wei-Kai; Huang, Shih-Yung; Tasi, Chi-Tsung

2017-01-01

Yttrium fluoride (YF3) and yttrium oxide (Y2O3) protective coatings prepared using an atmospheric plasma spraying technique were used to investigate the relationship between surface erosion behaviors and their nanoparticle generation under high-density plasma (1012–1013 cm−3) etching. As examined by transmission electron microscopy, the Y2O3 and YF3 coatings become oxyfluorinated after exposure to the plasma, wherein the yttrium oxyfluoride film formation was observed on the surface with a thickness of 5.2 and 6.8 nm, respectively. The difference in the oxyfluorination of Y2O3 and YF3 coatings could be attributed to Y–F and Y–O bonding energies. X-ray photoelectron spectroscopy analyses revealed that a strongly fluorinated bonding (Y–F bond) was obtained on the etched surface of the YF3 coating. Scanning electron microscopy and energy dispersive X-ray diffraction analysis revealed that the nanoparticles on the 12-inch wafer are composed of etchant gases and Y2O3. These results indicate that the YF3 coating is a more erosion-resistant material, resulting in fewer contamination particles compared with the Y2O3 coating. PMID:28708079

ARC-1969-A-16591

NASA Image and Video Library

1951-10-24

Flight evaluation and comparison of a NACA submerged inlet and a scoop inlet on the North American YF-93A (AF48-317 NACA-139). The YF-93A's were the first aircraft to use flush NACA engine inlets. aircraft to use flush NACA engine inlets. Note: Used in publication in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 and Memoirs of a Flight Test Engineer NASA SP-2001-4525

The F-12 series aircraft approach to design for control system reliability

NASA Technical Reports Server (NTRS)

Schenk, F. L.; Mcmaster, J. R.

1976-01-01

The F-12 series aircraft control system design philosophy is reviewed as it pertains to functional reliability. The basic control system, i.e., cables, mixer, feel system, trim devices, and hydraulic systems are described and discussed. In addition, the implementation of the redundant stability augmentation system in the F-12 aircraft is described. Finally, the functional reliability record that has been achieved is presented.

Bifunctional NaYF4:Er3+/Yb3+ submicron rods, implemented in quantum dot sensitized solar cell(Conference Presentation)

NASA Astrophysics Data System (ADS)

Guerrero, J. Pablo; Cerdán Pasarán, Andrea; López-Luke, Tzarara; Ramachari, D.; Esparza, Diego; De la Rosa Cruz, Elder; Romero Arellano, Victor Hugo

2016-09-01

In this work are presented the results obtained with solar cells sensitized with quantum dots of cadmium sulphide (CdS) incorporating luminescent materials (NaYF4:Yb/Er). The study revealed that through using a bifunctional layer of NaYF4:Yb/Er submicron rods, the infrared radiation is absorbed in 980nm to generate luminescence in the visible region to 530nm, under the UP-conversion process, in the same way simultaneously, NaYF4:Yb/Er layer causes scattering toward the quantum dots, the emission and scattering generated by this material is reabsorbed by the QD-CdS, and these in turn are absorbing in its range of solar radiation absorption, Thus generates an increase in the electron injection into the semiconductor of TiO2. The results of a cell incorporating NaYF4: Yb/Er at 0.07M shown photoconversion efficiencies of 3.39% improving efficiency with respect to the reference solar cell without using NaYF4: Yb/Er of 1.99%. The obtained values of current and voltage showed a strong dependence of the percentage of NaYF4 Yb/Er, and the mechanism of incorporation of this material.

36 CFR 60.12 - Nomination appeals.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 36 Parks, Forests, and Public Property 1 2014-07-01 2014-07-01 false Nomination appeals. 60.12 Section 60.12 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR... nomination by the National Park Service where an individual or organization may “petition the Keeper during...

36 CFR 60.12 - Nomination appeals.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 36 Parks, Forests, and Public Property 1 2011-07-01 2011-07-01 false Nomination appeals. 60.12 Section 60.12 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR... nomination by the National Park Service where an individual or organization may “petition the Keeper during...

36 CFR 60.12 - Nomination appeals.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 36 Parks, Forests, and Public Property 1 2013-07-01 2013-07-01 false Nomination appeals. 60.12 Section 60.12 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR... nomination by the National Park Service where an individual or organization may “petition the Keeper during...

36 CFR 60.12 - Nomination appeals.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 36 Parks, Forests, and Public Property 1 2010-07-01 2010-07-01 false Nomination appeals. 60.12 Section 60.12 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR... nomination by the National Park Service where an individual or organization may “petition the Keeper during...

36 CFR 60.12 - Nomination appeals.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 36 Parks, Forests, and Public Property 1 2012-07-01 2012-07-01 false Nomination appeals. 60.12 Section 60.12 Parks, Forests, and Public Property NATIONAL PARK SERVICE, DEPARTMENT OF THE INTERIOR... nomination by the National Park Service where an individual or organization may “petition the Keeper during...

Mims electron-nuclear double resonance in LiYF4:Ce3+ crystal

NASA Astrophysics Data System (ADS)

Gafurov, M.; Mamin, G.; Kurkin, I.; Orlinskii, S.

2018-05-01

We report the observation of the pulsed electron-nuclear double resonance (ENDOR) spectra from 19F and 7Li nuclei on impurity Ce3+ ions in LiYF4 crystal. The resolved structure from the nearby and remote nuclei in spectra is observed. The outcome shows that LiYF4:Ce3+ system can be exploited as a convenient matrix for performing spin manipulations and adjusting quantum computation protocols while ENDOR technique is usable for the investigation of electron-nuclear interaction with all the nuclei of the system.

Synthesis, Structural Characterization and Up-Conversion Luminescence Properties of NaYF4:Er3+,Yb3+@MOFs Nanocomposites

NASA Astrophysics Data System (ADS)

Giang, Lam Thi Kieu; Marciniak, Lukasz; Huy, Tran Quang; Vu, Nguyen; Le, Ngo Thi Hong; Binh, Nguyen Thanh; Lam, Tran Dai; Minh, Le Quoc

2017-10-01

This paper describes a facile synthesis of NaYF4:Er3+,Yb3+ nanoparticles embraced in metal-organic frameworks (MOFs), known as NaYF4:Er3+, Yb3+@MOFs core/shell nanostructures, by using iron(III) carboxylate (MIL-100) and zeolitic imidazolate frameworks (ZIF-8). Morphological, structural and optical characterization of these nanostructures were investigated by field emission-scanning electron microscopy, Fourier transform infrared spectroscopy, x-ray diffraction, and up-conversion luminescence measurements. Results showed that spherical-shaped NaYF4:Er3+,Yb3+@MIL-100 nanocomposites with diameters of 150-250 nm, and rod-shaped NaYF4:Er3+,Yb3+@ZIF-8 nanocomposites with lengths of 300-550 nm, were successfully synthesized. Under a 980-nm laser excitation at room temperature, the NaYF4:Er3+,Yb3+@MOFs nanocomposites exhibited strong up-conversion luminescence with two emission bands in the green part of spectrum at 520 nm and 540 nm corresponding to the 2H11/2 → 4I15/2 and 4S3/2 → 4I15/2 transitions of Er3+ ions, respectively, and a red emission band at 655 nm corresponding to the 4F9/2 → 4I15/2 transition of Er3+ ions. The above properties of NaYF4:Er3+,Yb3+@MOFs make them promising candidates for applications in biotechnology.

Effect of annealing on structural and luminescence properties of Eu3+ doped NaYF4 phosphor

NASA Astrophysics Data System (ADS)

Pathak, Trilok K.; Kumar, Ashwini; Swart, H. C.; Kroon, R. E.

2018-04-01

Eu3+ doped NaYF4 phosphors have been synthesized by the combustion method. The effect of annealing on the structural, morphological and luminescence properties has been investigated. X-ray diffraction analysis revealed that the Eu3+ doped NaYF4 phosphors consisted of mixed phases: α-phase and β-phase which were affected by the annealing of the phosphor. The surface morphology showed a significant change with annealing in the Eu3+ doped NaYF4 phosphors. The elemental mapping and energy dispersive X-ray spectroscopy spectra proved the formation of the desired materials. The photoluminescence spectra illustrated the optical properties of Eu3+ in the as-prepared and annealed Eu3+ doped NaYF4 phosphors. The intensity of the peaks 5D0 → 7F2 and 5D0 → 7F1 varied in as-prepared and annealed samples. The lifetime of the Eu3+ luminescence at 615 nm was also weakly affected by the Eu3+ doping and annealing temperature.

Gold decorated NaYF4:Yb,Er/NaYF4/silica (core/shell/shell) upconversion nanoparticles for photothermal destruction of BE(2)-C neuroblastoma cells

NASA Astrophysics Data System (ADS)

Qian, Li Peng; Zhou, Li Han; Too, Heng-Phon; Chow, Gan-Moog

2011-02-01

Gold decorated NaYF4:Yb,Er/NaYF4/silica (core/shell/shell) upconversion (UC) nanoparticles ( 70-80 nm) were synthesized using tetraethyl orthosilicate and chloroauric acid in a one-step reverse microemulsion method. Gold nanoparticles ( 6 nm) were deposited on the surface of silica shell of these core/shell/shell nanoparticles. The total upconversion emission intensity (green, red, and blue) of the core/shell/shell nanoparticles decreased by 31% after Au was deposited on the surface of silica shell. The upconverted green light was coupled with the surface plasmon of Au leading to rapid heat conversion. These UC/silica/Au nanoparticles were very efficient to destroy BE(2)-C cancer cells and showed strong potential in photothermal therapy.

NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} core/shell nanocomposite: A highly efficient visible-light-driven photocatalyst utilizing upconversion

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

Sun, Yuanyuan; Wang, Wenzhong, E-mail: wzwang@mail.sic.ac.cn; Sun, Songmei

2014-04-01

Highlights: • Design and synthesis of NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} based on upconversion. • NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} nanocomposite was prepared for the first time. • Core–shell structure benefits the properties. • Upconversion contributed to the enhanced photocatalytic activity. • Helps to understand the functionality of new type photocatalysts. - Abstract: NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} core/shell nanocomposite was designed and prepared for the first time based on upconversion. The products were characterized by X-ray diffraction (XRD), transmission electron microscopy (TEM), high resolution TEM (HRTEM), energy dispersive X-ray spectroscopy (EDS) and diffuse reflectance spectra (DRS). The results revealed that the as-synthesizedmore » NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} consisted of spheres with a core diameter of about 26 nm and a shell diameter of around 6 nm. The core was upconversion illuminant NaYF{sub 4}:Er,Yb and the shell was Bi{sub 2}MoO{sub 6} around the core, which was confirmed by EDS. The NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} exhibited higher photocatalytic activity for the photodecomposition of Rhodamine B (RhB) under the irradiation of Xe lamp and green light emitting diode (g-LED). The mechanism of the high photocatalytic activity was discussed by photoluminescence spectra (PL), which is mainly attributed to upconversion of NaYF{sub 4}:Er,Yb in the NaYF{sub 4}:Er,Yb/Bi{sub 2}MoO{sub 6} nanocomposite and the core–shell structure.« less

The Synthesis of a Core-Shell Photocatalyst Material YF3:Ho3+@TiO2 and Investigation of Its Photocatalytic Properties

PubMed Central

Xu, Xuan; Zhou, Shiyu; Long, Jun; Wu, Tianhu; Fan, Zihong

2017-01-01

In this paper, YF3:Ho3+@TiO2 core-shell nanomaterials were prepared by hydrolysis of tetra-n-butyl titanate (TBOT) using polyvinylpyrrolidone K-30 (PVP) as the coupling agent. Characterization methods including X-ray diffraction (XRD), transmission electron microscopy (TEM), energy-dispersive X-ray spectroscopy (EDS) under TEM, X-ray photoelectron spectroscopy (XPS), fluorescence spectrometry, ultraviolet-visible diffuse reflectance spectroscopy, and electron spin resonance (ESR) were used to characterize the properties and working mechanism of the prepared photocatalyst material. They indicated that the core phase YF3 nanoparticles were successfully coated with a TiO2 shell and the length of the composite was roughly 100 nm. The Ho3+ single-doped YF3:Ho3+@TiO2 displayed strong visible absorption peaks with wavelengths of 450, 537, and 644 nm, respectively. By selecting these three peaks as excitation wavelengths, we could observe 288 nm (5D4→5I8) ultraviolet emission, which confirmed that there was indeed an energy transfer from YF3:Ho3+ to anatase TiO2. In addition, this paper investigated the influences of different TBOT dosages on photocatalysis performance of the as-prepared photocatalyst material. Results showed that the YF3:Ho3+@TiO2 core-shell nanomaterial was an advanced visible-light-driven catalyst, which decomposed approximately 67% of rhodamine b (RhB) and 34.6% of phenol after 10 h of photocatalysis reaction. Compared with the blank experiment, the photocatalysis efficiency was significantly improved. Finally, the visible-light-responsive photocatalytic mechanism of YF3:Ho3+@TiO2 core-shell materials and the influencing factors of photocatalytic degradation were investigated to study the apparent kinetics, which provides a theoretical basis for improving the structural design and functions of this new type of catalytic material. PMID:28772662

Dual functions of YF3:Eu3+ for improving photovoltaic performance of dye-sensitized solar cells

PubMed Central

Wu, Jihuai; Wang, Jiangli; Lin, Jianming; Xiao, Yaoming; Yue, Gentian; Huang, Miaoliang; Lan, Zhang; Huang, Yunfang; Fan, Leqing; Yin, Shu; Sato, Tsugio

2013-01-01

In order to enhance the photovoltaic performance of dye-sensitized solar cell (DSSC), a novel design is demonstrated by introducing rare-earth compound europium ion doped yttrium fluoride (YF3:Eu3+) in TiO2 film in the DSSC. As a conversion luminescence medium, YF3:Eu3+ transfers ultraviolet light to visible light via down-conversion, and increases incident harvest and photocurrent of DSSC. As a p-type dopant, Eu3+ elevates the Fermi level of TiO2 film and thus heightens photovoltage of the DSSC. The conversion luminescence and p-type doping effect are demonstrated by photoluminescence spectra and Mott-Schottky plots. When the ratio of YF3:Eu3+/TiO2 in the doping layer is optimized as 5 wt.%, the light-to-electric energy conversion efficiency of the DSSC reaches 7.74%, which is increased by 32% compared to that of the DSSC without YF3:Eu3+ doping. Double functions of doped rare-earth compound provide a new route for enhancing the photovoltaic performance of solar cells. PMID:23792787

Fabrication and Luminescence Characterization of a Silica Nanomatrix Embedded with NaYF4:Yb:Er:Tm@NaGdF4/Fe3O4 Nanoparticles

NASA Astrophysics Data System (ADS)

Thangaraju, Dheivasigamani; Santhana, Vedi; Matsuda, Satoshi; Hayakawa, Yasuhiro

2018-05-01

Hexagonal NaYF4:Yb:Er:Tm@NaGdF4 core-shell nanocrystals were synthesized using a seed mediated hot injection method, and monodispersed Fe3O4 (4 nm) nanoparticles were prepared from iron(II) actylacetonate by a precursor thermal decomposition method. Structural and morphology verified NaYF4:Yb:Er:Tm@NaGdF4 and Fe3O4 nanoparticles were utilized for the preparation of NaYF4:Yb:Er:Tm@NaGdF4/Fe3O4@SiO2 nanocomposite using a micro-emulsion method. Existence of Fe3O4 in NaYF4:Yb:Er:Tm@NaGdF4 in SiO2 nano-spheres were confirmed with transmission electron microscopy. Luminescence measurement revealed that NaYF4:Yb:Er:Tm@NaGdF4 exhibited strong emissions at green and red regions, in addition to a weak blue emission also observed under 980 nm excitation. Up-conversion emission of the nanoparticle-embedded silica nanocomposite showed that the up-conversion emission was not affected by Fe3O4 nanoparticles.

3D assembly of upconverting NaYF4 nanocrystals by AFM nanoxerography: creation of anti-counterfeiting microtags

NASA Astrophysics Data System (ADS)

Sangeetha, Neralagatta M.; Moutet, Pierre; Lagarde, Delphine; Sallen, Gregory; Urbaszek, Bernhard; Marie, Xavier; Viau, Guillaume; Ressier, Laurence

2013-09-01

Formation of 3D close-packed assemblies of upconverting NaYF4 colloidal nanocrystals (NCs) on surfaces, by Atomic Force Microscopy (AFM) nanoxerography is presented. The surface potential of the charge patterns, the NC concentration, the polarizability of the NCs and the polarity of the dispersing solvent are identified as the key parameters controlling the assembly of NaYF4 NCs into micropatterns of the desired 3D architecture. This insight allowed us to fabricate micrometer sized Quick Response (QR) codes encoded in terms of upconversion luminescence intensity or color. Topographically hidden messages could also be readily incorporated within these microtags. This work demonstrates that AFM nanoxerography has enormous potential for generating high-security anti-counterfeiting microtags.Formation of 3D close-packed assemblies of upconverting NaYF4 colloidal nanocrystals (NCs) on surfaces, by Atomic Force Microscopy (AFM) nanoxerography is presented. The surface potential of the charge patterns, the NC concentration, the polarizability of the NCs and the polarity of the dispersing solvent are identified as the key parameters controlling the assembly of NaYF4 NCs into micropatterns of the desired 3D architecture. This insight allowed us to fabricate micrometer sized Quick Response (QR) codes encoded in terms of upconversion luminescence intensity or color. Topographically hidden messages could also be readily incorporated within these microtags. This work demonstrates that AFM nanoxerography has enormous potential for generating high-security anti-counterfeiting microtags. Electronic supplementary information (ESI) available: Detailed experimental procedures for the synthesis of upconverting NaYF4 nanocrystals and their transmission electron microscopy images. KFM and AFM images corresponding to the assembly of positively charged β-NaYF4:Er3+,Yb3+ nanocrystals from water suspensions by AFM nanoxerography. Photoluminescence spectra of β-NaYF4:Er3+,Yb3+ nanocrystals

Boundary layer, skin friction, and boattail pressure measurements from the YF-12 airplane at Mach numbers up to 3

NASA Technical Reports Server (NTRS)

Fisher, D. F.

1978-01-01

In-flight measurements of boundary layer and skin friction data were made on YF-12 airplanes for Mach numbers between 2.0 and 3.0. Boattail pressures were also obtained for Mach numbers between 0.7 and 3.0 with Reynolds numbers up to four hundred million. Boundary layer data measured along the lower fuselage centerline indicate local displacement and momentum thicknesses can be much larger than predicted. Skin friction coefficients measured at two of five lower fuselage stations were significantly less than predicted by flat plate theory. The presence of large differences between measured boattail pressure drag and values calculated by a potential flow solution indicates the presence of vortex effects on the upper boattail surface. At both subsonic and supersonic speeds, pressure drag on the longer of two boattail configurations was equal to or less than the pressure drag on the shorter configuration. At subsonic and transonic speeds, the difference in the drag coefficient was on the order of 0.0008 to 0.0010. In the supersonic cruise range, the difference in the drag coefficient was on the order of 0.002. Boattail drag coefficients are based on wing reference area.

Vaccination with Replication Deficient Adenovectors Encoding YF-17D Antigens Induces Long-Lasting Protection from Severe Yellow Fever Virus Infection in Mice.

PubMed

Bassi, Maria R; Larsen, Mads A B; Kongsgaard, Michael; Rasmussen, Michael; Buus, Søren; Stryhn, Anette; Thomsen, Allan R; Christensen, Jan P

2016-02-01

The live attenuated yellow fever vaccine (YF-17D) has been successfully used for more than 70 years. It is generally considered a safe vaccine, however, recent reports of serious adverse events following vaccination have raised concerns and led to suggestions that even safer YF vaccines should be developed. Replication deficient adenoviruses (Ad) have been widely evaluated as recombinant vectors, particularly in the context of prophylactic vaccination against viral infections in which induction of CD8+ T-cell mediated immunity is crucial, but potent antibody responses may also be elicited using these vectors. In this study, we present two adenobased vectors targeting non-structural and structural YF antigens and characterize their immunological properties. We report that a single immunization with an Ad-vector encoding the non-structural protein 3 from YF-17D could elicit a strong CD8+ T-cell response, which afforded a high degree of protection from subsequent intracranial challenge of vaccinated mice. However, full protection was only observed using a vector encoding the structural proteins from YF-17D. This vector elicited virus-specific CD8+ T cells as well as neutralizing antibodies, and both components were shown to be important for protection thus mimicking the situation recently uncovered in YF-17D vaccinated mice. Considering that Ad-vectors are very safe, easy to produce and highly immunogenic in humans, our data indicate that a replication deficient adenovector-based YF vaccine may represent a safe and efficient alternative to the classical live attenuated YF vaccine and should be further tested.

Synthesis and Characterization of Monodisperse Core-shell Lanthanide Upconversion Nanoparticles NaYF4: Yb,Tm/SiO2

NASA Astrophysics Data System (ADS)

Manurung, R. V.; Wiranto, G.; Hermida, I. D. P.

2018-05-01

Lanthanide up-converting luminescent nanoparticles (UCNPs) are exciting and promising materials for optical bioimaging, biosensor and theranostic due to their unique and advantageous optical and chemical properties. The UCNPs absorb low energy near-infrared (NIR) light and emit high-energy shorter wavelength photons (visible light). Their unique features allow them to overcome various problems associated with conventional imaging probes such as photostability, lack of toxicity, and to provide versatility for creating nanoplatforms with both imaging and therapeutic modalities. This paper reports synthesis and characterization of core-shell structured of NaYF4:Yb,Tm/SiO2 microspheres. The synthesis of lanthanide upconversion nanoparticles NaYF4:Yb,Tm was prepared by thermal decomposition process which involves dissolving organic precursors in high-boiling-point solvents oleic acid (OA) and octadecene (ODE). After that, the NaYF4:Yb,Tm phosphors was coated by silica via reverse microemulsion process to obtain core-shell structured NaYF4:Yb,Tm/SiO2. Scanning electron microscopy, transmission electron microscopy, specific area electron diffraction, and photoluminescence were applied to characterize these samples. The obtained core-shell structured NaYF4:Yb,Tm/SiO2 phosphors exhibit a perfect cubic morphology with narrow size distribution and smooth surface. Upon IR excitation at 980 nm, the NaYF4:Yb,Tm/SiO2 samples exhibit whitish blue upconversion (UC) luminescence, respectively. These phosphors show potential applications in the displaying on biological fields and biosensing.

Ozone and TFA impacts in North America from degradation of 2,3,3,3-Tetrafluoropropene (HFO-1234yf), a potential greenhouse gas replacement.

PubMed

Luecken, Deborah J; L Waterland, Robert; Papasavva, Stella; Taddonio, Kristen N; Hutzell, William T; Rugh, John P; Andersen, Stephen O

2010-01-01

We use a regional-scale, three-dimensional atmospheric model to evaluate U.S. air quality effects that would result from replacing HFC-134a in automobile air conditioners in the U.S. with HFO-1234yf. Although HFO-1234yf produces tropospheric ozone, the incremental amount is small, averaging less than 0.01% of total ozone formed during the simulation. We show that this production of ozone could be compensated for by a modest improvement in air conditioner efficiency. Atmospheric decomposition of HFO-1234yf produces trifluoroacetic acid (TFA), which is subject to wet and dry deposition. Deposition and concentrations of TFA are spatially variable due to HFO-1234yf's short atmospheric lifetime, with more localized peaks and less global transport when compared to HFC-134a. Over the 2.5 month simulation, deposition of TFA in the continental U.S. from mobile air conditioners averages 0.24 kg km(-2), substantially higher than previous estimates from all sources of current hydrofluorocarbons. Automobile air conditioning HFO-1234yf emissions are predicted to produce concentrations of TFA in Eastern U.S. rainfall at least double the values currently observed from all sources, natural and man-made. Our model predicts peak concentrations in rainfall of 1264 ng L(-1), a level that is 80x lower than the lowest level considered safe for the most sensitive aquatic organisms.

Fabrication of NIR-responsive NaYF4:Yb,Tm/anatase TiO2 composite aerogel

NASA Astrophysics Data System (ADS)

Li, Fu-Chih; Kitamoto, Yoshitaka

2018-01-01

3-dimensional interconnected network structure of TiO2 aerogel has attracted considerable attention to solve environmental issues due to an advanced oxidation process which uses abundant sunlight for the complete minimization of toxic pollutants. The TiO2 aerogel with high specific surface area, large pores, and low density has a potential to be used as photocatalyst for air and water purification. Nonetheless, due to the larger band gap, TiO2 semiconductor photocatalysts possess high oxidizing properties under UV light only which occupies 5% of solar energy. To expand the absorption spectrum of TiO2 aerogel under solar irradiation, the NaYF4:Yb,Tm nanoparticles (NPs) are introduced into the TiO2 aerogel matrix structure. The morphology and crystal structure of the composite aerogel are investigated by transmission electron microscopy and X-ray diffraction, respectively. The particle size of NaYF4:Yb,Tm NPs is approximately 40 nm and the crystallite size of TiO2 is around 10 nm. In addition, the NaYF4:Yb,Tm NPs are enclosed by anatase phase of TiO2 aerogel. The NaYF4:Yb,Tm NPs which exist in the TiO2 aerogel has a capability of transferring NIR light to UV region.

Longitudinal Handling Qualities of the Tu-144LL Airplane and Comparisons With Other Large, Supersonic Aircraft

NASA Technical Reports Server (NTRS)

Cox, Timothy H.; Marshall, Alisa

2000-01-01

Four flights have been conducted using the Tu-144LL supersonic transport aircraft with the dedicated objective of collecting quantitative data and qualitative pilot comments. These data are compared with the following longitudinal flying qualities criteria: Neal-Smith, short-period damping, time delay, control anticipation parameter, phase delay (omega(sp)*T(theta(2))), pitch bandwidth as a function of time delay, and flight path as a function of pitch bandwidth. Determining the applicability of these criteria and gaining insight into the flying qualities of a large, supersonic aircraft are attempted. Where appropriate, YF-12, XB-70, and SR-71 pilot ratings are compared with the Tu-144LL results to aid in the interpretation of the Tu-144LL data and to gain insight into the application of criteria. The data show that approach and landing requirements appear to be applicable to the precision flightpath control required for up-and-away flight of large, supersonic aircraft. The Neal-Smith, control anticipation parameter, and pitch-bandwidth criteria tend to correlate with the pilot comments better than the phase delay criterion, omega(sp)*T(theta(2)). The data indicate that the detrimental flying qualities implication of decoupled pitch-attitude and flightpath responses occurring for high-speed flight may be mitigated by requiring the pilot to close the loop on flightpath or vertical speed.

ARC-1969-A-16545

NASA Image and Video Library

1951-10-01

YF-93A (AF48-318 NACA-151) Flight evaluation and comparison of a NACA submerged inlet and a scoop inlet. The YF-93A's were the first aircraft to use flush NACA engine inlets. Note: Used in Flight Research at Ames; 57 Years of Development and Validation of Aeronautical Technology NASA SP-1998-3300 Fig.25

UV-visible light photocatalytic properties of NaYF4:(Gd, Si)/TiO2 composites

NASA Astrophysics Data System (ADS)

Mavengere, Shielah; Kim, Jung-Sik

2018-06-01

In this study, a new novel composite photocatalyst of NaYF4:(Gd, Si)/TiO2 phosphor has been synthesized by two step method of solution combustion and sol-gel. The photocatalyst powders were characterized by X-ray diffraction (XRD), Raman spectroscopy, scanning electron microscopy (SEM), UV-vis spectroscopy and photoluminescence (PL) spectroscopy. Raman spectroscopy confirmed the anatase TiO2 phase which remarkably increased with existence of yttrium silicate compounds between 800 cm-1 and 900 cm-1. Double-addition of Gd3+-Si4+ ions in NaYF4 host introduced sub-energy band levels with intense absorption in the ultraviolet (UV) light region. Photocatalytic activity was examined by exposing methylene blue (MB) solutions mixed with photocatalyst powders to 254 nm UV-C fluorescent lamp and 200 W visible lights. The UV and visible photocatalytic reactivity of the NaYF4:(Gd, 1% Si)/TiO2 phosphor composites showed enhanced MB degradation efficiency. The coating of NaYF4:(Gd, 1% Si) phosphor with TiO2 nanoparticles creates energy band bending at the phosphor/TiO2 interfaces. Thus, these composites exhibited enhanced absorption of UV/visible light and the separation of electron and hole pairs for efficient photocatalysis.

Phthalocyanine-Conjugated Upconversion NaYF4 :Yb3+ /Er3+ @SiO2 Nanospheres for NIR-Triggered Photodynamic Therapy in a Tumor Mouse Model.

PubMed

Kostiv, Uliana; Patsula, Vitalii; Noculak, Agnieszka; Podhorodecki, Artur; Větvička, David; Poučková, Pavla; Sedláková, Zdenka; Horák, Daniel

2017-12-19

Photodynamic therapy (PDT) has garnered immense attention as a minimally invasive clinical treatment modality for malignant cancers. However, its low penetration depth and photodamage of living tissues by UV and visible light, which activate a photosensitizer, limit the application of PDT. In this study, monodisperse NaYF 4 :Yb 3+ /Er 3+ nanospheres 20 nm in diameter, that serve as near-infrared (NIR)-to-visible light converters and activators of a photosensitizer, were synthesized by high-temperature co-precipitation of lanthanide chlorides in a high-boiling organic solvent (octadec-1-ene). The nanoparticles were coated with a thin shell (≈3 nm) of homogenous silica via the hydrolysis and condensation of tetramethyl orthosilicate. The NaYF 4 :Yb 3+ /Er 3+ @SiO 2 particles were further functionalized by methacrylate-terminated groups via 3-(trimethoxysilyl)propyl methacrylate. To introduce a large number of reactive amino groups on the particle surface, methacrylate-terminated NaYF 4 :Yb 3+ /Er 3+ @SiO 2 nanospheres were modified with a branched polyethyleneimine (PEI) via Michael addition. Aluminum carboxyphthalocyanine (Al Pc-COOH) was then conjugated to NaYF 4 :Yb 3+ /Er 3+ @SiO 2 -PEI nanospheres via carbodiimide chemistry. The resulting NaYF 4 :Yb 3+ /Er 3+ @SiO 2 -PEI-Pc particles were finally modified with succinimidyl ester of poly(ethylene glycol) (PEG) in order to alleviate their future uptake by the reticuloendothelial system. Upon 980 nm irradiation, the intensive red emission of NaYF 4 :Yb 3+ /Er 3+ @SiO 2 -PEI-Pc-PEG nanoparticles completely vanished, indicating efficient energy transfer from the nanoparticles to Al Pc-COOH, which generates singlet oxygen ( 1 O 2 ). Last but not least, NaYF 4 :Yb 3+ /Er 3+ @SiO 2 -PEI-Pc-PEG nanospheres were intratumorally administered into mammary carcinoma MDA-MB-231 growing subcutaneously in athymic nude mice. Extensive necrosis developed at the tumor site of all mice 24-48 h after irradiation by laser at

Synthesis, Characterization, and Application of Core–Shell Co0.16Fe2.84O4@NaYF4(Yb, Er) and Fe3O4@NaYF4(Yb, Tm) Nanoparticle as Trimodal (MRI, PET/SPECT, and Optical) Imaging Agents

PubMed Central

2015-01-01

Multimodal nanoparticulate materials are described, offering magnetic, radionuclide, and fluorescent imaging capabilities to exploit the complementary advantages of magnetic resonance imaging (MRI), positron emission tomography/single-photon emission commuted tomography (PET/SPECT), and optical imaging. They comprise Fe3O4@NaYF4 core/shell nanoparticles (NPs) with different cation dopants in the shell or core, including Co0.16Fe2.84O4@NaYF4(Yb, Er) and Fe3O4@NaYF4(Yb, Tm). These NPs are stabilized by bisphosphonate polyethylene glycol conjugates (BP-PEG), and then show a high transverse relaxivity (r2) up to 326 mM–1 s–1 at 3T, a high affinity to [18F]-fluoride or radiometal-bisphosphonate conjugates (e.g., 64Cu and 99mTc), and fluorescent emissions from 500 to 800 nm under excitation at 980 nm. The biodistribution of intravenously administered particles determined by PET/MR imaging suggests that negatively charged Co0.16Fe2.84O4@NaYF4(Yb, Er)-BP-PEG (10K) NPs cleared from the blood pool more slowly than positively charged NPs Fe3O4@NaYF4(Yb, Tm)-BP-PEG (2K). Preliminary results in sentinel lymph node imaging in mice indicate the advantages of multimodal imaging. PMID:26172432

Energy transfer processes between Tm(3+) and Ho(3+) in LiYF4. Ph.D. Thesis Final Report

NASA Technical Reports Server (NTRS)

Oezen, Goenuel

1991-01-01

The spectroscopic properties of the crystal LiYF4 doped with Thulium (Tm) and Holmium (Ho) ions are studied. The basic processes are discussed that regulate the transfer of energy between these two ions in this crystal. In this system Tm is considered the donor ion and the Ho the acceptor ion. Spectral data were obtained on three samples available: LiYF4:Tm(3+) (0.5 percent), LiYF4:Ho(3+) (1 percent), and LiYF4:Tm(3+) (5 percent), Ho(3+) (0.2 percent). Spectral data, which include absorption, luminescence, excitation, and the response to pulsed excitation in a wide range of temperatures, allowed to look at the energy transfer processes by considering the kinetic evolution of the emission of the two ions (donor and acceptor) involved in the process and the basic spectroscopic properties related to them. This inclusive approach has led to the validation of the physical model.

77 FR 16988 - Protection of Stratospheric Ozone: Amendment to HFO-1234yf SNAP Rule for Motor Vehicle Air...

Federal Register 2010, 2011, 2012, 2013, 2014

2012-03-23

... Protection of Stratospheric Ozone: Amendment to HFO-1234yf SNAP Rule for Motor Vehicle Air Conditioning... hydrofluoroolefin (HFO)-1234yf (2,3,3,3-tetrafluoroprop-1-ene), a substitute for ozone- depleting substances (ODSs... EPA's Stratospheric Ozone Web site at http://www.epa.gov/ozone/snap/regs . The full list of SNAP...

A force field for 3,3,3-fluoro-1-propenes, including HFO-1234yf.

PubMed

Raabe, Gabriele; Maginn, Edward J

2010-08-12

The European Union (EU) legislation 2006/40/EC bans from January 2011 the cooperative marketing of new car types that use refrigerants in their heating, ventilation, and air conditioning (HVAC) systems with global warming potentials (GWP) higher than 150. Thus, the phase-out of the presently used tetrafluoroethane refrigerant R134a necessitates the adoption of alternative refrigerants. Fluoropropenes such as 2,3,3,3-tetrafluoro-1-propene (HFO-1234yf) are currently regarded as promising low GWP refrigerants, but the lack of experimental data on their thermophysical properties hampers independent studies on their performance in HVAC systems or in other technical applications. In principle, molecular modeling can be used to predict the relevant properties of refrigerants, but adequate intermolecular potential functions ("force fields") are lacking for fluoropropenes. Thus, we developed a transferable force field for fluoropropenes composed of CF(3)-, -CF=, -CH=, CF(2)=, and CH(2)= groups and applied the force field to study 3,3,3 trifluoro-1-propene (HFO-1243zf), 2,3,3,3-tetrafluoro-1-propene (HFO-1234yf), and hexafluoro-1-propene (HFO-1216). We performed Gibbs ensemble simulations on these three fluoropropenes to compute the vapor pressure, saturated densities, and heats of vaporization. In addition, molecular dynamics simulations were conducted to provide predictions for the density, thermal expansivity, isobaric heat capacity, and transport properties of liquid HFO-1234yf in the temperature range from 263.15 to 310 K and pressures up to 2 MPa. Agreement between simulation results and experimental data and/or correlations (when available) was good, thereby validating the predictive ability of the force field.

Enhanced near-infrared photocatalysis of NaYF4:Yb, Tm/CdS/TiO2 composites.

PubMed

Guo, Xingyuan; Di, Weihua; Chen, Changfeng; Liu, Chunxu; Wang, Xue; Qin, Weiping

2014-01-21

The previous works by our group (Chem. Commun., 2010, 46, 2304-2306; ACS Catal., 2013, 3, 405-412; Phys. Chem. Chem. Phys., 2013, 15, 14681-14688) have reported the near-infrared-driven photocatalysis of broadband semiconductor TiO2 or ZnO that was combined with upconverting luminescence particles to form a core-shell structure. However, the photocatalytic efficiency is low for this new type of photocatalysts. In this work, NaYF4:Yb,Tm/CdS/TiO2 composites for NIR photocatalysis were prepared by linking CdS and TiO2 nanocrystals on the NaYF4:Yb,Tm microcrystal surfaces. CdS and TiO2 were well interacted to form a heterojunction structure. The energy transfer between NaYF4:Yb,Tm and the semiconductors CdS and TiO2 was investigated by steady-state and dynamic fluorescence spectroscopy. The photocatalytic activities of the as-prepared composites were evaluated by the degradation of methylene blue in aqueous solution upon NIR irradiation. Significantly, it was found that the united adhesions of CdS and TiO2 on the NaYF4:Yb,Tm particle surfaces showed much higher catalytic activities than the individual adhesion of CdS or TiO2 on the NaYF4:Yb,Tm surfaces. This was attributed mainly to the effective separation of the photogenerated electron-hole pairs due to the charge transfer across the CdS-TiO2 interface driven by the band potential difference between them. The presented composite structure of upconverting luminescence materials coupled with narrow/wide semiconductor heterojunctions provides a new model for improved NIR photocatalysis.

40 CFR 60.12 - Circumvention.

Code of Federal Regulations, 2010 CFR

2010-07-01

... PERFORMANCE FOR NEW STATIONARY SOURCES General Provisions § 60.12 Circumvention. No owner or operator subject to the provisions of this part shall build, erect, install, or use any article, machine, equipment or...

40 CFR 60.12 - Circumvention.

Code of Federal Regulations, 2011 CFR

2011-07-01

... PERFORMANCE FOR NEW STATIONARY SOURCES General Provisions § 60.12 Circumvention. No owner or operator subject to the provisions of this part shall build, erect, install, or use any article, machine, equipment or...

12 CFR 652.60 - Corporation board guidelines.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 12 Banks and Banking 7 2012-01-01 2012-01-01 false Corporation board guidelines. 652.60 Section 652.60 Banks and Banking FARM CREDIT ADMINISTRATION FARM CREDIT SYSTEM FEDERAL AGRICULTURAL MORTGAGE CORPORATION FUNDING AND FISCAL AFFAIRS Risk-Based Capital Requirements § 652.60 Corporation board guidelines...

12 CFR 652.60 - Corporation board guidelines.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 12 Banks and Banking 7 2013-01-01 2013-01-01 false Corporation board guidelines. 652.60 Section 652.60 Banks and Banking FARM CREDIT ADMINISTRATION FARM CREDIT SYSTEM FEDERAL AGRICULTURAL MORTGAGE CORPORATION FUNDING AND FISCAL AFFAIRS Risk-Based Capital Requirements § 652.60 Corporation board guidelines...

12 CFR 652.60 - Corporation board guidelines.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 12 Banks and Banking 7 2014-01-01 2014-01-01 false Corporation board guidelines. 652.60 Section 652.60 Banks and Banking FARM CREDIT ADMINISTRATION FARM CREDIT SYSTEM FEDERAL AGRICULTURAL MORTGAGE CORPORATION FUNDING AND FISCAL AFFAIRS Risk-Based Capital Requirements § 652.60 Corporation board guidelines...

Optical spectroscopy and diode-pumped laser characteristics of codoped Tm-Ho:YLF and Tm-Ho:BaYF: a comparative analysis

NASA Astrophysics Data System (ADS)

Cornacchia, F.; Sani, E.; Toncelli, A.; Tonelli, M.; Marano, M.; Taccheo, S.; Galzerano, G.; Laporta, P.

Single crystals of monoclinic BaY2F8 and tetragonal LiYF4 codoped with the same Tm3+ and Ho3+ concentrations were successfully grown by the Czochralski method. Here we present a comparative analysis of the two hosts including spectroscopic characterization and cw diode-pumped laser experiments in the 2-μm wavelength region at room temperature. The main differences between the two hosts are a lower slope efficiency associated with a much wider tuning range (2005-2094 nm) of BaY2F8 with respect to LiYF4.

12 CFR 560.60 - Suretyship and guaranty.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 12 Banks and Banking 5 2010-01-01 2010-01-01 false Suretyship and guaranty. 560.60 Section 560.60 Banks and Banking OFFICE OF THRIFT SUPERVISION, DEPARTMENT OF THE TREASURY LENDING AND INVESTMENT Lending and Investment Powers for Federal Savings Associations § 560.60 Suretyship and guaranty. Pursuant...

Immunogenicity and Safety of Yellow Fever Vaccine (Stamaril) When Administered Concomitantly With a Tetravalent Dengue Vaccine Candidate in Healthy Toddlers at 12-13 Months of Age in Colombia and Peru: A Randomized Trial.

PubMed

López, Pio; Lanata, Claudio F; Zambrano, Betzana; Cortés, Margarita; Andrade, Teresa; Amemiya, Isabel; Terrones, Cynthia; Gil, Ana I; Verastegui, Hector; Marquez, Viviana; Crevat, Denis; Jezorwski, John; Noriega, Fernando

2016-10-01

Dengue and yellow fever (YF) viruses are closely related members of the Flaviviridae family. Given the inherent similarities between the YF vaccine and dengue vaccine (CYD-TDV) candidate, it is possible that the latter could interfere with the response to the licensed YF vaccine when coadministered. In this randomized, observer-blind, controlled, phase III trial, conducted in Colombia and Peru, 787 toddlers were administered YF vaccine concomitantly with CYD-TDV (group 1) or placebo (group 2), followed by CYD-TDV after 6 and 12 months. YF and dengue neutralizing antibody titers were determined using a 50% plaque reduction neutralization test. Noninferiority was demonstrated if the lower limit of the 2-sided 95% confidence interval of the difference in seroconversion rates [(YF + CYD-TDV) - YF alone] was greater than -10%. The safety of both vaccines was also assessed. Concomitant administration of YF with either CYD-TDV or placebo yielded YF seroconversion rates of 100.0% and 99.7%, respectively. The difference in YF seroconversion rates between the 2 groups was 0.33% (95% confidence interval:0.98; 1.87), demonstrating that the immune response against YF administered concomitantly with CYD-TDV was noninferior to YF administered with placebo. After 2 injections of CYD-TDV, the percentage of participants with dengue titres ≥10 (1/dil) for the 4 dengue serotypes were 91.2%-100% for group 1 and 97.2%-100% in group 2. There were no safety concerns during the study period. Concomitant administration of YF vaccine with CYD-TDV has no relevant impact on the immunogenicity or safety profile of the YF vaccine.

Predictability of Pilot Performance from Simulated to Real Flight in the UH-60 (Black Hawk) Helicopter

DTIC Science & Technology

2008-02-01

keratectomy ( PRK ) and laser in-situ keratomileusis ( LASIK ) procedures to determine compatibility, safety, and efficacy of these procedures for rated Army...performance data. Table B- 1. Simulator and aircraft mean flight performance. LASIK PRK Simulator Aircraft Simulator Aircraft Pre-op 60.81 (2.65) 56.41...12 7. Aircraft vs . Simulator scatter plot, hover turn maneuvers

The 300 H.P. Benz Aircraft Engine

NASA Technical Reports Server (NTRS)

Heller, A

1921-01-01

A description is given of the Benz 12-cylinder aircraft engine. The 300 H.P. engine, with the cylinders placed at an angle of 60 degrees not only realizes a long-cherished conception, but has received refinement in detail. It may be described as a perfect example of modern German aircraft engine construction. Here, a detailed description is given of the construction of this engine. Emphasis is placed on the design and construction of the cylinders, pistons, and connecting rods. Also discussed are engine fitting, lubrication, oil pumps, bearings, the oil tank, fuel pump, carburetors, and cooling system.

Aptamer biosensor for Salmonella typhimurium detection based on luminescence energy transfer from Mn2 +-doped NaYF4:Yb, Tm upconverting nanoparticles to gold nanorods

NASA Astrophysics Data System (ADS)

Cheng, Keyi; Zhang, Jianguo; Zhang, Liping; Wang, Lun; Chen, Hongqi

2017-01-01

A highly sensitive luminescent bioassay for the detection of Salmonella typhimurium was fabricated using Mn2 +-doped NaYF4:Yb,Tm upconversion nanoparticles (UCNPs) as the donor and gold nanorods (Au NRs) as the acceptor and utilizing an energy transfer (LET) system. Mn2 +-doped NaYF4:Yb,Tm UCNPs with a strong emission peak at 807 nm were obtained by changing the doped ion ratio. Carboxyl-terminated Mn2 +-doped NaYF4:Yb,Tm UCNPs were coupled with S. typhimurium aptamers, which were employed to capture and concentrate S. typhimurium. The electrostatic interactions shorten the distance between the negatively charged donor and the positively charged acceptor, which results in luminescence quenching. The added S. typhimurium leads to the restoration of luminescence due to the formation of UCNPs-aptamers-S. typhimurium, which repels the UCNPs-aptamers from the Au NRs. The LET system does not occur because of the nonexistence of the luminescence emission band of Mn2 +-doped NaYF4:Yb,Tm UCNPs, which had large spectral overlap with the absorption band of Au NRs. Under optimal conditions, the linear range of detecting S. typhimurium was 12 to 5 × 105 cfu/mL (R = 0.99). The limit of detection for S. typhimurium was as low as 11 cfu/mL in an aqueous buffer. The measurement of S. typhimurium in milk samples was satisfied in accordance with the plate-counting method, suggesting that the proposed method was of practical value in the application of food security.

Aircraft Survivability. Fall 2011

DTIC Science & Technology

2011-01-01

test the Mi-24 Hind, UH - 60 , and AH-64 Longbow rotorcraft. Bill also sat on the source selection boards for the Utility Tactical Transport Aircraft...medical evacuation (MEDEVAC, UH -60As and Air Force HH- 60s ), RW Attack (Army AH-64s and Marine AH-1s), RW Observation (Army OH-58s), and RW Utility... UH - 60s and UH -1s). Only a very small percentage of the incidents involved fixed wing aircraft with most of those involving C-130 variants that

Fabrication and evaluation of chitosan/NaYF4:Yb3+/Tm3+ upconversion nanoparticles composite beads based on the gelling of Pickering emulsion droplets.

PubMed

Yan, Huiqiong; Chen, Xiuqiong; Shi, Jia; Shi, Zaifeng; Sun, Wei; Lin, Qiang; Wang, Xianghui; Dai, Zihao

2017-02-01

The rare earth ion doped upconversion nanoparticles (UCNPs) synthesized by hydrophobic organic ligands possess poor solubility and low fluorescence quantum yield in aqueous media. To conquer this issue, NaYF 4 :Yb 3+ /Tm 3+ UCNPs, synthesized by a hydrothermal method, were coated with F127 and then assembled with chitosan to fabricate the chitosan/NaYF 4 :Yb 3+ /Tm 3+ composite beads (CS/NaYF 4 :Yb 3+ /Tm 3+ CBs) by Pickering emulsion system. The characterization results revealed that the as-synthesized NaYF 4 :Yb 3+ /Tm 3+ UCNPs with an average size of 20nm exhibited spherical morphology, high crystallinity and characteristic emission upconversion fluorescence with an overall blue color output. The NaYF 4 :Yb 3+ /Tm 3+ UCNPs were successfully conjugated on the surface of chitosan beads by the gelling of emulsion droplets. The resultant CS/NaYF 4 :Yb 3+ /Tm 3+ CBs showed good upconversion luminescent property, drug-loading capacity, release performance and excellent biocompatibility, exhibiting great potentials in targeted drug delivery and tissue engineering with potential tracking capability and lasting release performance. Copyright © 2016 Elsevier B.V. All rights reserved.

A Single 17D Yellow Fever Vaccination Provides Lifelong Immunity; Characterization of Yellow-Fever-Specific Neutralizing Antibody and T-Cell Responses after Vaccination.

PubMed

Wieten, Rosanne W; Jonker, Emile F F; van Leeuwen, Ester M M; Remmerswaal, Ester B M; Ten Berge, Ineke J M; de Visser, Adriëtte W; van Genderen, Perry J J; Goorhuis, Abraham; Visser, Leo G; Grobusch, Martin P; de Bree, Godelieve J

2016-01-01

Prompted by recent amendments of Yellow Fever (YF) vaccination guidelines from boost to single vaccination strategy and the paucity of clinical data to support this adjustment, we used the profile of the YF-specific CD8+ T-cell subset profiles after primary vaccination and neutralizing antibodies as a proxy for potentially longer lasting immunity. PBMCs and serum were collected in six individuals on days 0, 3, 5, 12, 28 and 180, and in 99 individuals >10 years after YF-vaccination. Phenotypic characteristics of YF- tetramer+ CD8+ T-cells were determined using class I tetramers. Antibody responses were measured using a standardized plaque reduction neutralization test (PRNT). Also, characteristics of YF-tetramer positive CD8+ T-cells were compared between individuals who had received a primary- and a booster vaccination. YF-tetramer+ CD8+ T-cells were detectable on day 12 (median tetramer+ cells as percentage of CD8+ T-cells 0.2%, range 0.07-3.1%). On day 180, these cells were still present (median 0.06%, range 0.02-0.78%). The phenotype of YF-tetramer positive CD8+ T-cells shifted from acute phase effector cells on day 12, to late differentiated or effector memory phenotype (CD45RA-/+CD27-) on day 28. Two subsets of YF-tetramer positive T-cells (CD45RA+CD27- and CD45RA+CD27+) persisted until day 180. Within all phenotypic subsets, the T-bet: Eomes ratio tended to be high on day 28 after vaccination and shifted towards predominant Eomes expression on day 180 (median 6.0 (day 28) vs. 2.2 (day 180) p = 0.0625), suggestive of imprinting compatible with long-lived memory properties. YF-tetramer positive CD8+ T-cells were detectable up to 18 years post vaccination, YF-specific antibodies were detectable up to 40 years after single vaccination. Booster vaccination did not increase titers of YF-specific antibodies (mean 12.5 vs. 13.1, p = 0.583), nor induce frequencies or alter phenotypes of YF-tetramer+ CD8+ T-cells. The presence of a functionally competent YF

A Single 17D Yellow Fever Vaccination Provides Lifelong Immunity; Characterization of Yellow-Fever-Specific Neutralizing Antibody and T-Cell Responses after Vaccination

PubMed Central

van Leeuwen, Ester M. M.; Remmerswaal, Ester B. M.; ten Berge, Ineke J. M.; de Visser, Adriëtte W.; van Genderen, Perry J. J.; Goorhuis, Abraham; Visser, Leo G.; Grobusch, Martin P.; de Bree, Godelieve J.

2016-01-01

Introduction Prompted by recent amendments of Yellow Fever (YF) vaccination guidelines from boost to single vaccination strategy and the paucity of clinical data to support this adjustment, we used the profile of the YF-specific CD8+ T-cell subset profiles after primary vaccination and neutralizing antibodies as a proxy for potentially longer lasting immunity. Methods and Findings PBMCs and serum were collected in six individuals on days 0, 3, 5, 12, 28 and 180, and in 99 individuals >10 years after YF-vaccination. Phenotypic characteristics of YF- tetramer+ CD8+ T-cells were determined using class I tetramers. Antibody responses were measured using a standardized plaque reduction neutralization test (PRNT). Also, characteristics of YF-tetramer positive CD8+ T-cells were compared between individuals who had received a primary- and a booster vaccination. YF-tetramer+ CD8+ T-cells were detectable on day 12 (median tetramer+ cells as percentage of CD8+ T-cells 0.2%, range 0.07–3.1%). On day 180, these cells were still present (median 0.06%, range 0.02–0.78%). The phenotype of YF-tetramer positive CD8+ T-cells shifted from acute phase effector cells on day 12, to late differentiated or effector memory phenotype (CD45RA-/+CD27-) on day 28. Two subsets of YF-tetramer positive T-cells (CD45RA+CD27- and CD45RA+CD27+) persisted until day 180. Within all phenotypic subsets, the T-bet: Eomes ratio tended to be high on day 28 after vaccination and shifted towards predominant Eomes expression on day 180 (median 6.0 (day 28) vs. 2.2 (day 180) p = 0.0625), suggestive of imprinting compatible with long-lived memory properties. YF-tetramer positive CD8+ T-cells were detectable up to 18 years post vaccination, YF-specific antibodies were detectable up to 40 years after single vaccination. Booster vaccination did not increase titers of YF-specific antibodies (mean 12.5 vs. 13.1, p = 0.583), nor induce frequencies or alter phenotypes of YF-tetramer+ CD8+ T-cells. Conclusion The

Performance of the Dual BAK-12 Aircraft Arresting System with Modular Hardware with Deadloads and Aircraft

DTIC Science & Technology

1976-04-15

System, Dual-System, Single-Mode, and Dual-Mode configurations. Tests were conducted to determine the feasibility of incorporating modular hardware on a...and 11-1/2 feet OFF-CENTER with the BAK-12 configured in the Single and Dual Mode to determine the effect of engaging the aircraft arresting-hook...cable OFF-CENTER. 90,000- pound deadload arrestments were conducted ON-CENTER in the Dual Mode to determine system performance with high-energy

Synthesis of NaYF4:Yb/Er/Gd up-conversion luminescent nanoparticles and luminescence resonance energy transfer-based protein detection

PubMed Central

Zhang, Jingpu; Mi, Congcong; Wu, Hongyan; Huang, Huaiqing; Mao, Chuanbin; Xu, Shukun

2012-01-01

High-quality NaYF4:Yb/Er/Gd up-conversion nanoparticles (UCNPs) were first synthesized by a solvothermal method using rare earth stearate, sodium fluoride, ethanol, water, and oleic acid as precursors. Doped Gd3+ ions can promote the transition of NaYF4 from cubic to hexagonal phase, shorten the reaction time, and reduce the reaction temperature without reducing the luminescence intensity of NaYF4:Yb/Er UCNPs. X-ray diffraction, infrared spectroscopy, transmission electron microscopy, and luminescence spectroscopy were applied to characterize the UCNPs. The nanoparticles exhibited small size and excellent green up-conversion photoluminescence, making them suitable for biological applications. After the surfaces of NaYF4:Yb/Er/Gd UCNPs were modified with amino groups through the Stöber method, they could be brought close enough to the analytically important protein called R-phycoerythrin (R-PE) bearing multiple carboxyl groups so that energy transfer could occur. A luminescence resonance energy transfer (LRET) system was developed using NaYF4:Yb/Er/Gd UCNPs as an energy donor and R-PE as an energy acceptor. As a result, a detection limit of R-PE of 0.5 μg/ml was achieved by the LRET system with a relative standard deviation of 2.0%. Although this approach was first used successfully to detect R-PE, it can also be extended to the detection of other biological molecules. PMID:22155069

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2011 CFR

2011-01-01

... Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Except as provided... determine the conformity of new aircraft gas turbine engines with the applicable standards set forth in this... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND...

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2010 CFR

2010-01-01

... Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Except as provided... determine the conformity of new aircraft gas turbine engines with the applicable standards set forth in this... Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION AIRCRAFT FUEL VENTING AND...

Deposition and rainwater concentrations of trifluoroacetic acid in the United States from the use of HFO-1234yf

NASA Astrophysics Data System (ADS)

Kazil, J.; McKeen, S.; Kim, S.-W.; Ahmadov, R.; Grell, G. A.; Talukdar, R. K.; Ravishankara, A. R.

2014-12-01

Currently, HFC-134a (1,1,1,2-tetrafluoroethane) is the most common refrigerant in automobile air conditioners. This high global warming potential substance (100 year GWP of 1370) will likely be phased out and replaced with HFO-1234yf (2,3,3,3-tetrafluoropropene) that has a 100 year GWP of 4. HFO-1234yf will be oxidized to produce trifluoroacetic acid (TFA) in clouds. TFA, a mildly toxic substance with detrimental effects on some aquatic organisms at high concentrations (≥100μgL-1), would be transported by rain to the surface and enter bodies of water. We investigated the dry and wet deposition of TFA from HFO-1234yf over the contiguous USA using the Advanced Research Weather Research and Forecasting model (ARW) with interactive chemical, aerosol, and cloud processes (WRF/Chem) model. Special focus was placed on emissions from three continental USA regions with different meteorological characteristics. WRF/Chem simulated meteorology, cloud processes, gas and aqueous phase chemistry, and dry and wet deposition between May and September 2006. The model reproduced well the multimonth total sulfate wet deposition (4% bias) and its spatial variability (r = 0.86) observed by the National Atmospheric Deposition Program. HFO-1234yf emissions were obtained by assuming the number of automobile air conditioners to remain unchanged, and substituting HFO-1234yf, mole-per-mole for HFC-134a. Our estimates of current HFC-134a emissions were in agreement with field data. Average TFA rainwater concentration was 0.89μgL-1, with peak values of 7.8μgL-1, for the May-September 2006 period over the contiguous USA. TFA rainwater concentrations over the dry western USA were often significantly higher, but wet-deposited TFA amounts remained relatively low at such locations.

41 CFR 60-2.12 - Job group analysis.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 41 Public Contracts and Property Management 1 2013-07-01 2013-07-01 false Job group analysis. 60-2... 2-AFFIRMATIVE ACTION PROGRAMS Purpose and Contents of Affirmative Action Programs § 60-2.12 Job group analysis. (a) Purpose: A job group analysis is a method of combining job titles within the...

41 CFR 60-2.12 - Job group analysis.

Code of Federal Regulations, 2012 CFR

2012-07-01

... 41 Public Contracts and Property Management 1 2012-07-01 2009-07-01 true Job group analysis. 60-2... 2-AFFIRMATIVE ACTION PROGRAMS Purpose and Contents of Affirmative Action Programs § 60-2.12 Job group analysis. (a) Purpose: A job group analysis is a method of combining job titles within the...

41 CFR 60-2.12 - Job group analysis.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 41 Public Contracts and Property Management 1 2014-07-01 2014-07-01 false Job group analysis. 60-2... 2-AFFIRMATIVE ACTION PROGRAMS Purpose and Contents of Affirmative Action Programs § 60-2.12 Job group analysis. (a) Purpose: A job group analysis is a method of combining job titles within the...

12 CFR 208.60 - Authority, purpose, and scope.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 208.60 Banks and Banking FEDERAL RESERVE SYSTEM BOARD OF GOVERNORS OF THE FEDERAL RESERVE SYSTEM MEMBERSHIP OF STATE BANKING INSTITUTIONS IN THE FEDERAL RESERVE SYSTEM (REGULATION H) Miscellaneous Requirements § 208.60 Authority, purpose, and scope. (a) Authority. Subpart F of Regulation H (12 CFR part 208...

Comparison of nozzle and afterbody surface pressures from wind tunnel and flight test of the YF-17 aircraft

NASA Technical Reports Server (NTRS)

Lucas, E. J.; Fanning, A. E.; Steers, L. I.

1978-01-01

Results are reported from the initial phase of an effort to provide an adequate technical capability to accurately predict the full scale, flight vehicle, nozzle-afterbody performance of future aircraft based on partial scale, wind tunnel testing. The primary emphasis of this initial effort is to assess the current capability and identify the cause of limitations on this capability. A direct comparison of surface pressure data is made between the results from an 0.1-scale model wind tunnel investigation and a full-scale flight test program to evaluate the current subscale testing techniques. These data were acquired at Mach numbers 0.6, 0.8, 0.9, 1.2, and 1.5 on four nozzle configurations at various vehicle pitch attitudes. Support system interference increments were also documented during the wind tunnel investigation. In general, the results presented indicate a good agreement in trend and level of the surface pressures when corrective increments are applied for known effects and surface differences between the two articles under investigation.

New technique for the direct measurement of core noise from aircraft engines

NASA Technical Reports Server (NTRS)

Krejsa, E. A.

1981-01-01

A new technique is presented for directly measuring the core noise levels from gas turbine aircraft engines. The technique requires that fluctuating pressures be measured in the far-field and at two locations within the engine core. The cross-spectra of these measurements are used to determine the levels of the far-field noise that propagated from the engine core. The technique makes it possible to measure core noise levels even when other noise sources dominate. The technique was applied to signals measured from an AVCO Lycoming YF102 turbofan engine. Core noise levels as a function of frequency and radiation angle were measured and are presented over a range of power settings.

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2012 CFR

2012-01-01

... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Except as provided... determine the conformity of new aircraft gas turbine engines with the applicable standards set forth in this...

MicroCub Subscale Aircraft

NASA Image and Video Library

2018-01-18

The MicroCub is the newest addition to NASA Armstrong's fleet of subscale research aircraft. The aircraft is a modified a Bill Hempel 60-percent-scale super cub, designed with a 21-foot wingspan, a Piccolo Autopilot guidance system and a JetCat SPT-15 Turboprop.

Laser performance of in-band pumped Er : LiYF4 and Er : LiLuF4 crystals

NASA Astrophysics Data System (ADS)

Gorbachenya, K. N.; Kurilchik, S. V.; Kisel, V. E.; Yasukevich, A. S.; Kuleshov, N. V.; Nizamutdinov, A. S.; Korableva, S. L.; Semashko, V. V.

2016-02-01

Spectroscopic properties of Er : LiLuF4 and Er : LiYF4 crystals in the spectral region near 1.5 μm and the lasing characteristics of these crystals under in-band pumping at a wavelength of 1522 nm are studied. With the Er : LiLuF4 crystal, the maximum slope efficiency with respect to the absorbed pump power was 44% at a wavelength of 1609 nm. Continuous-wave operation of an inband pumped Er : LiYF4 laser is obtained for the first time. The output power at a wavelength of 1606 nm was 58 mW with a slope efficiency of 21%.

14 CFR 34.60 - Introduction.

Code of Federal Regulations, 2014 CFR

2014-01-01

... EXHAUST EMISSION REQUIREMENTS FOR TURBINE ENGINE POWERED AIRPLANES Test Procedures for Engine Exhaust Gaseous Emissions (Aircraft and Aircraft Gas Turbine Engines) § 34.60 Introduction. (a) Use the equipment...

12 CFR 239.60 - Completion of the offering.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 12 Banks and Banking 4 2012-01-01 2012-01-01 false Completion of the offering. 239.60 Section 239.60 Banks and Banking FEDERAL RESERVE SYSTEM (CONTINUED) BOARD OF GOVERNORS OF THE FEDERAL RESERVE SYSTEM (CONTINUED) MUTUAL HOLDING COMPANIES (REGULATION MM) Conversions from Mutual to Stock Form § 239...

12 CFR 239.60 - Completion of the offering.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 12 Banks and Banking 4 2013-01-01 2013-01-01 false Completion of the offering. 239.60 Section 239.60 Banks and Banking FEDERAL RESERVE SYSTEM (CONTINUED) BOARD OF GOVERNORS OF THE FEDERAL RESERVE SYSTEM (CONTINUED) MUTUAL HOLDING COMPANIES (REGULATION MM) Conversions From Mutual to Stock Form § 239...

12 CFR 239.60 - Completion of the offering.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 12 Banks and Banking 4 2014-01-01 2014-01-01 false Completion of the offering. 239.60 Section 239.60 Banks and Banking FEDERAL RESERVE SYSTEM (CONTINUED) BOARD OF GOVERNORS OF THE FEDERAL RESERVE SYSTEM (CONTINUED) MUTUAL HOLDING COMPANIES (REGULATION MM) Conversions From Mutual to Stock Form § 239...

Enhanced photovoltaic performance of dye-sensitized solar cells based on NaYF4:Yb(3+), Er(3+)-incorporated nanocrystalline TiO2 electrodes.

PubMed

Zhu, Guang; Wang, Hongyan; Zhang, Quanxin; Zhang, Li

2015-08-01

Near infrared to visible up-conversion of light by rare earth ion-doped phosphors (NaYF4:Yb(3+), Er(3+)) that convert multiple photons of lower energy to higher energy photons offer new possibilities for improved performance of photovoltaic devices. Here, up-conversion phosphor NaYF4:Yb(3+), Er(3+) doped nanocrystalline TiO2 films are designed and used as a electrode for dye-sensitized solar cells, and the photovoltaic performance of DSSCs based on composite electrodes are investigated. The results show the cell with NaYF4:Yb(3+), Er(3+) achieves a power conversion efficiency of 7.65% under one sun illumination (AM 1.5G, 100mWcm(-2)), which is an increase of 14% compared to the cell without NaYF4:Yb(3+), Er(3+) (6.71%). The performance improvement is attributed to the dual effects of enhanced light harvesting from extended light absorption range and increased light scattering, and lower electron transfer resistance. Copyright © 2015 Elsevier Inc. All rights reserved.

Synthesis and characterization of α-NaYF{sub 4}: Yb, Er nanoparticles by reverse microemulsion method

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

Gunaseelan, M.; Senthilselvan, J., E-mail: jsselvan@hotmail.com

2016-05-06

A simple and cost effective reverse microemulsion system was newly designed to synthesis NaYF{sub 4}:20%Yb,2%Er upconverting luminescent nanoparticles. XRD results confirms the cubic structure of NaYF{sub 4} nanophosphor in the as prepared condition without any other impurity phases. The as-prepared sample itself having highly crystalline nanoparticle with well dispersed uniform morphology is the advantage of this reverse microemulsion process. HRTEM images of as prepared and calcined samples revealed spherical nanoclusters morphology with size of ~210 nm and ~245 nm respectively. The characteristic absorption wavelength that occurs at 980 nm due to transition of energy levels {sup 2}F{sub 5/2} to {sup 2}F{sub 7/2} formore » Yb{sup 3+} rare earth ion in as prepared and calcined upconversion nanoparticle confirms the presence of Yb{sup 3+} by UV-Visible spectroscopy which can act as a sensitizer for photonic upconversion. Therefore the absorption at NIR region and emission spectrum at visible region suggests that NaYF{sub 4}:20%Yb,2%Er is suitable for upcoversion process, due to its optical property and chemical stability this material also be useful for bio imaging applications.« less

Latent fingermark detection for NaYF4:Er3+/Yb3+ upconversion phosphor synthesized by thermal decomposition route

NASA Astrophysics Data System (ADS)

Maurya, S. K.; Tiwari, S. P.; Kumar, A.; Kumar, K.

2018-04-01

The synthesis and spectroscopy of the upconverting nanoparticles, cubic NaYF4:Er3+/Yb3+ phosphor is developed for latent fingermark detection. The cubic phase of NaYF4: Er3+/Yb3+ phosphor is synthesized by thermal decomposition method using trifluoroacetate precursor with coordinating ligand octadecene and oleic acid in a mixture of technical grade. The synthesized samples showed intense green emission using 976 nm diode laser as an excitation source. Because of excellent property of luminescence in green regime the sample is used to detect the latent fingermark on a porous glass surface.

Secretory expression of nattokinase from Bacillus subtilis YF38 in Escherichia coli.

PubMed

Liang, Xiaobo; Jia, Shifang; Sun, Yufang; Chen, Meiling; Chen, Xiuzhu; Zhong, Jin; Huan, Liandong

2007-11-01

Nattokinase producing bacterium, B. subtilis YF38, was isolated from douchi, using the fibrin plate method. The gene encoding this enzyme was cloned by polymerase chain reaction (PCR). Cytoplasmic expression of this enzyme in E. coli resulted in inactive inclusion bodies. But with the help of two different signal peptides, the native signal peptide of nattokinase and the signal peptide of PelB, active nattokinase was successfully expressed in E. coli with periplasmic secretion, and the nattokinase in culture medium displayed high fibrinolytic activity. The fibrinolytic activity of the expressed enzyme in the culture was determined to reach 260 urokinase units per micro-liter when the recombinant strain was induced by 0.7 mmol l(-1) isopropyl-beta-D- thiogalactopyranoside (IPTG) at 20 degrees C for 20 h, resulting 49.3 mg active enzyme per liter culture. The characteristic of this recombinant nattokinase is comparable to the native nattokinase from B. subtilis YF38. Secretory expression of nattokinase in E. coli would facilitate the development of this enzyme into a therapeutic product for the control and prevention of thrombosis diseases.

Inlet Distortion for an F/A-18A Aircraft During Steady Aerodynamic Conditions up to 60 deg Angle of Attack

NASA Technical Reports Server (NTRS)

Walsh, Kevin R.; Yuhas, Andrew J.; Williams, John G.; Steenken, William G.

1997-01-01

The effects of high-angle-of-attack flight on aircraft inlet aerodynamic characteristics were investigated at NASA Dryden Flight Research Center, Edwards, California, as part of NASA's High Alpha Technology Program. The highly instrumented F/A-18A High Alpha Research Vehicle was used for this research. A newly designed inlet total-pressure rake was installed in front of the starboard F404-GE-400 engine to measure inlet recovery and distortion characteristics. One objective was to determine inlet total-pressure characteristics at steady high-angle-of-attack conditions. Other objectives include assessing whether significant differences exist in inlet distortion between rapid angle-of-attack maneuvers and corresponding steady aerodynamic conditions, assessing inlet characteristics during aircraft departures, providing data for developing and verifying computational fluid dynamic codes, and calculating engine airflow using five methods. This paper addresses the first objective by summarizing results of 79 flight maneuvers at steady aerodynamic conditions, ranging from -10 deg to 60 deg angle of attack and from -8 deg to 11 deg angle of sideslip at Mach 0.3 and 0.4. These data and the associated database have been rigorously validated to establish a foundation for understanding inlet characteristics at high angle of attack.

19 CFR 12.60 - Importation prohibited.

Code of Federal Regulations, 2014 CFR

2014-04-01

... TREASURY SPECIAL CLASSES OF MERCHANDISE Fur-Seal Or Sea-Otter Skins § 12.60 Importation prohibited. The transportation, importation, sale, or possession of the skins of fur seals or sea otters is prohibited if such skins were taken contrary to the provisions of section 2 of the act of February 26, 1944 (58 Stat. 100...

19 CFR 12.60 - Importation prohibited.

Code of Federal Regulations, 2012 CFR

2012-04-01

... TREASURY SPECIAL CLASSES OF MERCHANDISE Fur-Seal Or Sea-Otter Skins § 12.60 Importation prohibited. The transportation, importation, sale, or possession of the skins of fur seals or sea otters is prohibited if such skins were taken contrary to the provisions of section 2 of the act of February 26, 1944 (58 Stat. 100...

19 CFR 12.60 - Importation prohibited.

Code of Federal Regulations, 2011 CFR

2011-04-01

... TREASURY SPECIAL CLASSES OF MERCHANDISE Fur-Seal Or Sea-Otter Skins § 12.60 Importation prohibited. The transportation, importation, sale, or possession of the skins of fur seals or sea otters is prohibited if such skins were taken contrary to the provisions of section 2 of the act of February 26, 1944 (58 Stat. 100...

19 CFR 12.60 - Importation prohibited.

Code of Federal Regulations, 2013 CFR

2013-04-01

... TREASURY SPECIAL CLASSES OF MERCHANDISE Fur-Seal Or Sea-Otter Skins § 12.60 Importation prohibited. The transportation, importation, sale, or possession of the skins of fur seals or sea otters is prohibited if such skins were taken contrary to the provisions of section 2 of the act of February 26, 1944 (58 Stat. 100...

19 CFR 12.60 - Importation prohibited.

Code of Federal Regulations, 2010 CFR

2010-04-01

... TREASURY SPECIAL CLASSES OF MERCHANDISE Fur-Seal Or Sea-Otter Skins § 12.60 Importation prohibited. The transportation, importation, sale, or possession of the skins of fur seals or sea otters is prohibited if such skins were taken contrary to the provisions of section 2 of the act of February 26, 1944 (58 Stat. 100...

Static test-stand performance of the YF-102 turbofan engine with several exhaust configurations for the Quiet Short-Haul Research Aircraft (QSRA)

NASA Technical Reports Server (NTRS)

Mcardle, J. G.; Homyak, L.; Moore, A. S.

1979-01-01

The performance of a YF-102 turbofan engine was measured in an outdoor test stand with a bellmouth inlet and seven exhaust-system configurations. The configurations consisted of three separate-flow systems of various fan and core nozzle sizes and four confluent-flow systems of various nozzle sizes and shapes. A computer program provided good estimates of the engine performance and of thrust at maximum rating for each exhaust configuration. The internal performance of two different-shaped core nozzles for confluent-flow configurations was determined to be satisfactory. Pressure and temperature surveys were made with a traversing probe in the exhaust-nozzle flow for some confluent-flow configurations. The survey data at the mixing plane, plus the measured flow rates, were used to calculate the static-pressure variation along the exhaust nozzle length. The computed pressures compared well with experimental wall static-pressure data. External-flow surveys were made, for some confluent-flow configurations, with a large fixed rake at various locations in the exhaust plume.

Six Decades of Flight Research: An Annotated Bibliography of Technical Publications of NASA Dryden Flight Research Center, 1946-2006

NASA Technical Reports Server (NTRS)

Fisher, David F.

2007-01-01

Titles, authors, report numbers, and abstracts are given for nearly 2900 unclassified and unrestricted technical reports and papers published from September 1946 to December 2006 by the NASA Dryden Flight Research Center and its predecessor organizations. These technical reports and papers describe and give the results of 60 years of flight research performed by the NACA and NASA, from the X-1 and other early X-airplanes, to the X-15, Space Shuttle, X-29 Forward Swept Wing, X-31, and X-43 aircraft. Some of the other research airplanes tested were the D-558, phase 1 and 2; M-2, HL-10 and X-24 lifting bodies; Digital Fly-By-Wire and Supercritical Wing F-8; XB-70; YF-12; AFTI F-111 TACT and MAW; F-15 HiDEC; F-18 High Alpha Research Vehicle, F-18 Systems Research Aircraft and the NASA Landing Systems Research aircraft. The citations of reports and papers are listed in chronological order, with author and aircraft indices. In addition, in the appendices, citations of 270 contractor reports, more than 200 UCLA Flight System Research Center reports, nearly 200 Tech Briefs, 30 Dryden Historical Publications, and over 30 videotapes are included.

12 CFR 502.60 - When will OTS adjust, add, waive, or eliminate a fee?

Code of Federal Regulations, 2010 CFR

2010-01-01

... 12 Banks and Banking 5 2010-01-01 2010-01-01 false When will OTS adjust, add, waive, or eliminate a fee? 502.60 Section 502.60 Banks and Banking OFFICE OF THRIFT SUPERVISION, DEPARTMENT OF THE TREASURY ASSESSMENTS AND FEES Fees § 502.60 When will OTS adjust, add, waive, or eliminate a fee? Under...

Bioimaging and toxicity assessments of near-infrared upconversion luminescent NaYF4:Yb,Tm nanocrystals.

PubMed

Zhou, Jia-Cai; Yang, Zheng-Lin; Dong, Wei; Tang, Ruo-Jin; Sun, Ling-Dong; Yan, Chun-Hua

2011-12-01

In vitro or in vivo bioimaging utilizing the upconversion (UC) luminescence of rare earth fluoride nanocrystals (NCs) has attracted much attention, especially for Yb(3+)/Tm(3+) doped NCs with a near-infrared (NIR) UC emission at 800 nm. Herein, water-soluble NaYF(4):Yb,Tm NCs with strong NIR UC emission were synthesized with a solvothermal method. In vitro and in vivo bioimaging and toxicity assessments were carried out with HeLa cell and Caenorhabditis elegans (C. elegans) cases, respectively. NaYF(4):Yb,Tm NCs afforded an efficient NIR image of the HeLa cells with an incubation concentration of 10 μg mL(-1), and CCK-8 assay revealed a low cytotoxicity. Fed with Escherichia coli (E. coli) and NCs together, the C. elegans showed a NIR image in the gut from the pharynx to the anus. Further, these NCs could be excreted out when those worms were then fed with only E. coli. Toxicity studies were further addressed with protein expression, life span, egg production, egg viability, and growth rate of the worms in comparison with those of the intact ones. The feeding of rare earth fluoride NCs with a dose of 100 μg does not arise obvious toxicity effect from the growth to procreation. The in vitro and in vivo studies confirm that NaYF(4):Yb,Tm NCs could be served as an excellent NIR emission bioprobe with low toxicity. Copyright © 2011 Elsevier Ltd. All rights reserved.

12 CFR 622.60 - Payment of civil money penalty.

Code of Federal Regulations, 2014 CFR

2014-01-01

... 12 Banks and Banking 7 2014-01-01 2014-01-01 false Payment of civil money penalty. 622.60 Section... Rules and Procedures for Assessment and Collection of Civil Money Penalties § 622.60 Payment of civil money penalty. (a) Payment date. Generally, the date designated in the notice of assessment for payment...

12 CFR 622.60 - Payment of civil money penalty.

Code of Federal Regulations, 2011 CFR

2011-01-01

... 12 Banks and Banking 6 2011-01-01 2011-01-01 false Payment of civil money penalty. 622.60 Section... Rules and Procedures for Assessment and Collection of Civil Money Penalties § 622.60 Payment of civil money penalty. (a) Payment date. Generally, the date designated in the notice of assessment for payment...

12 CFR 622.60 - Payment of civil money penalty.

Code of Federal Regulations, 2012 CFR

2012-01-01

... 12 Banks and Banking 7 2012-01-01 2012-01-01 false Payment of civil money penalty. 622.60 Section... Rules and Procedures for Assessment and Collection of Civil Money Penalties § 622.60 Payment of civil money penalty. (a) Payment date. Generally, the date designated in the notice of assessment for payment...

12 CFR 622.60 - Payment of civil money penalty.

Code of Federal Regulations, 2013 CFR

2013-01-01

... 12 Banks and Banking 7 2013-01-01 2013-01-01 false Payment of civil money penalty. 622.60 Section... Rules and Procedures for Assessment and Collection of Civil Money Penalties § 622.60 Payment of civil money penalty. (a) Payment date. Generally, the date designated in the notice of assessment for payment...

12 CFR 622.60 - Payment of civil money penalty.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 12 Banks and Banking 6 2010-01-01 2010-01-01 false Payment of civil money penalty. 622.60 Section... Rules and Procedures for Assessment and Collection of Civil Money Penalties § 622.60 Payment of civil money penalty. (a) Payment date. Generally, the date designated in the notice of assessment for payment...

Facile EG/ionic liquid interfacial synthesis of uniform RE(3+) doped NaYF(4) nanocubes.

PubMed

Zhang, Chao; Chen, Ji

2010-01-28

Uniform multicolor upconversion luminescent RE(3+) doped NaYF(4) nanocubes are fabricated through a facile ethylene glycol (EG)/ionic liquid interfacial synthesis route at 80 degrees C, with the ionic liquids acting as both reagents and templates.

Laser performance of in-band pumped Er : LiYF{sub 4} and Er : LiLuF{sub 4} crystals

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

Gorbachenya, K N; Kisel, V E; Yasukevich, A S

2016-02-28

Spectroscopic properties of Er : LiLuF{sub 4} and Er : LiYF{sub 4} crystals in the spectral region near 1.5 μm and the lasing characteristics of these crystals under in-band pumping at a wavelength of 1522 nm are studied. With the Er : LiLuF{sub 4} crystal, the maximum slope efficiency with respect to the absorbed pump power was 44% at a wavelength of 1609 nm. Continuous-wave operation of an inband pumped Er : LiYF{sub 4} laser is obtained for the first time. The output power at a wavelength of 1606 nm was 58 mW with a slope efficiency of 21%. (lasers)

17DD and 17D-213/77 yellow fever substrains trigger a balanced cytokine profile in primary vaccinated children.

PubMed

Campi-Azevedo, Ana Carolina; de Araújo-Porto, Luiza Pacheco; Luiza-Silva, Maria; Batista, Maurício Azevedo; Martins, Marina Angela; Sathler-Avelar, Renato; da Silveira-Lemos, Denise; Camacho, Luiz Antonio Bastos; de Menezes Martins, Reinaldo; de Lourdes de Sousa Maia, Maria; Farias, Roberto Henrique Guedes; da Silva Freire, Marcos; Galler, Ricardo; Homma, Akira; Ribeiro, José Geraldo Leite; Lemos, Jandira Aparecida Campos; Auxiliadora-Martins, Maria; Caldas, Iramaya Rodrigues; Elói-Santos, Silvana Maria; Teixeira-Carvalho, Andréa; Martins-Filho, Olindo Assis

2012-01-01

This study aimed to compare the cytokine-mediated immune response in children submitted to primary vaccination with the YF-17D-213/77 or YF-17DD yellow fever (YF) substrains. A non-probabilistic sample of eighty healthy primary vaccinated (PV) children was selected on the basis of their previously known humoral immune response to the YF vaccines. The selected children were categorized according to their YF-neutralizing antibody titers (PRNT) and referred to as seroconverters (PV-PRNT(+)) or nonseroconverters (PV-PRNT(-)). Following revaccination with the YF-17DD, the PV-PRNT(-) children (YF-17D-213/77 and YF-17DD groups) seroconverted and were referred as RV-PRNT(+). The cytokine-mediated immune response was investigated after short-term in vitro cultures of whole blood samples. The results are expressed as frequency of high cytokine producers, taking the global median of the cytokine index (YF-Ag/control) as the cut-off. The YF-17D-213/77 and the YF-17DD substrains triggered a balanced overall inflammatory/regulatory cytokine pattern in PV-PRNT(+), with a slight predominance of IL-12 in YF-17DD vaccinees and a modest prevalence of IL-10 in YF-17D-213/77. Prominent frequency of neutrophil-derived TNF-α and neutrophils and monocyte-producing IL-12 were the major features of PV-PRNT(+) in the YF-17DD, whereas relevant inflammatory response, mediated by IL-12(+)CD8(+) T cells, was the hallmark of the YF-17D-213/77 vaccinees. Both substrains were able to elicit particular but relevant inflammatory events, regardless of the anti-YF PRNT antibody levels. PV-PRNT(-) children belonging to the YF-17DD arm presented gaps in the inflammatory cytokine signature, especially in terms of the innate immunity, whereas in the YF-17D-213/77 arm the most relevant gap was the deficiency of IL-12-producing CD8(+)T cells. Revaccination with YF-17DD prompted a balanced cytokine profile in YF-17DD nonresponders and a robust inflammatory profile in YF-17D-213/77 nonresponders. Our findings

32 CFR 855.12 - Processing a permit application.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 6 2010-07-01 2010-07-01 false Processing a permit application. 855.12 Section 855.12 National Defense Department of Defense (Continued) DEPARTMENT OF THE AIR FORCE AIRCRAFT CIVIL AIRCRAFT USE OF UNITED STATES AIR FORCE AIRFIELDS Civil Aircraft Landing Permits § 855.12 Processing a...

32 CFR 855.12 - Processing a permit application.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 6 2011-07-01 2011-07-01 false Processing a permit application. 855.12 Section 855.12 National Defense Department of Defense (Continued) DEPARTMENT OF THE AIR FORCE AIRCRAFT CIVIL AIRCRAFT USE OF UNITED STATES AIR FORCE AIRFIELDS Civil Aircraft Landing Permits § 855.12 Processing a...

41 CFR 60-2.12 - Job group analysis.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 2-AFFIRMATIVE ACTION PROGRAMS Purpose and Contents of Affirmative Action Programs § 60-2.12 Job... jobs. If the establishment at which the jobs actually are located maintains an affirmative action...

Temperature sensor based on ladder-level assisted thermal coupling and thermal-enhanced luminescence in NaYF4: Nd³⁺.

PubMed

Tian, Xiuna; Wei, Xiantao; Chen, Yonghu; Duan, Changkui; Yin, Min

2014-12-01

NaYF4: Nd³⁺ microprisms were synthesized by a hydrothermal method. The bands of near-infrared (NIR) luminescence originating from the 4F3/2, 4F5/2 and 4F7/2 levels of Nd³⁺ ions in NaYF4: Nd³⁺ microcrystals were measured under 574.8 nm excitation at various temperatures from 323 to 673 K. The fluorescence intensity ratios (FIRs) between any two of the three bands change monotonically with temperature and agree with the prediction assuming thermal couplings. A large relative temperature sensitivity of 1.12% K⁻¹ at 500K is reached with the FIR of 4F7/2 to 4F3/2 levels. In addition, anti-Stokes fluorescence from 4F5/2 level (740 nm) and 4F5/2,7/2 levels (740 nm and 803 nm) of Nd³⁺ ions was studied meticulously under 793.8 nm and 864.2 nm excitations, respectively. The intensities were shown to be greatly enhanced as temperature increases, and the 740 nm band from 4F7/2 level at 458 K increases in intensity by 170 fold relative to that at 298 K under the 793.8 nm excitation.

ARI's Views on ANSI S12.60-2002.

ERIC Educational Resources Information Center

Darbeau, Michele

2003-01-01

States the position of the Air-Conditioning and Refrigeration Institute (ARI) toward ANSI Standard 12.60, which addresses classroom acoustics. Explains why it believes the standard creates an overly stringent requirement. (EV)

Physiologic and anti-G suit performance data from YF-16 flight tests

NASA Technical Reports Server (NTRS)

Gillingham, K. K.; Winter, W. R.

1976-01-01

Biomedical data were collected during high-G portions of 11 YF-16 test flights. Test pilots monitored revealed increased respiratory rate and volume, decreased tidal volume, and increased heart rate at higher G levels, with one pilot exhibiting various cardiac arrhythmias. Anti-G suit inflation and pressurization lags varied inversely with G-onset rate, and suit pressurization slope was near the design value.

SR-71A - in Flight from Below at Takeoff

NASA Technical Reports Server (NTRS)

1997-01-01

Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This

41 CFR 102-33.60 - What methods may we use to acquire Government aircraft?

Code of Federal Regulations, 2013 CFR

2013-07-01

... from one internal bureau or subagency to another within your agency; (h) Forfeiture (you must have specific authority to seize aircraft); (i) Insurance replacement (i.e., receiving a replacement aircraft); (j) Lease or lease-purchase; (k) Rent or charter; (l) Contract for full services (i.e., aircraft plus...

41 CFR 102-33.60 - What methods may we use to acquire Government aircraft?

Code of Federal Regulations, 2012 CFR

2012-01-01

... from one internal bureau or subagency to another within your agency; (h) Forfeiture (you must have specific authority to seize aircraft); (i) Insurance replacement (i.e., receiving a replacement aircraft); (j) Lease or lease-purchase; (k) Rent or charter; (l) Contract for full services (i.e., aircraft plus...

41 CFR 102-33.60 - What methods may we use to acquire Government aircraft?

Code of Federal Regulations, 2014 CFR

2014-01-01

... from one internal bureau or subagency to another within your agency; (h) Forfeiture (you must have specific authority to seize aircraft); (i) Insurance replacement (i.e., receiving a replacement aircraft); (j) Lease or lease-purchase; (k) Rent or charter; (l) Contract for full services (i.e., aircraft plus...

SR-71A on Ramp with Dual Max Afterburner Engines Firing

NASA Technical Reports Server (NTRS)

1998-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

Dissipation of electronic excitation energy within a C60 [6:0]-hexaadduct carrying 12 pyropheophorbide a moieties.

PubMed

Helmreich, Matthias; Ermilov, Eugeny A; Meyer, Matthias; Jux, Norbert; Hirsch, Andreas; Röder, Beate

2005-06-15

The synthesis and photophysical studies of a fullerene [6:0]-hexaadduct that carries 12 pyropheophorbide a units are reported. The synthesis started with the malonate 1, which was coupled under template conditions to C(60)() to give the hexaadduct 2. After removal of the protecting group with acid the dodecakis amino-substituted precursor compound 3 was generated. 3 was not isolated but directly reacted with the N-succinimid ester 4 of pyropheophorbide a (5), which delivered the desired fullerene [6:0]-hexaadduct 6 in excellent yield. The photophysical properties of 6 were studied and compared with those of the fullerene [5:1]-hexaadduct 7 with six pyropheophorbide a groups and the bispyropheophorbide a-fullerene [5:1]-hexaadduct 8. The pyropheophorbide a units in 6 undergo after light absorption very efficient energy transfer as well as partly excitonic interaction. The last process results in formation of energy traps, which could be resolved experimentally. Compared to the reference compounds 7 and 8, 6 has a higher probability of trap formation due to a higher local concentration of dye molecules and shorter distances between them. As a consequence, the excitation energy is delivered rapidly (within 23 ps) to the traps, resulting in decreases of the fluorescence, intersystem crossing, and singlet oxygen quantum yields in comparison with the values of the reference compounds.

Effects of surface functionalization of hydrophilic NaYF4 nanocrystals doped with Eu3+ on glutamate and GABA transport in brain synaptosomes

NASA Astrophysics Data System (ADS)

Sojka, Bartlomiej; Kociołek, Daria; Banski, Mateusz; Borisova, Tatiana; Pozdnyakova, Natalia; Pastukhov, Artem; Borysov, Arsenii; Dudarenko, Marina; Podhorodecki, Artur

2017-08-01

Specific rare earth doped nanocrystals (NCs), a recent class of nanoparticles with fluorescent features, have great bioanalytical potential. Neuroactive properties of NaYF4 nanocrystals doped with Eu3+ were assessed based on the analysis of their effects on glutamate- and γ-aminobutyric acid (GABA) transport process in nerve terminals isolated from rat brain (synaptosomes). Two types of hydrophilic NCs were examined in this work: (i) coated by polyethylene glycol (PEG) and (ii) with OH groups at the surface. It was found that NaYF4:Eu3+-PEG and NaYF4:Eu3+-OH within the concentration range of 0.5-3.5 and 0.5-1.5 mg/ml, respectively, did not influence Na+-dependent transporter-dependent l-[14C]glutamate and [3H]GABA uptake and the ambient level of the neurotransmitters in the synaptosomes. An increase in NaYF4:Eu3+-PEG and NaYF4:Eu3+-OH concentrations up to 7.5 and 3.5 mg/ml, respectively, led to the (1) attenuation of the initial velocity of uptake of l-[14C]glutamate and [3H]GABA and (2) elevation of ambient neurotransmitters in the suspension of nerve terminals. In the mentioned concentrations, nanocrystals did not influence acidification of synaptic vesicles that was shown with pH-sensitive fluorescent dye acridine orange, however, decreased the potential of the plasma membrane of synaptosomes. In comparison with other nanoparticles studied with similar methodological approach, NCs start to exhibit their effects on neurotransmitter transport at concentrations several times higher than those shown for carbon dots, detonation nanodiamonds and an iron storage protein ferritin, whose activity can be registered at 0.08, 0.5 and 0.08 mg/ml, respectively. Therefore, NCs can be considered lesser neurotoxic as compared to above nanoparticles.

SR-71A - in Flight over Southern Sierra Nevada Mountains

NASA Technical Reports Server (NTRS)

1997-01-01

video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft

SR-71A - in Flight View from Tanker during an Airborne Refueling

NASA Technical Reports Server (NTRS)

1997-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

Intense 2.7 μm mid-infrared emission of Er{sup 3+} in oxyfluoride glass ceramic containing NaYF{sub 4} nanocrystals

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

Liu, Yin; Liu, Xueyun; Wang, Weichao

2016-04-15

Highlights: • Transparent oxyfluoride glass-ceramics containing NaYF{sub 4}:Er{sup 3+} nanocrystals have been prepared. • Intense 2.7 μm emission of the glass-ceramics has been demonstrated. • Prolonged decay lifetimes of Er{sup 3+}:{sup 4}I{sub 11/2} and {sup 4}I{sub 13/2} levels have been achieved. - Abstract: Transparent oxyfluoride glass ceramics containing NaYF{sub 4}:Er{sup 3+} nanocrystals have been prepared by melt quenching and subsequent thermal treatment. X-ray diffraction and high-resolution transmission electron microscopy analysis confirmed the precipitation of NaYF{sub 4} nanocrystals in glass. Energy dispersive spectrometer results evidenced the preferential concentration of Er{sup 3+} ions in nanocrystals. Mid-infrared, upconversion, and near-infrared emissions were measuredmore » upon excitation with 980 nm laser diode and the luminescence mechanisms were discussed. Intense 2.7 μm emission originating from the Er{sup 3+}:{sup 4}I{sub 11/2} → {sup 4}I{sub 13/2} transition was achieved due to the incorporation of Er{sup 3+} ions into the precipitated low phonon energy fluoride nanocrystals. The results indicate that oxyfluoride glass ceramic containing NaYF{sub 4}:Er{sup 3+} nanocrystals is a promising candidate material for 2.7 μm laser.« less

17D yellow fever vaccines: new insights. A report of a workshop held during the World Congress on medicine and health in the tropics, Marseille, France, Monday 12 September 2005.

PubMed

Barrett, Alan D T; Monath, Thomas P; Barban, Veronique; Niedrig, Matthias; Teuwen, Dirk E

2007-04-12

Yellow fever (YF) is a major health problem in endemic regions of Africa and South America. It also poses a serious health risk to travellers to areas with endemic disease. Currently, there is no effective drug treatment for YF; however, 17D YF vaccines have demonstrated high rates of effectiveness and good safety profiles. This workshop was organized to review key data and issues about YF disease and currently available 17D YF vaccines. Starting with an overview of the current disease epidemiology in Africa and South America and a review of the safety data of 17D YF vaccines, data were then presented demonstrating the genetic stability of multiple production lots of a 17D YF vaccine, the immunological responses of healthy subjects post-vaccination and the long-term immunogenicity of 17D YF vaccines. Finally, the findings of the molecular characterization of 17D YF virus sub-strains recovered from rare, fatal cases of post-vaccination serious adverse events were presented. There was unanimous agreement that current 17D YF vaccines have a highly favourable benefit-risk profile when used in persons at risk of exposure to the YF virus, and that appropriate use of 17D YF vaccines will minimize the occurrence of serious adverse events post-vaccination.

Assessing the British Isles CH4 flux using aircraft and ground-based sampling: a case study on 12 May 2015

NASA Astrophysics Data System (ADS)

Pitt, Joseph

2017-04-01

Aircraft and ground-based sampling of atmospheric greenhouse gas composition over the British Isles was conducted between 2014 and 2016 as part of the Greenhouse gAs UK and Global Emissions (GAUGE) project. We report a case study focussing on two research aircraft flights conducted on 12 May 2015 to sample inflow and outflow across the British Isles. We have employed the NAME Lagrangian dispersion model to simulate CH4 mole fraction enhancements corresponding to aircraft and ground-based sample times and locations, using CH4 surface fluxes derived from a composite flux inventory, which included both anthropogenic and natural sources. For each sampling location, variations in the baseline CH4 mole fraction were derived using the MOZART global chemical transport model, and added to the NAME enhancements to produce a dataset of modelled CH4 mole fractions which can be compared to the measurements. Using a multiple variable regression technique, we derive CH4 fluxes for the British Isles region from both aircraft and ground-based datasets. We discuss the applicability of our approach for both datasets, and conclude that in this case the assumptions inherent in our method are much better satisfied for the aircraft data than for the ground-based data. Using the aircraft data we derive a possible range of scale factors for the prior inventory flux of 0.53 - 0.97, with a central estimate of 0.82 based on our assessment of the most likely apportionment of model uncertainty. This leads to a posterior estimate of the British Isles CH4 flux of 67 kg s-1 - 121 kg s-1, with a central value of 103 kg s-1.

Conduct and Results of YF-16 RPRV Stall/Spin Drop Model Tests

DTIC Science & Technology

1977-04-01

Bomb Recovery System Tests Iron Bird Recovery System Tests Captive Flights Typical Flight Operations Flight Planning and Pilot Training...helicopter tow qualification test, one model tow qualification test, three Iron Bird parachute recovery system verification tests, three captive tests...Corresponding Full-Scale YF-16 Altitude -Reference 1: Woodcock , Robert J., Some Notes on Free-Flight Model Seal- ing, AFFDL-TM-73-123-FCC, Air Force Flight

Multi-parameter approach to evaluate the timing of memory status after 17DD-YF primary vaccination.

PubMed

Costa-Pereira, Christiane; Campi-Azevedo, Ana Carolina; Coelho-Dos-Reis, Jordana Grazziela; Peruhype-Magalhães, Vanessa; Araújo, Márcio Sobreira Silva; do Vale Antonelli, Lis Ribeiro; Fonseca, Cristina Toscano; Lemos, Jandira Aparecida; Malaquias, Luiz Cosme Cote; de Souza Gomes, Matheus; Rodrigues Amaral, Laurence; Rios, Maria; Chancey, Caren; Persi, Harold Richard; Pereira, Jorge Marcelo; de Sousa Maia, Maria de Lourdes; Freire, Marcos da Silva; Martins, Reinaldo de Menezes; Homma, Akira; Simões, Marisol; Yamamura, Anna Yoshida; Farias, Roberto Henrique Guedes; Romano, Alessandro Pecego Martins; Domingues, Carla Magda; Tauil, Pedro Luiz; Vasconcelos, Pedro Fernando Costa; Caldas, Iramaya Rodrigues; Camacho, Luiz Antônio; Teixeira-Carvalho, Andrea; Martins-Filho, Olindo Assis

2018-06-01

In this investigation, machine-enhanced techniques were applied to bring about scientific insights to identify a minimum set of phenotypic/functional memory-related biomarkers for post-vaccination follow-up upon yellow fever (YF) vaccination. For this purpose, memory status of circulating T-cells (Naïve/early-effector/Central-Memory/Effector-Memory) and B-cells (Naïve/non-Classical-Memory/Classical-Memory) along with the cytokine profile (IFN/TNF/IL-5/IL-10) were monitored before-NV(day0) and at distinct time-points after 17DD-YF primary vaccination-PV(day30-45); PV(year1-9) and PV(year10-11). A set of biomarkers (eEfCD4; EMCD4; CMCD19; EMCD8; IFNCD4; IL-5CD8; TNFCD4; IFNCD8; TNFCD8; IL-5CD19; IL-5CD4) were observed in PV(day30-45), but not in NV(day0), with most of them still observed in PV(year1-9). Deficiencies of phenotypic/functional biomarkers were observed in NV(day0), while total lack of memory-related attributes was observed in PV(year10-11), regardless of the age at primary vaccination. Venn-diagram analysis pre-selected 10 attributes (eEfCD4, EMCD4, CMCD19, EMCD8, IFNCD4, IL-5CD8, TNFCD4, IFNCD8, TNFCD8 and IL-5CD4), of which the overall mean presented moderate accuracy to discriminate PV(day30-45)&PV(year1-9) from NV(day0)&PV(year10-11). Multi-parameter approaches and decision-tree algorithms defined the EMCD8 and IL-5CD4 attributes as the top-two predictors with moderated performance. Together with the PRNT titers, the top-two biomarkers led to a resultant memory status observed in 80% and 51% of volunteers in PV(day30-45) and PV(year1-9), contrasting with 0% and 29% found in NV(day0) and PV(year10-11), respectively. The deficiency of memory-related attributes observed at PV(year10-11) underscores the conspicuous time-dependent decrease of resultant memory following17DD-YF primary vaccination that could be useful to monitor potential correlates of protection in areas under risk of YF transmission.

Multi-parameter approach to evaluate the timing of memory status after 17DD-YF primary vaccination

PubMed Central

Costa-Pereira, Christiane; Campi-Azevedo, Ana Carolina; Coelho-dos-Reis, Jordana Grazziela; Peruhype-Magalhães, Vanessa; Araújo, Márcio Sobreira Silva; do Vale Antonelli, Lis Ribeiro; Fonseca, Cristina Toscano; Lemos, Jandira Aparecida; Malaquias, Luiz Cosme Cote; de Souza Gomes, Matheus; Rodrigues Amaral, Laurence; Rios, Maria; Chancey, Caren; Persi, Harold Richard; Pereira, Jorge Marcelo; de Sousa Maia, Maria de Lourdes; Freire, Marcos da Silva; Martins, Reinaldo de Menezes; Homma, Akira; Simões, Marisol; Yamamura, Anna Yoshida; Farias, Roberto Henrique Guedes; Romano, Alessandro Pecego Martins; Domingues, Carla Magda; Tauil, Pedro Luiz; Vasconcelos, Pedro Fernando Costa; Caldas, Iramaya Rodrigues; Camacho, Luiz Antônio; Teixeira-Carvalho, Andrea; Martins-Filho, Olindo Assis

2018-01-01

In this investigation, machine-enhanced techniques were applied to bring about scientific insights to identify a minimum set of phenotypic/functional memory-related biomarkers for post-vaccination follow-up upon yellow fever (YF) vaccination. For this purpose, memory status of circulating T-cells (Naïve/early-effector/Central-Memory/Effector-Memory) and B-cells (Naïve/non-Classical-Memory/Classical-Memory) along with the cytokine profile (IFN/TNF/IL-5/IL-10) were monitored before-NV(day0) and at distinct time-points after 17DD-YF primary vaccination—PV(day30-45); PV(year1-9) and PV(year10-11). A set of biomarkers (eEfCD4; EMCD4; CMCD19; EMCD8; IFNCD4; IL-5CD8; TNFCD4; IFNCD8; TNFCD8; IL-5CD19; IL-5CD4) were observed in PV(day30-45), but not in NV(day0), with most of them still observed in PV(year1-9). Deficiencies of phenotypic/functional biomarkers were observed in NV(day0), while total lack of memory-related attributes was observed in PV(year10-11), regardless of the age at primary vaccination. Venn-diagram analysis pre-selected 10 attributes (eEfCD4, EMCD4, CMCD19, EMCD8, IFNCD4, IL-5CD8, TNFCD4, IFNCD8, TNFCD8 and IL-5CD4), of which the overall mean presented moderate accuracy to discriminate PV(day30-45)&PV(year1-9) from NV(day0)&PV(year10-11). Multi-parameter approaches and decision-tree algorithms defined the EMCD8 and IL-5CD4 attributes as the top-two predictors with moderated performance. Together with the PRNT titers, the top-two biomarkers led to a resultant memory status observed in 80% and 51% of volunteers in PV(day30-45) and PV(year1-9), contrasting with 0% and 29% found in NV(day0) and PV(year10-11), respectively. The deficiency of memory-related attributes observed at PV(year10-11) underscores the conspicuous time-dependent decrease of resultant memory following17DD-YF primary vaccination that could be useful to monitor potential correlates of protection in areas under risk of YF transmission. PMID:29879134

Coupling of Ag Nanoparticle with Inverse Opal Photonic Crystals as a Novel Strategy for Upconversion Emission Enhancement of NaYF4: Yb(3+), Er(3+) Nanoparticles.

PubMed

Shao, Bo; Yang, Zhengwen; Wang, Yida; Li, Jun; Yang, Jianzhi; Qiu, Jianbei; Song, Zhiguo

2015-11-18

Rare-earth-ion-doped upconversion (UC) nanoparticles have generated considerable interest because of their potential application in solar cells, biological labeling, therapeutics, and imaging. However, the applications of UC nanoparticles were still limited because of their low emission efficiency. Photonic crystals and noble metal nanoparticles are applied extensively to enhance the UC emission of rare earth ions. In the present work, a novel substrate consisting of inverse opal photonic crystals and Ag nanoparticles was prepared by the template-assisted method, which was used to enhance the UC emission of NaYF4: Yb(3+), Er(3+) nanoparticles. The red or green UC emissions of NaYF4: Yb(3+), Er(3+) nanoparticles were selectively enhanced on the inverse opal substrates because of the Bragg reflection of the photonic band gap. Additionally, the UC emission enhancement of NaYF4: Yb(3+), Er(3+) nanoparticles induced by the coupling of metal nanoparticle plasmons and photonic crystal effects was realized on the Ag nanoparticles included in the inverse opal substrate. The present results demonstrated that coupling of Ag nanoparticle with inverse opal photonic crystals provides a useful strategy to enhance UC emission of rare-earth-ion-doped nanoparticles.

A plume capture technique for the remote characterization of aircraft engine emissions.

PubMed

Johnson, G R; Mazaheri, M; Ristovski, Z D; Morawska, L

2008-07-01

A technique for capturing and analyzing plumes from unmodified aircraft or other combustion sources under real world conditions is described and applied to the task of characterizing plumes from commercial aircraft during the taxiing phase of the Landing/Take-Off (LTO) cycle. The method utilizes a Plume Capture and Analysis System (PCAS) mounted in a four-wheel drive vehicle which is positioned in the airfield 60 to 180 m downwind of aircraft operations. The approach offers low test turnaround times with the ability to complete careful measurements of particle and gaseous emission factors and sequentially scanned particle size distributions without distortion due to plume concentration fluctuations. These measurements can be performed for individual aircraft movements at five minute intervals. A Plume Capture Device (PCD) collected samples of the naturally diluted plume in a 200 L conductive membrane conforming to a defined shape. Samples from over 60 aircraft movements were collected and analyzed in situ for particulate and gaseous concentrations and for particle size distribution using a Scanning Particle Mobility Sizer (SMPS). Emission factors are derived for particle number, NO(x), and PM2.5 for a widely used commercial aircraft type, Boeing 737 airframes with predominantly CFM56 class engines, during taxiing. The practical advantages of the PCAS include the capacity to perform well targeted and controlled emission factor and size distribution measurements using instrumentation with varying response times within an airport facility, in close proximity to aircraft during their normal operations.

Aircraft Configuration Study for Experimental 2-Place Aircraft and RPVs

DTIC Science & Technology

1990-03-01

area (sq. ft.) 84.24 82.86 Wing airfoil section Eppler Wing aspect ratio 8.09 Wing loading (GW) (lb./sq. ft.: 7.30 7.24 Canard span (ft.) 11.70 11.60...ESTIMATION FOR THE CANARD DRAG POLAR BUILDUP Aircraft Canard FG Input italicized data Wing for Eppler airfoil Cdmin = .0080 S = 82.9 Canard from Eppler ...DRAG POLAR BUILDUP Aircraft Canard FG Input italicized data Wing for Eppler airfoil Cdmin = .0080 S = 82.9 Canard from Eppler for GA(A)-1 airfoil Cdmin

The design of a joined wing flight demonstrator aircraft

NASA Technical Reports Server (NTRS)

Smith, S. C.; Cliff, S. E.; Kroo, I. M.

1987-01-01

A joined-wing flight demonstrator aircraft has been developed at the NASA Ames Research Center in collaboration with ACA Industries. The aircraft is designed to utilize the fuselage, engines, and undercarriage of the existing NASA AD-1 flight demonstrator aircraft. The design objectives, methods, constraints, and the resulting aircraft design, called the JW-1, are presented. A wind-tunnel model of the JW-1 was tested in the NASA Ames 12-foot wind tunnel. The test results indicate that the JW-1 has satisfactory flying qualities for a flight demonstrator aircraft. Good agreement of test results with design predictions confirmed the validity of the design methods used for application to joined-wing configurations.

Design and Development of the Blackbird: Challenges and Lessons Learned

NASA Technical Reports Server (NTRS)

Merlin, Peter W.

2009-01-01

The Lockheed Blackbirds hold a unique place in the development of aeronautics. In their day, the A-12, YF-12, M-21, D-21, and SR-71 variants outperformed all other jet airplanes in terms of altitude and speed. Now retired, they remain the only production aircraft capable of sustained Mach 3 cruise and operational altitudes above 80,000 feet. In this paper the author describes the design evolution of the Blackbird from Lockheed's early Archangel studies for the Central Intelligence Agency through Senior Crown, production of the Air Force's SR-71. He describes the construction and materials challenges faced by Lockheed, the Blackbird's performance characteristics and capabilities, and the National Aeronautics and Space Administration's role in using the aircraft as a flying laboratory to collect data on materials, structures, loads, heating, aerodynamics, and performance for high-speed aircraft.

The Upconversion Luminescence of Er3+/Yb3+/Nd3+ Triply-Doped β-NaYF4 Nanocrystals under 808-nm Excitation

PubMed Central

Tian, Lijiao; Xu, Zheng; Zhao, Suling; Cui, Yue; Liang, Zhiqin; Zhang, Junjie; Xu, Xurong

2014-01-01

In this paper, Nd3+–Yb3+–Er3+-doped β-NaYF4 nanocrystals with different Nd3+ concentrations are synthesized, and the luminescence properties of the upconversion nanoparticles (UCNPs) have been studied under 808-nm excitation for sensitive biological applications. The upconversion luminescence spectra of NaYF4 nanoparticles with different dopants under 808-nm excitation proves that the Nd3+ ion can absorb the photons effectively, and the Yb3+ ion can play the role of an energy-transfer bridging ion between the Nd3+ ion and Er3+ ion. To investigate the effect of the Nd3+ ion, the decay curves of the 4S3/2 → 4I15/2 transition at 540 nm are measured and analyzed. The NaYF4: 20% Yb3+, 2% Er3+, 0.5% Nd3+ nanocrystals have the highest emission intensity among all samples under 808-nm excitation. The UC (upconversion) mechanism under 808-nm excitation is discussed in terms of the experimental results. PMID:28788246

Figure 12(a) Effects of Inclining Water. Figure 12(b) Sand. NASA document NASA-TN-D-56 An investigation to determine conditions under which downwash from VTOL aircraft will start surface erosion from various types of terrain

NASA Image and Video Library

1959-05-04

Figure 12(a) Effects of Inclining Water. Figure 12(b) Sand. NASA-TN-D-56 An investigation to determine conditions under which downwash from VTOL aircraft will start surface erosion from various types of terrain.

The effect of aircraft control forces on pilot performance during instrument landings in a flight simulator.

PubMed

Hewson, D J; McNair, P J; Marshall, R N

2001-07-01

Pilots may have difficulty controlling aircraft at both high and low force levels due to larger variability in force production at these force levels. The aim of this study was to measure the force variability and landing performance of pilots during an instrument landing in a flight simulator. There were 12 pilots who were tested while performing 5 instrument landings in a flight simulator, each of which required different control force inputs. Pilots can produce the least force when pushing the control column to the right, therefore the force levels for the landings were set relative to each pilot's maximum aileron-right force. The force levels for the landings were 90%, 60%, and 30% of maximal aileron-right force, normal force, and 25% of normal force. Variables recorded included electromyographic activity (EMG), aircraft control forces, aircraft attitude, perceived exertion and deviation from glide slope and heading. Multivariate analysis of variance was used to test for differences between landings. Pilots were least accurate in landing performance during the landing at 90% of maximal force (p < 0.05). There was also a trend toward decreased landing performance during the landing at 25% of normal force. Pilots were more variable in force production during the landings at 60% and 90% of maximal force (p < 0.05). Pilots are less accurate at performing instrument landings when control forces are high due to the increased variability of force production. The increase in variability at high force levels is most likely associated with motor unit recruitment, rather than rate coding. Aircraft designers need to consider the reduction in pilot performance at high force levels, as well as pilot strength limits when specifying new standards.

Comparative study of adverse events after yellow fever vaccination between elderly and non-elderly travellers: questionnaire survey in Japan over a 1-year period.

PubMed

Tanizaki, Ryutaro; Ujiie, Mugen; Hori, Narumi; Kanagawa, Shuzo; Kutsuna, Satoshi; Takeshita, Nozomi; Hayakawa, Kayoko; Kato, Yasuyuki; Ohmagari, Norio

2016-03-01

A live attenuated yellow fever (YF) vaccination is required of all travellers visiting countries where YF virus is endemic. Although the risk of serious adverse events (AEs) after YF vaccination is known to be greater in elderly people than in younger people, information about other AEs among elderly travellers is lacking. A prospective observational questionnaire study was conducted to investigate the occurrence of AEs after YF vaccination in travellers who attended a designated YF vaccination centre in Tokyo, Japan, from 1 November 2011 to 31 October 2012. A questionnaire enquiring about any AEs experienced in the 2 weeks following YF vaccination was distributed to all vaccinees enrolled in this study, and responses were collected subsequently by mail or phone. For child vaccinees, their parents were allowed to respond in their stead. Of the 1298 vaccinees who received the YF vaccine, 1044 (80.4%) were enrolled in the present study and 666 (63.8%) responded to the questionnaire. Of these 666 respondents, 370 (55.6%) reported AEs, of which 258 (38.7%) were systemic and 230 (34.5%) were local. No severe AEs associated with YF vaccination were reported. Elderly vaccinees (aged ≥60 years) reported fewer total AEs than those aged <60 years (42.9% vs 60.3%;P < 0.001). Our study showed that fewer general AEs after yellow vaccination reported among elderly vaccinees than among non-elderly vaccinees. These results could provide supplementary information for judging the adaptation of vaccination in elderly travellers. © International Society of Travel Medicine, 2016. All rights reserved. Published by Oxford University Press. For permissions, please e-mail: journals.permissions@oup.com.

Control Design for a Generic Commercial Aircraft Engine

NASA Technical Reports Server (NTRS)

Csank, Jeffrey; May, Ryan D.

2010-01-01

This paper describes the control algorithms and control design process for a generic commercial aircraft engine simulation of a 40,000 lb thrust class, two spool, high bypass ratio turbofan engine. The aircraft engine is a complex nonlinear system designed to operate over an extreme range of environmental conditions, at temperatures from approximately -60 to 120+ F, and at altitudes from below sea level to 40,000 ft, posing multiple control design constraints. The objective of this paper is to provide the reader an overview of the control design process, design considerations, and justifications as to why the particular architecture and limits have been chosen. The controller architecture contains a gain-scheduled Proportional Integral controller along with logic to protect the aircraft engine from exceeding any limits. Simulation results illustrate that the closed loop system meets the Federal Aviation Administration s thrust response requirements

12 CFR 516.60 - When must I publish the public notice?

Code of Federal Regulations, 2010 CFR

2010-01-01

... 12 Banks and Banking 5 2010-01-01 2010-01-01 false When must I publish the public notice? 516.60... PROCESSING PROCEDURES Publication Requirements § 516.60 When must I publish the public notice? You must publish a public notice of the application no earlier than seven days before and no later than the date of...

Description and Laboratory Tests of a Roots Type Aircraft Engine Supercharger

NASA Technical Reports Server (NTRS)

Ware, Marsden

1926-01-01

This report describes a roots type aircraft engine supercharger and presents the results of some tests made with it at the Langley Field Laboratories of the National Advisory Committee for Aeronautics. The supercharger used in these tests was constructed largely of aluminum, weighed 88 pounds and was arranged to be operated from the rear of a standard aircraft engine at a speed of 1 1/2 engine crankshaft speed. The rotors of the supercharger were cycloidal in form and were 11 inches long and 9 1/2 inches in diameter. The displacement of the supercharger was 0.51 cubic feet of air per revolution of the rotors. The supercharger was tested in the laboratory, independently and in combination with a Liberty-12 aircraft engine, under simulated altitude pressure conditions in order to obtain information on its operation and performance. From these tests it seems evident that the Roots blower compares favorably with other compressor types used as aircraft engine superchargers and that it has several features that make it particularly attractive for such use.

Flight-determined benefits of integrated flight-propulsion control systems

NASA Technical Reports Server (NTRS)

Stewart, James F.; Burcham, Frank W., Jr.; Gatlin, Donald H.

1992-01-01

The fundamentals of control integration for propulsion are reviewed giving practical illustrations of its use to demonstrate the advantages of integration. Attention is given to the first integration propulsion-control systems (IPCSs) which was developed for the F-111E, and the integrated controller design is described that NASA developed for the YF-12C aircraft. The integrated control systems incorporate a range of aircraft components including the engine, inlet controls, autopilot, autothrottle, airdata, navigation, and/or stability-augmentation systems. Also described are emergency-control systems, onboard engine optimization, and thrust-vectoring control technologies developed for the F-18A and the F-15. Integrated flight-propulsion control systems are shown to enhance the thrust, range, and survivability of the aircraft while reducing fuel consumption and maintenance.

Children's annoyance reactions to aircraft and road traffic noise.

PubMed

van Kempen, Elise E M M; van Kamp, Irene; Stellato, Rebecca K; Lopez-Barrio, Isabel; Haines, Mary M; Nilsson, Mats E; Clark, Charlotte; Houthuijs, Danny; Brunekreef, Bert; Berglund, Birgitta; Stansfeld, Stephen A

2009-02-01

Since annoyance reactions of children to environmental noise have rarely been investigated, no source specific exposure-response relations are available. The aim of this paper is to investigate children's reactions to aircraft and road traffic noise and to derive exposure-response relations. To this end, children's annoyance reactions to aircraft and road traffic noise in both the home and the school setting were investigated using the data gathered in a cross-sectional multicenter study, carried out among 2844 children (age 9-11 years) attending 89 primary schools around three European airports. An exposure-response relation was demonstrated between exposure to aircraft noise at school (L(Aeq,7-23 h)) and severe annoyance in children: after adjustment for confounders, the percentage severely annoyed children was predicted to increase from about 5.1% at 50 dB to about 12.1% at 60 dB. The findings were consistent across the three samples. Aircraft noise at home (L(Aeq,7-23 h)) demonstrated a similar relation with severe annoyance. Children attending schools with higher road traffic noise (L(Aeq,7-23 h)) were more annoyed. Although children were less annoyed at levels above 55 dB, the shapes of the exposure-response relations found among children were comparable to those found in their parents.

Excited-state absorption in Er: BaY2F8 and Cs3Er2Br9 and comparison with Er: LiYF4

NASA Astrophysics Data System (ADS)

Pollnau, M.; Lüthy, W.; Weber, H. P.; Krämer, K.; Güdel, H. U.; McFarlane, R. A.

1996-04-01

The influence of Excited-State Absorption (ESA) on the green laser transition and the overlap of Ground-State Absorption (GSA) and ESA for 970 nm upconversion pumping in erbium is investigated in Er3+ : BaY2F8 and Cs3Er2Br9. Results are compared to Er3+ : LiYF4. In Er3+: BaY2F8, a good overlap between GSA and ESA is found at 969 nm in one polarization direction. The emission cross section at 550 nm is a factor of two smaller than in LiYF4. In Cs3Er2Br9, the smaller Stark splitting of the levels shifts the wavelengths of the green emission and ESA from4 I 1 3/2 off resonance. It enhances, however, ground-state reabsorption. The emission cross section at 550 nm is comparable to LiYF4. Upconversion leads to significant green fluorescence from2 H 9/2. A significant population of the4 I 11/2 level and ESA at 970 nm are not present under 800 nm pumping.

12 CFR 14.60 - Qualification and licensing requirements for insurance sales personnel.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 12 Banks and Banking 1 2010-01-01 2010-01-01 false Qualification and licensing requirements for insurance sales personnel. 14.60 Section 14.60 Banks and Banking COMPTROLLER OF THE CURRENCY, DEPARTMENT OF THE TREASURY CONSUMER PROTECTION IN SALES OF INSURANCE § 14.60 Qualification and licensing...

12 CFR 343.60 - Qualification and licensing requirements for insurance sales personnel.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 12 Banks and Banking 4 2010-01-01 2010-01-01 false Qualification and licensing requirements for insurance sales personnel. 343.60 Section 343.60 Banks and Banking FEDERAL DEPOSIT INSURANCE CORPORATION REGULATIONS AND STATEMENTS OF GENERAL POLICY CONSUMER PROTECTION IN SALES OF INSURANCE § 343.60 Qualification...

Spectral properties and anti-Stokes luminescence of TeO2-BaF2:Ho3+, Ho3+/Yb3+ ceramics and glass excited by 1.9-μm radiation of a Tm:LiYF4 laser

NASA Astrophysics Data System (ADS)

Savikin, A. P.; Egorov, A. S.; Budruev, A. V.; Perunin, I. Yu.; Krasheninnikova, O. V.; Grishin, I. A.

2017-07-01

We demonstrate the up-conversion of Tm:LiYF4 infrared (IR) laser radiation with 1908-nm wavelength into visible light with a spectral maximum at 650 nm by ceramics with a composition of (100 - x)TeO2- xBaF2 - 1 wt % HoF3- yYbF3, where x = 20, 30, or 40 mol % and y = 0 or 0.5 wt %. The samples of 60TeO2-40BaF2 - 1 wt % HoF3 - 0.5 wt % YbF3 exhibited anti-Stokes luminescence at a threshold radiation power density of 1.0-1.5 W cm-2.

Measuring Industrial Adequacy for a Surge in Military Demand: An Input-Output Approach,

DTIC Science & Technology

1978-09-01

Supplier Sector Output for 100 Percent Across-the-board DoD Surge 34 12 . Percent of Supplier Sector ’s Excess Capacity Needed to Meet a 100 Percent DoD...Engines & Parts 60.02 3l24,3764~ 2111 11. Aircraft Propellers & Parts 60.03 3728 35 12 . Misc. Aircraft Equipment 60.04 3769,3728’~ 96013. Shipbuilding... 12 Whole Systems Aircraft Complete Guided Missiles Tanks and Tank Components Shipbuilding

Response to comment on "Environmental fate of the next generation refrigerant 2,3,3,3-tetrafluoropropene (HFO-1234yf)

DOE PAGES

Im, Jeongdae; Walshe-Langford, Gillian E.; Moon, Ji Won; ...

2015-06-11

In this study, refrigerant 2,3,3,3-tetrafluoropropene (HFO-1234yf) has been developed for use in mobile air conditioning systems to replace 1,1,1,2-tetrafluoroethane (HFC-134a), which has a much greater global warming potential.

Health consequences of aircraft noise.

PubMed

Kaltenbach, Martin; Maschke, Christian; Klinke, Rainer

2008-08-01

The ever-increasing level of air traffic means that any medical evaluation of its effects must be based on recent data. Selective literature review of epidemiological studies from 2000 to 2007 regarding the illnesses, annoyance, and learning disorders resulting from aircraft noise. In residential areas, outdoor aircraft noise-induced equivalent noise levels of 60 dB(A) in the daytime and 45 dB(A) at night are associated with an increased incidence of hypertension. There is a dose-response relationship between aircraft noise and the occurrence of arterial hypertension. The prescription frequency of blood pressure-lowering medications is associated dose-dependently with aircraft noise from a level of about 45 dB(A). Around 25% of the population are greatly annoyed by exposure to noise of 55 dB(A) during the daytime. Exposure to 50 dB(A) in the daytime (outside) is associated with relevant learning difficulties in schoolchildren. Based on recent epidemiological studies, outdoor noise limits of 60 dB(A) in the daytime and 50 dB(A) at night can be recommended on grounds of health protection. Hence, maximum values of 55 dB(A) for the day and 45 dB(A) for the night should be aimed for in order to protect the more sensitive segments of the population such as children, the elderly, and the chronically ill. These values are 5 to 10 dB(A) lower than those specified by the German federal law on aircraft noise and in the report "synopsis" commissioned by the company that runs Frankfurt airport (Fraport).

A Flight Study of the Conversion Maneuver of a Tilt-Duct VTOL Aircraft

NASA Technical Reports Server (NTRS)

Tapscott, Robert J.; Kelley, Henry L.

1960-01-01

Flight records are presented from an early flight test of a wing-tip mounted tilting-ducted-fan, vertical-take-off and landing (VTOL) aircraft configuration. Time histories of the aircraft motions, control positions, and duct pitching-moment variation are presented to illustrate the characteristics of the aircraft in hovering, in conversion from hovering to forward flight, and in conversion from forward flight to hovering. The results indicate that during essentially continuous slow level- flight conversions, this aircraft experiences excessive longitudinal trim changes. Studies have shown that the large trim changes are caused primarily by the variation of aerodynamic moments acting on the duct units. Action of the duct-induced downwash on the horizontal stabilizer during the conversion also contributes to the longitudinal trim variations. Time histories of hovering and slow vertical descent in the final stages of landing in calm air show angular motions of the aircraft as great as +/- 10 deg. about all axes. Stick and pedal displacements required to control the aircraft during the landing maneuver were on the order of 50 to 60 percent of the total travel available.

A Method for Calculating Transient Surface Temperatures and Surface Heating Rates for High-Speed Aircraft

NASA Technical Reports Server (NTRS)

Quinn, Robert D.; Gong, Leslie

2000-01-01

This report describes a method that can calculate transient aerodynamic heating and transient surface temperatures at supersonic and hypersonic speeds. This method can rapidly calculate temperature and heating rate time-histories for complete flight trajectories. Semi-empirical theories are used to calculate laminar and turbulent heat transfer coefficients and a procedure for estimating boundary-layer transition is included. Results from this method are compared with flight data from the X-15 research vehicle, YF-12 airplane, and the Space Shuttle Orbiter. These comparisons show that the calculated values are in good agreement with the measured flight data.

Doxorubicin-conjugated β-NaYF4:Gd(3+)/Tb(3+) multifunctional, phosphor nanorods: a multi-modal, luminescent, magnetic probe for simultaneous optical and magnetic resonance imaging and an excellent pH-triggered anti-cancer drug delivery nanovehicle.

PubMed

Padhye, Preeti; Alam, Aftab; Ghorai, Suvankar; Chattopadhyay, Samit; Poddar, Pankaj

2015-12-14

Herein, we report the fabrication of a multifunctional nanoprobe based on highly monodispersed, optically and magnetically active, biocompatible, PEI-functionalized, highly crystalline β-NaYF4:Gd(3+)/Tb(3+) nanorods as an excellent multi-modal optical/magnetic imaging tool and a pH-triggered intracellular drug delivery nanovehicle. The static and dynamic photoluminescence spectroscopy showed the presence of sharp emission peaks, with long lifetimes (∼3.5 milliseconds), suitable for optical imaging. The static magnetic susceptibility measurements at room temperature showed a strong paramagnetic signal (χ∼ 3.8 × 10(-5) emu g(-1) Oe(-1)). The nuclear magnetic resonance (NMR) measurements showed fair T1 relaxivity (r1 = 1.14 s(-1) mM(-1)) and magnetic resonance imaging gave enhanced T1-weighted MRI images with increased concentrations of β-NaYF4:Gd(3+)/Tb(3+) making them suitable for simultaneous magnetic resonance imaging. In addition, an anticancer drug, doxorubicin (DOX) was conjugated to the amine-functionalized β-NaYF4:Gd(3+)/Tb(3+) nanorods via pH-sensitive hydrazone bond linkages enabling them as a pH-triggered, site-specific drug delivery nanovehicle for DOX release inside tumor cells. A comparison between in vitro DOX release studies undertaken in normal physiological (pH 7.4) and acidic (pH 5.0) environments showed an enhanced DOX dissociation (∼80%) at pH 5.0. The multifunctional material was also applied as an optical probe to confirm the conjugation of DOX and to monitor DOX release via a fluorescence resonance energy transfer (FRET) mechanism. The DOX-conjugated β-NaYF4:Gd(3+)/Tb(3+) nanorods exhibited a cytotoxic effect on MCF-7 breast cancer cells and their uptake by MCF-7 cells was demonstrated using confocal laser scanning microscopy and flow cytometry. The comparative cellular uptakes of free DOX and DOX-conjugated β-NaYF4:Gd(3+)/Tb(3+) nanorods were studied in tumor microenvironment conditions (pH 6.5) using confocal imaging, which

Transport aircraft accident dynamics

NASA Technical Reports Server (NTRS)

Cominsky, A.

1982-01-01

A study was carried out of 112 impact survivable jet transport aircraft accidents (world wide) of 27,700 kg (60,000 lb.) aircraft and up extending over the last 20 years. This study centered on the effect of impact and the follow-on events on aircraft structures and was confined to the approach, landing and takeoff segments of the flight. The significant characteristics, frequency of occurrence and the effect on the occupants of the above data base were studied and categorized with a view to establishing typical impact scenarios for use as a basis of verifying the effectiveness of potential safety concepts. Studies were also carried out of related subjects such as: (1) assessment of advanced materials; (2) human tolerance to impact; (3) merit functions for safety concepts; and (4) impact analysis and test methods.

40 CFR 87.60 - Introduction.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 40 Protection of Environment 20 2011-07-01 2011-07-01 false Introduction. 87.60 Section 87.60 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR... power auxiliary gearbox-mounted components required to drive aircraft systems is not permitted. (e...

40 CFR 87.60 - Introduction.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 40 Protection of Environment 20 2010-07-01 2010-07-01 false Introduction. 87.60 Section 87.60 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR... power auxiliary gearbox-mounted components required to drive aircraft systems is not permitted. (e...

Transport of NaYF4:Er3+, Yb3+ up-converting nanoparticles into HeLa cells

NASA Astrophysics Data System (ADS)

Sikora, Bożena; Fronc, Krzysztof; Kamińska, Izabela; Koper, Kamil; Szewczyk, Sebastian; Paterczyk, Bohdan; Wojciechowski, Tomasz; Sobczak, Kamil; Minikayev, Roman; Paszkowicz, Wojciech; Stępień, Piotr; Elbaum, Danek

2013-06-01

An effective, simple and practically useful method to incorporate fluorescent nanoparticles inside live biological cells was developed. The internalization time and concentration dependence of a frequently used liposomal transfection factor (Lipofectamine 2000) was studied. A user friendly, one-step technique to obtain water and organic solvent soluble Er3+ and Yb3+ doped NaYF4 nanoparticles coated with polyvinylpyrrolidone was obtained. Structural analysis of the nanoparticles confirmed the formation of nanocrystals of the desired sizes and spectral properties. The internalization of NaYF4 nanoparticles in HeLa cervical cancer cells was determined at different nanoparticle concentrations and for incubation periods from 3 to 24 h. The images revealed a redistribution of nanoparticles inside the cell, which increases with incubation time and concentration levels, and depends on the presence of the transfection factor. The study identifies, for the first time, factors responsible for an effective endocytosis of the up-converting nanoparticles to HeLa cells. Thus, the method could be applied to investigate a wide range of future ‘smart’ theranostic agents. Nanoparticles incorporated into the liposomes appear to be very promising fluorescent probes for imaging real-time cellular dynamics.

Improving the efficiency of smaller transport aircraft

NASA Technical Reports Server (NTRS)

Jones, R. T.

1984-01-01

Considered apart from its propulsive system the high altitude airplane itself adapted to higher flight altitudes than those in current use. Scaling on the assumption of constant aircraft density indicates that this conclusion applies most importantly to smaller transport aircraft. Climb to 60,000 ft could save time and energy for trips as short as 500 miles. A discussion of the effect of winglets on aircraft efficiency is presented. A 10% reduction of induced drag below that of a comparable elliptic wing can be achieved either by horizontal or vertical wing tip extensions.

Perseus A High Altitude Remotely Piloted Aircraft being Towed in Flight

NASA Technical Reports Server (NTRS)

1994-01-01

Perseus A, a remotely piloted, high-altitude research vehicle designed by Aurora Flight Sciences Corp., takes off from Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California. The Perseus was towed into the air by a ground vehicle. At about 700 ft. the aircraft was released and the engine turned the propeller to take the plane to its desired altitude. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the

40 CFR 87.60 - Testing engines.

Code of Federal Regulations, 2013 CFR

2013-07-01

... 40 Protection of Environment 21 2013-07-01 2013-07-01 false Testing engines. 87.60 Section 87.60 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR... gearbox-mounted components required to drive aircraft systems. (d) Test engines must reach a steady...

40 CFR 87.60 - Testing engines.

Code of Federal Regulations, 2014 CFR

2014-07-01

... 40 Protection of Environment 20 2014-07-01 2013-07-01 true Testing engines. 87.60 Section 87.60 Protection of Environment ENVIRONMENTAL PROTECTION AGENCY (CONTINUED) AIR PROGRAMS (CONTINUED) CONTROL OF AIR... gearbox-mounted components required to drive aircraft systems. (d) Test engines must reach a steady...

Structural and luminescent properties of a NaYF4-aerogel composite

NASA Astrophysics Data System (ADS)

Alattar, Ashraf M.; Drexler, Matthew; Twej, Wesam A. A.; Alamgir, Faisal M.

2018-07-01

Upconversion materials, capable of energy-shifting light, have direct application in devices where the tunability of the optical spectrum can result in higher performance. Due to the low transparency of upconversion nanomaterials, it is beneficial to disperse them in a medium with a low optical attenuation coefficient in order to allow light to reach and increase the contributions from each individual particle. Silica aerogels, with their high transparency and open porosity, are ideal media for the dispersion of the nanomaterials throughout a volume. NaYF4-based nanocrystals with differing dopants were incorporated into silica xerogels and aerogels to observe the effect of the composites on the properties of each. It was observed that, while the average surface area of the aerogel decreased in the composite, the shape and phase of the nanocrystals were preserved during xerogel processing. The luminescence of the nanoparticles increased upon incorporation into the xerogel composites. By accounting for effects emerging from collection geometry and the composite morphology, it is argued that the increase in the composite luminescent intensity is due to the nanoparticles being shielded from quenching effects by the silica matrix.

77 FR 42225 - Airworthiness Directives; PILATUS AIRCRAFT LTD. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2012-07-18

... (AD) for all PILATUS AIRCRAFT LTD. Models PC 12, PC 12/45, PC 12/47, and PC 12/47E airplanes that... instructions and airworthiness limitations applicable to the Structure and Components of the PC-12 are... Pilatus Aircraft LTD. Models PC 12, PC 12/45, PC 12/47, and PC-12/47E airplanes, all manufacturer serial...

Performance Evaluation Method for Dissimilar Aircraft Designs

NASA Technical Reports Server (NTRS)

Walker, H. J.

1979-01-01

A rationale is presented for using the square of the wingspan rather than the wing reference area as a basis for nondimensional comparisons of the aerodynamic and performance characteristics of aircraft that differ substantially in planform and loading. Working relationships are developed and illustrated through application to several categories of aircraft covering a range of Mach numbers from 0.60 to 2.00. For each application, direct comparisons of drag polars, lift-to-drag ratios, and maneuverability are shown for both nondimensional systems. The inaccuracies that may arise in the determination of aerodynamic efficiency based on reference area are noted. Span loading is introduced independently in comparing the combined effects of loading and aerodynamic efficiency on overall performance. Performance comparisons are made for the NACA research aircraft, lifting bodies, century-series fighter aircraft, F-111A aircraft with conventional and supercritical wings, and a group of supersonic aircraft including the B-58 and XB-70 bomber aircraft. An idealized configuration is included in each category to serve as a standard for comparing overall efficiency.

ANALYSIS OF AIRCRAFT MOTIONS

NASA Technical Reports Server (NTRS)

Wingrove, R. C.

1994-01-01

This program was developed by Ames Research Center, in cooperation with the National Transportation Safety Board, as a technique for deriving time histories of an aircraft's motion from Air Traffic Control (ATC) radar records. This technique uses the radar range and azimuth data, along with the downlinked altitude data, to derive an expanded set of data which includes airspeed, lift, attitude angles (pitch, roll, and heading), etc. This technique should prove useful as a source of data in the investigation of commercial airline accidents and in the analysis of accidents involving aircraft which do not have onboard data recorders (e.g., military, short-haul, and general aviation). The technique used to determine the aircraft motions involves smoothing of raw radar data. These smoothed results, in combination with other available information (wind profiles and aircraft performance data), are used to derive the expanded set of data. This program uses a cubic least-square fit to smooth the raw data. This moving-arc procedure provides a smoothed time history of the aircraft position, the inertial velocities, and accelerations. Using known winds, these inertial data are transformed to aircraft stability axes to provide true airspeed, thrust-drag, lift, and roll angle. Further derivation, based on aircraft dependent performance data, can determine the aircraft angle of attack, pitch, and heading angle. Results of experimental tests indicate that values derived from ATC radar records using this technique agree favorably with airborne measurements. This program is written in FORTRAN IV to be executed in the batch mode, and has been implemented on a CDC 6000 series computer with a central memory requirement of 64k (octal) of 60 bit words.

Development and validation of an ELISA kit (YF MAC-HD) to detect IgM to yellow fever virus.

PubMed

Basile, Alison Jane; Goodman, Christin; Horiuchi, Kalanthe; Laven, Janeen; Panella, Amanda J; Kosoy, Olga; Lanciotti, Robert S; Johnson, Barbara W

2015-12-01

Yellow fever virus (YFV) is endemic in tropical and sub-tropical regions of the world, with around 180,000 human infections a year occurring in Africa. Serologic testing is the chief laboratory diagnostic means of identifying an outbreak and to inform the decision to commence a vaccination campaign. The World Health Organization disseminates the reagents for YFV testing to African reference laboratories, and the US Centers for Disease Control and Prevention (CDC) is charged with producing and providing these reagents. The CDC M-antibody capture ELISA is a 2-day test, requiring titration of reagents when new lots are received, which leads to inconsistency in testing and wastage of material. Here we describe the development of a kit-based assay (YF MAC-HD) based upon the CDC method, that is completed in approximately 3.5h, with equivocal samples being reflexed to an overnight protocol. The kit exhibits >90% accuracy when compared to the 2-day test. The kits were designed for use with a minimum of equipment and are stored at 4°C, removing the need for freezing capacity. This kit is capable of tolerating temporary sub-optimal storage conditions which will ease shipping or power outage concerns, and a shelf life of >6 months was demonstrated with no deterioration in accuracy. All reagents necessary to run the YF MAC-HD are included in the kit and are single-use, with 8 or 24 sample options per kit. Field trials are envisioned for the near future, which will enable refinement of the method. The use of the YF MAC-HD is anticipated to reduce materials wastage, and improve the quality and consistency of YFV serologic testing in endemic areas. Published by Elsevier B.V.

Propulsion system/flight control integration for supersonic aircraft

NASA Technical Reports Server (NTRS)

Reukauf, P. J.; Burcham, F. W., Jr.

1976-01-01

Digital integrated control systems are studied. Such systems allow minimization of undesirable interactions while maximizing performance at all flight conditions. One such program is the YF-12 cooperative control program. The existing analog air data computer, autothrottle, autopilot, and inlet control systems are converted to digital systems by using a general purpose airborne computer and interface unit. Existing control laws are programed and tested in flight. Integrated control laws, derived using accurate mathematical models of the airplane and propulsion system in conjunction with modern control techniques, are tested in flight. Analysis indicates that an integrated autothrottle autopilot gives good flight path control and that observers are used to replace failed sensors.

Visual display angles of conventional and a remotely piloted aircraft.

PubMed

Kamine, Tovy Haber; Bendrick, Gregg A

2009-04-01

Instrument display separation and proximity are important human factor elements used in the design and grouping of aircraft instrument displays. To assess display proximity in practical operations, the viewing visual angles of various displays in several conventional aircraft and in a remotely piloted vehicle were assessed. The horizontal and vertical instrument display visual angles from the pilot's eye position were measured in 12 different types of conventional aircraft, and in the ground control station (GCS) of a remotely piloted aircraft (RPA). A total of 18 categories of instrument display were measured and compared. In conventional aircraft almost all of the vertical and horizontal visual display angles lay within a "cone of easy eye movement" (CEEM). Mission-critical instruments particular to specific aircraft types sometimes displaced less important instruments outside the CEEM. For the RPA, all horizontal visual angles lay within the CEEM, but most vertical visual angles lay outside this cone. Most instrument displays in conventional aircraft were consistent with display proximity principles, but several RPA displays lay outside the CEEM in the vertical plane. Awareness of this fact by RPA operators may be helpful in minimizing information access cost, and in optimizing RPA operations.

Safety of the yellow Fever vaccine: a retrospective study.

PubMed

Nordin, James D; Parker, Emily D; Vazquez-Benitez, Gabriela; Kharbanda, Elyse O; Naleway, Allison; Marcy, S Michael; Molitor, Beth; Kuckler, Leslie; Baggs, James

2013-01-01

Yellow fever (YF) vaccine is considered safe; however, severe illness and death following vaccination have been reported. Vaccine Safety Datalink (VSD) and US Department of Defense (DoD) data were used to identify adverse reactions following YF vaccination. Within the VSD, YF-vaccine-exposed subjects were compared to age-, site-, and gender-matched unexposed subjects. YF-vaccine-exposed DoD subjects were studied using a risk-interval design. For both cohorts, ICD-9 codes were analyzed for allergic and local reactions, mild systemic reactions, and possible visceral and neurologic adverse events (AEs). The VSD cohort received 47,159 doses from 1991 through 2006. The DoD cohort received 1.12 million doses from 1999 through 2007. Most subjects received other vaccines simultaneously. In the VSD cohort, rates of allergic, local, and mild systemic reactions were not statistically different between YF-vaccine-exposed and -unexposed subjects. In the DoD, there was an increased risk for outpatient allergic events in the period following vaccination with YF and other vaccines rate ratios [RR 3.85, 95% confidence interval (CI) 3.35-4.41] but with no increased risk for inpatient allergic reactions. In both cohorts, inpatient ICD-9 codes for visceral events were significantly less common following vaccination; inpatient codes for neurologic events were less common in the VSD YF-vaccine-exposed adult cohort, but did not differ between exposed and unexposed periods in the DoD. In the DoD, one fatal case of YF-vaccine-associated viscerotropic disease (YF-vaccine-AVD) was detected. The estimated death rate was 0.89 for 1,000,000 YF vaccine doses (95% CI 0.12-6.31/1,000,000 doses). No YF vaccine-associated deaths occurred in the VSD. In these closed cohorts we did not detect increased risk for visceral or neurologic events following YF vaccination. The death rate following YF vaccine was consistent with previous reports. These data support current recommendations for use of YF

Directly measured cabin pressure conditions during Boeing 747-400 commercial aircraft flights.

PubMed

Kelly, Paul T; Seccombe, Leigh M; Rogers, Peter G; Peters, Matthew J

2007-07-01

In the low pressure environment of commercial aircraft, hypoxaemia may be common and accentuated in patients with lung or heart disease. Regulations specify a cabin pressure not lower than 750 hPa but it is not known whether this standard is met. This knowledge is important in determining the hazards of commercial flight for patients and the validity of current flight simulation tests. Using a wrist-watch recording altimeter, cabin pressure was recorded at 60 s intervals on 45 flights in Boeing 747-400 aircraft with three airlines. A log was kept of aircraft altitude using the in-flight display. Change in cabin pressure during flight, relationship between aircraft altitude and cabin pressure and proportion of flight time with cabin pressure approaching the minimum specified by regulation were determined. Flight duration averaged 10 h. Average cabin pressure during flight was 846 hPa. There was a linear fall in cabin pressure as the aircraft cruising altitude increased. At 10,300 m (34,000 ft) cabin pressure was 843 hPa and changed 8 hPa for every 300 m (1000 ft) change in aircraft altitude (r(2) = 0.993; P < 0.001). Lowest cabin pressure was 792 hPa at 12 200 m (40,000 ft) but during only 2% of flight time was cabin pressure less than 800 hPa. Cabin pressure is determined only by the engineering of the aircraft and its altitude and in the present study was always higher than required by regulation. Current fitness-to-fly evaluations simulate cabin conditions that passengers will not experience on these aircraft. There may be increased risks to patients should new or older aircraft operate nearer to the present minimum standard.

Femtosecond laser inscribed cladding waveguide lasers in Nd:LiYF4 crystals

NASA Astrophysics Data System (ADS)

Li, Shi-Ling; Huang, Ze-Ping; Ye, Yong-Kai; Wang, Hai-Long

2018-06-01

Depressed circular cladding, buried waveguides were fabricated in Nd:LiYF4 crystals with an ultrafast Yb-doped fiber master-oscillator power amplifier laser. Waveguides were optimized by varying the laser writing conditions, such as pulse energy, focus depth, femtosecond laser polarization and scanning velocity. Under optical pump at 799 nm, cladding waveguides showed continuous-wave laser oscillation at 1047 nm. Single- and multi-transverse modes waveguide laser were realized by varying the waveguide diameter. The maximum output power in the 40 μm waveguide is ∼195 mW with a slope efficiency of 34.3%. The waveguide lasers with hexagonal and cubic cladding geometry were also realized.

Preparation of silica coated and 90Y-radiolabeled β-NaYF4 upconverting nanophosphors for multimodal tracing

NASA Astrophysics Data System (ADS)

Najmr, Stan; Lu, Tianfeng; Keller, Austin W.; Zhang, Mingyue; Lee, Jennifer D.; Makvandi, Mehran; Pryma, Daniel A.; Kagan, Cherie R.; Murray, Christopher B.

2018-06-01

Rare-earth (RE) compounds have been actively pursued for therapeutic and diagnostic applications due to their ability to upconvert near infrared light into the UV–vis range. Through nanoengineering and bottom-up synthesis, additional functionality can be added to these upconverting systems. Herein, we report the synthesis of 90Y-doped β-NaYF4:Er, Yb upconverting nanophosphors (UCNPs) to enable β-particle emission and upconversion by the same UCNP. To homogenously incorporate the radionuclides, we employ a hydroxide metathesis method to produce the RE precursor required for the solvothermal synthesis of monodisperse UCNPs. Once incorporated, we find that the β-emitting 90Y dopants do not influence the energy pathways required for upconversion, enabling simultaneous radio- and optical-tracing. The resulting large (>100 nm in height and width), anisotropic, 90Y-radiolabeled β-NaYF4 UCNPs are then coated with silica using a modified, micelle-driven Stöber process to enable their dispersion in polar solvents. Doing so highlights the importance of surfactant (Igepal CO-520) and silica source (tetraethyl orthosilicate) interactions to the continuity of the silica shell and makes the vast library of silica surface chemistry and functionality accessible to upconverting radiotracers.

Structural modeling of aircraft tires

NASA Technical Reports Server (NTRS)

Clark, S. K.; Dodge, R. N.; Lackey, J. I.; Nybakken, G. H.

1973-01-01

A theoretical and experimental investigation of the feasibility of determining the mechanical properties of aircraft tires from small-scale model tires was accomplished. The theoretical results indicate that the macroscopic static and dynamic mechanical properties of aircraft tires can be accurately determined from the scale model tires although the microscopic and thermal properties of aircraft tires can not. The experimental investigation was conducted on a scale model of a 40 x 12, 14 ply rated, type 7 aircraft tire with a scaling factor of 8.65. The experimental results indicate that the scale model tire exhibited the same static mechanical properties as the prototype tire when compared on a dimensionless basis. The structural modeling concept discussed in this report is believed to be exact for mechanical properties of aircraft tires under static, rolling, and transient conditions.

[Color-tunable nano-material alpha-NaYF4 : Yb, Er, Tm prepared by microemulsion-hydrothermal method].

PubMed

Long, Dan-Dan; Zhang, Qing-Xia; Wang, Yu; Zhang, Fan; Wang, Yan-Fei; Zhou, Xin; Qi, Xiao-Hua; Zhang, Heng; Yan, Jing-Hui; Zou, Ming-Qiang

2013-08-01

NaYF4 : Yb3+, Er3+, Tm3+ nanoparticles were prepared by microemulsion-hydrothermal method. Crystal phase, morphology and structure of the samples were characterized by X-ray diffraction (XRD) and scanning electron microscopy (SEM). The luminescence properties were studied by up-conversional fluorescence spectroscopy. The XRD patterns of as-prepared samples were in agreement with the PDF # 77-2042 of cubic NaYF4. SEM images of the particles showed that the samples were cotton-like spherical in shape and which were assembled by smaller nano-particles. The average size was 120 nm, while the shape was regular and the particle size was homogeneous. Under the excitation of 980 nm, the as-prepared particles could emit blue (438 and 486 nm), green (523 and 539 nm) and red (650 nm) light simultaneously. It can be seen from the color coordinates figure (CIE) that when doping concentration ratio of Tm3+ and E3+ increased from 0 to 2, the whole emitting light color of samples movedto green region. While the ratio was 1 : 1, pseudo white light was obtained. As the ratio changed from 2 to 7, the luminous color was moved to red region.

Case Study of R-1234yf Refrigerant: Implications for the Framework for Responsible Innovation.

PubMed

Wodzisz, Rafał

2015-12-01

Safety and care for the natural environment are two of the most important values that drive scientific enterprise in twentieth century. Researchers and innovators often develop new technologies aimed at pollution reduction, and therefore satisfy the strive for fulfilment of these values. This work is often incentivized by policy makers. According to EU directive 2006/40/EC on mobile air conditioning since 2013 all newly approved vehicles have to be filled with refrigerant with low global warming potential (GWP). Extensive and expensive research financed by leading car manufacturers led to invention of R-1234yf refrigerant with GWP < 1, which was huge improvement. For the proper understanding of this case it will be useful to refer it to the idea of responsible innovation (RI), which is now being developed and quickly attracts attention. I proceed in the following order. Firstly, I present the relevant properties of R-1234yf and discuss the controversy associated with its marketing. Secondly, I examine framework for responsible innovation. In greater detail I discuss the notions of care for future generations and collective responsibility. Thirdly, I apply the offered framework to the case study at hand. Finally, I draw some conclusions which go in two directions: one is to make some suggestions for improving the framework of RI, and the second is to identify missed opportunities for developing truly responsible refrigerant.

Optical properties of (50-X)BaO-X(YF2)-50P2O5 glasses

NASA Astrophysics Data System (ADS)

Narayanan, Manoj Kumar; Shashikala, H. D.

2018-05-01

Glasses with composition (50-X)BaO-X(YF2)-50P2O5 (Y - Ca, Ba, X = 0, 10, 20 mol%) were prepared using conventional melt-quenching technique. Optical parameters of prepared samples such as optical band gap energy increased, while Urbach energy and refractive index decreased with partial substitution of BaO with CaF2 or BaF2 in the glass batch.

The outlook for advanced transport aircraft

NASA Technical Reports Server (NTRS)

Leavens, J. M., Jr.; Schaufele, R. D.; Jones, R. T.; Steiner, J. E.; Beteille, R.; Titcomb, G. A.; Coplin, J. F.; Rowe, B. H.; Lloyd-Jones, D. J.; Overend, W. J.

1982-01-01

The technological advances most likely to contribute to advanced aircraft designs and the efficiency, performance, and financial considerations driving the development directions for new aircraft are reviewed. Fuel-efficiency is perceived as the most critical factor for any new aircraft or component design, with most gains expected to come in areas of propulsion, aerodynamics, configurations, structural designs and materials, active controls, digital avionics, laminar flow control, and air-traffic control improvements. Any component area offers an efficiency improvement of 3-12%, with a maximum of 50% possible with a 4000 m range aircraft. Advanced turboprops have potential applications in short and medium haul subsonic aircraft, while a fuel efficient SST may be possible by the year 2000. Further discussion is devoted to the pivoted oblique wing aircraft, lightweight structures, and the necessity for short payback times.

Advanced hypersonic aircraft design

NASA Technical Reports Server (NTRS)

Utzinger, Rob; Blank, Hans-Joachim; Cox, Craig; Harvey, Greg; Mckee, Mike; Molnar, Dave; Nagy, Greg; Petersen, Steve

1992-01-01

The objective of this design project is to develop the hypersonic reconnaissance aircraft to replace the SR-71 and to complement existing intelligence gathering devices. The initial design considerations were to create a manned vehicle which could complete its mission with at least two airborne refuelings. The aircraft must travel between Mach 4 and Mach 7 at an altitude of 80,000 feet for a maximum range of 12,000 nautical miles. The vehicle should have an air breathing propulsion system at cruise. With a crew of two, the aircraft should be able to take off and land on a 10,000 foot runway, and the yearly operational costs were not to exceed $300 million. Finally, the aircraft should exhibit stealth characteristics, including a minimized radar cross-section (RCS) and a reduced sonic boom. The technology used in this vehicle should allow for production between the years 1993 and 1995.

78 FR 17865 - Airworthiness Directives; PILATUS AIRCRAFT LTD. Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-03-25

... TBO were moved from Chapter 5: Time Limits/Maintenance Checks, to Chapter 4: Structural, Component and... Directives; PILATUS AIRCRAFT LTD. Airplanes AGENCY: Federal Aviation Administration (FAA), DOT. ACTION: Final... all PILATUS AIRCRAFT LTD. Models PC-12, PC-12/45, and PC-12/47 airplanes. This AD results from...

Synthesis-driven, structure-dependent optical behavior in phase-tunable NaYF 4:Yb,Er-based motifs and associated heterostructures

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

Liu, Haiqing; Han, Jinkyu; McBean, Coray

Understanding the key parameters necessary for generating uniform Er,Yb co-activated NaYF 4 possessing various selected phases (i.e. cubic or hexagonal) represents an important chemical strategy towards tailoring optical behavior in these systems. In this paper, we report on a straightforward hydrothermal synthesis in which the separate effects of reaction temperature, reaction time, and precursor stoichiometry in the absence of any surfactant were independently investigated. Interestingly, the presence and the concentration of NH 4OH appear to be the most critical determinants of the phase and morphology. For example, with NH 4OH as an additive, we have observed the formation of novelmore » hierarchical nanowire bundles which possess overall lengths of ~5 μm and widths of ~1.5 μm but are composed of constituent component sub-units of long, ultrathin (~5 nm) nanowires. These motifs have yet to be reported as distinctive morphological manifestations of fluoride materials. The optical properties of as-generated structures have also been carefully analyzed. Specifically, we have observed tunable, structure-dependent energy transfer behavior associated with the formation of a unique class of NaYF 4–CdSe quantum dot (QD) heterostructures, incorporating zero-dimensional (0D), one-dimensional (1D), and three-dimensional (3D) NaYF 4 structures. Our results have demonstrated the key roles of the intrinsic morphology-specific physical surface area and porosity as factors in governing the resulting opto-electronic behavior. Finally and specifically, the trend in energy transfer efficiency correlates well with the corresponding QD loading within these heterostructures, thereby implying that the efficiency of FRET appears to be directly affected by the amount of QDs immobilized onto the external surfaces of the underlying fluoride host materials.« less

Synthesis-driven, structure-dependent optical behavior in phase-tunable NaYF 4:Yb,Er-based motifs and associated heterostructures

DOE PAGES

Liu, Haiqing; Han, Jinkyu; McBean, Coray; ...

2017-01-03

Understanding the key parameters necessary for generating uniform Er,Yb co-activated NaYF 4 possessing various selected phases (i.e. cubic or hexagonal) represents an important chemical strategy towards tailoring optical behavior in these systems. In this paper, we report on a straightforward hydrothermal synthesis in which the separate effects of reaction temperature, reaction time, and precursor stoichiometry in the absence of any surfactant were independently investigated. Interestingly, the presence and the concentration of NH 4OH appear to be the most critical determinants of the phase and morphology. For example, with NH 4OH as an additive, we have observed the formation of novelmore » hierarchical nanowire bundles which possess overall lengths of ~5 μm and widths of ~1.5 μm but are composed of constituent component sub-units of long, ultrathin (~5 nm) nanowires. These motifs have yet to be reported as distinctive morphological manifestations of fluoride materials. The optical properties of as-generated structures have also been carefully analyzed. Specifically, we have observed tunable, structure-dependent energy transfer behavior associated with the formation of a unique class of NaYF 4–CdSe quantum dot (QD) heterostructures, incorporating zero-dimensional (0D), one-dimensional (1D), and three-dimensional (3D) NaYF 4 structures. Our results have demonstrated the key roles of the intrinsic morphology-specific physical surface area and porosity as factors in governing the resulting opto-electronic behavior. Finally and specifically, the trend in energy transfer efficiency correlates well with the corresponding QD loading within these heterostructures, thereby implying that the efficiency of FRET appears to be directly affected by the amount of QDs immobilized onto the external surfaces of the underlying fluoride host materials.« less

32 CFR 766.12 - Unauthorized landings.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 5 2010-07-01 2010-07-01 false Unauthorized landings. 766.12 Section 766.12... DEPARTMENT OF THE NAVY AVIATION FACILITIES BY CIVIL AIRCRAFT § 766.12 Unauthorized landings. An aircraft that... authority, except in a bona fide emergency, is in violation of this part. Civil aircraft landing in...

Designed Er(3+)-singly doped NaYF4 with double excitation bands for simultaneous deep macroscopic and microscopic upconverting bioimaging.

PubMed

Wen, Xuanyuan; Wang, Baoju; Wu, Ruitao; Li, Nana; He, Sailing; Zhan, Qiuqiang

2016-06-01

Simultaneous deep macroscopic imaging and microscopic imaging is in urgent demand, but is challenging to achieve experimentally due to the lack of proper fluorescent probes. Herein, we have designed and successfully synthesized simplex Er(3+)-doped upconversion nanoparticles (UCNPs) with double excitation bands for simultaneous deep macroscopic and microscopic imaging. The material structure and the excitation wavelength of Er(3+)-singly doped UCNPs were further optimized to enhance the upconversion emission efficiency. After optimization, we found that NaYF4:30%Er(3+)@NaYF4:2%Er(3+) could simultaneously achieve efficient two-photon excitation (2PE) macroscopic tissue imaging and three-photon excitation (3PE) deep microscopic when excited by 808 nm continuous wave (CW) and 1480 nm CW lasers, respectively. In vitro cell imaging and in vivo imaging have also been implemented to demonstrate the feasibility and potential of the proposed simplex Er(3+)-doped UCNPs as bioprobe.

Correlation of forebody pressures and aircraft yawing moments on the X-29A aircraft at high angles of attack

NASA Technical Reports Server (NTRS)

Fisher, David F.; Richwine, David M.; Landers, Stephen

1992-01-01

In-flight pressure distributions at four fuselage stations on the forebody of the X-29A aircraft have been reported at angles of attack from 15 to 66 deg and at Mach numbers from 0.22 to 0.60. At angles of attack of 20 deg and higher, vortices shed from the nose strake caused suction peaks in the pressure distributions that generally increased in magnitude with angle of attack. Above 30 deg-angle of attack, the forebody pressure distributions became asymmetrical at the most forward station, while they remained nearly symmetrical until 50 to 55 deg-angle of attack for the aft stations. Between 59 to 66 deg-angle of attack, the asymmetry of the pressure distributions changed direction. Yawing moments for the forebody alone were obtained by integrating the forebody pressure distributions. At 45 deg-angle of attack, the aircraft yaws to the right and at 50 deg and higher, the aircraft yaws to the left. The forebody yawing moments correlated well with the aircraft left yawing moment at an angle of attack of 50 deg or higher. At a 45 deg-angle of attack, the forebody yawing moments did not correlate well with the aircraft yawing moment, but it is suggested that this was due to asymmetric pressures on the cockpit region of the fuselage which was not instrumented. The forebody was also shown to provide a positive component of directional stability of the aircraft at angles of attack of 25 deg or higher. A Mach number effect was noted at angles of attack of 30 deg or higher at the station where the nose strake was present. At this station, the suction peaks in the pressure distributions at the highest Mach number were reduced and much more symmetrical as compared to the lower Mach number pressure distributions.

Noise levels in a neonatal transport incubator in medically configured aircraft.

PubMed

Sittig, Steven E; Nesbitt, Jeffrey C; Krageschmidt, Dale A; Sobczak, Steven C; Johnson, Robert V

2011-01-01

The purpose of this study was to evaluate exposure of neonates to noise during air medical transport as few commercially available hearing protective devices exist for premature newborns during air medical transport. Sound pressure levels in an infant incubator during actual flight conditions in four common medically configured aircraft were measured. Three noise dosimeters measured time-weighted average noise exposure during flight in each aircraft. One dosimeter was placed in the infant incubator, and the remaining dosimeters recorded noise levels in various parts of the aircraft cabin. The incubator provided a 6-dBA decrease in noise exposure from that in the crew cabin. The average noise level in the incubator in all aircraft was close to 80 dB, much higher than the proposed limits of 45 dB for neonatal intensive care unit noise exposure or 60 dB during transport. Exposure of neonates to elevated noise levels during transport may be harmful, and steps should be taken to protect the hearing of this patient population. Copyright © 2010 Elsevier Ireland Ltd. All rights reserved.

Safety and immunogenicity of yellow fever 17D vaccine in adults receiving systemic corticosteroid therapy: an observational cohort study.

PubMed

Kernéis, Solen; Launay, Odile; Ancelle, Thierry; Iordache, Laura; Naneix-Laroche, Véronique; Méchaï, Frédéric; Fehr, Thierry; Leroy, Jean-Philippe; Issartel, Bertrand; Dunand, Jean; van der Vliet, Diane; Wyplosz, Benjamin; Consigny, Paul-Henri; Hanslik, Thomas

2013-09-01

To assess the safety and immunogenicity of live attenuated yellow fever (YF) 17D vaccine in adults receiving systemic corticosteroid therapy. All adult travelers on systemic corticosteroid therapy who had received the YF17D vaccine in 24 French vaccination centers were prospectively enrolled and matched with healthy controls (1:2) on age and history of YF17D immunization. Safety was assessed in a self-administered standardized questionnaire within 10 days after immunization. YF-specific neutralizing antibody titers were measured 6 months after vaccination in patients receiving corticosteroids. Between July 2008 and February 2011, 102 vaccine recipients completed the safety study (34 receiving corticosteroids and 68 controls). The median age was 54.9 years (interquartile range [IQR] 45.1-60.3 years) and 45 participants had a history of previous YF17D immunization. The median time receiving corticosteroid therapy was 10 months (IQR 1-67 months) and the prednisone or equivalent dosage was 7 mg/day (IQR 5-20). Main indications were autoimmune diseases (n = 14), rheumatoid arthritis (n = 9), and upper respiratory tract infections (n = 8). No serious adverse event was reported; however, patients receiving corticosteroids reported more frequent moderate/severe local reactions than controls (12% and 2%, respectively; relative risk 8.0, 95% confidence interval 1.4-45.9). All subjects receiving corticosteroids who were tested (n = 20) had neutralizing antibody titers >10 after vaccination. After YF17D immunization, moderate/severe local reactions may be more frequent in patients receiving systemic corticosteroid therapy. Immunogenicity seems satisfactory. Large-scale studies are needed to confirm these results. Copyright © 2013 by the American College of Rheumatology.

Perseus High Altitude Remotely Piloted Aircraft on Ramp

NASA Technical Reports Server (NTRS)

1991-01-01

The Perseus proof-of-concept vehicle waits on Rogers Dry Lake in the pre-dawn darkness before a test flight at the Dryden Flight Research Center, Edwards, California. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the

Personal Flying Accident Rates of Selected Light Sport Aircraft Compared with General Aviation Aircraft.

PubMed

Mills, William D; DeJohn, Charles A

2016-07-01

The issue of expanding flight privileges that do not require medical oversight is currently an important topic, especially in the United States. We compared personal flying accident rates in aircraft with special light sport aircraft (SLSA) and experimental light sport aircraft (ELSA) airworthiness certificates to accident rates for personal flying in other general aviation (GA) aircraft. To calculate accident rates, personal flying hours were obtained from the annual FAA General Aviation and Part 135 Activity Surveys, and numbers of personal flying accidents were obtained from the NTSB accident database. Overall and fatal personal flying accident rates for the SLSA and ELSA groups and other GA aircraft were calculated and accident rates were compared. The overall personal flying accident rate for SLSA and ELSA was found to be 29.8 per 100,000 flight hours and the fatal accident rate was 5.2 per 100,000 flying hours. These are both significantly greater than the overall personal flying rate of 12.7 per 100,000 h and fatal rate of 2.6 per 100,000 h for other GA aircraft. Although this study has several limitations, the significantly higher accident rates in the sport pilot aircraft suggests caution when expanding sport pilot privileges to include larger, more complex aircraft. Mills WD, DeJohn CA. Personal flying accident rates of selected light sport aircraft compared with general aviation aircraft. Aerosp Med Hum Perform. 2016; 87(7):652-654.

High-gain (43 dB), high-power (40 W), highly efficient multipass amplifier at 995 nm in Yb:LiYF4

NASA Astrophysics Data System (ADS)

Manni, Jeffrey; Harris, Dennis; Fan, Tso Yee

2018-06-01

A simple implementation of a multipass amplifier along with the use of a cryogenic Yb:LiYF4 (YLF) gain medium has enabled the demonstration of a bulk amplifier with an unprecedented combination of large-signal gain (43 dB), efficiency (>50% optical), average output power (40 W) and a near-diffraction-limited output beam.

Reliability analysis of forty-five strain-gage systems mounted on the first fan stage of a YF-100 engine

NASA Technical Reports Server (NTRS)

Holanda, R.; Frause, L. M.

1977-01-01

The reliability of 45 state-of-the-art strain gage systems under full scale engine testing was investigated. The flame spray process was used to install 23 systems on the first fan rotor of a YF-100 engine; the others were epoxy cemented. A total of 56 percent of the systems failed in 11 hours of engine operation. Flame spray system failures were primarily due to high gage resistance, probably caused by high stress levels. Epoxy system failures were principally erosion failures, but only on the concave side of the blade. Lead-wire failures between the blade-to-disk jump and the control room could not be analyzed.

SR-71 - Taxi on Ramp with Engines

NASA Technical Reports Server (NTRS)

1995-01-01

, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF

SR-71B - Mach 3 Trainer in Flight at Sunset

NASA Technical Reports Server (NTRS)

1995-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

SR-71 Ship #1 on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF

High altitude gust acceleration environment as experienced by a supersonic airplane

NASA Technical Reports Server (NTRS)

Ehernberger, L. J.; Love, B. J.

1975-01-01

High altitude turbulence experienced at supersonic speeds is described in terms of gust accelerations measured on the YF-12A airplane. The data were obtained during 90 flights at altitudes above 12.2 kilometers (40,000 feet). Subjective turbulence intensity ratings were obtained from air crew members. The air crew often rated given gust accelerations as being more intense during high altitude supersonic flight than during low altitude subsonic flight. The portion of flight distance in turbulence ranged from 6 percent to 8 percent at altitudes between 12.2 kilometers and 16.8 kilometers (40,000 feet and 55,000 feet) to less than 1 percent at altitudes above 18.3 kilometers (60,000 feet). The amount of turbulence varied with season, increasing by a factor of 3 or more from summer to winter. Given values of gust acceleration were less frequent, on the basis of distance traveled, for supersonic flight of the YF-12A airplane at altitudes above 12.2 kilometers (40,000 feet) than for subsonic flight of a jet passenger airplane at altitudes below 12.2 kilometers (40,000 feet). The median thickness of high altitude turbulence patches was less than 400 meters (1300 feet); the median length was less than 16 kilometers (10 miles). The distribution of the patch dimensions tended to be log normal.

Preferences and decision needs of Boston-area travelers to countries with risk of Yellow fever virus transmission: implications for health care providers.

PubMed

Lown, Beth A; Chen, Lin H; Han, Pauline V; Jentes, Emily S; Wilson, Mary E; Benoit, Christine M; Avery, Karen A; Ooi, Winnie; Hamer, Davidson H; Barnett, Elizabeth D

2014-01-01

Yellow fever (YF), a potentially fatal mosquito-borne infection, is preventable with a live-attenuated vaccine, rarely associated with severe adverse events. We surveyed travelers to assess their reasons for pre-travel medical consultation, information they considered important regarding YF disease and vaccination, whether they recalled receiving this information, and whether they were involved in vaccine decision-making. Travelers aged 18 years and older were surveyed at three Boston-area travel clinics. Only those making YF vaccination decisions were included for analyses. Of 831 travelers surveyed, 589 (70%) indicated making a YF vaccination decision. Travel medicine providers recommended YF vaccination to 537 (91%) of 589 travelers; 92% of these 537 received vaccine. Among 101 travelers aged 60 years and older, 9% declined the vaccine; among those younger than 60 years, 4% declined the vaccine (p = 0.06). Of 589 travelers, most agreed they needed to understand destination-specific YF risks (82%) and vaccine risks (88%), and were involved in YF vaccine decisions (87%). Less than half recalled discussing their concerns about YF vaccine with the provider (42%) or what risks and benefits mattered most to them (32%). Most participants sought YF disease and vaccine risk information and wanted to be involved in decision-making; however, fewer than half recalled discussing their opinions or concerns about YF vaccine. Providers need effective risk communication skills and the ability to elicit and respond to travelers' concerns to help them make informed, shared decisions. © 2014 International Society of Travel Medicine.

Is there an association between aircraft noise exposure and the incidence of hypertension? A meta-analysis of 16784 participants.

PubMed

Huang, Di; Song, XuPing; Cui, Qi; Tian, Jinhui; Wang, Quan; Yang, Kehu

2015-01-01

To determine if aircraft noise exposure causes an increased incidence of hypertension among residents near airports. We conducted a meta-analysis of observational studies to evaluate the association between aircraft noise exposure and the incidence of hypertension. PubMed, Embase, Web of Science, the Cochrane Library, and the Chinese Biomedical Literature Database were searched without any restrictions. Odds ratios (ORs) with 95% confidence intervals (CIs) were extracted. The pooled ORs were calculated using both the fixed effects model and random effects model. All analyses were performed using STATA version 12.0 software (Stata Corporation, College Station, TX, USA). We examined five studies, comprising a total of 16,784 residents. The overall OR for hypertension in residents with aircraft noise exposure was 1.63 (95% CI, 1.14-2.33), and one of our included studies showed that there was no evidence that aircraft noise is a risk factor for hypertension in women. According to our subgroup analysis, the summary OR for the incidence was 1.31 (95% CI, 0.85-2.02) with I2 of 80.7% in women and 1.36 (95% CI, 1.15-1.60) with moderate heterogeneity in men. The pooled OR for the incidence of hypertension in residents aged over 55 years and under 55 years was 1.66 (95% CI, 1.21-2.27) with no heterogeneity and 1.78 (95% CI, 1.33-2.39) with I2 of 29.4%, respectively. The present meta-analysis suggests that aircraft noise could contribute to the prevalence of hypertension, but the evidence for a relationship between aircraft noise exposure and hypertension is still inconclusive because of limitations in study populations, exposure characterization, and adjustment for important confounders.

Is there an association between aircraft noise exposure and the incidence of hypertension? A meta-analysis of 16784 participants

PubMed Central

Huang, Di; Song, XuPing; Cui, Qi; Tian, Jinhui; Wang, Quan; Yang, Kehu

2015-01-01

To determine if aircraft noise exposure causes an increased incidence of hypertension among residents near airports. We conducted a meta-analysis of observational studies to evaluate the association between aircraft noise exposure and the incidence of hypertension. PubMed, Embase, Web of Science, the Cochrane Library, and the Chinese Biomedical Literature Database were searched without any restrictions. Odds ratios (ORs) with 95% confidence intervals (CIs) were extracted. The pooled ORs were calculated using both the fixed effects model and random effects model. All analyses were performed using STATA version 12.0 software (Stata Corporation, College Station, TX, USA). We examined five studies, comprising a total of 16,784 residents. The overall OR for hypertension in residents with aircraft noise exposure was 1.63 (95% CI, 1.14-2.33), and one of our included studies showed that there was no evidence that aircraft noise is a risk factor for hypertension in women. According to our subgroup analysis, the summary OR for the incidence was 1.31 (95% CI, 0.85-2.02) with I2 of 80.7% in women and 1.36 (95% CI, 1.15-1.60) with moderate heterogeneity in men. The pooled OR for the incidence of hypertension in residents aged over 55 years and under 55 years was 1.66 (95% CI, 1.21-2.27) with no heterogeneity and 1.78 (95% CI, 1.33-2.39) with I2 of 29.4%, respectively. The present meta-analysis suggests that aircraft noise could contribute to the prevalence of hypertension, but the evidence for a relationship between aircraft noise exposure and hypertension is still inconclusive because of limitations in study populations, exposure characterization, and adjustment for important confounders. PMID:25774612

SR-71B - Mach 3 Trainer in Flight at Sunset

NASA Technical Reports Server (NTRS)

1995-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

SR-71 Tail #844 Landing at Edwards Air Force Base

NASA Technical Reports Server (NTRS)

1996-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

SR-71 Mid-air Refueling with KC-135 Tanker

NASA Technical Reports Server (NTRS)

1995-01-01

the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF

SR-71 in Flight over Rogers Dry Lakebed

NASA Technical Reports Server (NTRS)

1995-01-01

nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first aircraft reactivated for USAF reconnaissance

SR-71B - in Flight - View from Air Force Tanker

NASA Technical Reports Server (NTRS)

1997-01-01

Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to

SR-71 - In-flight from Tanker

NASA Technical Reports Server (NTRS)

1994-01-01

-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had another 'A' model, NASA 832, military serial 61-7971. This aircraft was returned to the USAF inventory and was the first

Flow visualization and flow field measurements of a 1/12 scale tilt rotor aircraft in hover

NASA Technical Reports Server (NTRS)

Coffen, Charles D.; George, Albert R.; Hardinge, Hal; Stevenson, Ryan

1991-01-01

The results are given of flow visualization studies and inflow velocity field measurements performed on a 1/12 scale model of the XV-15 tilt rotor aircraft in the hover mode. The complex recirculating flow due to the rotor-wake-body interactions characteristic of tilt rotors was studied visually using neutrally buoyant soap bubbles and quantitatively using hot wire anemometry. Still and video photography were used to record the flow patterns. Analysis of the photos and video provided information on the physical dimensions of the recirculating fountain flow and on details of the flow including the relative unsteadiness and turbulence characteristics of the flow. Recirculating flows were also observed along the length of the fuselage. Hot wire anemometry results indicate that the wing under the rotor acts to obstruct the inflow causing a deficit in the inflow velocities over the inboard region of the model. Hot wire anemometry also shows that the turbulence intensities in the inflow are much higher in the recirculating fountain reingestion zone.

Results from flight and simulator studies of a Mach 3 cruise longitudinal autopilot

NASA Technical Reports Server (NTRS)

Gilyard, G. B.; Smith, J. W.

1978-01-01

At Mach numbers of approximately 3.0 and altitudes greater than 21,300 meters, the original altitude and Mach hold modes of the YF-12 autopilot produced aircraft excursions that were erratic or divergent, or both. Flight data analysis and simulator studies showed that the sensitivity of the static pressure port to angle of attack had a detrimental effect on the performance of the altitude and Mach hold modes. Good altitude hold performance was obtained when a high passed pitch rate feedback was added to compensate for angle of attack sensitivity and the altitude error and integral altitude gains were reduced. Good Mach hold performance was obtained when the angle of attack sensitivity was removed; however, the ride qualities remained poor.

Tom McMurtry - chief of Dryden Flight Operations with STS mated to 747 SCA

NASA Technical Reports Server (NTRS)

1991-01-01

Thomas C. McMurtry in front of the 747 Shuttle Carrier Aircraft. He graduated in June 1957 from the University of Notre Dame with a Bachelor of Science degree in Mechanical Engineering. McMurtry had been part of the university's Navy ROTC program, and after graduation he joined the Navy as a pilot. Before retiring from the Navy in 1964 as a Lieutenant, he graduated from the U.S. Navy Test Pilot School, and had flown such aircraft as the F9F, A3D, A4D, F3D, F-8, A-6, and S-2. McMurtry was then a consultant for the Lockheed Corporation until joining NASA as a research pilot in 1967. While at the Dryden Flight Research Center, he was co-project pilot on the F-8 Digital Fly-By-Wire program, and the 747 Shuttle Carrier Aircraft, as well as project pilot on the F-15 Digital Electronic Engine Control (DEEC) project, the KC-135 Winglets, the F-8 Supercritical Wing project, and the AD-1 Oblique Wing Project. He also made research flights in NASA's YF-12C aircraft (actually a modified SR-71). McMurtry made the last glide flight of the X-24B lifting body on November 26, 1975, and was co-pilot of the 747 Shuttle Carrier Aircraft on the first free flight of the space shuttle Enterprise on August 12, 1977. He was involved in several remotely piloted research vehicle programs, including the FAA/NASA 720 Controlled Impact Demonstration and the 3/8 F-15 Spin Research Vehicle. During McMurtry's 32 years as a pilot and manager at Dryden, he received numerous awards. These include the NASA Exceptional Service Award for his work on the F-8 Supercritical Wing, and the Iven C. Kincheloe Award from the Society of Experimental Test Pilots for his role as chief pilot on the AD-1 project, the NASA Distinguished Service Medal, and the 1999 Milton O. Thomson Lifetime Achievement Award. McMurtry also held a number of management positions at Dryden, including Chief Pilot, Director of Flight Operations, Associate Director of Flight Operations, and was the acting Chief Engineer at the time of his

A study of the cost-effective markets for new technology agricultural aircraft

NASA Technical Reports Server (NTRS)

Hazelrigg, G. A., Jr.; Clyne, F.

1979-01-01

A previously developed data base was used to estimate the regional and total U.S. cost-effective markets for a new technology agricultural aircraft as incorporating features which could result from NASA-sponsored aerial applications research. The results show that the long-term market penetration of a new technology aircraft would be near 3,000 aircraft. This market penetration would be attained in approximately 20 years. Annual sales would be about 200 aircraft after 5 to 6 years of introduction. The net present value of cost savings benefit which this aircraft would yield (measured on an infinite horizon basis) would be about $35 million counted at a 10 percent discount rate and $120 million at a 5 percent discount rate. At both discount rates the present value of cost savings exceeds the present value of research and development (R&D) costs estimated for the development of the technology base needed for the proposed aircraft. These results are quite conservative as they have been derived neglecting future growth in the agricultural aviation industry, which has been averaging about 12 percent per year over the past several years.

Propulsion system-flight control integration-flight evaluation and technology transition

NASA Technical Reports Server (NTRS)

Burcham, Frank W., Jr.; Gilyard, Glenn B.; Myers, Lawrence P.

1990-01-01

Integration of propulsion and flight control systems and their optimization offering significant performance improvement are assessed. In particular, research programs conducted by NASA on flight control systems and propulsion system-flight control interactions on the YF-12 and F-15 aircraft are addressed; these programs have demonstrated increased thrust, reduced fuel consumption, increased engine life, and improved aircraft performance. Focus is placed on altitude control, speed-Mach control, integrated controller design, as well as flight control systems and digital electronic engine control. A highly integrated digital electronic control program is analyzed and compared with a performance seeking control program. It is shown that the flight evaluation and demonstration of these technologies have been a key part in the transition of the concepts to production and operational use on a timely basis.

Turboprop aircraft against terrorism: a SWOT analysis of turboprop aircraft in CAS operations

NASA Astrophysics Data System (ADS)

Yavuz, Murat; Akkas, Ali; Aslan, Yavuz

2012-06-01

Today, the threat perception is changing. Not only for countries but also for defence organisations like NATO, new threat perception is pointing terrorism. Many countries' air forces become responsible of fighting against terorism or Counter-Insurgency (COIN) Operations. Different from conventional warfare, alternative weapon or weapon systems are required for such operatioins. In counter-terrorism operations modern fighter jets are used as well as helicopters, subsonic jets, Unmanned Aircraft Systems (UAS), turboprop aircraft, baloons and similar platforms. Succes and efficiency of the use of these platforms can be determined by evaluating the conditions, the threats and the area together. Obviously, each platform has advantages and disadvantages for different cases. In this research, examples of turboprop aircraft usage against terrorism and with a more general approach, turboprop aircraft for Close Air Support (CAS) missions from all around the world are reviewed. In this effort, a closer look is taken at the countries using turboprop aircraft in CAS missions while observing the fields these aircraft are used in, type of operations, specifications of the aircraft, cost and the maintenance factors. Thus, an idea about the convenience of using these aircraft in such operations can be obtained. A SWOT analysis of turboprop aircraft in CAS operations is performed. This study shows that turboprop aircraft are suitable to be used in counter-terrorism and COIN operations in low threat environment and is cost benefical compared to jets.

AIRTV: Broadband Direct to Aircraft

NASA Astrophysics Data System (ADS)

Sorbello, R.; Stone, R.; Bennett, S. B.; Bertenyi, E.

2002-01-01

Airlines have been continuously upgrading their wide-body, long-haul aircraft with IFE (in-flight entertainment) systems that can support from 12 to 24 channels of video entertainment as well as provide the infrastructure to enable in-seat delivery of email and internet services. This is a direct consequence of increased passenger demands for improved in-flight services along with the expectations that broadband delivery systems capable of providing live entertainment (news, sports, financial information, etc.) and high speed data delivery will soon be available. The recent events of Sept. 11 have slowed the airline's upgrade of their IFE systems, but have also highlighted the compelling need for broadband aeronautical delivery systems to include operational and safety information. Despite the impact of these events, it is estimated that by 2005 more than 3000 long haul aircraft (servicing approximately 1 billion passengers annually) will be fully equipped with modern IFE systems. Current aircraft data delivery systems, which use either Inmarsat or NATS, are lacking in bandwidth and consequently are unsuitable to satisfy passenger demands for broadband email/internet services or the airlines' burgeoning data requirements. Present live video delivery services are limited to regional coverage and are not readily expandable to global or multiregional service. Faced with a compelling market demand for high data transport to aircraft, AirTV has been developing a broadband delivery system that will meet both passengers' and airlines' needs. AirTV is a global content delivery system designed to provide a range of video programming and data services to commercial airlines. When AirTV is operational in 2004, it will provide a broadband connection directly to the aircraft, delivering live video entertainment, internet/email service and essential operational and safety data. The system has been designed to provide seamless global service to all airline routes except for those

Effects of aircraft noise on human activities

NASA Technical Reports Server (NTRS)

Arnoult, M. D.; Gilfillan, L. G.

1983-01-01

The effects of aircrft noise on human activities was investigated by developing a battery of tasks (1) representative of a range of human activities and (2) sensitive to the disruptive effects of noise. The noise used were recordings of jet aircraft and helicopter sounds at three lvels of loudness--60, 70, and 80 dB(A). Experiment 1 investigated 12 different cognitive tasks, along with two intelligibility tasks included to validate that the noises were being effective. Interference with intelligibility was essentially the same as found in the research literature, but only inconsistent effects were found on either accuracy or latency of performance on the cognitive tasks. When the tasks were grouped into four categories (Intelligibility, Matching, Verbal, and Arithmetic), reliable differences in rated annoyingness of the noises were related to the task category and to the type of noise (jet or helicopter).

32 CFR 855.6 - Aircraft exempt from the requirement for a civil aircraft landing permit.

Code of Federal Regulations, 2010 CFR

2010-07-01

... 32 National Defense 6 2010-07-01 2010-07-01 false Aircraft exempt from the requirement for a civil aircraft landing permit. 855.6 Section 855.6 National Defense Department of Defense (Continued) DEPARTMENT OF THE AIR FORCE AIRCRAFT CIVIL AIRCRAFT USE OF UNITED STATES AIR FORCE AIRFIELDS Civil Aircraft...

32 CFR 855.6 - Aircraft exempt from the requirement for a civil aircraft landing permit.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 6 2011-07-01 2011-07-01 false Aircraft exempt from the requirement for a civil aircraft landing permit. 855.6 Section 855.6 National Defense Department of Defense (Continued) DEPARTMENT OF THE AIR FORCE AIRCRAFT CIVIL AIRCRAFT USE OF UNITED STATES AIR FORCE AIRFIELDS Civil Aircraft...

42 CFR 60.12 - Deferment.

Code of Federal Regulations, 2010 CFR

2010-10-01

... described in § 60.11(a)(2); (v) Pays no stipend or one which is not more than the annual stipend level... and evidence that verifies deferment eligibility of the activity (with the full expectation that the...

Aircraft type influence on contrail properties

NASA Astrophysics Data System (ADS)

Jeßberger, P.; Voigt, C.; Schumann, U.; Sölch, I.; Schlager, H.; Kaufmann, S.; Petzold, A.; Schäuble, D.; Gayet, J.-F.

2013-12-01

The investigation of the impact of aircraft parameters on contrail properties helps to better understand the climate impact from aviation. Yet, in observations, it is a challenge to separate aircraft and meteorological influences on contrail formation. During the CONCERT campaign in November 2008, contrails from 3 Airbus passenger aircraft of types A319-111, A340-311 and A380-841 were probed at cruise under similar meteorological conditions with in situ instruments on board DLR research aircraft Falcon. Within the 2 min-old contrails detected near ice saturation, we find similar effective diameters Deff (5.2-5.9 μm), but differences in particle number densities nice (162-235 cm-3) and in vertical contrail extensions (120-290 m), resulting in large differences in contrail optical depths τ at 550 nm (0.25-0.94). Hence larger aircraft produce optically thicker contrails. Based on the observations, we apply the EULAG-LCM model with explicit ice microphysics and, in addition, the Contrail and Cirrus Prediction (CoCiP) model to calculate the aircraft type impact on young contrails under identical meteorological conditions. The observed increase in τ for heavier aircraft is confirmed by the models, yet for generally smaller τ. CoCiP model results suggest that the aircraft dependence of climate-relevant contrail properties persists during contrail lifetime, adding importance to aircraft-dependent model initialization. We finally derive an analytical relationship between contrail, aircraft and meteorological parameters. Near ice saturation, contrail width × τ scales linearly with the fuel flow rate, as confirmed by observations. For higher relative humidity with respect to ice (RHI), the analytical relationship suggests a non-linear increase in the form (RHI-12/3. Summarized, our combined results could help to more accurately assess the climate impact from aviation using an aircraft-dependent contrail parameterization.

A Summary of Crew Workload and Situational Awareness Ratings for U.S. Army Aviation Aircraft

DTIC Science & Technology

2014-06-01

Engineering Directorate (ARL/HRED) assesses crewstation design for new and upgraded U.S. Army Aviation aircraft during simulations and operational...crewstation design for new and upgraded Army Aviation aircraft during simulations and operational testing. The assessments are conducted to identify...crewstation design . To date, more than 12,000 pilot workload ratings and 3000 pilot SA ratings have been collected by ARL/HRED for Army aircraft . This report

Effects of the Youth Fit 4 Life physical activity/nutrition protocol on body mass index, fitness and targeted social cognitive theory variables in 9- to 12-year-olds during after-school care.

PubMed

Annesi, James J; Walsh, Stephanie M; Greenwood, Brittney L; Mareno, Nicole; Unruh-Rewkowski, Jennifer L

2017-04-01

Childhood overweight and obesity is unacceptably high in industrialised nations. School-based interventions have largely been atheoretical and ineffective. This study aimed to test a new theory-based protocol for its effects on measures of fitness and body mass index (BMI), and its proposed psychosocial mediators, during elementary after-school (out-of-school hours) care. Nine- to 12-year-old participants of YMCA-based after-school care in the southeastern Unites States were randomised into either the experimental Youth Fit 4 Life (YF4L) treatment group (n = 86) or a typical care group (n = 55) for 45 min/day. YF4L is based on social cognitive theory, emphasising mastery over physical activities and the development of self-management/self-regulatory skills to support healthy behaviours. Physiological and psychosocial variables were assessed over a 9-month elementary school year. Of the overall sample, 28% were overweight or obese at baseline. YF4L was associated with significantly greater improvements in BMI, and measures of self-regulation, mood, self-efficacy, cardiovascular endurance and strength over both 3 and 9 months. Changes in self-regulation, mood and self-efficacy significantly mediated the treatment type-BMI relationship over both 3 months (R 2 = 0.12, P = 0.002) and 9 months (R 2 = 0.13, P = 0.001), with change in self-regulation being a significant independent mediator. Changes in BMI and self-regulation reciprocally reinforced one another. Gender was not a significant moderator of those relationships. The YF4L treatment mitigated rise in BMI in 9- to 12-year-old enrollees of after-school care. The treatment's basis in social cognitive theory was supported. Because of its positive effects and ability to utilise existing staff, large-scale application is warranted after sufficient replication. © 2017 Paediatrics and Child Health Division (The Royal Australasian College of Physicians).

Factors affecting ozone removal rates in a simulated aircraft cabin environment

NASA Astrophysics Data System (ADS)

Tamás, Gyöngyi; Weschler, Charles J.; Bakó-Biró, Zsolt; Wyon, David P.; Strøm-Tejsen, Peter

Ozone concentrations were measured concurrently inside a simulated aircraft cabin and in the airstream providing ventilation air to the cabin. Ozone decay rates were also measured after cessation of ozone injection into the supply airstream. By systematically varying the presence or absence of people, soiled T-shirts, aircraft seats and a used HEPA filter, we have been able in the course of 24 experiments to isolate the contributions of these and other factors to the removal of ozone from the cabin air. In the case of this simulated aircraft, people were responsible for almost 60% of the ozone removal occurring within the cabin and recirculation system; respiration can only have been responsible for about 4% of this removal. The aircraft seats removed about 25% of the ozone; the loaded HEPA filter, 7%; and the other surfaces, 10%. A T-shirt that had been slept in overnight removed roughly 70% as much ozone as a person, indicating the importance of skin oils in ozone removal. The presence of the used HEPA filter in the recirculated airstream reduced the perceived air quality. Over a 5-h period, the overall ozone removal rate by cabin surfaces decreased at ˜3% h -1. With people present, the measured ratio of ozone's concentration in the cabin versus that outside the cabin was 0.15-0.21, smaller than levels reported in the literature. The results reinforce the conclusion that the optimal way to reduce people's exposure to both ozone and ozone oxidation products is to efficiently remove ozone from the air supply system of an aircraft.

Critical Care Performance in a Simulated Military Aircraft Cabin Environment.

PubMed

McNeill, Margaret M

2018-04-01

Critical Care Air Transport Teams care for 5% to 10% of injured patients who are transported on military aircraft to definitive treatment facilities. Little is known about how the aeromedical evacuation environment affects care. To determine the effects of 2 stressors of flight, altitude-induced hypoxia and aircraft noise, and to examine the contributions of fatigue and clinical experience on cognitive and physiological performance of the Critical Care Air Transport Team. This repeated measures 2 × 2 × 4 factorial study included 60 military nurses. The participants completed a simulated patient care scenario under aircraft cabin noise and altitude conditions. Differences in cognitive and physiological performance were analyzed using repeated measures analysis of variance. A multiple regression model was developed to determine the independent contributions of fatigue and clinical experience. Critical care scores ( P = .02) and errors and omissions ( P = .047) were negatively affected by noise. Noise was associated with increased respiratory rate ( P = .02). Critical care scores ( P < .001) and errors and omissions ( P = .002) worsened with altitude-induced hypoxemia. Heart rate and respiratory rate increased with altitude-induced hypoxemia; oxygen saturation decreased ( P < .001 for all 3 variables). In a simulated military aircraft environment, the care of critically ill patients was significantly affected by noise and altitude-induced hypoxemia. The participants did not report much fatigue and experience did not play a role, contrary to most findings in the literature. ©2018 American Association of Critical-Care Nurses.

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

NASA Technical Reports Server (NTRS)

1998-01-01

A long, slender wing and a pusher propeller at the rear characterize the Perseus B remotely piloted research aircraft, seen here during a test flight in June 1998. Perseus B is a remotely piloted aircraft developed as a design-performance testbed under NASA's Environmental Research Aircraft and Sensor Technology (ERAST) project. Perseus is one of several flight vehicles involved in the ERAST project. A piston engine, propeller-powered aircraft, Perseus was designed and built by Aurora Flight Sciences Corporation, Manassas, Virginia. The objectives of Perseus B's ERAST flight tests have been to reach and maintain horizontal flight above altitudes of 60,000 feet and demonstrate the capability to fly missions lasting from 8 to 24 hours, depending on payload and altitude requirements. The Perseus B aircraft established an unofficial altitude record for a single-engine, propeller-driven, remotely piloted aircraft on June 27, 1998. It reached an altitude of 60,280 feet. In 1999, several modifications were made to the Perseus aircraft including engine, avionics, and flight-control-system improvements. These improvements were evaluated in a series of operational readiness and test missions at the Dryden Flight Research Center, Edwards, California. Perseus is a high-wing monoplane with a conventional tail design. Its narrow, straight, high-aspect-ratio wing is mounted atop the fuselage. The aircraft is pusher-designed with the propeller mounted in the rear. This design allows for interchangeable scientific-instrument payloads to be placed in the forward fuselage. The design also allows for unobstructed airflow to the sensors and other devices mounted in the payload compartment. The Perseus B that underwent test and development in 1999 was the third generation of the Perseus design, which began with the Perseus Proof-Of-Concept aircraft. Perseus was initially developed as part of NASA's Small High-Altitude Science Aircraft (SHASA) program, which later evolved into the ERAST

Worldwide studies on aircraft disinsection at "blocks away".

PubMed

Sullivan, W N; Pal, R; Wright, J W; Azurin, J C; Okamoto, R; McGuire, J U; Waters, R M

1972-01-01

During 1971 worldwide experiments on the disinsection of passenger cabins at "blocks away" (as the aircraft starts taxiing for take-off) were conducted in several types of jet aircraft. A procedure was developed whereby the high capacity Boeing 747 could be disinsected by four stewardesses in less than 1 minute. The favourable results of these and previous trials indicate that this method is suitable as a standard procedure for aircraft disinsection for international quarantine purposes.The biological effectiveness against resistant and non-resistant mosquitos of a 2% concentration of a pyrethroid, resmethrin, in Freon 11+Freon 12 (1:1) (without kerosine) and a favourable passenger response make it suitable as a standard formulation for aircraft disinsection.

F-18 chase craft with NASA test pilots Schneider and Fulton

NASA Technical Reports Server (NTRS)

1992-01-01

Ed Schneider, (left), is the project pilot for the F-18 High Angle of Attack program at NASA's Dryden Flight Research Center, Edwards, California. He has been a NASA research pilot at Dryden since 1983. In addition to his assignment with the F-18 High Angle of Attack program, Schneider is a project pilot for the F-15B aeronautical research aircraft, the NASA NB-52B launch aircraft, and the SR-71 'Blackbird' aircraft. He is a Fellow and was the 1994 President of the Society of Experimental Test Pilots. In 1996 he was awarded the NASA Exceptional Service Medal. Schneider is seen here with Fitzhugh L. Fulton Jr., (right), who was a civilian research pilot at Dryden. from August 1, 1966, until July 3, 1986, following 23 years of service as a pilot in the U.S. Air Force. Fulton was the project pilot on all early tests of the 747 Shuttle Carrier Aircraft (SCA) used to air launch the Space Shuttle prototype Enterprise in the Approach and Landing Tests (ALT) at Dryden in l977. For his work in the ALT program, Fulton received NASA's Exceptional Service Medal. He also received the Exceptional Service Medal again in 1983 for flying the 747 SCA during the European tour of the Space Shuttle Enterprise. During his career at Dryden, Fulton was project pilot on NASA's NB-52B launch aircraft used to air launch a variety of piloted and unpiloted research aircraft, including the X-15s and lifting bodies. He flew the XB-70 prototype supersonic bomber on both NASA-USAF tests and NASA research flights during the late 1960s, attaining speeds exceeding Mach 3. He was also a project pilot on the YF-12A and YF-12C research program from April 14, 1969, until September 25, 1978. The F/A-18 Hornet seen behind them is used primarily as a safety chase and support aircraft at NASA's Dryden Flight Research Center, Edwards, Calif. As support aircraft, the F-18's are used for safety chase, pilot proficiency and aerial photography. As a safety chase aircraft, F-18's, flown by research pilots

Occupant injury and fatality in general aviation aircraft for which dynamic crash testing is certification-mandated.

PubMed

Boyd, Douglas D

2015-06-01

Towards further improving general aviation aircraft crashworthiness, multi-axis dynamic tests have been required for aircraft certification (14CFR23.562) since 1985. The objective of this study was to determine if occupants in aircraft certified to these higher crashworthiness standards show a mitigated fraction of fatal accidents and/or injury severity. The NTSB aviation database was queried for accidents occurring between 2002 and 2012 involving aircraft certified to, or immune from, dynamic crash testing and manufactured after 1999. Only operations conducted under 14CFR Part 91 were considered. Statistical analysis employed proportion tests and logistic regression. Off-airport landings are associated with high decelerative forces; however for off-airport landings, the fraction of fatal accidents for aircraft subject to, or exempt from, dynamic crash testing was similar (0.53 and 0.60, respectively). Unexpectedly, for on-airport landings a higher fraction of fatalities was evident for aircraft whose certification mandated dynamic crash testing. Improved crashworthiness standards would be expected to translate into a reduced severity of accident injuries. For all accidents, as well as for those deemed survivable, the fraction of minor and serious injuries was reduced for occupants in aircraft certified to the higher crashworthiness standards. Surprisingly, the fraction of occupants fatally injured was not decreased for aircraft subject to dynamic crash tests. To shed light on this unexpected finding flight history, airman demographics and post-impact fires for aircraft for which dynamic crash testing is mandatory or exempt was examined. For the former cohort the median distance of the accident flight was nearly 44% higher. Aircraft subject to dynamic crash testing were also involved in a greater fraction (0.25 versus 0.12, respectively) of post-impact fires. Our data suggest that while the more stringent crashworthiness standards have mitigated minor and serious

Actively mode-locked Tm-Ho:LiYF4 and Tm-Ho:BaY2F8 lasers

NASA Astrophysics Data System (ADS)

Gatti, D.; Galzerano, G.; Toncelli, A.; Tonelli, M.; Laporta, P.

2007-01-01

We report on the generation of mode-locking pulse trains with high average output powers from diode-pumped Tm-Ho:LiYF4 and Tm-Ho:BaY2F8 lasers emitting at around 2 μm. The highest output power of 365 mW was obtained with the Tm-Ho:YLF4 laser, whereas the shortest pulse duration of 120 ps and the widest tunability range of 59 nm was achieved with the Tm-Ho:BaY2F8 laser.

Candidates to replace R-12 as a radiator gas in Cherenkov detectors

NASA Astrophysics Data System (ADS)

Harvey, Allan H.; Paulechka, Eugene; Egan, Patrick F.

2018-06-01

Dichlorodifluoromethane (R-12) has been widely used as a radiator gas in pressure threshold Cherenkov detectors for high-energy particle physics. However, that compound is becoming unavailable due to the Montreal Protocol. To find a replacement with suitably high refractive index, we use a combination of theory and experiment to examine the polarizability and refractivity of several non-ozone-depleting compounds. Our measurements show that the fourth-generation refrigerants R-1234yf (2,3,3,3-tetrafluoropropene) and R-1234ze(E) (trans-1,3,3,3-tetrafluoropropene) have sufficient refractivity to replace R-12 in this application. If the slight flammability of these compounds is a problem, two nonflammable alternatives are R-218 (octafluoropropane), which has a high Global Warming Potential, and R-13I1 (trifluoroiodomethane), which has low Ozone Depletion Potential and Global Warming Potential but may not be sufficiently inert.

Effects of aircraft overflights on wilderness recreationists.

PubMed

Fidell, S; Silvati, L; Howe, R; Pearsons, K S; Tabachnick, B; Knopf, R C; Gramann, J; Buchanan, T

1996-11-01

On-site and telephone opinion surveys were conducted to assess outdoor recreationists' annoyance with aircraft overflights of wilderness areas. Although current technology for measuring noise exposure does not yet permit accurate and cost-effective estimates of dosage-response relationships in outdoor recreational settings, it was nonetheless possible to construct a rough relationship between estimated aircraft noise exposure and annoyance from the data of the on-site study. In the second survey, telephone interviews were administered to another sample of outdoor recreationists within 2 weeks of their return from visits to 12 wilderness areas. The prevalence of aircraft noise-induced annoyance (in any degree) among respondents in all wilderness areas ranged from 5% to 32%. The prevalence of a consequential degree of aircraft noise-induced annoyance among respondents was less than 5% in all wilderness areas combined. Noise-induced annoyance proved to be a more direct measure of the effects of aircraft overflights on recreationists than more global measures such as visit satisfaction or intent to revisit.

V/STOL tilt rotor aircraft study. Volume 2: Preliminary design of research aircraft

NASA Technical Reports Server (NTRS)

1972-01-01

A preliminary design study was conducted to establish a minimum sized, low cost V/STOL tilt-rotor research aircraft with the capability of performing proof-of-concept flight research investigations applicable to a wide range of useful military and commercial configurations. The analysis and design approach was based on state-of-the-art methods and maximum use of off-the-shelf hardware and systems to reduce development risk, procurement cost and schedules impact. The rotors to be used are of 26 foot diameter and are the same as currently under construction and test as part of NASA Tilt-Rotor Contract NAS2-6505. The aircraft has a design gross weight of 12,000 lbs. The proposed engines to be used are Lycoming T53-L-13B rated at 1550 shaft horsepower which are fully qualified. A flight test investigation is recommended which will determine the capabilities and limitations of the research aircraft.

System design requirements for advanced rotary-wing agricultural aircraft

NASA Technical Reports Server (NTRS)

Lemont, H. E.

1979-01-01

Helicopter aerial dispersal systems were studied to ascertain constraints to the system, the effects of removal of limitations (technical and FAA regulations), and subsystem improvements. Productivity indices for the aircraft and swath effects were examined. Typical missions were formulated through conversations with operators, and differing gross weight aircraft were synthesized to perform these missions. Economic analysis of missions and aircraft indicated a general correlation of small aircraft (3000 lb gross weight) suitability for small fields (25 acres), and low dispersion rates (less than 32 lb/acre), with larger aircraft (12,000 lb gross weight) being more favorable for bigger fields (200 acres) and heavier dispersal rates (100 lb/acre). Operator problems, possible aircraft and system improvements, and selected removal of operating limitations were reviewed into recommendations for future NASA research items.

Flight-Test Evaluation of the Longitudinal Stability and Control Characteristics of 0.5-Scale Models of the Fairchild Lark Pilotless-Aircraft Configuration: Standard Configuration with Wing Flaps Deflected 60 Degrees and Model having Tail in Line with Wings, TED No. NACA 2387

NASA Technical Reports Server (NTRS)

Stone, David G.

1947-01-01

Flight tests were conducted at the Flight Test Station of the Pilotless Aircraft Research Division at Wallop Island, Va., to determine the longitudinal control and stability characteristics of 0.5-scale models of the Fairchild Lark pilotless aircraft with the tail in line with the wings a d with the horizontal wing flaps deflected 60 deg. The data were obtained by the use of a telemeter and by radar tracking.

Thomas C. McMurtry

NASA Technical Reports Server (NTRS)

1982-01-01

Thomas C. McMurtry in November 1982. He graduated in June 1957 from the University of Notre Dame with a Bachelor of Science degree in Mechanical Engineering. McMurtry had been part of the university's Navy ROTC program, and after graduation he joined the Navy as a pilot. Before retiring from the Navy in 1964 as a Lieutenant, he graduated from the U.S. Navy Test Pilot School, and had flown such aircraft as the F9F, A3D, A4D, F3D, F-8, A-6, and S-2. McMurtry was then a consultant for the Lockheed Corporation until joining NASA as a research pilot in 1967. While at the Dryden Flight Research Center, he was co-project pilot on the F-8 Digital Fly-By-Wire program, and the 747 Shuttle Carrier Aircraft, as well as project pilot on the F-15 Digital Electronic Engine Control (DEEC) project, the KC-135 Winglets, the F-8 Supercritical Wing project, and the AD-1 Oblique Wing Project. He also made research flights in NASA's YF-12C aircraft (actually a modified SR-71). McMurtry made the last glide flight of the X-24B lifting body on November 26, 1975, and was co-pilot of the 747 Shuttle Carrier Aircraft on the first free flight of the space shuttle Enterprise on August 12, 1977. He was involved in several remotely piloted research vehicle programs, including the FAA/NASA 720 Controlled Impact Demonstration and the 3/8 F-15 Spin Research Vehicle. During McMurtry's 32 years as a pilot and manager at Dryden, he received numerous awards. These include the NASA Exceptional Service Award for his work on the F-8 Supercritical Wing, and the Iven C. Kincheloe Award from the Society of Experimental Test Pilots for his role as chief pilot on the AD-1 project, the NASA Distinguished Service Medal, and the 1999 Milton O. Thomson Lifetime Achievement Award. McMurtry also held a number of management positions at Dryden, including Chief Pilot, Director of Flight Operations, Associate Director of Flight Operations, and was the acting Chief Engineer at the time of his retirement on June 3, 1999

Noise Levels and Data Analyses for Small Prop-Driven Aircraft

DTIC Science & Technology

1983-08-01

assumption is that the acoustical emission characteristics of the test aircraft remain constant over the 3000 feet between sites. 7.1 Intensity metric...assumed that acoustical emission characteristics of the aircraft are nominally the same as the aircraft passes over the two measurement locations. As...associated with the emission of AIM. Table 12-2 lists the aircraft tested, number of samples, and the mean and standard deviation of the acoustical angle. The

A Fixed-Wing Aircraft Simulation Tool for Improving the efficiency of DoD Acquisition

DTIC Science & Technology

2015-10-05

simulation tool , CREATETM-AV Helios [12-14], a high fidelity rotary wing vehicle simulation tool , and CREATETM-AV DaVinci [15-16], a conceptual through...05/2015 Oct 2008-Sep 2015 A Fixed-Wing Aircraft Simulation Tool for Improving the Efficiency of DoD Acquisition Scott A. Morton and David R...multi-disciplinary fixed-wing virtual aircraft simulation tool incorporating aerodynamics, structural dynamics, kinematics, and kinetics. Kestrel allows

SR-71 Ship #1 on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA 831 (B model), military serial 61-7956. From 1990 through 1994, Dryden also had

YJ101-YF-17 Aircraft Prototype Development Summary

DTIC Science & Technology

1977-01-01

requirements were selected to evaluate engi of the considerations was the impact of idl operation, while other arenas as altitude f loads , EMI, and JP...designed to be compatible with the air combat fighter installation environment temperatures and "g" loads . 2.2.1 Evaluation Testing Program. An...ratio per stage. It has a cylindrical hub and tapered tip flowpath to provide high loading within reasonable rim speeds. Development

SR-71 Research Engineer Marta Bohn-Meyer

NASA Technical Reports Server (NTRS)

1992-01-01

extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have

Conceptual design of high speed supersonic aircraft: A brief review on SR-71 (Blackbird) aircraft

NASA Astrophysics Data System (ADS)

Xue, Hui; Khawaja, H.; Moatamedi, M.

2014-12-01

The paper presents the conceptual design of high-speed supersonic aircraft. The study focuses on SR-71 (Blackbird) aircraft. The input to the conceptual design is a mission profile. Mission profile is a flight profile of the aircraft defined by the customer. This paper gives the SR-71 aircraft mission profile specified by US air force. Mission profile helps in defining the attributes the aircraft such as wing profile, vertical tail configuration, propulsion system, etc. Wing profile and vertical tail configurations have direct impact on lift, drag, stability, performance and maneuverability of the aircraft. A propulsion system directly influences the performance of the aircraft. By combining the wing profile and the propulsion system, two important parameters, known as wing loading and thrust to weight ratio can be calculated. In this work, conceptual design procedure given by D. P. Raymer (AIAA Educational Series) is applied to calculate wing loading and thrust to weight ratio. The calculated values are compared against the actual values of the SR-71 aircraft. Results indicates that the values are in agreement with the trend of developments in aviation.

Highly sensitive and selective cartap nanosensor based on luminescence resonance energy transfer between NaYF4:Yb,Ho nanocrystals and gold nanoparticles.

PubMed

Wang, Zhijiang; Wu, Lina; Shen, Baozhong; Jiang, Zhaohua

2013-09-30

Fluorescent detection is an attractive method for the detection of toxic chemicals. However, most chemosensors that are currently utilized in fluorescent detection are based on organic dyes or quantum dots, which suffer from instability, high background noise and interference from organic impurities in solution, which can also be excited by UV radiation. In the present research, we developed a novel NaYF4:Yb,Ho/Au nanocomposite-based chemosensor with high sensitivity (10 ppb) and selectivity over competing analytes for the detection of the insecticide cartap. This nanosensor is excited with a 970-nm laser instead of UV radiation to give an emission peak at 541 nm. In the presence of cartap, the nanocomposites aggregate, resulting in enhanced luminescence resonance energy transfer between the NaYF4:Yb,Ho nanocrystals and the gold nanoparticles, which decreases the emission intensity at 541 nm. The relative luminescence intensity at 541 nm has a linear relationship with the concentration of cartap in the solution. Based on this behavior, the developed nanosensor successfully detected cartap in farm produce and water samples with satisfactory results. Copyright © 2013 Elsevier B.V. All rights reserved.

Noise of High-Performance Aircraft at Afterburner

DTIC Science & Technology

2015-03-30

Quarterly progress report 3. DATES COVERED (From - To) 12-15-2014 to 04-03-2015 4. TITLE AND SUBTITLE Noise of High-Performance Aircraft at Afterburner ...generation of a high- performance aircraft operating at afterburner condition. The new noise components are indirect combustion noise produced by the...spectrum is reported 15. SUBJECT TERMS Jet noise at afterburner 16. SECURITY CLASSIFICATION OF: a. REPORT u b. ABSTRACT u c. THIS PAGE u 17

Signaling the End of Deterrence Afforded by Dual Capable Aircraft

DTIC Science & Technology

2017-04-06

INTRODUCTION For more than 60 years, the Unites States and Europe relied on fighter aircraft capable of executing conventional and nuclear strike...missions. Known as dual-capable aircraft (DCA), these fighters were an integral part of the US extended nuclear deterrence strategy in Asia and Europe...force structure, sustainment and modernization by the US and Allied nations allowed tactical nuclear forces to atrophy. Starting in 2010, the US and

32 CFR 766.12 - Unauthorized landings.

Code of Federal Regulations, 2011 CFR

2011-07-01

... 32 National Defense 5 2011-07-01 2011-07-01 false Unauthorized landings. 766.12 Section 766.12 National Defense Department of Defense (Continued) DEPARTMENT OF THE NAVY MISCELLANEOUS RULES USE OF DEPARTMENT OF THE NAVY AVIATION FACILITIES BY CIVIL AIRCRAFT § 766.12 Unauthorized landings. An aircraft that...

Measurement of thermo-optic properties of Y3Al5O12, Lu3Al5O12, YAIO3, LiYF4, LiLuF4, BaY2F8, KGd(WO4)2, and KY(WO4)2 laser crystals in the 80-300 K temperature range

NASA Astrophysics Data System (ADS)

Aggarwal, R. L.; Ripin, D. J.; Ochoa, J. R.; Fan, T. Y.

2005-11-01

Thermo-optic materials properties of laser host materials have been measured to enable solid-state laser performance modeling. The thermo-optic properties include thermal diffusivity (β), specific heat at constant pressure (Cp), thermal conductivity (κ), coefficient of thermal expansion (α), thermal coefficient of the optical path length (γ) equal to (dO/dT)/L, and thermal coefficient of refractive index (dn/dT) at 1064nm; O denotes the optical path length, which is equal to the product of the refractive index (n) and sample length (L). Thermal diffusivity and specific heat were measured using laser-flash method. Thermal conductivity was deduced using measured values of β, Cp, and the density (ρ ). Thermal expansion was measured using a Michelson laser interferometer. Thermal coefficient of the optical path length was measured at 1064nm, using interference between light reflected from the front and rear facets of the sample. Thermal coefficient of the refractive index was determined, using the measured values of γ, α, and n. β and κ of Y3Al5O12, YAIO3, and LiYF4 were found to decrease, as expected, upon doping with Yb.

Worldwide studies on aircraft disinsection at “blocks away”

PubMed Central

Sullivan, W. N.; Pal, R.; Wright, J. W.; Azurin, J. C.; Okamoto, R.; McGuire, J. U.; Waters, R. M.

1972-01-01

During 1971 worldwide experiments on the disinsection of passenger cabins at “blocks away” (as the aircraft starts taxiing for take-off) were conducted in several types of jet aircraft. A procedure was developed whereby the high capacity Boeing 747 could be disinsected by four stewardesses in less than 1 minute. The favourable results of these and previous trials indicate that this method is suitable as a standard procedure for aircraft disinsection for international quarantine purposes. The biological effectiveness against resistant and non-resistant mosquitos of a 2% concentration of a pyrethroid, resmethrin, in Freon 11+Freon 12 (1:1) (without kerosine) and a favourable passenger response make it suitable as a standard formulation for aircraft disinsection. PMID:4538193

T cell receptor alpha variable 12-2 bias in the immunodominant response to Yellow fever virus.

PubMed

Bovay, Amandine; Zoete, Vincent; Dolton, Garry; Bulek, Anna M; Cole, David K; Rizkallah, Pierre J; Fuller, Anna; Beck, Konrad; Michielin, Olivier; Speiser, Daniel E; Sewell, Andrew K; Fuertes Marraco, Silvia A

2018-02-01

The repertoire of human αβ T-cell receptors (TCRs) is generated via somatic recombination of germline gene segments. Despite this enormous variation, certain epitopes can be immunodominant, associated with high frequencies of antigen-specific T cells and/or exhibit bias toward a TCR gene segment. Here, we studied the TCR repertoire of the HLA-A*0201-restricted epitope LLWNGPMAV (hereafter, A2/LLW) from Yellow Fever virus, which generates an immunodominant CD8 + T cell response to the highly effective YF-17D vaccine. We discover that these A2/LLW-specific CD8 + T cells are highly biased for the TCR α chain TRAV12-2. This bias is already present in A2/LLW-specific naïve T cells before vaccination with YF-17D. Using CD8 + T cell clones, we show that TRAV12-2 does not confer a functional advantage on a per cell basis. Molecular modeling indicated that the germline-encoded complementarity determining region (CDR) 1α loop of TRAV12-2 critically contributes to A2/LLW binding, in contrast to the conventional dominant dependence on somatically rearranged CDR3 loops. This germline component of antigen recognition may explain the unusually high precursor frequency, prevalence and immunodominance of T-cell responses specific for the A2/LLW epitope. © 2017 WILEY-VCH Verlag GmbH & Co. KGaA, Weinheim.

Edward (Ed) T. Schneider in Front of SR-71 Blackbird

NASA Technical Reports Server (NTRS)

1995-01-01

LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA

SR-71B - in flight over snow-capped mountains

NASA Technical Reports Server (NTRS)

1995-01-01

used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Dryden has had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+ or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all

SR-71 - In-flight Close-up from Tanker

NASA Technical Reports Server (NTRS)

1994-01-01

collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight

SR-71 Pilot Stephen (Steve) D. Ishmael

NASA Technical Reports Server (NTRS)

1992-01-01

sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges

SR-71 Pilot Rogers E. Smith

NASA Technical Reports Server (NTRS)

1992-01-01

, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and

SR-71 Pilots and Crew (Smith, Meyer, Bohn-Meyer, Ishmael)

NASA Technical Reports Server (NTRS)

1991-01-01

LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military serial 61-7980 and NASA

SR-71 Pilots and Crew (Smith, Meyer, Bohn-Meyer, Ishmael)

NASA Technical Reports Server (NTRS)

1991-01-01

Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when parked). Gross takeoff weight is about 140,000 pounds, including a possible fuel weight of 80,280 pounds. The airframes are built almost entirely of titanium and titanium alloys to withstand heat generated by sustained Mach 3 flight. Aerodynamic control surfaces consist of all-moving vertical tail surfaces, ailerons on the outer wings, and elevators on the trailing edges between the engine exhaust nozzles. The two SR-71s at Dryden have been assigned the following NASA tail numbers: NASA 844 (A model), military

Global mortality attributable to aircraft cruise emissions.

PubMed

Barrett, Steven R H; Britter, Rex E; Waitz, Ian A

2010-10-01

Aircraft emissions impact human health though degradation of air quality. The majority of previous analyses of air quality impacts from aviation have considered only landing and takeoff emissions. We show that aircraft cruise emissions impact human health over a hemispheric scale and provide the first estimate of premature mortalities attributable to aircraft emissions globally. We estimate ∼8000 premature mortalities per year are attributable to aircraft cruise emissions. This represents ∼80% of the total impact of aviation (where the total includes the effects of landing and takeoff emissions), and ∼1% of air quality-related premature mortalities from all sources. However, we note that the impact of landing and takeoff emissions is likely to be under-resolved. Secondary H(2)SO(4)-HNO(3)-NH(3) aerosols are found to dominate mortality impacts. Due to the altitude and region of the atmosphere at which aircraft emissions are deposited, the extent of transboundary air pollution is particularly strong. For example, we describe how strong zonal westerly winds aloft, the mean meridional circulation around 30-60°N, interaction of aircraft-attributable aerosol precursors with background ammonia, and high population densities in combination give rise to an estimated ∼3500 premature mortalities per year in China and India combined, despite their relatively small current share of aircraft emissions. Subsidence of aviation-attributable aerosol and aerosol precursors occurs predominantly around the dry subtropical ridge, which results in reduced wet removal of aviation-attributable aerosol. It is also found that aircraft NO(x) emissions serve to increase oxidation of nonaviation SO(2), thereby further increasing the air quality impacts of aviation. We recommend that cruise emissions be explicitly considered in the development of policies, technologies and operational procedures designed to mitigate the air quality impacts of air transportation.

Efficacy and Duration of Immunity after Yellow Fever Vaccination: Systematic Review on the Need for a Booster Every 10 Years

PubMed Central

Gotuzzo, Eduardo; Yactayo, Sergio; Córdova, Erika

2013-01-01

Current regulations stipulate a yellow fever (YF) booster every 10 years. We conducted a systematic review of the protective efficacy and duration of immunity of YF vaccine in residents of disease-endemic areas and in travelers to assess the need for a booster in these two settings and in selected populations (human immunodeficiency virus–infected persons, infants, children, pregnant women, and severely malnourished persons). Thirty-six studies and 22 reports were included. We identified 12 studies of immunogenicity, 8 of duration of immunity, 8 of vaccine response in infants and children, 7 of human-immunodeficiency virus–infected persons, 2 of pregnant women, and 1 of severely malnourished children. Based on currently available data, a single dose of YF vaccine is highly immunogenic and confers sustained life-long protective immunity against YF. Therefore, a booster dose of YF vaccine is not needed. Special considerations for selected populations are detailed. PMID:24006295

Aerodynamic characteristics of forebody and nose strakes based on F-16 wind tunnel test experience. Volume 1: Summary and analysis

NASA Technical Reports Server (NTRS)

Smith, C. W.; Ralston, J. N.; Mann, H. W.

1979-01-01

The YF-16 and F-16 developmental wind tunnel test program was reviewed. Geometrical descriptions, general comments, representative data, and the initial efforts toward the development of design guides for the application of strakes to future aircraft are presented.

Miniature Rocket Motor for Aircraft Stall/Spin Recovery

NASA Technical Reports Server (NTRS)

Lucy, M. H.

1985-01-01

Design accommodates different thrust levels and burn times with minimum weight. Different thrust levels achieved by substituting other propellants of different diameter and burn-rate characteristics. Different burn times achieved by simply changing length of grain/tube assembly. Grain bond material also acts as insulator for fiberglass tube. Rocket motor attached to aircraft model and ignited from radio-controlled 4.8-volt power source. Device provides more than twice energy available in previous designs at only 60 percent of weight. Rocket motor used to identify energy requirements for aircraft stall/spin recovery positive propulsion system.

Continuous Biometric Authentication for Authorized Aircraft Personnel: A Proposed Design

DTIC Science & Technology

2003-06-01

Security Magazine , “Biometrics Technology: Making Moves in the Security Game", pp. 28-34 Volume 12 #3 March 2002. [17] International Biometrics... in this thesis are those of the author and do not reflect the official policy or position of the Department of Defense or the U.S. Government. 12a...words) Today, there is no way to ensure that the personnel working within the cockpit of an aircraft in flight are authorized to be there. The

Highly Efficient LiYF4:Yb(3+), Er(3+) Upconversion Single Crystal under Solar Cell Spectrum Excitation and Photovoltaic Application.

PubMed

Chen, Xu; Xu, Wen; Song, Hongwei; Chen, Cong; Xia, Haiping; Zhu, Yongsheng; Zhou, Donglei; Cui, Shaobo; Dai, Qilin; Zhang, Jiazhong

2016-04-13

Luminescent upconversion is a promising way to harvest near-infrared (NIR) sunlight and transforms it into visible light that can be directly absorbed by active materials of solar cells and improve their power conversion efficiency (PCE). However, it is still a great challenge to effectively improve the PCE of solar cells with the assistance of upconversion. In this work, we demonstrate the application of the transparent LiYF4:Yb(3+), Er(3+) single crystal as an independent luminescent upconverter to improve the PCE of perovskite solar cells. The LiYF4:Yb(3+), Er(3+) single crystal is prepared by an improved Bridgman method, and its internal quantum efficiency approached to 5.72% under 6.2 W cm(-2) 980 nm excitation. The power-dependent upconversion luminescence indicated that under the excitation of simulated sunlight the (4)F(9/2)-(4)I(15/2) red emission originally results from the cooperation of a 1540 nm photon and a 980 nm photon. Furthermore, when the single crystal is placed in front of the perovskite solar cells, the PCE is enhanced by 7.9% under the irradiation of simulated sunlight by 7-8 solar constants. This work implies the upconverter not only can serve as proof of principle for improving PCE of solar cells but also is helpful to practical application.

Interaction of Aircraft Wakes From Laterally Spaced Aircraft

NASA Technical Reports Server (NTRS)

Proctor, Fred H.

2009-01-01

Large Eddy Simulations are used to examine wake interactions from aircraft on closely spaced parallel paths. Two sets of experiments are conducted, with the first set examining wake interactions out of ground effect (OGE) and the second set for in ground effect (IGE). The initial wake field for each aircraft represents a rolled-up wake vortex pair generated by a B-747. Parametric sets include wake interactions from aircraft pairs with lateral separations of 400, 500, 600, and 750 ft. The simulation of a wake from a single aircraft is used as baseline. The study shows that wake vortices from either a pair or a formation of B-747 s that fly with very close lateral spacing, last longer than those from an isolated B-747. For OGE, the inner vortices between the pair of aircraft, ascend, link and quickly dissipate, leaving the outer vortices to decay and descend slowly. For the IGE scenario, the inner vortices ascend and last longer, while the outer vortices decay from ground interaction at a rate similar to that expected from an isolated aircraft. Both OGE and IGE scenarios produce longer-lasting wakes for aircraft with separations less than 600 ft. The results are significant because concepts to increase airport capacity have been proposed that assume either aircraft formations and/or aircraft pairs landing on very closely spaced runways.

Aircraft measurements of NO and NOy at 12 km over the Pacific Ocean

NASA Technical Reports Server (NTRS)

Koike, M.; Kondo, Y.; Makino, Y.; Sugimura, Y.

1994-01-01

Measurements of nitric oxide (NO) and total reactive nitrogen (NOy) at altitudes about 12 km were made from two aircraft missions over the central and western Pacific Ocean at latitudes between 65 deg N and 65 deg S during the International Strato-Tropospheric Air Chemistry (INSTAC) program. NO measurements were performed during the first mission in late February and early march 1990, while NOy measurements were performed during the second mission in October 1990. Lowest NO and NOy mixing ratios in the upper troposphere were observed near the equator to be about 30 to approximately 70pptv and 150 to approximately 220pptv, respectively. NOy mixing ratios in the upper troposphere were higher in the northern middle latitude than in the southern middle latitude; 300 to approximately 900pptv in 30 deg N to approximately 50 deg N and 250 to approximately 400pptv around 25 deg S and 50 deg S possibly due to the transport of the polluted air from the boundary layer and the emissions from the commercial aircraft in the northern middle latitudes. Near the equator up to 40 deg S, the NO values showed very high variability and reached between 200 and 2000 pptv. NOy(pptv)/ozone(ppbv) ratios in the upper troposphere were between about 3 and 20 and these values seem to be higher in the lower latitude except for the polluted air in the northern middle latitude. These NOy/ozone ratios in the equatorial upper troposphere are higher than those in the lower stratosphere observed by others. These features of NO and NOy in the equatorial upper troposphere suggest that NOx is produced possibly by the lightning.

Aircraft High-Lift Aerodynamic Analysis Using a Surface-Vorticity Solver

NASA Technical Reports Server (NTRS)

Olson, Erik D.; Albertson, Cindy W.

2016-01-01

This study extends an existing semi-empirical approach to high-lift analysis by examining its effectiveness for use with a three-dimensional aerodynamic analysis method. The aircraft high-lift geometry is modeled in Vehicle Sketch Pad (OpenVSP) using a newly-developed set of techniques for building a three-dimensional model of the high-lift geometry, and for controlling flap deflections using scripted parameter linking. Analysis of the low-speed aerodynamics is performed in FlightStream, a novel surface-vorticity solver that is expected to be substantially more robust and stable compared to pressure-based potential-flow solvers and less sensitive to surface perturbations. The calculated lift curve and drag polar are modified by an empirical lift-effectiveness factor that takes into account the effects of viscosity that are not captured in the potential-flow solution. Analysis results are validated against wind-tunnel data for The Energy-Efficient Transport AR12 low-speed wind-tunnel model, a 12-foot, full-span aircraft configuration with a supercritical wing, full-span slats, and part-span double-slotted flaps.

Flight Test Identification and Simulation of a UH-60A Helicopter and Slung Load

NASA Technical Reports Server (NTRS)

Cicolani, Luigi S.; Sahai, Ranjana; Tucker, George E.; McCoy, Allen H.; Tyson, Peter H.; Tischler, Mark B.; Rosen, Aviv

2001-01-01

Helicopter slung-load operations are common in both military and civil contexts. Helicopters and loads are often qualified for these operations by means of flight tests, which can be expensive and time consuming. There is significant potential to reduce such costs both through revisions in flight-test methods and by using validated simulation models. To these ends, flight tests were conducted at Moffett Field to demonstrate the identification of key dynamic parameters during flight tests (aircraft stability margins and handling-qualities parameters, and load pendulum stability), and to accumulate a data base for simulation development and validation. The test aircraft was a UH-60A Black Hawk, and the primary test load was an instrumented 8- by 6- by 6-ft cargo container. Tests were focused on the lateral and longitudinal axes, which are the axes most affected by the load pendulum modes in the frequency range of interest for handling qualities; tests were conducted at airspeeds from hover to 80 knots. Using telemetered data, the dynamic parameters were evaluated in near real time after each test airspeed and before clearing the aircraft to the next test point. These computations were completed in under 1 min. A simulation model was implemented by integrating an advanced model of the UH-60A aerodynamics, dynamic equations for the two-body slung-load system, and load static aerodynamics obtained from wind-tunnel measurements. Comparisons with flight data for the helicopter alone and with a slung load showed good overall agreement for all parameters and test points; however, unmodeled secondary dynamic losses around 2 Hz were found in the helicopter model and they resulted in conservative stability margin estimates.

Commercial aircraft engine emissions characterization of in-use aircraft at Hartsfield-Jackson Atlanta International Airport

DOT National Transportation Integrated Search

2008-01-31

The emissions from in-use commercial aircraft engines have been analyzed for selected gas-phase species and particulate characteristics using continuous extractive sampling 1-2 min downwind from operational taxi- and runways at Hartsfield-Jackson Atl...

Design of a spanloader cargo aircraft

NASA Technical Reports Server (NTRS)

1989-01-01

With a growing demand for fast international freight service, the slow-moving cargo ships currently in use will soon find a substantial portion of their clients looking elsewhere. One candidate for filling this expected gap in the freight market is a span-loading aircraft (or 'flying wing') capable of long-range operation with extremely large payloads. This report summarizes the design features of an aircraft capable of fulfilling a long-haul, high-capacity cargo mission. The spanloader seeks to gain advantage over conventional aircraft by eliminating the aircraft fuselage and thus reducing empty weight. The primary disadvantage of this configuration is that the cargo-containing wing tends to be thick, thus posing a challenge to the airfoil designer. It also suffers from stability and control problems not encountered by conventional aircraft. The result is an interesting, challenging exercise in unconventional design. The report that follows is a student written synopsis of an effort judged to be the best of eight designs developed during the year 1988-1989.

Aircraft emission impacts in a neighborhood adjacent to a general aviation airport in southern California.

PubMed

Hu, Shishan; Fruin, Scott; Kozawa, Kathleen; Mara, Steve; Winer, Arthur M; Paulson, Suzanne E

2009-11-01

Real time air pollutant concentrations were measured downwind of Santa Monica Airport (SMA), using an electric vehicle mobile platform equipped with fast response instruments in spring and summer of 2008. SMA is a general aviation airport operated for private aircraft and corporate jets in Los Angeles County, California. An impact area of elevated ultrafine particle (UFP) concentrations was observed extending beyond 660 m downwind and 250 m perpendicular to the wind on the downwind side of SMA. Aircraft operations resulted in average UFP concentrations elevated by factors of 10 and 2.5 at 100 and 660 m downwind, respectively, over background levels. The long downwind impact distance (i.e., compared to nearby freeways at the same time of day) is likely primarily due to the large volumes of aircraft emissions containing higher initial concentrations of UFP than on-road vehicles. Aircraft did not appreciably elevate average levels of black carbon (BC), particle-bound polycyclic aromatic hydrocarbons (PB-PAH), although spikes in concentration of these pollutants were observed associated with jet takeoffs. Jet departures resulted in peak 60-s average concentrations of up to 2.2 x 10(6) cm(-3), 440 ng m(-3), and 30 microg m(-3) for UFP, PB-PAH, and BC, respectively, 100 m downwind of the takeoff area. These peak levels were elevated by factors of 440, 90, and 100 compared to background concentrations. Peak UFP concentrations were reasonably correlated (r(2) = 0.62) with fuel consumption rates associated with aircraft departures, estimated from aircraft weights and acceleration rates. UFP concentrations remained elevated for extended periods associated particularly with jet departures, but also with jet taxi and idle, and operations of propeller aircraft. UFP measured downwind of SMA had a median mode of about 11 nm (electric mobility diameter), which was about half of the 22 nm median mode associated with UFP from heavy duty diesel trucks. The observation of highly

Measurement of the UH-60A Hub Large Rotor Test Apparatus Control System Stiffness

NASA Technical Reports Server (NTRS)

Kufeld, Robert M.

2014-01-01

This purpose of this report is to provides details of the measurement of the control system stiffness of the UH-60A rotor hub mounted on the Large Rotor Test Apparatus (UH-60A/LRTA). The UH-60A/LRTA was used in the 40- by 80-Foot Wind Tunnel to complete the full-scale wind tunnel test portion of the NASA / ARMY UH-60A Airloads Program. This report describes the LRTA control system and highlights the differences between the LRTA and UH-60A aircraft. The test hardware, test setup, and test procedures are also described. Sample results are shown, including the azimuthal variation of the measured control system stiffness for three different loadings and two different dynamic actuator settings. Finally, the azimuthal stiffness is converted to fixed system values using multi-blade transformations for input to comprehensive rotorcraft prediction codes.

Luminescence properties of Eu3+-doped SiO2-LiYF4 glass-ceramic microrods

NASA Astrophysics Data System (ADS)

Secu, C. E.; Secu, M.

2015-09-01

Photoluminescence properties of the glass-ceramics microrods containing Eu3+-doped LiYF4 nanocrystals have been studied and characterized. Judd-Ofelt parameters and quantum efficiency has been computed from luminescence spectra and discussed by comparison to the glass ceramic bulk and pellet. The radiative decay rate Arad is higher in the glass ceramic rods (221 s-1) than in the glass ceramic bulk (130 s-1) but the quantum efficiency computed is very low (21%) compared to the glass-ceramic bulk (97%). There are effective non-radiative decay channels that might be related to an influence of the dimensional constraints imposed by the membrane pores during xerogel formation and subsequent glass ceramization.

Aircraft

DOEpatents

Hibbs, Bart D.; Lissaman, Peter B. S.; Morgan, Walter R.; Radkey, Robert L.

1998-01-01

This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gasses for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well.

Aircraft

DOEpatents

Hibbs, B.D.; Lissaman, P.B.S.; Morgan, W.R.; Radkey, R.L.

1998-09-22

This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing`s top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet. Regenerative fuel cells in the wing store excess electricity for use at night, such that the aircraft can sustain its elevation indefinitely. A main spar of the wing doubles as a pressure vessel that houses hydrogen and oxygen gases for use in the regenerative fuel cell. The aircraft has a wide variety of applications, which include weather monitoring and atmospheric testing, communications, surveillance, and other applications as well. 31 figs.

Prevalence and titers of yellow fever virus neutralizing antibodies in previously vaccinated adults.

PubMed

Miyaji, Karina Takesaki; Avelino-Silva, Vivian Iida; Simões, Marisol; Freire, Marcos da Silva; Medeiros, Carlos Roberto de; Braga, Patrícia Emilia; Neves, Maria Angélica Acalá; Lopes, Marta Heloisa; Kallas, Esper Georges; Sartori, Ana Marli Christovam

2017-04-03

The World Health Organization (WHO) recommends one single dose of the Yellow Fever (YF) vaccine based on studies of antibody persistency in healthy adults. We assessed the prevalence and titers of YF virus neutralizing antibodies in previously vaccinated persons aged  60 years, in comparison to younger adults. We also evaluated the correlation between antibody titers and the time since vaccination among participants who received one vaccine dose, and the seropositivity among participants vaccinated prior to or within the past 10 years. previously vaccinated healthy persons aged  18 years were included. YF virus neutralizing antibody titers were determined by means of the 50% Plaque Reduction Neutralization Test. 46 persons aged  60 years and 48 persons aged 18 to 59 years were enrolled. There was no significant difference in the prevalence of YF virus neutralizing antibodies between the two groups (p = 0.263). However, titers were significantly lower in the elderly (p = 0.022). There was no correlation between YF virus neutralizing antibody titers and the time since vaccination. There was no significant difference in seropositivity among participants vaccinated prior to or within the past 10 years. the clinical relevance of the observed difference in YF virus neutralizing antibody titers between the two groups is not clear.

Dynamics of the aircraft in a vortex wake

NASA Astrophysics Data System (ADS)

Gaifullin, A. M.; Sviridenko, Yu N.

2018-03-01

This paper considers the aerodynamics and the dynamics of an aircraft on various modes when the aircraft enters a strongly swirling flow. This is the case when an aircraft purposefully enters the jet-vortex wake of another aircraft in the course of in-flight refuelling, when an aircraft is flying in the trail of an aircraft carrier during landing, or when an aircraft accidentally enters other aircrafts’ vortex wakes. These situations, according to pilots’ evaluation, are the most dangerous and the most difficult modes for piloting. That is why their real time modelling on flight simulators has taken on particular importance. This article provides the algorithms and methodology of mathematical modelling of aerodynamic forces and moments which act upon an aircraft in vortex wakes.

Correlations for the Viscosity of 2,3,3,3-Tetrafluoroprop-1-ene (R1234yf) and trans-1,3,3,3-Tetrafluoropropene (R1234ze(E))†

PubMed Central

Huber, Marcia L.; Assael, Marc J.

2016-01-01

Due to concerns about global warming, there is interest in 2,3,3,3-Tetrafluoroprop-1-ene (R1234yf) and trans-1,3,3,3-Tetrafluoropropene (R1234ze(E)) as potential replacements for refrigerants with high global warming potential (GWP). In this manuscript we survey available data and provide viscosity correlations that cover the entire fluid range including vapor, liquid, and supercritical regions. The correlation for R1234yf is valid from the triple point (220 K) to 410 K at pressures up to 30 MPa, and the correlation for R1234ze(E) is valid from the triple point (169 K) to 420 K at pressures up to 100 MPa. The estimated uncertainty for both correlations at a 95 % confidence level is 2 % for the liquid phase over the temperature range 243 K to 363 K at pressures to 30 MPa, and 3 % for the gas phase at atmospheric pressure. PMID:27840461

Power Measurement Errors on a Utility Aircraft

NASA Technical Reports Server (NTRS)

Bousman, William G.

2002-01-01

Extensive flight test data obtained from two recent performance tests of a UH 60A aircraft are reviewed. A power difference is calculated from the power balance equation and is used to examine power measurement errors. It is shown that the baseline measurement errors are highly non-Gaussian in their frequency distribution and are therefore influenced by additional, unquantified variables. Linear regression is used to examine the influence of other variables and it is shown that a substantial portion of the variance depends upon measurements of atmospheric parameters. Correcting for temperature dependence, although reducing the variance in the measurement errors, still leaves unquantified effects. Examination of the power difference over individual test runs indicates significant errors from drift, although it is unclear how these may be corrected. In an idealized case, where the drift is correctable, it is shown that the power measurement errors are significantly reduced and the error distribution is Gaussian. A new flight test program is recommended that will quantify the thermal environment for all torque measurements on the UH 60. Subsequently, the torque measurement systems will be recalibrated based on the measured thermal environment and a new power measurement assessment performed.

An unusual case of influenza-like illness after yellow fever vaccination.

PubMed

Lamson, Daryl M; Ramani, Rama; Kleabonas, Matthew; Metcalfe, Maureen; Humphrey, Charles; St George, Kirsten

2014-05-01

Yellow fever (YF) is an important public health concern in areas where the disease is endemic. For more than 60 years a highly effective live attenuated vaccine has been available, its widespread use resulting in a dramatic decrease in the number of cases. On rare occasions, YF vaccine can cause mild to severe disease and rare adverse vaccine-associated events have been reported. Additionally, an average viremia of 3-5 days after administration of the YF vaccine has been published. Here we present a case where YF vaccine was isolated in cell culture from a respiratory swab collected from a patient presenting with influenza-like illness. To the best of our knowledge, this is the first report finding replicating YF vaccine in the respiratory sample of a post inoculated individual. Copyright © 2014 Elsevier B.V. All rights reserved.

A look at V/STOL for business aircraft.

NASA Technical Reports Server (NTRS)

Feistel, T. W.; Stewart, E. C.; Gerdes, R. M.; Smith, K. R., Jr.

1972-01-01

Attempt to ascertain the economic viability of the V/STOL capability for business aircraft and the manner in which this viability depends on the aircraft concept. A cost-benefit analysis is presented which indicates that a VTOL business aircraft would be more viable economically than a contemporary turbine-powered business aircraft. The combination of traveler's time value and trip distance for which each aircraft dominates is shown. The significance of disk loading in V/STOL concept application is discussed, and preliminary design configuration studies for three different business-aircraft-sized V/STOLs, using three concepts covering a range of disk loading, are presented as examples. Finally, a discussion of operational aspects of interest to future users of V/STOL business aircraft is presented which centers around the requirements for routine IFR terminal-area operations.

Effects of altitude-related hypoxia on aircrews in aircraft with unpressurized cabins.

PubMed

Nishi, Shuji

2011-01-01

Generally, hypoxia at less than 10,000 ft (3,048 m) has no apparent effect on aircrews. Nevertheless, several hypoxic incidents have been reported in flights below 10,000 ft. A recently introduced pulse oximeter using finger probes allows accurate monitoring of oxygen saturation (SPO2) in the aeromedical environment. Using such a pulse oximeter, in-flight SPO2 levels were evaluated in aircrew in unpressurized aircraft. In addition, career in-flight hypoxic experiences were surveyed. In-flight SPO2 was measured in aircrews operating UH-60J helicopters at up to 13,000 ft, and 338 aircrew members operating unpressurized cabin aircraft were surveyed concerning possible in-flight hypoxic experiences. In aircrews operating UH-60J helicopters, SPO2 decreased significantly at altitudes over 5,000 ft, most markedly at 13,000 ft (vs. ground level). The survey identified three aircrew members with experiences suggesting hypoxemia at below 5,000 ft. Careful attention should be paid to the possibility of hypoxia in aircrews operating unpressurized cabin aircraft.

Pressure distribution data from tests of 2.29 M (7.5 feet) span EET high-lift transport aircraft model in the Ames 12-foot pressure tunnel

NASA Technical Reports Server (NTRS)

Kjelgaard, S. O.; Morgan, H. L., Jr.

1983-01-01

A high-lift transport aircraft model equipped with full-span leading-edge slat and part-span double-slotted trailing-edge flap was tested in the Ames 12-ft pressure tunnel to determine the low-speed performance characteristics of a representative high-aspect-ratio supercritical wing. These tests were performed in support of the Energy Efficient Transport (EET) program which is one element of the Aircraft Energy Efficiency (ACEE) project. Static longitudinal forces and moments and chordwise pressure distributions at three spanwise stations were measured for cruise, climb, two take-off flap, and two landing flap wing configurations. The tabulated and plotted pressure distribution data is presented without analysis or discussion.

A review of advanced turboprop transport aircraft

NASA Astrophysics Data System (ADS)

Lange, Roy H.

The application of advanced technologies shows the potential for significant improvement in the fuel efficiency and operating costs of future transport aircraft envisioned for operation in the 1990s time period. One of the more promising advanced technologies is embodied in an advanced turboprop concept originated by Hamilton Standard and NASA and known as the propfan. The propfan concept features a highly loaded multibladed, variable pitch propeller geared to a high pressure ratio gas turbine engine. The blades have high sweepback and advanced airfoil sections to achieve 80 percent propulsive efficiency at M=0.80 cruise speed. Aircraft system studies have shown improvements in fuel efficiency of 15-20 percent for propfan advanced transport aircraft as compared to equivalent turbofan transports. Beginning with the Lockheed C-130 and Electra turboprop aircraft, this paper presents an overview of the evolution of propfan aircraft design concepts and system studies. These system studies include possible civil and military transport applications and data on the performance, community and far-field noise characteristics and operating costs of propfan aircraft design concepts. NASA Aircraft Energy Efficiency (ACEE) program propfan projects with industry are reviewed with respect to system studies of propfan aircraft and recommended flight development programs.

JF-104 ground testing reaction control system (RCS) jets

NASA Technical Reports Server (NTRS)

1961-01-01

JF-104A (formerly YF-104A, serial # 55-2961) was modifed with a hydrogen peroxide reaction control system (RCS). Following a zoom climb to altitudes in the vicinity of 80,000 feet, the RCS system gave the aircraft controllability in the thin upper atmosphere where conventional control surfaces are ineffective.

Annoyance judgements of aircraft with and without acoustically treated nacelles

NASA Technical Reports Server (NTRS)

Borsky, P. N.; Leonard, S.

1973-01-01

A series of subjective response laboratory tests were conducted to determine the effectiveness of reducing aircraft noise by treating the aircraft engine nacelles with acoustically absorbent material. A total of 108 subjects participated in the magnitude estimation tests. The subjects were selected from persons who had previously been interviewed and classified according to selected psychological characteristics. The subjects lived in three general areas located at three specified distances from New York's Kennedy Airport. The aircraft signals used in the tests consisted of tape recordings of the landing approach noise of a B-727 aircraft under normal operating conditions. These recordings were electronically altered to simulate an aircraft with acoustically treated nacelles to achieve noise reductions of approximately 6 EPNdB and 12 EPNdB. The results from these tests indicate that significant reductions in annoyance resulted from the synthesized nacelle treatments.

Examination of Aircraft Interior Emergency Lighting in a Postcrash Fire Environment.

DTIC Science & Technology

1982-06-01

levels under realistic external fuel-fire conditions; (3) to compare black fuel-fire smoke with an enert white screen fog (references I and 2); (4... black smoke condition" at 52 seconds after the fuel fire was ignited and zero visibility a the 60-inch level at 120 seconds. Because it was closer to the...suitable stand was fabricated for each sign and the holes designed for aircraft mounting were utilized for securing the light to the stand. Two 28 AVG

14 CFR 21.6 - Manufacture of new aircraft, aircraft engines, and propellers.

Code of Federal Regulations, 2010 CFR

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Manufacture of new aircraft, aircraft... Manufacture of new aircraft, aircraft engines, and propellers. (a) Except as specified in paragraphs (b) and (c) of this section, no person may manufacture a new aircraft, aircraft engine, or propeller based on...

Lightweight sidewalls for aircraft interior noise control

NASA Technical Reports Server (NTRS)

May, D. N.; Plotkin, K. J.; Selden, R. G.; Sharp, B. H.

1985-01-01

A theoretical and experimental study was performed to devise lightweight sidewalls for turboprop aircraft. Seven concepts for new sidewalls were analyzed and tested for noise reduction using flat panels of 1.2 m x 1.8 m (4 ft x 6 ft), some of which were aircraft-type constructions and some of which were simpler, easier-to-construct panels to test the functioning of an acoustic principle. Aircraft-application sidewalls were then conceived for each of the seven concepts, and were subjectively evaluated for their ability to meet aircraft nonacoustic design requirements. As a result of the above, the following sidewall concepts were recommended for further investigation: a sidewall in which the interior cavity is vented to ceiling and underfloor areas; sidewalls with wall-mounted resonators, one having a conventional trim panel and one a limp one; and a sidewall with a stiff outer wall and a limp trim panel. These sidewalls appear to promise lower weights than conventional sidewalls adjusted to meet similar acoustic requirements, and further development may prove them to be practical.

Radiation protection aspects of the cosmic radiation exposure of aircraft crew.

PubMed

Bartlett, D T

2004-01-01

Aircraft crew and frequent flyers are exposed to elevated levels of cosmic radiation of galactic and solar origin and secondary radiation produced in the atmosphere, the aircraft structure and its contents. Following recommendations of the International Commission on Radiological Protection in Publication 60, the European Union introduced a revised Basic Safety Standards Directive, which included exposure to natural sources of ionising radiation, including cosmic radiation, as occupational exposure. The revised Directive has been incorporated into laws and regulations in the European Union Member States. Where the assessment of the occupational exposure of aircraft crew is necessary, the preferred approach to monitoring is by the recording of staff flying times and calculated route doses. Route doses are to be validated by measurements. This paper gives the general background, and considers the radiation protection aspects of the cosmic radiation exposure of aircraft crew, with the focus on the situation in Europe.

12.2-GHz methanol maser MMB follow-up catalogue - IV. Longitude range 20°-60°

NASA Astrophysics Data System (ADS)

Breen, S. L.; Ellingsen, S. P.; Caswell, J. L.; Green, J. A.; Voronkov, M. A.; Avison, A.; Fuller, G. A.; Quinn, L. J.

2016-07-01

This is the fourth and final instalment of a series of catalogues presenting 12.2-GHz methanol maser observations made towards each of the 6.7-GHz methanol masers detected in the Methanol Multibeam (MMB) survey. This final portion of the survey covers the 20°-60° longitude range, increasing the 12.2-GHz follow-up range to the full MMB coverage of 186° ≥ l ≤ 60° and |b| ≤ 2°. Towards a total of 260 6.7-GHz MMB methanol masers (we were unable to observe five of the MMB sources in this longitude range) we detect 116 12.2-GHz masers counterparts, 64 of which were discovered in this survey. Including data from the literature, we find that there are 12.2-GHz methanol masers towards 47.1 per cent of the 6.7-GHz methanol masers in this portion of the Galaxy. Across the entire MMB survey range, we find a detection rate of 45.3 per cent. We find that the detection rate of 12.2-GHz methanol masers as a function of Galactic longitude is not uniform and there is an excess of masers with broad velocity ranges at longitudes near 30° and 330°. Comparing the occurrence of 12.2-GHz methanol masers with MMB-targeted CO observations has shown that those outflows associated with a 12.2-GHz source have a larger average dynamical time-scale than those associated with only 6.7-GHz methanol masers, supporting the notion that the 12.2-GHz masers are associated with a later phase of high-mass star formation.

Optical coherence of 166Er:7LiYF4 crystal below 1 K

NASA Astrophysics Data System (ADS)

Kukharchyk, N.; Sholokhov, D.; Morozov, O.; Korableva, S. L.; Kalachev, A. A.; Bushev, P. A.

2018-02-01

We explore optical coherence and spin dynamics of an isotopically purified 166Er:7LiYF4 crystal below 1 K and at weak magnetic fields < 0.3T. Crystals were grown in our lab and demonstrate narrow inhomogeneous optical broadening down to 16 MHz. Solid-state atomic ensembles with such narrow linewidths are very attractive for implementing of off-resonant Raman quantum memory and for the interfacing of superconducting quantum circuits and telecom C-band optical photons. Both applications require a low magnetic field of ∼10 mT. However, at conventional experimental temperatures T > 1.5 K, optical coherence of Er:LYF crystal attains ≃ 10 μ {{s}} time scale only at strong magnetic fields above 1.5 T. In the present work, we demonstrate that the deep freezing of Er:LYF crystal below 1 K results in the increase of optical coherence time to ≃ 100 μ {{s}} at weak fields.

Determinants of stunting at 6, 12, 24 and 60 months and postnatal linear growth in Pakistani children.

PubMed

Saleemi, M A; Ashraf, R N; Mellander, L; Zaman, S

2001-11-01

A "nested" case-control design was used to identify cases from a longitudinally followed cohort of 1236 newborns registered during 1984-1987, living in three socioeconomically different areas. The children had a length <-2SDS (standard deviation scores) at 6, 12, 24 and 60 mo of age using the NCHS reference. The controls were matched for gender, area and month of birth. A logistic regression analysis was used for determining the risk factors for stunting at each age. Postnatal linear growth was also examined in these two groups of children and body size was compared with the NCHS reference and that of upper-middle-class children (n = 240). At 6 mo of age, prematurity and duration of breastfeeding showed a significant association with stunting. At 12 mo, maternal height, birthweight and stunting at 6 mo, while at 24 mo, stunting at 6, 12 and 18 mo were identified as important factors. At 60 mo, no other factors besides previous stunting could be identified. The mean height reached at 60 mo showed a deficit of 6 and 13 cm for the controls and the cases, respectively, compared to the NCHS reference. Twenty-eight percent of the children from the two poor areas who were stunted at 6 mo had improved by 60 mo of age. The risk factors for stunting varied at different ages, relating more to feeding at early ages and to previous stunting, predominantly at higher ages. The linear growth showed that faltering increased with age when cases and controls were treated separately. Recovery from stunting could also be demonstrated.

Survey of aircraft icing simulation test facilities in North America

NASA Technical Reports Server (NTRS)

Olsen, W.

1981-01-01

A survey was made of the aircraft icing simulation facilities in North America: there are 12 wind tunnels, 28 engine test facilities, 6 aircraft tankers and 14 low velocity facilities, that perform aircraft icing tests full or part time. The location and size of the facility, its speed and temperature range, icing cloud parameters, and the technical person to contact are surveyed. Results are presented in tabular form. The capabilities of each facility were estimated by its technical contact person. The adequacy of these facilities for various types of icing tests is discussed.

Energy-transfer processes in Yb:Tm-doped KY3F10, LiYF4, and BaY2F8 single crystals for laser operation at 1.5 and 2.3 μm

NASA Astrophysics Data System (ADS)

Braud, A.; Girard, S.; Doualan, J. L.; Thuau, M.; Moncorgé, R.; Tkachuk, A. M.

2000-02-01

Energy-transfer processes have been quantitatively studied in various Tm:Yb-doped fluoride crystals. A comparison between the three host crystals which have been examined (KY3F10, LiYF4, and BaY2F8) shows clearly that the efficiency of the Yb-->Tm energy transfers is larger in KY3F10 than in LiYF4 or BaY2F8. The dependence of the energy-transfer parameters upon the codopant concentrations has been experimentally measured and compared with the results calculated on the basis of migration-assisted energy-transfer models. Using these energy-transfer parameters and a rate equation model, we have performed a theoretical calculation of the laser thresholds for the 3H4-->3F4 and 3H4-->3H5 laser transitions of the Tm ion around 1.5 and 2.3 μm, respectively. Laser experiments performed at 1.5 μm in Yb:Tm:LiYF4 then led to laser threshold values in good agreement with those derived theoretically. Based on these results, optimized values for the Yb and Tm dopant concentrations for typical values of laser cavity and pump modes were finally derived to minimize the threshold pump powers for the laser transitions around 1.5 and 2.3 μm.

SR-71 Ship #1 on Ramp

NASA Technical Reports Server (NTRS)

1994-01-01

aircraft designs that would reduce the 'peak' overpressures of sonic booms and minimize the startling affect they produce on the ground. One of the first major experiments to be flown in the NASA SR-71 program was a laser air data collection system. It used laser light instead of air pressure to produce airspeed and attitude reference data, such as angle of attack and sideslip, which are normally obtained with small tubes and vanes extending into the airstream. One of Dryden's SR-71s was used for the Linear Aerospike Rocket Engine, or LASRE Experiment. Another earlier project consisted of a series of flights using the SR-71 as a science camera platform for NASA's Jet Propulsion Laboratory in Pasadena, California. An upward-looking ultraviolet video camera placed in the SR-71's nosebay studied a variety of celestial objects in wavelengths that are blocked to ground-based astronomers. Earlier in its history, Dryden had a decade of past experience at sustained speeds above Mach 3. Two YF-12A aircraft and an SR-71 designated as a YF-12C were flown at the center between December 1969 and November 1979 in a joint NASA/USAF program to learn more about the capabilities and limitations of high-speed, high-altitude flight. The YF-12As were prototypes of a planned interceptor aircraft based on a design that later evolved into the SR-71 reconnaissance aircraft. Dave Lux was the NASA SR-71 project manger for much of the decade of the 1990s, followed by Steve Schmidt. Developed for the USAF as reconnaissance aircraft more than 30 years ago, SR-71s are still the world's fastest and highest-flying production aircraft. The aircraft can fly at speeds of more than 2,200 miles per hour (Mach 3+, or more than three times the speed of sound) and at altitudes of over 85,000 feet. The Lockheed Skunk Works (now Lockheed Martin) built the original SR-71 aircraft. Each aircraft is 107.4 feet long, has a wingspan of 55.6 feet, and is 18.5 feet high (from the ground to the top of the rudders, when

Mission Analysis and Aircraft Sizing of a Hybrid-Electric Regional Aircraft

NASA Technical Reports Server (NTRS)

Antcliff, Kevin R.; Guynn, Mark D.; Marien, Ty V.; Wells, Douglas P.; Schneider, Steven J.; Tong, Michael T.

2016-01-01

The purpose of this study was to explore advanced airframe and propulsion technologies for a small regional transport aircraft concept (approximately 50 passengers), with the goal of creating a conceptual design that delivers significant cost and performance advantages over current aircraft in that class. In turn, this could encourage airlines to open up new markets, reestablish service at smaller airports, and increase mobility and connectivity for all passengers. To meet these study goals, hybrid-electric propulsion was analyzed as the primary enabling technology. The advanced regional aircraft is analyzed with four levels of electrification, 0 percent electric with 100 percent conventional, 25 percent electric with 75 percent conventional, 50 percent electric with 50 percent conventional, and 75 percent electric with 25 percent conventional for comparison purposes. Engine models were developed to represent projected future turboprop engine performance with advanced technology and estimates of the engine weights and flowpath dimensions were developed. A low-order multi-disciplinary optimization (MDO) environment was created that could capture the unique features of parallel hybrid-electric aircraft. It is determined that at the size and range of the advanced turboprop: The battery specific energy must be 750 watt-hours per kilogram or greater for the total energy to be less than for a conventional aircraft. A hybrid vehicle would likely not be economically feasible with a battery specific energy of 500 or 750 watt-hours per kilogram based on the higher gross weight, operating empty weight, and energy costs compared to a conventional turboprop. The battery specific energy would need to reach 1000 watt-hours per kilogram by 2030 to make the electrification of its propulsion an economically feasible option. A shorter range and/or an altered propulsion-airframe integration could provide more favorable results.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This photograph shows the Air Force C-141A that was used in the Eclipse project as a tow vehicle. The project used a QF-106 interceptor aircraft to simulate a future orbiter, which would be towed to a high altitude and released to fire its own engines and carry a payload into space. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wing loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

The effect of follicle age on pregnancy rate in beef cows.

PubMed

Abreu, F M; Geary, T W; Cruppe, L H; Madsen, C A; Jinks, E M; Pohler, K G; Vasconcelos, J L M; Day, M L

2014-03-01

The effect of the age of the ovulatory follicle on fertility in beef cows was investigated. Multiparous (n = 171) and primiparous (n = 129) postpartum beef cows in 2 groups (G1 and G2) received estradiol benzoate (EB; 1 mg/500 kg BW, intramuscular [i.m.]) 5.5 d (G1; n = 162) and 6.5 d (G2; n = 138) after the final GnRH of a synchronization program (5d CO-Synch + CIDR) to induce emergence of a new follicular wave (NFW), followed by prostaglandin F2α (PGF(2α); 25 mg, i.m.) administration either 5.5 d ("young" follicle, YF; n = 155) or 9.5 d ("mature" follicle, MF; n = 145) after EB. Estrous detection coupled with AI 12 h later (estrus-AI) was performed for 60 h (MF) and 84 h (YF) after PGF(2α); cows not detected in estrus within this period received timed AI (TAI) coupled with GnRH at 72 and 96 h, respectively. Within the first 72 h after PGF(2α), more (P < 0.01) cows in the MF (76.3%) than YF treatment (47.7%) exhibited estrus, but through 96 h, the proportion detected in estrus (P < 0.05) and interval from PGF(2α) to estrus (P < 0.01) were greater in the YF than MF treatment (88.6% vs. 76.3%, 78.9 ± 0.8 vs. 57.5 ± 1.6 h, respectively). Age of the ovulatory follicle at AI was greater (P < 0.01) in the MF (9.32 ± 0.04 d) than YF (6.26 ± 0.02 d) treatment, but follicle diameter at AI and pregnancy rates did not differ between MF (13.1 ± 0.2 mm; 72.0%) and YF (12.9 ± 0.1 mm; 67.1%) treatments. Regardless of treatment, the diameter of the ovulatory follicle at AI and pregnancy rate were greater (P < 0.01) with estrus-AI (13.1 ± 0.1 mm; 75.0%) than TAI (12.6 ± 0.2 mm; 55.4%). Cows in the MF treatment that initiated a second NFW after EB but before PGF(2α) (MF2; n = 47) were induced to ovulate with GnRH and TAI at 72h, when ovulatory follicles were 4 d old and 10.2 ± 0.2 mm in diameter. Pregnancy rate for TAI (51.1%) in MF2 did not differ from TAI pregnancy rate (55.4%) across the MF and YF treatments. In summary, the age of the ovulatory follicle affected

Human-centered aircraft automation: A concept and guidelines

NASA Technical Reports Server (NTRS)

Billings, Charles E.

1991-01-01

Aircraft automation is examined and its effects on flight crews. Generic guidelines are proposed for the design and use of automation in transport aircraft, in the hope of stimulating increased and more effective dialogue among designers of automated cockpits, purchasers of automated aircraft, and the pilots who must fly those aircraft in line operations. The goal is to explore the means whereby automation may be a maximally effective tool or resource for pilots without compromising human authority and with an increase in system safety. After definition of the domain of the aircraft pilot and brief discussion of the history of aircraft automation, a concept of human centered automation is presented and discussed. Automated devices are categorized as a control automation, information automation, and management automation. The environment and context of aircraft automation are then considered, followed by thoughts on the likely future of automation of that category.

Defense Transportation: DOD Can Better Ensure That Federal Agencies Fully Reimburse for Using Military Aircraft

DTIC Science & Technology

2014-02-01

First Lady, and Second Lady. Other than the President, who travels exclusively on VC-25 aircraft ( Boeing 747 aircraft designated as Air Force One when...to a Boeing 757). Figure 1 show examples of these aircraft...Aircraft 2008 Rate 2009 Rate 2010 Rate 2011 Rate 2012 Rate C-20B (Gulfstream III) $5,279 $6,210 $3,953 $5,188 $5,475 C-32A ( Boeing 757) 18,418 12,202

Occurrence and diversity of Pichia spp. in marine environments

NASA Astrophysics Data System (ADS)

Li, Jing; Chi, Zhenming; Wang, Xianghong; Wang, Lin; Sheng, Jun; Gong, Fang

2008-08-01

A total of 328 yeast strains from seawater, sediments, mud of salterns, the guts of marine fish and marine algae were obtained. The results of routine identification and molecular methods show that five yeast strains obtained in this study belonged to Pichia spp., including Pichia guilliermondii 1uv-small, Pichia ohmeri YF04d, Pichia fermentans YF12b, Pichia burtonii YF11A and Pichia anomala YF07b. Further studies revealed that Pichia anomala YF07b could produce killer toxin against pathogenic yeasts in crabs while Pichia guilliermondii 1uv-small could produce high activity of extracellular inulinase. It is advisable to test if Pichia ohmeri YF04d obtained in this study is related to central-venous-catheter-associated infection.

Impact of aircraft NO x emission on NO x and ozone over China

NASA Astrophysics Data System (ADS)

Liu, Yu; Isaksen, I. S. A.; Sundet, J. K.; Zhou, Xiuji; Ma, Jianzhong

2003-07-01

A three-dimensional global chemistry transport model (OSLO CTM2) is used to investigate the impact of subsonic aircraft NO x emission on NO x and ozone over China in terms of a year 2000 scenario of subsonic aircraft NO x emission. The results show that subsonic aircraft NO x emission significantly affects northern China, which makes NO x at 250 hPa increase by about 50 pptv with the highest percentage of 60% in January, and leading to an ozone increase of 8 ppbv with 5% relative change in April. The NO x increase is mainly attributed to the transport process, but ozone increase is produced by the chemical process. The NO x increases by less than 10 pptv by virtue of subsonic aircraft NO x emission over China, and ozone changes less than 0.4 ppbv. When subsonic aircraft NO x emission over China is doubled, its influence is still relatively small.

A Fiber-Optic Aircraft Lightning Current Measurement Sensor

NASA Technical Reports Server (NTRS)

Nguyen, Truong X.; Ely, Jay J.; Szatkowski, George N.

2013-01-01

A fiber-optic current sensor based on the Faraday Effect is developed for aircraft installations. It can measure total lightning current amplitudes and waveforms, including continuing current. Additional benefits include being small, lightweight, non-conducting, safe from electromagnetic interference, and free of hysteresis and saturation. The Faraday Effect causes light polarization to rotate in presence of magnetic field in the direction of light propagation. Measuring the total induced light polarization change yields the total current enclosed. The system operates at 1310nm laser wavelength and can measure approximately 300 A - 300 kA, a 60 dB range. A reflective polarimetric scheme is used, where the light polarization change is measured after a round-trip propagation through the fiber. A two-detector setup measures the two orthogonal polarizations for noise subtraction and improved dynamic range. The current response curve is non-linear and requires a simple spline-fit correction. Effects of high current were achieved in laboratory using combinations of multiple fiber and wire loops. Good result comparisons against reference sensors were achieved up to 300 kA. Accurate measurements on a simulated aircraft fuselage and an internal structure illustrate capabilities that maybe difficult with traditional sensors. Also tested at a commercial lightning test facility from 20 kA to 200 kA, accuracy within 3-10% was achieved even with non-optimum setups.

Smart aircraft fastener evaluation (SAFE) system: a condition-based corrosion detection system for aging aircraft

NASA Astrophysics Data System (ADS)

Schoess, Jeffrey N.; Seifert, Greg; Paul, Clare A.

1996-05-01

The smart aircraft fastener evaluation (SAFE) system is an advanced structural health monitoring effort to detect and characterize corrosion in hidden and inaccessible locations of aircraft structures. Hidden corrosion is the number one logistics problem for the U.S. Air Force, with an estimated maintenance cost of $700M per year in 1990 dollars. The SAFE system incorporates a solid-state electrochemical microsensor and smart sensor electronics in the body of a Hi-Lok aircraft fastener to process and autonomously report corrosion status to aircraft maintenance personnel. The long-term payoff for using SAFE technology will be in predictive maintenance for aging aircraft and rotorcraft systems, fugitive emissions applications such as control valves, chemical pipeline vessels, and industrial boilers. Predictive maintenance capability, service, and repair will replace the current practice of scheduled maintenance to substantially reduce operational costs. A summary of the SAFE concept, laboratory test results, and future field test plans is presented.

Prospects for a civil/military transport aircraft

NASA Technical Reports Server (NTRS)

Jobe, C. E.; Noggle, L. W.; Whitehead, A. H., Jr.

1978-01-01

The similarities and disparities between commercial and military payloads, design features, missions, and transport aircraft are enumerated. Two matrices of civil/military transport aircraft designs were evaluated to determine the most cost effective payloads for a projected commercial route structure and air freight market. The probability of this market developing and the prospects for alternate route structures and freight markets are evaluated along with the possible impact on the aircraft designs. Proposals to stimulate the market and increase the viability of the common aircraft concept are reviewed and the possible impact of higher cargo demand on prospects for common civil/military freighters is postulated. The implications of planned advanced technology developments on the aircraft performance and cost are also considered.

World commercial aircraft accidents

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

Kimura, C.Y.

1993-01-01

This report is a compilation of all accidents world-wide involving aircraft in commercial service which resulted in the loss of the airframe or one or more fatality, or both. This information has been gathered in order to present a complete inventory of commercial aircraft accidents. Events involving military action, sabotage, terrorist bombings, hijackings, suicides, and industrial ground accidents are included within this list. Included are: accidents involving world commercial jet aircraft, world commercial turboprop aircraft, world commercial pistonprop aircraft with four or more engines and world commercial pistonprop aircraft with two or three engines from 1946 to 1992. Each accidentmore » is presented with information in the following categories: date of the accident, airline and its flight numbers, type of flight, type of aircraft, aircraft registration number, construction number/manufacturers serial number, aircraft damage, accident flight phase, accident location, number of fatalities, number of occupants, cause, remarks, or description (brief) of the accident, and finally references used. The sixth chapter presents a summary of the world commercial aircraft accidents by major aircraft class (e.g. jet, turboprop, and pistonprop) and by flight phase. The seventh chapter presents several special studies including a list of world commercial aircraft accidents for all aircraft types with 100 or more fatalities in order of decreasing number of fatalities, a list of collision accidents involving commercial aircrafts, and a list of world commercial aircraft accidents for all aircraft types involving military action, sabotage, terrorist bombings, and hijackings.« less

A parametric determination of transport aircraft price

NASA Technical Reports Server (NTRS)

Anderson, J. L.

1975-01-01

Cost per unit weight and other airframe and engine cost relations are given. Power equations representing these relations are presented for six airplane groups: general aircraft, turboprop transports, small jet transports, conventional jet transports, wide-body transports, supersonic transports, and for reciprocating, turboshaft, and turbothrust engines. Market prices calculated for a number of aircraft by use of the equations together with the aircraft characteristics are in reasonably good agreement with actual prices. Such price analyses are of value in the assessment of new aircraft devices and designs and potential research and development programs.

A Grounded Theory Study of Aircraft Maintenance Technician Decision-Making

NASA Astrophysics Data System (ADS)

Norcross, Robert

Aircraft maintenance technician decision-making and actions have resulted in aircraft system errors causing aircraft incidents and accidents. Aircraft accident investigators and researchers examined the factors that influence aircraft maintenance technician errors and categorized the types of errors in an attempt to prevent similar occurrences. New aircraft technology introduced to improve aviation safety and efficiency incur failures that have no information contained in the aircraft maintenance manuals. According to the Federal Aviation Administration, aircraft maintenance technicians must use only approved aircraft maintenance documents to repair, modify, and service aircraft. This qualitative research used a grounded theory approach to explore the decision-making processes and actions taken by aircraft maintenance technicians when confronted with an aircraft problem not contained in the aircraft maintenance manuals. The target population for the research was Federal Aviation Administration licensed aircraft and power plant mechanics from across the United States. Nonprobability purposeful sampling was used to obtain aircraft maintenance technicians with the experience sought in the study problem. The sample population recruitment yielded 19 participants for eight focus group sessions to obtain opinions, perceptions, and experiences related to the study problem. All data collected was entered into the Atlas ti qualitative analysis software. The emergence of Aircraft Maintenance Technician decision-making themes regarding Aircraft Maintenance Manual content, Aircraft Maintenance Technician experience, and legal implications of not following Aircraft Maintenance Manuals surfaced. Conclusions from this study suggest Aircraft Maintenance Technician decision-making were influenced by experience, gaps in the Aircraft Maintenance Manuals, reliance on others, realizing the impact of decisions concerning aircraft airworthiness, management pressures, and legal concerns

Tailoring Plasmonic Enhanced Upconversion in Single NaYF4:Yb3+/Er3+ Nanocrystals

NASA Astrophysics Data System (ADS)

Wang, Ya-Lan; Mohammadi Estakhri, Nasim; Johnson, Amber; Li, Hai-Yang; Xu, Li-Xiang; Zhang, Zhenyu; Alù, Andrea; Wang, Qu-Quan; Shih, Chih-Kang (Ken)

2015-05-01

By using silver nanoplatelets with a widely tunable localized surface plasmon resonance (LSPR), and their corresponding local field enhancement, here we show large manipulation of plasmonic enhanced upconversion in NaYF4:Yb3+/Er3+ nanocrystals at the single particle level. In particular, we show that when the plasmonic resonance of silver nanolplatelets is tuned to 656 nm, matching the emission wavelength, an upconversion enhancement factor ~5 is obtained. However, when the plasmonic resonance is tuned to 980 nm, matching the nanocrystal absorption wavelength, we achieve an enhancement factor of ~22 folds. The precise geometric arrangement between fluorescent nanoparticles and silver nanoplatelets allows us to make, for the first time, a comparative analysis between experimental results and numerical simulations, yielding a quantitative agreement at the single particle level. Such a comparison lays the foundations for a rational design of hybrid metal-fluorescent nanocrystals to harness the upconversion enhancement for biosensing and light harvesting applications.

Eclipse program C-141A aircraft

NASA Technical Reports Server (NTRS)

1997-01-01

This photograph shows the Air Force C-141A that was used in the Eclipse project as a tow vehicle. In 1997 and 1998, the Dryden Flight Research Center at Edwards, California, supported and hosted a Kelly Space & Technology, Inc. project called Eclipse, which sought to demonstrate the feasibility of a reusable tow-launch vehicle concept. The project goal was to successfully tow, inflight, a modified QF-106 delta-wing aircraft with an Air Force C-141A transport aircraft. This would demonstrate the possibility of towing and launching an actual launch vehicle from behind a tow plane. Dryden was the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden provided engineering, instrumentation, simulation, modification, maintenance, range support, and research pilots for the test program. The Air Force Flight Test Center (AFFTC), Edwards, California, supplied the C-141A transport aircraft and crew and configured the aircraft as needed for the tests. The AFFTC also provided the concept and detail design and analysis as well as hardware for the tow system and QF-106 modifications. Dryden performed the modifications to convert the QF-106 drone into the piloted EXD-01 (Eclipse eXperimental Demonstrator-01) experimental aircraft. Kelly Space & Technology hoped to use the results gleaned from the tow test in developing a series of low-cost, reusable launch vehicles. These tests demonstrated the validity of towing a delta-wing aircraft having high wind loading, validated the tow simulation model, and demonstrated various operational procedures, such as ground processing of in-flight maneuvers and emergency abort scenarios.

Preliminary design of a long-endurance Mars aircraft

NASA Technical Reports Server (NTRS)

Colozza, Anthony J.

1990-01-01

The preliminary design requirements of a long endurance aircraft capable of flight within the Martian environment was determined. Both radioisotope/heat engine and PV solar array power production systems were considered. Various cases for each power system were analyzed in order to determine the necessary size, weight and power requirements of the aircraft. The analysis method used was an adaptation of the method developed by Youngblood and Talay of NASA-Langley used to design a high altitude earth based aircraft. The analysis is set up to design an aircraft which, for the given conditions, has a minimum wingspan and maximum endurance parameter. The results showed that, for a first approximation, a long endurance aircraft is feasible within the Martian environment. The size and weight of the most efficient solar aircraft were comparable to the radioisotope powered one.

Millimeter-Wave Localizers for Aircraft-to-Aircraft Approach Navigation

NASA Technical Reports Server (NTRS)

Tang, Adrian J.

2013-01-01

Aerial refueling technology for both manned and unmanned aircraft is critical for operations where extended aircraft flight time is required. Existing refueling assets are typically manned aircraft, which couple to a second aircraft through the use of a refueling boom. Alignment and mating of the two aircraft continues to rely on human control with use of high-resolution cameras. With the recent advances in unmanned aircraft, it would be highly advantageous to remove/reduce human control from the refueling process, simplifying the amount of remote mission management and enabling new operational scenarios. Existing aerial refueling uses a camera, making it non-autonomous and prone to human error. Existing commercial localizer technology has proven robust and reliable, but not suited for aircraft-to-aircraft approaches like in aerial refueling scenarios since the resolution is too coarse (approximately one meter). A localizer approach system for aircraft-to-aircraft docking can be constructed using the same modulation with a millimeterwave carrier to provide high resolution. One technology used to remotely align commercial aircraft on approach to a runway are ILS (instrument landing systems). ILS have been in service within the U.S. for almost 50 years. In a commercial ILS, two partially overlapping beams of UHF (109 to 126 MHz) are broadcast from an antenna array so that their overlapping region defines the centerline of the runway. This is called a localizer system and is responsible for horizontal alignment of the approach. One beam is modulated with a 150-Hz tone, while the other with a 90-Hz tone. Through comparison of the modulation depths of both tones, an autopilot system aligns the approaching aircraft with the runway centerline. A similar system called a glide-slope (GS) exists in the 320-to-330MHz band for vertical alignment of the approach. While this technology has been proven reliable for millions of commercial flights annually, its UHF nature limits

Rotor blade construction for circulation control aircraft

NASA Technical Reports Server (NTRS)

Carter, Sr., Donald R. (Inventor); Sedlak, Matthew (Inventor); Krauss, Timothy A. (Inventor)

1986-01-01

A circulation control aircraft rotor blade having a spanwise Coanda surface 16 and a plurality of spanwise extending flexible composite material panels 18 cooperating with the surface to define slots for the discharge of compressed air from within the blade with each panel having first flexure means 60 associated with screw adjustments 36 for establishing a slot opening preload and second flexure means 62 associated with screw adjustments 38 for establishing a slot maximum opening.

Optical measurements of degradation in aircraft boundary layers

NASA Technical Reports Server (NTRS)

Kelsall, D.

1980-01-01

Visible wavelength measurements of the degradation of optical beams when transmitted through the thin aerodynamic boundary layers around an aircraft are reviewed. The measured results indicated degradation levels for the KC-135 airplanes between 0.10 to 0.13 lambda increasing to 0.18 lambda (rms wavefront distortion). For the Lear Jet, degradation with a 25 mm diameter optics was roughly 0.07 lambda. The corresponding infinite aperture degradation levels are also calculated. The corresponding measured correlation lengths of roughly 12 mm for the KC-135 aircraft and 6 mm for the Lear Jet scale to roughly 20 and 25 mm, respectively, for infinite apertures. These boundary layer correlation lengths do not appear to reflect the different boundary layer thicknesses on the two different aircraft.

Pilot heart rate during in-flight simulated instrument approaches in a general aviation aircraft.

DOT National Transportation Integrated Search

1970-04-01

Eight instrument rated pilots with flying experience ranging from 600 to 12,271 hours each flew 10 simulated ILS instrument approaches in a single engine, general aviation aircraft equipped with a primary flight display arranged in conventional 'T' c...

Aerodynamic Analysis of a Hale Aircraft Joined-Wing Configuration

NASA Astrophysics Data System (ADS)

Sivaji, Rangarajan; Ghia, Urmila; Ghia, Karman; Thornburg, Hugh

2003-11-01

Aerodynamic analysis of a high-aspect ratio, joined wing of a High-Altitude Long Endurance (HALE) aircraft is performed. The requirement of high lift over extended flight periods for the HALE aircraft leads to high-aspect ratio wings experiencing significant deflections necessitating consideration of aeroelastic effects. The finite-volume solver COBALT, with Reynolds-averaged Navier-Stokes (RANS) and Detached Eddy Simulation (DES) capabilities, is used for the flow simulations. Calculations are performed at á = 0° and 12° for M = 0.6, at an altitude of 30,000 feet, at a Re per unit length of 5.6x106. The wing cross sections are NACA 4421 airfoils. Because of the high lift-to-drag ratio wings, an inviscid flow analysis is also performed. The inviscid surface pressure coefficient (Cp) is compared with the corresponding viscous Cp to examine the feasibility of the use of the inviscid pressure loads as an estimate of the total fluid loads on the structure. The viscous and inviscid Cp results compare reasonably only at á = 0°. The viscous flow is examined in detail via surface and field velocity vectors, vorticity, density and pressure contours. For á = 12°, the unsteady DES solutions show a weak shock at the aft-wing trailing edge. Also, the flow near the joint exhibits a region of mild separation.

Update of Aircraft Profile Data for the Integrated Noise Model Computer Program. Volume 2. Appendix A: Aircraft Takeoff and Landing Profiles

DTIC Science & Technology

1992-03-01

8 KT) 02- 10 -1992 09: 48 :32 AIRCRAFT ID AIRCRAFT AND ENGINE AIRCRAFT NUMBER NAMES CATEGORY ------------------- ------------------- -------- 003...MAX CLIMB 8 CLIMB ZErO MAX CLIMB 9 CLIMB ZERO MAX CLIMB A-21 TAKEOFF PROFILE DATA (HEADWIND = 8 KT) 02- 10 -1992 09: 48 :36 AIRCRAFT AIRCRAFT AND ENGINE...CLIMB ZERO USR SUPPL 34033 LB 10 CLIMB ZERO USR SUPPL 34798 LB A-194 TAKEOFF PROFILE DATA (HEADWIND = 8 KT) 06-24-1991 10 :33: 48 AIRCRAFT AIRCRAFT

Measuring Wildfires From Aircraft And Satellites

NASA Technical Reports Server (NTRS)

Brass, J. A.; Arvesen, J. C.; Ambrosia, V. G.; Riggan, P. J.; Meyers, J. S.

1991-01-01

Aircraft and satellite systems yield wide-area views, providing total coverage of affected areas. System developed for use aboard aircraft includes digital scanner that records data in 12 channels. Transmits data to ground station for immediate use in fighting fires. Enables researchers to estimate gaseous and particulate emissions from fires. Provides information on temperatures of flame fronts and soils, intensities and rate of spread of fires, characteristics of fuels and smoke plumes, energy-release rates, and concentrations and movements of trace gases. Data relates to heating and cooling of soils, loss of nutrients, and effects on atmospheric, terrestrial, and aquatic systems.

Spectroscopic studies and crystal-field analyses of Am{sup 3+}: LiYF{sub 4}

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

Cavellec, R.; Hubert, S.; Simoni, E.

1997-03-01

Fluorescence and laser selective excitation spectroscopy have been used to investigate the electronic energy level structure of the actinide Am{sup 3+} (5{line_integral}{sup 6}) in LiYF{sub 4}. From the analysis of the fluorescence in the visible and infrared spectra obtained at 10K, 29 crystal-field levels have been assigned in the D{sub 2d} approximation. Zeeman splitting observation permits one to index some doubly degenerated {Gamma}{sub 5} levels. The phenomenological crystal-field parameters have been calculated in the D{sub 2d} approximation. A least-square adjustment yields a mean error of 38 cm{sup {minus}1} with the following values (in cm{sup {minus}1}) of the B{sub q}{sup k}more » parameters: B{sub O}{sup 2} = 473, B{sub 0}{sup 4} = -1776, B{sub 4}{sup 4}=2253, B{sub 0}{sup 6} = 80, and B{sub 4}{sup 6} = -2222.« less

Fifty Years of Flight Research: An Annotated Bibliography of Technical Publications of NASA Dryden Flight Research Center, 1946-1996

NASA Technical Reports Server (NTRS)

Fisher, David F.

1999-01-01

Titles, authors, report numbers, and abstracts are given for more than 2200 unclassified and unrestricted technical reports and papers published from September 1946 to December 1996 by NASA Dryden Flight Research Center and its predecessor organizations. These technical reports and papers describe and give the results of 50 years of flight research performed by the NACA and NASA, from the X-1 and other early X-airplanes, to the X-15, Space Shuttle, X-29 Forward Swept Wing, and X-31 aircraft. Some of the other research airplanes tested were the D-558, phase 1 and 2; M-2, HL-10 and X-24 lifting bodies; Digital Fly-By-Wire and Supercritical Wing F-8; XB-70; YF-12; AFTI F-111 TACT and MAW; F-15 HiDEC; F-18 High Alpha Research Vehicle, and F-18 Systems Research Aircraft. The citations of reports and papers are listed in chronological order, with author and aircraft indices. In addition, in the appendices, citations of 233 contractor reports, more than 200 UCLA Flight System Research Center reports and 25 video tapes are included.

Eagle RTS: A design for a regional transport aircraft

NASA Technical Reports Server (NTRS)

Bryer, Paul; Buckles, Jon; Lemke, Paul; Peake, Kirk

1992-01-01

This university design project concerns the Eagle RTS (Regional Transport System), a 66 passenger, twin turboprop aircraft with a range of 836 nautical miles. It will operate with a crew of two pilots and two flight attendents. This aircraft will employ the use of aluminum alloys and composite materials to reduce the aircraft weight and increase aerodynamic efficiency. The Eagle RTS will use narrow body aerodynamics with a canard configuration to improve performance. Leading edge technology will be used in the cockpit to improve flight handling and safety. The Eagle RTS propulsion system will consist of two turboprop engines with a total thrust of approximately 6300 pounds, 3150 pounds thrust per engine, for the cruise configuration. The engines will be mounted on the aft section of the aircraft to increase passenger safety in the event of a propeller failure. Aft mounted engines will also increase the overall efficiency of the aircraft by reducing the aircraft's drag. The Eagle RTS is projected to have a takeoff distance of approximately 4700 feet and a landing distance of 6100 feet. These distances will allow the Eagle RTS to land at the relatively short runways of regional airports.

Flight test techniques for the X-29A aircraft

NASA Technical Reports Server (NTRS)

Hicks, John W.; Cooper, James M., Jr.; Sefic, Walter J.

1987-01-01

The X-29A advanced technology demonstrator is a single-seat, single-engine aircraft with a forward-swept wing. The aircraft incorporates many advanced technologies being considered for this country's next generation of aircraft. This unusual aircraft configuration, which had never been flown before, required a precise approach to flight envelope expansion. This paper describes the real-time analysis methods and flight test techniques used during the envelope expansion of the x-29A aircraft, including new and innovative approaches.

78 FR 22170 - Airworthiness Directives; Diamond Aircraft Industries GmbH Airplanes

Federal Register 2010, 2011, 2012, 2013, 2014

2013-04-15

... Service. [FR Doc. 2013-07500 Filed 4-12-13; 8:45 am] BILLING CODE 4910-13-P ... Airworthiness Directives; Diamond Aircraft Industries GmbH Airplanes AGENCY: Federal Aviation Administration... airworthiness directive (AD) for Diamond Aircraft Industries GmbH Models DA 42, DA 42 M-NG, and DA 42NG...

Design definition study of a lift/cruise fan technology V/STOL aircraft. Volume 1: Navy operational aircraft

NASA Technical Reports Server (NTRS)

1975-01-01

Aircraft were designed and sized to meet Navy mission requirements. Five missions were established for evaluation: anti-submarine warfare (ASW), surface attack (SA), combat search and rescue (CSAR), surveillance (SURV), and vertical on-board delivery (VOD). All missions were performed with a short takeoff and a vertical landing. The aircraft were defined using existing J97-GE gas generators or reasonable growth derivatives in conjunction with turbotip fans reflecting LF460 type technology. The multipurpose aircraft configuration established for U.S. Navy missions utilizes the turbotip driven lift/cruise fan concept for V/STOL aircraft.

Semi-Empirical Prediction of Aircraft Low-Speed Aerodynamic Characteristics

NASA Technical Reports Server (NTRS)

Olson, Erik D.

2015-01-01

This paper lays out a comprehensive methodology for computing a low-speed, high-lift polar, without requiring additional details about the aircraft design beyond what is typically available at the conceptual design stage. Introducing low-order, physics-based aerodynamic analyses allows the methodology to be more applicable to unconventional aircraft concepts than traditional, fully-empirical methods. The methodology uses empirical relationships for flap lift effectiveness, chord extension, drag-coefficient increment and maximum lift coefficient of various types of flap systems as a function of flap deflection, and combines these increments with the characteristics of the unflapped airfoils. Once the aerodynamic characteristics of the flapped sections are known, a vortex-lattice analysis calculates the three-dimensional lift, drag and moment coefficients of the whole aircraft configuration. This paper details the results of two validation cases: a supercritical airfoil model with several types of flaps; and a 12-foot, full-span aircraft model with slats and double-slotted flaps.

APG-1252-12A induces mitochondria-dependent apoptosis through inhibiting the antiapoptotic proteins Bcl-2/Bcl-xl in HL-60 cells.

PubMed

Wang, Jing; Yang, Dajun; Luo, Qiuyun; Qiu, Miaozhen; Zhang, Lin; Li, Baoxia; Chen, Haibo; Yi, Hanjie; Yan, Xianglei; Li, Shuxia; Sun, Jian

2017-08-01

Acute myeloid leukemia (AML) is the most common acute leukemia in adults. Despite improved remission rates, current treatment regimens for AML are often associated with a very poor prognosis and adverse effects, necessitating more effective and safer agents. B-cell leukemia/lymphoma 2 (Bcl-2) family proteins regulate apoptotic pathway that can be targeted with small molecule inhibitors. APG-1252-12A is a Bcl-2 homology (BH)-3 mimetic that specifically binds to Bcl-2 and Bcl-xl, which has shown efficacy in some Bcl-2 dependent hematological cancers. In this study, we investigated whether APG-1252-12A inhibits the growth of five leukemia cell lines in a concentration- or time-dependent manner by MTS assay. Following treatment of AML cell line HL-60 with this compound, cell apoptosis was detected using flow cytometry and nuclear condensation was observed after Hoechst 33258 dye. Immunoblotting for cytochrome c, cleaved caspase-3 and PARP-1 cleavage was used to demonstrate the mechanism of inducing mitochondria-dependent apoptosis by APG-1252-12A. Our findings showed that this new compound inhibited cell proliferation in five leukemia cell lines and induced apoptotic death. There was a link between the level of Bcl-2 protein and IC50. APG-1252-12A targeted mitochondria and induced caspase-dependent apoptosis by inducing the HL-60 cell cytochrome c released, PARP cleavage and caspase activation. These data suggested that APG-1252-12A is a candidate drug for the in vivo analysis and clinical evaluation in AML.

Energy and Economic Trade Offs for Advanced Technology Subsonic Aircraft

NASA Technical Reports Server (NTRS)

Maddalon, D. V.; Wagner, R. D.

1976-01-01

Changes in future aircraft technology which conserve energy are studied, along with the effect of these changes on economic performance. Among the new technologies considered are laminar-flow control, composite materials with and without laminar-flow control, and advanced airfoils. Aircraft design features studied include high-aspect-ratio wings, thickness ratio, and range. Engine technology is held constant at the JT9D level. It is concluded that wing aspect ratios of future aircraft are likely to significantly increase as a result of new technology and the push of higher fuel prices. Composite materials may raise aspect radio to about 11 to 12 and practical laminar flow-control systems may further increase aspect ratio to 14 or more. Advanced technology provides significant reductions in aircraft take-off gross weight, energy consumption, and direct operating cost.

A Simulation Study on Take-Off and Landing Dynamics of the Aircraft of a Fly-By-Wire Control System