Transport properties of a piecewise linear transformation and deterministic Levy flights

International Nuclear Information System (INIS)

Miyaguchi, Tomoshige

2006-01-01

The transport properties of a 1-dimensional piecewise linear dynamical system are investigated through the spectrum of its Frobenius-Perron operator. For a class of initial densities, eigenvalues and eigenfunctions of the Frobenius-Perron operator are obtained explicitly. It is also found that in the long length wave limit, this system exhibits normal diffusion and super diffusion called Levy flight. The diffusion constant and stable index are derived from the eigenvalues. (author)

Advanced transport operating system software upgrade: Flight management/flight controls software description

Science.gov (United States)

Clinedinst, Winston C.; Debure, Kelly R.; Dickson, Richard W.; Heaphy, William J.; Parks, Mark A.; Slominski, Christopher J.; Wolverton, David A.

1988-01-01

The Flight Management/Flight Controls (FM/FC) software for the Norden 2 (PDP-11/70M) computer installed on the NASA 737 aircraft is described. The software computes the navigation position estimates, guidance commands, those commands to be issued to the control surfaces to direct the aircraft in flight based on the modes selected on the Advanced Guidance Control System (AGSC) mode panel, and the flight path selected via the Navigation Control/Display Unit (NCDU).

A Tribute to Professor Rene H. Miller - A Pioneer in Aeromechanics and Rotary Wing Flight Transportation

Science.gov (United States)

Friedmann, Peretz P.; Johnson, Wayne; Scully, Michael P.

2011-01-01

Rene H. Miller (May 19, 1916 January 28, 2003), Emeritus H. N. Slater Professor of Flight Transportation, was one of the most influential pioneers in rotary wing aeromechanics as well as a visionary whose dream was the development of a tilt-rotor based short haul air transportation system. This paper pays a long overdue tribute to his memory and to his extraordinary contributions.

In-flight dose estimates for aircraft crew and pregnant female crew members in military transport missions

International Nuclear Information System (INIS)

Alves, J. G.; Mairos, J. C.

2007-01-01

Aircraft fighter pilots may experience risks other than the exposure to cosmic radiation due to the characteristics of a typical fighter flight. The combined risks for fighter pilots due to the G-forces, hypobaric hypoxia, cosmic radiation exposure, etc. have determined that pregnant female pilots should remain on ground. However, several military transport missions can be considered an ordinary civil aircraft flight and the question arises whether a pregnant female crew member could still be part of the aircraft crew. The cosmic radiation dose received was estimated for transport missions carried out on the Hercules C-130 type of aircraft by a single air squad in 1 month. The flights departed from Lisboa to areas such as: the Azores, several countries in central and southern Africa, the eastern coast of the USA and the Balkans, and an estimate of the cosmic radiation dose received on each flight was carried out. A monthly average cosmic radiation dose to the aircraft crew was determined and the dose values obtained were discussed in relation to the limits established by the European Union Council Directive 96/29/Euratom. The cosmic radiation dose estimates were performed using the EPCARD v3.2 and the CARI-6 computing codes. EPCARD v3.2 was kindly made available by GSF-National Research Centre for Environment and Health, Inst. of Radiation Protection (Neuherberg (Germany)). CARI-6 (version July 7, 2004) was downloaded from the web site of the Civil Aerospace Medical Inst., Federal Aviation Administration (USA). In this study an estimate of the cosmic radiation dose received by military aircraft crew on typical transport missions is made. (authors)

Piloted simulation tests of propulsion control as backup to loss of primary flight controls for a mid-size jet transport

Science.gov (United States)

Bull, John; Mah, Robert; Davis, Gloria; Conley, Joe; Hardy, Gordon; Gibson, Jim; Blake, Matthew; Bryant, Don; Williams, Diane

1995-01-01

Failures of aircraft primary flight-control systems to aircraft during flight have led to catastrophic accidents with subsequent loss of lives (e.g. , DC-1O crash, B-747 crash, C-5 crash, B-52 crash, and others). Dryden Flight Research Center (DFRC) investigated the use of engine thrust for emergency flight control of several airplanes, including the B-720, Lear 24, F-15, C-402, and B-747. A series of three piloted simulation tests have been conducted at Ames Research Center to investigate propulsion control for safely landing a medium size jet transport which has experienced a total primary flight-control failure. The first series of tests was completed in July 1992 and defined the best interface for the pilot commands to drive the engines. The second series of tests was completed in August 1994 and investigated propulsion controlled aircraft (PCA) display requirements and various command modes. The third series of tests was completed in May 1995 and investigated PCA full-flight envelope capabilities. This report describes the concept of a PCA, discusses pilot controls, displays, and procedures; and presents the results of piloted simulation evaluations of the concept by a cross-section of air transport pilots.

Parameterized Flight Mission for Secondary Power Requirement Estimations of Commercial Transport Aircraft

OpenAIRE

Lampl, Thomas; Muschkorgel, Sandra; Hornung, Mirko;

2018-01-01

The trend towards More-Electric Aircraft (MEA) and the introduction of new system technologies lead to considerable changes at the system level of commercial transport aircraft. Because the number of systems and power requirements are increasing, the consideration and integration of aircraft systems in early aircraft design phases is important. The objective of this contribution is to develop a characteristic flight mission with modelled aircraft systems to estimate the secondary power requir...

Redundant actuator development study. [flight control systems for supersonic transport aircraft

Science.gov (United States)

Ryder, D. R.

1973-01-01

Current and past supersonic transport configurations are reviewed to assess redundancy requirements for future airplane control systems. Secondary actuators used in stability augmentation systems will probably be the most critical actuator application and require the highest level of redundancy. Two methods of actuator redundancy mechanization have been recommended for further study. Math models of the recommended systems have been developed for use in future computer simulations. A long range plan has been formulated for actuator hardware development and testing in conjunction with the NASA Flight Simulator for Advanced Aircraft.

Development of an Integrated Nonlinear Aeroservoelastic Flight Dynamic Model of the NASA Generic Transport Model

Science.gov (United States)

Nguyen, Nhan; Ting, Eric

2018-01-01

This paper describes a recent development of an integrated fully coupled aeroservoelastic flight dynamic model of the NASA Generic Transport Model (GTM). The integrated model couples nonlinear flight dynamics to a nonlinear aeroelastic model of the GTM. The nonlinearity includes the coupling of the rigid-body aircraft states in the partial derivatives of the aeroelastic angle of attack. Aeroservoelastic modeling of the control surfaces which are modeled by the Variable Camber Continuous Trailing Edge Flap is also conducted. The R.T. Jones' method is implemented to approximate unsteady aerodynamics. Simulations of the GTM are conducted with simulated continuous and discrete gust loads..

Serine biosynthesis and transport defects.

Science.gov (United States)

El-Hattab, Ayman W

2016-07-01

l-serine is a non-essential amino acid that is biosynthesized via the enzymes phosphoglycerate dehydrogenase (PGDH), phosphoserine aminotransferase (PSAT), and phosphoserine phosphatase (PSP). Besides its role in protein synthesis, l-serine is a potent neurotrophic factor and a precursor of a number of essential compounds including phosphatidylserine, sphingomyelin, glycine, and d-serine. Serine biosynthesis defects result from impairments of PGDH, PSAT, or PSP leading to systemic serine deficiency. Serine biosynthesis defects present in a broad phenotypic spectrum that includes, at the severe end, Neu-Laxova syndrome, a lethal multiple congenital anomaly disease, intermediately, infantile serine biosynthesis defects with severe neurological manifestations and growth deficiency, and at the mild end, the childhood disease with intellectual disability. A serine transport defect resulting from deficiency of the ASCT1, the main transporter for serine in the central nervous system, has been recently described in children with neurological manifestations that overlap with those observed in serine biosynthesis defects. l-serine therapy may be beneficial in preventing or ameliorating symptoms in serine biosynthesis and transport defects, if started before neurological damage occurs. Herein, we review serine metabolism and transport, the clinical, biochemical, and molecular aspects of serine biosynthesis and transport defects, the mechanisms of these diseases, and the potential role of serine therapy. Copyright © 2016 Elsevier Inc. All rights reserved.

Flight Characteristics Analysis Based on QAR Data of a Jet Transport During Landing at a High-altitude Airport

Institute of Scientific and Technical Information of China (English)

C. Edward Lan; WU Kaiyuan; YU Jiang

2012-01-01

Flight data of a twin-jet transport aircraft in revenue flight are analyzed for potential safety problems.Data from the quick access recorder (QAR) are first filtered through the kinematic compatibility analysis.The filtered data are then organized into longitudinal- and lateral-directional aerodynamic model data with dynamic ground effect.The dynamic ground effect requires the radio height and sink rate in the models.The model data ere then refined into numerical models through a funzzy logic algorithm without data smoothing in advance.These numerical models describe nonlinear and unsteady aerodynamics and are used in nonlinear flight dynamics simulation.For the jet transport under study,it is found that the effect of crosswind is significant enough to excite the Dutch roll motion.Through a linearized analysis in flight dynamics at every instant of time,the Dutch roll motion is found to be in nonlinear oscillation without clear damping of the amplitude.In the analysis,all stability derivatives vary with time and hence are nonlinear functions of state variables.Since the Dutch roll motion is not damped despite the fact that a full-time yaw damper is engaged,it is concluded that the design data for the yaw damper is not sufficiendy realistic and the contribution of time derivative of sideslip angle to damping should be considered.As a result of nonlinear flight simulation,the vertical wind acting on the aircrafl is estimated to be mostly updraft which varies along the flight path before touchdown.Varying updraft appears to make the descent rate more difficult to control to result in a higher g-load at touchdown.

Flight Test of an L(sub 1) Adaptive Controller on the NASA AirSTAR Flight Test Vehicle

Science.gov (United States)

Gregory, Irene M.; Xargay, Enric; Cao, Chengyu; Hovakimyan, Naira

2010-01-01

This paper presents results of a flight test of the L-1 adaptive control architecture designed to directly compensate for significant uncertain cross-coupling in nonlinear systems. The flight test was conducted on the subscale turbine powered Generic Transport Model that is an integral part of the Airborne Subscale Transport Aircraft Research system at the NASA Langley Research Center. The results presented are for piloted tasks performed during the flight test.

14 CFR 29.151 - Flight controls.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight controls. 29.151 Section 29.151... STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Flight Flight Characteristics § 29.151 Flight controls. (a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force, friction...

Flight nursing expertise: towards a middle-range theory

Science.gov (United States)

Reimer, Andrew P.; Moore, Shirley M.

2010-01-01

Aim This paper presents a middle-range Theory of Flight Nursing Expertise. Background Rotary-wing (helicopter) medical transport has grown rapidly in the USA since its introduction, particularly during the past 5 years. Patients once considered too sick to transport are now being transported more frequently and over longer distances. Many limitations are imposed by the air medical transport environment and these require nurses to alter their practice. Data sources A literature search was conducted using Pubmed, Medline, CINAHL, secondary referencing and an Internet search from 1960 to 2008 for studies related to the focal concepts in flight nursing. Discussion The middle-range Theory of Flight Nursing Expertise is composed of nine concepts (experience, training, transport environment of care, psychomotor skills, flight nursing knowledge, cue recognition, pattern recognition, decision-making and action) and their relationships. Five propositions describe the relationships between those concepts and how they apply to flight nursing expertise. Implications for nursing After empirical testing, this theory may be a useful tool to assist novice flight nurses to attain the skills necessary to provide safe and competent care more efficiently, and may aid in designing curricula and programmes of research. Conclusion Research is needed to determine the usefulness of this theory in both rotary and fixed-wing medical transport settings, and to examine the similarities and differences related to expertise needed for different flight nurse team compositions. Curriculum and training innovations can result from increased understanding of the concepts and relationships proposed in this theory. PMID:20337803

Reactions of Air Transport Flight Crews to Displays of Weather During Simulated Flight

Science.gov (United States)

Bliss, James P.; Fallon, Corey; Bustamante, Ernesto; Bailey, William R., III; Anderson, Brittany

2005-01-01

Display of information in the cockpit has long been a challenge for aircraft designers. Given the limited space in which to present information, designers have had to be extremely selective about the types and amount of flight related information to present to pilots. The general goal of cockpit display design and implementation is to ensure that displays present information that is timely, useful, and helpful. This suggests that displays should facilitate the management of perceived workload, and should allow maximal situation awareness. The formatting of current and projected weather displays represents a unique challenge. As technologies have been developed to increase the variety and capabilities of weather information available to flight crews, factors such as conflicting weather representations and increased decision importance have increased the likelihood for errors. However, if formatted optimally, it is possible that next generation weather displays could allow for clearer indications of weather trends such as developing or decaying weather patterns. Important issues to address include the integration of weather information sources, flight crew trust of displayed weather information, and the teamed reactivity of flight crews to displays of weather. Past studies of weather display reactivity and formatting have not adequately addressed these issues; in part because experimental stimuli have not approximated the complexity of modern weather displays, and in part because they have not used realistic experimental tasks or participants. The goal of the research reported here was to investigate the influence of onboard and NEXRAD agreement, range to the simulated potential weather event, and the pilot flying on flight crew deviation decisions, perceived workload, and perceived situation awareness. Fifteen pilot-copilot teams were required to fly a simulated route while reacting to weather events presented in two graphical formats on a separate visual display

Flight Test of L1 Adaptive Control Law: Offset Landings and Large Flight Envelope Modeling Work

Science.gov (United States)

Gregory, Irene M.; Xargay, Enric; Cao, Chengyu; Hovakimyan, Naira

2011-01-01

This paper presents new results of a flight test of the L1 adaptive control architecture designed to directly compensate for significant uncertain cross-coupling in nonlinear systems. The flight test was conducted on the subscale turbine powered Generic Transport Model that is an integral part of the Airborne Subscale Transport Aircraft Research system at the NASA Langley Research Center. The results presented include control law evaluation for piloted offset landing tasks as well as results in support of nonlinear aerodynamic modeling and real-time dynamic modeling of the departure-prone edges of the flight envelope.

Implementation and flight tests for the Digital Integrated Automatic Landing System (DIALS). Part 1: Flight software equations, flight test description and selected flight test data

Science.gov (United States)

Hueschen, R. M.

1986-01-01

Five flight tests of the Digital Automated Landing System (DIALS) were conducted on the Advanced Transport Operating Systems (ATOPS) Transportation Research Vehicle (TSRV) -- a modified Boeing 737 aircraft for advanced controls and displays research. These flight tests were conducted at NASA's Wallops Flight Center using the microwave landing system (MLS) installation on runway 22. This report describes the flight software equations of the DIALS which was designed using modern control theory direct-digital design methods and employed a constant gain Kalman filter. Selected flight test performance data is presented for localizer (runway centerline) capture and track at various intercept angles, for glideslope capture and track of 3, 4.5, and 5 degree glideslopes, for the decrab maneuver, and for the flare maneuver. Data is also presented to illustrate the system performance in the presence of cross, gust, and shear winds. The mean and standard deviation of the peak position errors for localizer capture were, respectively, 24 feet and 26 feet. For mild wind conditions, glideslope and localizer tracking position errors did not exceed, respectively, 5 and 20 feet. For gusty wind conditions (8 to 10 knots), these errors were, respectively, 10 and 30 feet. Ten hands off automatic lands were performed. The standard deviation of the touchdown position and velocity errors from the mean values were, respectively, 244 feet and 0.7 feet/sec.

Flight Activity and Crew Tracking System -

Data.gov (United States)

Department of Transportation — The Flight Activity and Crew Tracking System (FACTS) is a Web-based application that provides an overall management and tracking tool of FAA Airmen performing Flight...

14 CFR 415.115 - Flight safety.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Flight safety. 415.115 Section 415.115... TRANSPORTATION LICENSING LAUNCH LICENSE Safety Review and Approval for Launch of an Expendable Launch Vehicle From a Non-Federal Launch Site § 415.115 Flight safety. (a) Flight safety analysis. An applicant's...

Coupled Vortex-Lattice Flight Dynamic Model with Aeroelastic Finite-Element Model of Flexible Wing Transport Aircraft with Variable Camber Continuous Trailing Edge Flap for Drag Reduction

Science.gov (United States)

Nguyen, Nhan; Ting, Eric; Nguyen, Daniel; Dao, Tung; Trinh, Khanh

2013-01-01

This paper presents a coupled vortex-lattice flight dynamic model with an aeroelastic finite-element model to predict dynamic characteristics of a flexible wing transport aircraft. The aircraft model is based on NASA Generic Transport Model (GTM) with representative mass and stiffness properties to achieve a wing tip deflection about twice that of a conventional transport aircraft (10% versus 5%). This flexible wing transport aircraft is referred to as an Elastically Shaped Aircraft Concept (ESAC) which is equipped with a Variable Camber Continuous Trailing Edge Flap (VCCTEF) system for active wing shaping control for drag reduction. A vortex-lattice aerodynamic model of the ESAC is developed and is coupled with an aeroelastic finite-element model via an automated geometry modeler. This coupled model is used to compute static and dynamic aeroelastic solutions. The deflection information from the finite-element model and the vortex-lattice model is used to compute unsteady contributions to the aerodynamic force and moment coefficients. A coupled aeroelastic-longitudinal flight dynamic model is developed by coupling the finite-element model with the rigid-body flight dynamic model of the GTM.

14 CFR 417.107 - Flight safety.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Flight safety. 417.107 Section 417.107... TRANSPORTATION LICENSING LAUNCH SAFETY Launch Safety Responsibilities § 417.107 Flight safety. (a) Flight safety... safety system that satisfies subpart D of this part as follows, unless § 417.125 applies. (1) In the...

Two lighter than air systems in opposing flight regimes: An unmanned short haul, heavy load transport balloon and a manned, light payload airship

Science.gov (United States)

Pohl, R. A.

1975-01-01

Lighter Than Air vehicles are generally defined or categorized by the shape of the balloon, payload capacity and operational flight regime. Two balloon systems that are classed as being in opposite categories are described. One is a cable guided, helium filled, short haul, heavy load transport Lighter Than Air system with a natural shaped envelope. The other is a manned, aerodynamic shaped airship which utilizes hot air as the buoyancy medium and is in the light payload class. While the airship is in the design/fabrication phase with flight tests scheduled for the latter part of 1974, the transport balloon system has been operational for some eight years.

14 CFR 29.673 - Primary flight controls.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Primary flight controls. 29.673 Section 29... AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY ROTORCRAFT Design and Construction Control Systems § 29.673 Primary flight controls. Primary flight controls are those used by the pilot for immediate control of pitch, roll...

14 CFR 61.98 - Flight proficiency.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight proficiency. 61.98 Section 61.98 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRMEN...) Navigation; (viii) Slow flight and stalls; (ix) Emergency operations; and (x) Postflight procedures. (2) For...

14 CFR 61.107 - Flight proficiency.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight proficiency. 61.107 Section 61.107 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRMEN... reference maneuvers; (vii) Navigation; (viii) Slow flight and stalls; (ix) Basic instrument maneuvers; (x...

Flight Standards Automation System -

Data.gov (United States)

Department of Transportation — FAVSIS supports Flight Standards Service (AFS) by maintaining their information on entities such as air carriers, air agencies, designated airmen, and check airmen....

Simulating Non-Fickian Transport across Péclet Regimes by doing Lévy Flights in the Rank Space of Velocity

Science.gov (United States)

Most, S.; Dentz, M.; Bolster, D.; Bijeljic, B.; Nowak, W.

2017-12-01

Transport in real porous media shows non-Fickian characteristics. In the Lagrangian perspective this leads to skewed distributions of particle arrival times. The skewness is triggered by particles' memory of velocity that persists over a characteristic length. Capturing process memory is essential to represent non-Fickianity thoroughly. Classical non-Fickian models (e.g., CTRW models) simulate the effects of memory but not the mechanisms leading to process memory. CTRWs have been applied successfully in many studies but nonetheless they have drawbacks. In classical CTRWs each particle makes a spatial transition for which each particle adapts a random transit time. Consecutive transit times are drawn independently from each other, and this is only valid for sufficiently large spatial transitions. If we want to apply a finer numerical resolution than that, we have to implement memory into the simulation. Recent CTRW methods use transitions matrices to simulate correlated transit times. However, deriving such transition matrices require transport data of a fine-scale transport simulation, and the obtained transition matrix is solely valid for this single Péclet regime. The CTRW method we propose overcomes all three drawbacks: 1) We simulate transport without restrictions in transition length. 2) We parameterize our CTRW without requiring a transport simulation. 3) Our parameterization scales across Péclet regimes. We do so by sampling the pore-scale velocity distribution to generate correlated transit times as a Lévy flight on the CDF-axis of velocities with reflection at 0 and 1. The Lévy flight is parametrized only by the correlation length. We explicitly model memory including the evolution and decay of non-Fickianity, so it extends from local via pre-asymptotic to asymptotic scales.

Quantifying Pilot Contribution to Flight Safety During an In-Flight Airspeed Failure

Science.gov (United States)

Etherington, Timothy J.; Kramer, Lynda J.; Bailey, Randall E.; Kennedey, Kellie D.

2017-01-01

Accident statistics cite the flight crew as a causal factor in over 60% of large transport fatal accidents. Yet a well-trained and well-qualified crew is acknowledged as the critical center point of aircraft systems safety and an integral component of the entire commercial aviation system. A human-in-the-loop test was conducted using a Level D certified Boeing 737-800 simulator to evaluate the pilot's contribution to safety-of-flight during routine air carrier flight operations and in response to system failures. To quantify the human's contribution, crew complement was used as an independent variable in a between-subjects design. This paper details the crew's actions and responses while dealing with an in-flight airspeed failure. Accident statistics often cite flight crew error (Baker, 2001) as the primary contributor in accidents and incidents in transport category aircraft. However, the Air Line Pilots Association (2011) suggests "a well-trained and well-qualified pilot is acknowledged as the critical center point of the aircraft systems safety and an integral safety component of the entire commercial aviation system." This is generally acknowledged but cannot be verified because little or no quantitative data exists on how or how many accidents/incidents are averted by crew actions. Anecdotal evidence suggest crews handle failures on a daily basis and Aviation Safety Action Program data generally supports this assertion, even if the data is not released to the public. However without hard evidence, the contribution and means by which pilots achieve safety of flight is difficult to define. Thus, ways to improve the human ability to contribute or overcome deficiencies are ill-defined.

14 CFR 125.363 - Flight release over water.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight release over water. 125.363 Section 125.363 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED... Flight release over water. (a) No person may release an airplane for a flight that involves extended...

Formation flying as an innovative air transportation system for long-haul commercial flight : A focus on operational feasibility and potential gain

NARCIS (Netherlands)

Herinckx, L.E.; Gutleb, T.L.M.; Van Nunen, R.; Van Rompuy, E.; Bos, D.A.; Dijkers, H.P.A.; De Wit, J.; Radfar, H.; Sahin, S.E.; Beelarts van Blokland, W.W.A.

2011-01-01

Formation flying is introduced as a new and innovative air transportation system for long-haul commercial flight. With this paper the operational feasibility of formation flying is addressed, both from a market demand and economic, as well as an air traffic control perspective. Preliminary results

Proteoliposomes as Tool for Assaying Membrane Transporter Functions and Interactions with Xenobiotics

Directory of Open Access Journals (Sweden)

Annamaria Tonazzi

2013-09-01

Full Text Available Proteoliposomes represent a suitable and up to date tool for studying membrane transporters which physiologically mediate absorption, excretion, trafficking and reabsorption of nutrients and metabolites. Using recently developed reconstitution strategies, transporters can be inserted in artificial bilayers with the same orientation as in the cell membranes and in the absence of other interfering molecular systems. These methodologies are very suitable for studying kinetic parameters and molecular mechanisms. After the first applications on mitochondrial transporters, in the last decade, proteoliposomes obtained with optimized methodologies have been used for studying plasma membrane transporters and defining their functional and kinetic properties and structure/function relationships. A lot of information has been obtained which has clarified and completed the knowledge on several transporters among which the OCTN sub-family members, transporters for neutral amino acid, B0AT1 and ASCT2, and others. Transporters can mediate absorption of substrate-like derivatives or drugs, improving their bioavailability or can interact with these compounds or other xenobiotics, leading to side/toxic effects. Therefore, proteoliposomes have recently been used for studying the interaction of some plasma membrane and mitochondrial transporters with toxic compounds, such as mercurials, H2O2 and some drugs. Several mechanisms have been defined and in some cases the amino acid residues responsible for the interaction have been identified. The data obtained indicate proteoliposomes as a novel and potentially important tool in drug discovery.

Maternal Factors Are Associated with the Expression of Placental Genes Involved in Amino Acid Metabolism and Transport

Science.gov (United States)

Day, Pricilla E.; Ntani, Georgia; Crozier, Sarah R.; Mahon, Pam A.; Inskip, Hazel M.; Cooper, Cyrus; Harvey, Nicholas C.; Godfrey, Keith M.; Hanson, Mark A.; Lewis, Rohan M.; Cleal, Jane K.

2015-01-01

Introduction Maternal environment and lifestyle factors may modify placental function to match the mother’s capacity to support the demands of fetal growth. Much remains to be understood about maternal influences on placental metabolic and amino acid transporter gene expression. We investigated the influences of maternal lifestyle and body composition (e.g. fat and muscle content) on a selection of metabolic and amino acid transporter genes and their associations with fetal growth. Methods RNA was extracted from 102 term Southampton Women’s Survey placental samples. Expression of nine metabolic, seven exchange, eight accumulative and three facilitated transporter genes was analyzed using quantitative real-time PCR. Results Increased placental LAT2 (p = 0.01), y + LAT2 (p = 0.03), aspartate aminotransferase 2 (p = 0.02) and decreased aspartate aminotransferase 1 (p = 0.04) mRNA expression associated with pre-pregnancy maternal smoking. Placental mRNA expression of TAT1 (p = 0.01), ASCT1 (p = 0.03), mitochondrial branched chain aminotransferase (p = 0.02) and glutamine synthetase (p = 0.05) was positively associated with maternal strenuous exercise. Increased glutamine synthetase mRNA expression (r = 0.20, p = 0.05) associated with higher maternal diet quality (prudent dietary pattern) pre-pregnancy. Lower LAT4 (r = -0.25, p = 0.05) and aspartate aminotransferase 2 mRNA expression (r = -0.28, p = 0.01) associated with higher early pregnancy diet quality. Lower placental ASCT1 mRNA expression associated with measures of increased maternal fat mass, including pre-pregnancy BMI (r = -0.26, p = 0.01). Lower placental mRNA expression of alanine aminotransferase 2 associated with greater neonatal adiposity, for example neonatal subscapular skinfold thickness (r = -0.33, p = 0.001). Conclusion A number of maternal influences have been linked with outcomes in childhood, independently of neonatal size; our finding of associations between placental expression of

Maternal Factors Are Associated with the Expression of Placental Genes Involved in Amino Acid Metabolism and Transport.

Directory of Open Access Journals (Sweden)

Pricilla E Day

Full Text Available Maternal environment and lifestyle factors may modify placental function to match the mother's capacity to support the demands of fetal growth. Much remains to be understood about maternal influences on placental metabolic and amino acid transporter gene expression. We investigated the influences of maternal lifestyle and body composition (e.g. fat and muscle content on a selection of metabolic and amino acid transporter genes and their associations with fetal growth.RNA was extracted from 102 term Southampton Women's Survey placental samples. Expression of nine metabolic, seven exchange, eight accumulative and three facilitated transporter genes was analyzed using quantitative real-time PCR.Increased placental LAT2 (p = 0.01, y+LAT2 (p = 0.03, aspartate aminotransferase 2 (p = 0.02 and decreased aspartate aminotransferase 1 (p = 0.04 mRNA expression associated with pre-pregnancy maternal smoking. Placental mRNA expression of TAT1 (p = 0.01, ASCT1 (p = 0.03, mitochondrial branched chain aminotransferase (p = 0.02 and glutamine synthetase (p = 0.05 was positively associated with maternal strenuous exercise. Increased glutamine synthetase mRNA expression (r = 0.20, p = 0.05 associated with higher maternal diet quality (prudent dietary pattern pre-pregnancy. Lower LAT4 (r = -0.25, p = 0.05 and aspartate aminotransferase 2 mRNA expression (r = -0.28, p = 0.01 associated with higher early pregnancy diet quality. Lower placental ASCT1 mRNA expression associated with measures of increased maternal fat mass, including pre-pregnancy BMI (r = -0.26, p = 0.01. Lower placental mRNA expression of alanine aminotransferase 2 associated with greater neonatal adiposity, for example neonatal subscapular skinfold thickness (r = -0.33, p = 0.001.A number of maternal influences have been linked with outcomes in childhood, independently of neonatal size; our finding of associations between placental expression of transporter and metabolic genes and maternal smoking

Life-critical digital flight control systems

Science.gov (United States)

Mcwha, James

1990-01-01

Digital autopilot systems were first used on commercial airplanes in the late 1970s. The A-320 airplane was the first air transport airplane with a fly-by-wire primary flight control system. On the 767-X (777) airplane Boeing will install all fly-by-wire flight controls. Activities related to safety, industry status and program phases are discussed.

Physical Workload On Neck And Shoulder Muscles During Military Helicopter Flight

DEFF Research Database (Denmark)

Murray, Mike; Lange, Britt; Olsen, Henrik Baare

, Odense University Hospital, DK E-mail: mmurray@health.sdu.dk AIM: Flight-related neck/shoulder pain is common among military helicopter pilots and crew members. During flight, the flight helmet and additional Night Vision Goggles (NVG) pose a considerable load on the cervical spine. The aim of this study....... (TRA), the upper neck extensors (UNE) and sternocleido-mastoid m. (SCM). Nine repetitive flights were completed, encompassing: Patient-Transport (PT), Patient-Transport with NVG (PT+NVG) and Search And Rescue with NVG (SAR+NVG). A standard helmet (1.85 kg) and NVG (1.1 kg) were used. The EMG signal...

Impact of Autologous Stem Cell Transplantation on Blood Pressure and Renal Function in Multiple Myeloma Patients.

Science.gov (United States)

Balsam, Leah; Saad, Chadi; Arsene, Camelia; Fogel, Joshua

2017-01-01

Autologous stem cell transplantation (ASCT) reverses kidney failure in one-third of multiple myeloma (MM) patients, which may lead to blood pressure (BP) improvement. We evaluate the long term impact of ASCT on BP and renal function in MM patients. We studied 192 MM patients that underwent ASCT. We compared BP readings and glomerular filtration rate (GFR) at 4 weeks before ASCT, on day of ASCT and post-ASCT at 30, 100 and 180 days. Mean systolic blood pressure (SBP) and diastolic blood pressure (DBP) on day of ASCT and at both 30 and 100 days post-ASCT was significantly lower as compared to pre-ASCT SBP and DBP. There was a significantly higher mean GFR at day of ASCT and 30 days post-ASCT and significantly lower mean GFR at 180 days post-ASCT as compared to pre-ASCT. White patients had similar patterns to the total group for SBP, DBP, and GFR except for SBP which was still significantly lower and GFR which was not significantly different at 180 days. African-American patients showed no significant reductions in the mean values of SBP and DBP and no significant increases for GFR in follow-up after day of ASCT. Furthermore, the mean value of GFR was significantly lower at 180 days post-ASCT. ASCT in MM patients had a positive impact on SBP and DBP and GFR but the impact was minimal for African-American patients. We recommend that clinicians consider closer follow-up of BP and kidney function and more intense therapy in African-Americans with MM. Copyright © 2017 National Medical Association. Published by Elsevier Inc. All rights reserved.

Glutaminolysis and carcinogenesis of oral squamous cell carcinoma.

Science.gov (United States)

Cetindis, Marcel; Biegner, Thorsten; Munz, Adelheid; Teriete, Peter; Reinert, Siegmar; Grimm, Martin

2016-02-01

Glutaminolysis is a crucial factor for tumor metabolism in the carcinogenesis of several tumors but has not been clarified for oral squamous cell carcinoma (OSCC) yet. Expression of glutaminolysis-related solute carrier family 1, member 5 (SLC1A5)/neutral amino acid transporter (ASCT2), glutaminase (GLS), and glutamate dehydrogenase (GLDH) was analyzed in normal oral mucosa (n = 5), oral precursor lesions (simple hyperplasia, n = 11; squamous intraepithelial neoplasia, SIN I-III, n = 35), and OSCC specimen (n = 42) by immunohistochemistry. SLC1A5/ASCT2 and GLS were significantly overexpressed in the carcinogenesis of OSCC compared with normal tissue, while GLDH was weakly detected. Compared with SIN I-III SLC1A5/ASCT2 and GLS expression were significantly increased in OSCC. GLDH expression did not significantly differ from SIN I-III compared with OSCC. This study shows the first evidence of glutaminolysis-related SLC1A5/ASCT2, GLS, and GLDH expression in OSCC. The very weak GLDH expression indicates that glutamine metabolism is rather related to nucleotide or protein/hexosamine biosynthesis or to the function as an antioxidant (glutathione) than to energy production or generation of lactate through entering the tricarboxylic acid cycle. Overcoming glutaminolysis by targeting c-Myc oncogene (e.g. by natural compounds) and thereby cross-activation of mammalian target of rapamycin complex 1 or SLC1A5/ASCT2, GLS inhibitors may be a useful strategy to sensitize cancer cells to common OSCC cancer therapies.

Accuracy analysis of automodel solutions for Lévy flight-based transport: from resonance radiative transfer to a simple general model

Science.gov (United States)

Kukushkin, A. B.; Sdvizhenskii, P. A.

2017-12-01

The results of accuracy analysis of automodel solutions for Lévy flight-based transport on a uniform background are presented. These approximate solutions have been obtained for Green’s function of the following equations: the non-stationary Biberman-Holstein equation for three-dimensional (3D) radiative transfer in plasma and gases, for various (Doppler, Lorentz, Voigt and Holtsmark) spectral line shapes, and the 1D transport equation with a simple longtailed step-length probability distribution function with various power-law exponents. The results suggest the possibility of substantial extension of the developed method of automodel solution to other fields far beyond physics.

Flight Test Maneuvers for Efficient Aerodynamic Modeling

Science.gov (United States)

Morelli, Eugene A.

2011-01-01

Novel flight test maneuvers for efficient aerodynamic modeling were developed and demonstrated in flight. Orthogonal optimized multi-sine inputs were applied to aircraft control surfaces to excite aircraft dynamic response in all six degrees of freedom simultaneously while keeping the aircraft close to chosen reference flight conditions. Each maneuver was designed for a specific modeling task that cannot be adequately or efficiently accomplished using conventional flight test maneuvers. All of the new maneuvers were first described and explained, then demonstrated on a subscale jet transport aircraft in flight. Real-time and post-flight modeling results obtained using equation-error parameter estimation in the frequency domain were used to show the effectiveness and efficiency of the new maneuvers, as well as the quality of the aerodynamic models that can be identified from the resultant flight data.

The new Internet tool: the information and evaluation system by flight, of exposure to cosmic radiation in the new air transports S.I.E.V.E.R.T

International Nuclear Information System (INIS)

2002-03-01

In France, the public authorities put a new Internet tool at air companies disposal, in order they can evaluate the radiations doses received by their flying crews during their flights. This tool called information and evaluation system by flight of exposure to cosmic radiation in air transport (S.I.E.V.E.R.T.). (N.C.)

14 CFR 417.311 - Flight safety crew roles and qualifications.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Flight safety crew roles and qualifications. 417.311 Section 417.311 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION... vehicles in flight under the influence of aerodynamic forces; and (x) The application of flight termination...

Differences in Characteristics of Aviation Accidents during 1993-2012 Based on Flight Purpose

Science.gov (United States)

Evans, Joni K.

2016-01-01

Usually aviation accidents are categorized and analyzed within flight conduct rules (Part 121, Part 135, Part 91) because differences in accident rates within flight rules have been demonstrated. Even within a particular flight rule the flights have different purposes. For many, Part 121 flights are synonymous with scheduled passenger transport, and indeed this is the largest group of Part 121 accidents. But there are also non-scheduled (charter) passenger transport and cargo flights. The primary purpose of the analysis reported here is to examine the differences in aviation accidents based on the purpose of the flight. Some of the factors examined are the accident severity, aircraft characteristics and accident occurrence categories. Twenty consecutive years of data were available and utilized to complete this analysis.

High-speed civil transport issues and technology program

Science.gov (United States)

Hewett, Marle D.

1992-01-01

A strawman program plan is presented, consisting of technology developments and demonstrations required to support the construction of a high-speed civil transport. The plan includes a compilation of technology issues related to the development of a transport. The issues represent technical areas in which research and development are required to allow airframe manufacturers to pursue an HSCT development. The vast majority of technical issues presented require flight demonstrated and validated solutions before a transport development will be undertaken by the industry. The author believes that NASA is the agency best suited to address flight demonstration issues in a concentrated effort. The new Integrated Test Facility at NASA Dryden Flight Research Facility is considered ideally suited to the task of supporting ground validations of proof-of-concept and prototype system demonstrations before night demonstrations. An elaborate ground hardware-in-the-loop (iron bird) simulation supported in this facility provides a viable alternative to developing an expensive fill-scale prototype transport technology demonstrator. Drygen's SR-71 assets, modified appropriately, are a suitable test-bed for supporting flight demonstrations and validations of certain transport technology solutions. A subscale, manned or unmanned flight demonstrator is suitable for flight validation of transport technology solutions, if appropriate structural similarity relationships can be established. The author contends that developing a full-scale prototype transport technology demonstrator is the best alternative to ensuring that a positive decision to develop a transport is reached by the United States aerospace industry.

Theseus in Flight

Science.gov (United States)

1996-01-01

The twin pusher propeller-driven engines of the Theseus research aircraft can be clearly seen in this photo, taken during a 1996 research flight at NASA's Dryden Flight Research Center, Edwards, California. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite

Quiet engine program flight engine design study

Science.gov (United States)

Klapproth, J. F.; Neitzel, R. E.; Seeley, C. T.

1974-01-01

The results are presented of a preliminary flight engine design study based on the Quiet Engine Program high-bypass, low-noise turbofan engines. Engine configurations, weight, noise characteristics, and performance over a range of flight conditions typical of a subsonic transport aircraft were considered. High and low tip speed engines in various acoustically treated nacelle configurations were included.

Critical Care Air Transport Team severe traumatic brain injury short-term outcomes during flight for Operation Iraqi Freedom/Operation Enduring Freedom.

Science.gov (United States)

Boyd, L Renee; Borawski, J; Lairet, J; Limkakeng, A T

2017-10-01

Our understanding of the expertise and equipment required to air transport injured soldiers with severe traumatic brain injuries (TBIs) continue to evolve. We conducted a retrospective chart review of characteristics, interventions required and short-term outcomes of patients with severe TBI managed by the US Air Force Critical Care Air Transport Teams (CCATTs) deployed in support of Operation Iraqi Freedom and Operation Enduring Freedom between 1 June 2007 and 31 August 2010. Patients were cared for based on guidelines given by the Brain Trauma Foundation and the Joint Theater Trauma System by non-neurosurgeon physicians with dedicated neurocritical care training. We report basic characteristics, injuries, interventions required and complications during transport. Intracranial haemorrhage was the most common diagnosis in this cohort. Most injuries were weapon related. During this study, there were no reported in-flight deaths. The majority of patients were mechanically ventilated. There were 45 patients who required at least one vasopressor to maintain adequate tissue perfusion, including four patients who required three or more. Some patients required intracranial pressure (ICP) management, treatment of diabetes insipidus and/or seizure prophylaxis medications. Air transport personnel must be prepared to provide standard critical care but also care specific to TBIs, including ICP control and management of diabetes insipidus. Although these patients and their potential complications are traditionally managed by neurosurgeons, those providers without neurosurgical backgrounds can be provided this training to help fill a wartime need. This study provides data for the future development of air transport guidelines for validating and clearing flight surgeons. Published by the BMJ Publishing Group Limited. For permission to use (where not already granted under a licence) please go to http://www.bmj.com/company/products-services/rights-and-licensing/.

A Unique Software System For Simulation-to-Flight Research

Science.gov (United States)

Chung, Victoria I.; Hutchinson, Brian K.

2001-01-01

"Simulation-to-Flight" is a research development concept to reduce costs and increase testing efficiency of future major aeronautical research efforts at NASA. The simulation-to-flight concept is achieved by using common software and hardware, procedures, and processes for both piloted-simulation and flight testing. This concept was applied to the design and development of two full-size transport simulators, a research system installed on a NASA B-757 airplane, and two supporting laboratories. This paper describes the software system that supports the simulation-to-flight facilities. Examples of various simulation-to-flight experimental applications were also provided.

The ASAC Flight Segment and Network Cost Models

Science.gov (United States)

Kaplan, Bruce J.; Lee, David A.; Retina, Nusrat; Wingrove, Earl R., III; Malone, Brett; Hall, Stephen G.; Houser, Scott A.

1997-01-01

To assist NASA in identifying research art, with the greatest potential for improving the air transportation system, two models were developed as part of its Aviation System Analysis Capability (ASAC). The ASAC Flight Segment Cost Model (FSCM) is used to predict aircraft trajectories, resource consumption, and variable operating costs for one or more flight segments. The Network Cost Model can either summarize the costs for a network of flight segments processed by the FSCM or can be used to independently estimate the variable operating costs of flying a fleet of equipment given the number of departures and average flight stage lengths.

Passengers waste production during flights.

Science.gov (United States)

Tofalli, Niki; Loizia, Pantelitsa; Zorpas, Antonis A

2017-12-20

We assume that during flights the amount of waste that is produced is limited. However, daily, approximately 8000 commercial airplanes fly above Europe's airspace while at the same time, more than 17,000 commercial flights exist in the entire world. Using primary data from airlines, which use the Larnaca's International Airport (LIA) in Cyprus, we have tried to understand why wastes are produced during a typical flight such as food waste, paper, and plastics, as well as how passengers affect the production of those wastes. The compositional analysis took place on 27 flights of 4 different airlines which used LIA as final destination. The evaluation indicated that the passenger's habits and ethics, and the policy of each airline produced different kinds of waste during the flights and especially food waste (FW). Furthermore, it was observed that the only waste management strategy that exists in place in the airport is the collection and the transportation of all those wastes from aircrafts and from the airport in the central unit for further treatment. Hence, this research indicated extremely difficulties to implement any specific waste minimization, or prevention practice or other sorting methods during the flights due to the limited time of the most flights (less than 3 h), the limited available space within the aircrafts, and the strictly safety roles that exist during the flights.

Shuttle operations era planning for flight operations

Science.gov (United States)

Holt, J. D.; Beckman, D. A.

1984-01-01

The Space Transportation System (STS) provides routine access to space for a wide range of customers in which cargos vary from single payloads on dedicated flights to multiple payloads that share Shuttle resources. This paper describes the flight operations planning process from payload introduction through flight assignment to execution of the payload objectives and the changes that have been introduced to improve that process. Particular attention is given to the factors that influence the amount of preflight preparation necessary to satisfy customer requirements. The partnership between the STS operations team and the customer is described in terms of their functions and responsibilities in the development of a flight plan. A description of the Mission Control Center (MCC) and payload support capabilities completes the overview of Shuttle flight operations.

Flight Test Results for the F-16XL With a Digital Flight Control System

Science.gov (United States)

Stachowiak, Susan J.; Bosworth, John T.

2004-01-01

In the early 1980s, two F-16 airplanes were modified to extend the fuselage length and incorporate a large area delta wing planform. These two airplanes, designated the F-16XL, were designed by the General Dynamics Corporation (now Lockheed Martin Tactical Aircraft Systems) (Fort Worth, Texas) and were prototypes for a derivative fighter evaluation program conducted by the United States Air Force. Although the concept was never put into production, the F-16XL prototypes provided a unique planform for testing concepts in support of future high-speed supersonic transport aircraft. To extend the capabilities of this testbed vehicle the F-16XL ship 1 aircraft was upgraded with a digital flight control system. The added flexibility of a digital flight control system increases the versatility of this airplane as a testbed for aerodynamic research and investigation of advanced technologies. This report presents the handling qualities flight test results covering the envelope expansion of the F-16XL with the digital flight control system.

Design Criteria for the Future of Flight Controls. Proceedings of the Flight Dynamics Laboratory Flying Qualities and Flight Control Symposium 2-5 March 1982.

Science.gov (United States)

1982-07-01

launch platform . But as a transport, obviously, long duration flights must be accomplished without undue crew fatigue. Underlying all this is an...Modes a weapons platforme throah sore effective flight listed in Figure 1. control design. VII. Sugestd Frthr Research Rfrne There are certain...A KIat KiOW CC~~i at Pilot m1A~ MloU. ftm of a h m ad ftf trn* weD kqr~&~ m Wix a I -n ** Wuma of Am 1 Tbalam, ad axazw Dpi c Fwa PltwsAp ad A

Enabling Electric Propulsion for Flight

Science.gov (United States)

Ginn, Starr Renee

2015-01-01

Team Seedling project AFRC and LaRC 31ft distributed electric propulsion wing on truck bed up 75 miles per hour for coefficient of lift validation. Convergent Aeronautic Solutions project, sub-project Convergent Electric Propulsion Technologies AFRC, LaRC and GRC, re-winging a 4 passenger Tecnam aircraft with a 31ft distributed electric propulsion wing. Advanced Air Transport Technologies (Fixed Wing), Hybrid Electric Research Theme, developing a series hybrid ironbird and flight sim to study integration and performance challenges in preparation for a 1-2 MW flight project.

Robust sampled-data control of hydraulic flight control actuators

OpenAIRE

Kliffken, Markus Gustav

1997-01-01

In todays flight-by-wire systems the primary flight control surfaces of modern commercial and transport aircraft are driven by electro hydraulic linear actuators. Changing flight conditions as well as nonlinear actuator dynamics may be interpreted as parameter uncertainties of the linear actuator model. This demands a robust design for the controller. Here the parameter space design is used for the direct sampled-data controller synthesis. Therefore, a static output controller is choosen, the...

Outcomes of medical emergencies on commercial airline flights.

Science.gov (United States)

Peterson, Drew C; Martin-Gill, Christian; Guyette, Francis X; Tobias, Adam Z; McCarthy, Catherine E; Harrington, Scott T; Delbridge, Theodore R; Yealy, Donald M

2013-05-30

Worldwide, 2.75 billion passengers fly on commercial airlines annually. When in-flight medical emergencies occur, access to care is limited. We describe in-flight medical emergencies and the outcomes of these events. We reviewed records of in-flight medical emergency calls from five domestic and international airlines to a physician-directed medical communications center from January 1, 2008, through October 31, 2010. We characterized the most common medical problems and the type of on-board assistance rendered. We determined the incidence of and factors associated with unscheduled aircraft diversion, transport to a hospital, and hospital admission, and we determined the incidence of death. There were 11,920 in-flight medical emergencies resulting in calls to the center (1 medical emergency per 604 flights). The most common problems were syncope or presyncope (37.4% of cases), respiratory symptoms (12.1%), and nausea or vomiting (9.5%). Physician passengers provided medical assistance in 48.1% of in-flight medical emergencies, and aircraft diversion occurred in 7.3%. Of 10,914 patients for whom postflight follow-up data were available, 25.8% were transported to a hospital by emergency-medical-service personnel, 8.6% were admitted, and 0.3% died. The most common triggers for admission were possible stroke (odds ratio, 3.36; 95% confidence interval [CI], 1.88 to 6.03), respiratory symptoms (odds ratio, 2.13; 95% CI, 1.48 to 3.06), and cardiac symptoms (odds ratio, 1.95; 95% CI, 1.37 to 2.77). Most in-flight medical emergencies were related to syncope, respiratory symptoms, or gastrointestinal symptoms, and a physician was frequently the responding medical volunteer. Few in-flight medical emergencies resulted in diversion of aircraft or death; one fourth of passengers who had an in-flight medical emergency underwent additional evaluation in a hospital. (Funded by the National Institutes of Health.).

Acute exposure to space flight results in evidence of reduced lymph Transport, tissue fluid Shifts, and immune alterations in the rat gastrointestinal system

Science.gov (United States)

Cromer, W. E.; Zawieja, D. C.

2018-05-01

Space flight causes a number of alterations in physiological systems, changes in the immunological status of subjects, and altered interactions of the host to environmental stimuli. We studied the effect of space flight on the lymphatic system of the gastrointestinal tract which is responsible for lipid transport and immune surveillance which includes the host interaction with the gut microbiome. We found that there were signs of tissue damage present in the space flown animals that was lacking in ground controls (epithelial damage, crypt morphological changes, etc.). Additionally, morphology of the lymphatic vessels in the tissue suggested a collapsed state at time of harvest and there was a profound change in the retention of lipid in the villi of the ileum. Contrary to our assumptions there was a reduction in tissue fluid volume likely associated with other fluid shifts described. The reduction of tissue fluid volume in the colon and ileum is a likely contributing factor to the state of the lymphatic vessels and lipid transport issues observed. There were also associated changes in the number of MHC-II+ immune cells in the colon tissue, which along with reduced lymphatic competence would favor immune dysfunction in the tissue. These findings help expand our understanding of the effects of space flight on various organ systems. It also points out potential issues that have not been closely examined and have to potential for the need of countermeasure development.

Advanced Transport Operating Systems Program

Science.gov (United States)

White, John J.

1990-01-01

NASA-Langley's Advanced Transport Operating Systems Program employs a heavily instrumented, B 737-100 as its Transport Systems Research Vehicle (TRSV). The TRSV has been used during the demonstration trials of the Time Reference Scanning Beam Microwave Landing System (TRSB MLS), the '4D flight-management' concept, ATC data links, and airborne windshear sensors. The credibility obtainable from successful flight test experiments is often a critical factor in the granting of substantial commitments for commercial implementation by the FAA and industry. In the case of the TRSB MLS, flight test demonstrations were decisive to its selection as the standard landing system by the ICAO.

The Route Analysis Based On Flight Plan

Science.gov (United States)

Feriyanto, Nur; Saleh, Chairul; Fauzi, Achmad; Rachman Dzakiyullah, Nur; Riza Iwaputra, Kahfi

2016-02-01

Economic development effects use of air transportation since the business process in every aspect was increased. Many people these days was prefer using airplane because it can save time and money. This situation also effects flight routes, many airlines offer new routes to deal with competition. Managing flight routes is one of the problems that must be faced in order to find the efficient and effective routes. This paper investigates the best routes based on flight performance by determining the amount of block fuel for the Jakarta-Denpasar flight route. Moreover, in this work compares a two kinds of aircraft and tracks by calculating flight distance, flight time and block fuel. The result shows Jakarta-Denpasar in the Track II has effective and efficient block fuel that can be performed by Airbus 320-200 aircraft. This study can contribute to practice in making an effective decision, especially helping executive management of company due to selecting appropriate aircraft and the track in the flight plan based on the block fuel consumption for business operation.

Piloted Simulation Tests of Propulsion Control as Backup to Loss of Primary Flight Controls for a B747-400 Jet Transport

Science.gov (United States)

Bull, John; Mah, Robert; Hardy, Gordon; Sullivan, Barry; Jones, Jerry; Williams, Diane; Soukup, Paul; Winters, Jose

1997-01-01

Partial failures of aircraft primary flight control systems and structural damages to aircraft during flight have led to catastrophic accidents with subsequent loss of lives (e.g. DC-10, B-747, C-5, B-52, and others). Following the DC-10 accident at Sioux City, Iowa in 1989, the National Transportation Safety Board recommended 'Encourage research and development of backup flight control systems for newly certified wide-body airplanes that utilize an alternate source of motive power separate from that source used for the conventional control system.' This report describes the concept of a propulsion controlled aircraft (PCA), discusses pilot controls, displays, and procedures; and presents the results of a PCA piloted simulation test and evaluation of the B747-400 airplane conducted at NASA Ames Research Center in December, 1996. The purpose of the test was to develop and evaluate propulsion control throughout the full flight envelope of the B747-400 including worst case scenarios of engine failures and out of trim moments. Pilot ratings of PCA performance ranged from adequate to satisfactory. PCA performed well in unusual attitude recoveries at 35,000 ft altitude, performed well in fully coupled ILS approaches, performed well in single engine failures, and performed well at aft cg. PCA performance was primarily limited by out-of-trim moments.

Application and use of spinal immobilization devices in zero-gravity flight

Science.gov (United States)

Krupa, Debra T.; Gosbee, John; Billica, Roger; Boyce, Joey B.

1991-01-01

A KC-135 parabolic flight was performed for the purpose of evaluation of spinal immobilization techniques in microgravity. The flight followed the standard 40 parabola profile with four NASA/KRUG experimenters involved. One performed as coordinator/recorder, one as test subject, and two as the Crew Medical Officers (CMO). The flight was to evaluate the application of spinal immobilization devices and techniques in microgravity as are performed during initial stabilization or patient transport scenarios. The sequence of detail for examination of the following objectives included: attempted cervical spine immobilization with all free floating, the patient restrained to the floor, various hand positioning techniques; c-collar placement; Kendrick Extrication Device (KED) application with various restraints for patient and CMO; patient immobilization and transport using the KED; patient transported on KED and spine board. Observations for each task are included. Major conclusions and issues are also included.

Role of H2O2 on the kinetics of low-affinity high-capacity Na+-dependent alanine transport in SHR proximal tubular epithelial cells

International Nuclear Information System (INIS)

Pinto, Vanda; Pinho, Maria Joao; Jose, Pedro A.; Soares-da-Silva, Patricio

2010-01-01

Research highlights: → H 2 O 2 in excess is required for the presence of a low-affinity high-capacity component for the Na + -dependent [ 14 C]-L-alanine uptake in SHR PTE cells only. → It is suggested that Na + binding in renal ASCT2 may be regulated by ROS in SHR PTE cells. -- Abstract: The presence of high and low sodium affinity states for the Na + -dependent [ 14 C]-L-alanine uptake in immortalized renal proximal tubular epithelial (PTE) cells was previously reported (Am. J. Physiol. 293 (2007) R538-R547). This study evaluated the role of H 2 O 2 on the Na + -dependent [ 14 C]-L-alanine uptake of ASCT2 in immortalized renal PTE cells from Wistar Kyoto rat (WKY) and spontaneously hypertensive rat (SHR). Na + dependence of [ 14 C]-L-alanine uptake was investigated replacing NaCl with an equimolar concentration of choline chloride in vehicle- and apocynin-treated cells. Na + removal from the uptake solution abolished transport activity in both WKY and SHR PTE cells. Decreases in H 2 O 2 levels in the extracellular medium significantly reduced Na + -K m and V max values of the low-affinity high-capacity component in SHR PTE cells, with no effect on the high-affinity low-capacity state of the Na + -dependent [ 14 C]-L-alanine uptake. After removal of apocynin from the culture medium, H 2 O 2 levels returned to basal values within 1 to 3 h in both WKY and SHR PTE cells and these were found stable for the next 24 h. Under these experimental conditions, the Na + -K m and V max of the high-affinity low-capacity state were unaffected and the low-affinity high-capacity component remained significantly decreased 1 day but not 4 days after apocynin removal. In conclusion, H 2 O 2 in excess is required for the presence of a low-affinity high-capacity component for the Na + -dependent [ 14 C]-L-alanine uptake in SHR PTE cells only. It is suggested that Na + binding in renal ASCT2 may be regulated by ROS in SHR PTE cells.

Design and analysis of advanced flight planning concepts

Science.gov (United States)

Sorensen, John A.

1987-01-01

The objectives of this continuing effort are to develop and evaluate new algorithms and advanced concepts for flight management and flight planning. This includes the minimization of fuel or direct operating costs, the integration of the airborne flight management and ground-based flight planning processes, and the enhancement of future traffic management systems design. Flight management (FMS) concepts are for on-board profile computation and steering of transport aircraft in the vertical plane between a city pair and along a given horizontal path. Flight planning (FPS) concepts are for the pre-flight ground based computation of the three-dimensional reference trajectory that connects the city pair and specifies the horizontal path, fuel load, and weather profiles for initializing the FMS. As part of these objectives, a new computer program called EFPLAN has been developed and utilized to study advanced flight planning concepts. EFPLAN represents an experimental version of an FPS. It has been developed to generate reference flight plans compatible as input to an FMS and to provide various options for flight planning research. This report describes EFPLAN and the associated research conducted in its development.

F-8 SCW in flight

Science.gov (United States)

1973-01-01

A Vought F-8A Crusader was selected by NASA as the testbed aircraft (designated TF-8A) to install an experimental Supercritical Wing in place of the conventional wing. The unique design of the Supercritical Wing (SCW) reduces the effect of shock waves on the upper surface near Mach 1, which in turn reduces drag. In this photograph a Vought F-8A Crusader is shown being used as a flying testbed for an experimental Supercritical Wing airfoil. The smooth fairing of the fiberglass glove with the wing is illustrated in this view. This is the configuration of the F-8 SCW aircraft late in the program. The SCW team fitted the fuselage with bulges fore and aft of the wings. This was similar to the proposed shape of a near-sonic airliner. Both the SCW airfoil and the bulged-fuselage design were optimal for cruise at Mach 0.98. Dr. Whitcomb (designer of the SCW) had previously spent about four years working on supersonic transport designs. He concluded that these were impractical due to their high operating costs. The high drag at speeds above Mach 1 resulted in greatly increased costs. Following the fuel-price rises caused by the October 1973 oil embargo, airlines lost interest in near-sonic transports. Rather, they wanted a design that would have lower fuel consumption. Dr. Whitcomb developed a modified supercritical-wing shape that provided higher lift-to-drag ratios at the same speeds. He did this by using thicker airfoil sections and a reduced wing sweepback. This resulted in an increased aspect ratio without an increase in wing weight. In the three decades since the F-8 SCW flew, the use of such airfoils has become common. The F-8 Supercritical Wing was a flight research project designed to test a new wing concept designed by Dr. Richard Whitcomb, chief of the Transonic Aerodynamics Branch, Langley Research Center, Hampton, Virginia. Compared to a conventional wing, the supercritical wing (SCW) is flatter on the top and rounder on the bottom with a downward curve at the

Air medical transport of cardiac patients.

Science.gov (United States)

Essebag, Vidal; Halabi, Abdul R; Churchill-Smith, Michael; Lutchmedial, Sohrab

2003-11-01

The air medical transport of cardiac patients is a rapidly expanding practice. For various medical, social, and economic indications, patients are being flown longer distances at commercial altitudes, including international and intercontinental flights. There are data supporting the use of short-distance helicopter flights early in the course of a cardiac event for patients needing emergent transfer for percutaneous coronary intervention or aortocoronary bypass. When considering elective long-distance air medical transport of cardiac patients for social or economic reasons, it is necessary to weigh the benefits against the potential risks of flight. A few recent studies suggest that long-distance air medical transport is safe under certain circumstances. Current guidelines for air travel after myocardial infarction do not address the use of medical escorts or air ambulances equipped with intensive care facilities. Further research using larger prospective studies is needed to better define criteria for safe long-distance air medical transport of cardiac patients.

Tandem Autologous Stem Cell Transplantation for Multiple Myeloma Patients Based on Response to Their First Transplant—A Prospective Phase II Study

Science.gov (United States)

Byrne, Michael; Salmasinia, Donya; Leather, Helen; Cogle, Christopher R; Davis, Amy; Hsu, Jack W; Wiggins, Laura; Chang, Myron N; An, Qi; Wingard, John R; Moreb, Jan S

2014-01-01

In this prospective phase II clinical trial, multiple myeloma (MM) patients were randomized to receive a second (tandem) autologous stem cell transplantation (ASCT) based on whether they achieved a partial response or worse (≤PR) following initial ASCT (ASCT1). Patients who achieved a very good partial response or better (≥VGPR) had salvage ASCT at relapse. Seventy-five patients received conditioning therapy and ASCT1. A total of 44 patients (59%) achieved ≥VGPR, whereas 31 patients entered ≤PR and were offered tandem ASCT. In all, 20 patients agreed to tandem ASCT. Demographic and clinical characteristics were similar between the two cohorts except for median lactate dehydrogenase (LDH) (P = 0.0141) and percentage of marrow plasma cells before ASCT1 (P = 0.0047), both lower in the ≥VGPR group. Intent to treat analysis showed that patients who achieved ≥VGPR to ASCT1 had a trend toward improved progression-free survival (PFS) (37 vs. 26 months, P = 0.078) and superior overall survival (OS) (not reached vs. 50 months, P = 0.0073). Patients with ≤PR who declined tandem transplantation had shortened PFS (20 vs. 28 months, P = 0.05) but similar OS (53 vs. 57.5 months, P = 0.29) compared to those who received it. Thus, a favorable clinical response to ASCT1 identifies a low-risk group with superior long-term prognosis despite similar PFS. PMID:25232286

76 FR 9265 - Special Conditions: Gulfstream Model GVI Airplane; Electronic Flight Control System: Control...

Science.gov (United States)

2011-02-17

...: Gulfstream Model GVI Airplane; Electronic Flight Control System: Control Surface Position Awareness AGENCY... for transport category airplanes. These design features include an electronic flight control system... Design Features The GVI has an electronic flight control system and no direct coupling from the cockpit...

14 CFR Appendix F to Part 141 - Flight Instructor Certification Course

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight Instructor Certification Course F Appendix F to Part 141 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION...) Takeoffs, landings, and go-arounds; (viii) Fundamentals of flight; (ix) Performance maneuvers; (x) Ground...

Adjustment of muscle function to flight in bats; Komori no kinkino no hiko eno tekio

Energy Technology Data Exchange (ETDEWEB)

Yamashita, M. [Institute of the Space and Astronautical Science,Tokyo (Japan); Choi, I.H.

1999-12-05

This paper outlines the muscle of bats that generates a motive force for flight. The weight of the muscle is less compared with that of birds. The energy required for flight is twice as much as that for running. Conversely, in view of metabolic cost (transporting cost) for moving a unit mass for a unit distance, the transporting cost of bats for flying is one fifth. The acquisition of this flight ability through evolution can be inferred from the fossils of reptiles. Bats, having a stream-lined body shape and a small body mass, are capable of efficient flight. A fast durable flight is possible by having the pectoral muscle constituted of speed muscles of oxidation/glycolysis muscle fiber, a well-developed oxygen transporting system, the arrangement around the capillary of mitochondria and fat grains that are cell organs for producing energy, and a high-density contact between the capillary and the muscle fiber. The muscle functions at low body temperature and imparts adaptability to hibernation with the body temperature lowered. The flight is controlled by the cycle and synchronized with this biological clock, optical cycle and change in temperature. (NEDO)

Theseus Landing Following Maiden Flight

Science.gov (United States)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing as it comes in for a landing on Rogers Dry Lake after its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able

Outcome with lenalidomide plus dexamethasone followed by early autologous stem cell transplantation in patients with newly diagnosed multiple myeloma on the ECOG-ACRIN E4A03 randomized clinical trial: long-term follow-up.

Science.gov (United States)

Biran, N; Jacobus, S; Vesole, D H; Callander, N S; Fonseca, R; Williams, M E; Abonour, R; Katz, M S; Rajkumar, S V; Greipp, P R; Siegel, D S

2016-09-02

In Eastern Cooperative Oncology Group-ACRIN E4A03, on completion of four cycles of therapy, newly diagnosed multiple myeloma patients had the option of proceeding to autologous peripheral blood stem cell transplant (ASCT) or continuing on their assigned therapy lenalidomide plus low-dose dexamethasone (Ld) or lenalidomide plus high-dose dexamethasone (LD). This landmark analysis compared the outcome of 431 patients surviving their first four cycles of therapy pursuing early ASCT to those continuing on their assigned therapy. Survival distributions were estimated using the Kaplan-Meier method and compared with log-rank test. Ninety patients (21%) opted for early ASCT. The 1-, 2-, 3-, 4- and 5-year survival probability estimates were higher for early ASCT versus no early ASCT at 99, 93, 91, 85 and 80% versus 94, 84, 75, 65 and 57%, respectively. The median overall survival (OS) in the early versus no early ASCT group was not reached (NR) versus 5.78 years. In patients 50, 0.25). In patients ⩾65 years of age, median OS in the early versus no early ASCT was NR versus 5.11 years. ASCT dropped out of statistical significance (P=0.080). Patients opting for ASCT after induction Ld/LD had a higher survival probability and improvement in OS regardless of dexamethasone dose density.

14 CFR Appendix E to Part 91 - Airplane Flight Recorder Specifications

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Airplane Flight Recorder Specifications E Appendix E to Part 91 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION... Appendix E to Part 91—Airplane Flight Recorder Specifications Parameters Range Installed system 1 minimum...

14 CFR Appendix B to Part 135 - Airplane Flight Recorder Specifications

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Airplane Flight Recorder Specifications B Appendix B to Part 135 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION.... B Appendix B to Part 135—Airplane Flight Recorder Specifications Parameters Range Installed system 1...

Eclipse takeoff and flight

Science.gov (United States)

1998-01-01

made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system; and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft; validation of simulation models of the towed aircraft systems; and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes. The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable launch vehicles, in particular to gain experience towing delta-wing aircraft having high wing loading, and in general to demonstrate various operational procedures such as ground processing and abort scenarios. The first successful

14 CFR 61.127 - Flight proficiency.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight proficiency. 61.127 Section 61.127 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRMEN...; (x) High-altitude operations; and (xi) Postflight procedures. (2) For an airplane category rating...

Structural Properties of the Brazilian Air Transportation Network.

Science.gov (United States)

Couto, Guilherme S; da Silva, Ana Paula Couto; Ruiz, Linnyer B; Benevenuto, Fabrício

2015-09-01

The air transportation network in a country has a great impact on the local, national and global economy. In this paper, we analyze the air transportation network in Brazil with complex network features to better understand its characteristics. In our analysis, we built networks composed either by national or by international flights. We also consider the network when both types of flights are put together. Interesting conclusions emerge from our analysis. For instance, Viracopos Airport (Campinas City) is the most central and connected airport on the national flights network. Any operational problem in this airport separates the Brazilian national network into six distinct subnetworks. Moreover, the Brazilian air transportation network exhibits small world characteristics and national connections network follows a power law distribution. Therefore, our analysis sheds light on the current Brazilian air transportation infrastructure, bringing a novel understanding that may help face the recent fast growth in the usage of the Brazilian transport network.

Structural Properties of the Brazilian Air Transportation Network

Directory of Open Access Journals (Sweden)

GUILHERME S. COUTO

2015-09-01

Full Text Available The air transportation network in a country has a great impact on the local, national and global economy. In this paper, we analyze the air transportation network in Brazil with complex network features to better understand its characteristics. In our analysis, we built networks composed either by national or by international flights. We also consider the network when both types of flights are put together. Interesting conclusions emerge from our analysis. For instance, Viracopos Airport (Campinas City is the most central and connected airport on the national flights network. Any operational problem in this airport separates the Brazilian national network into six distinct subnetworks. Moreover, the Brazilian air transportation network exhibits small world characteristics and national connections network follows a power law distribution. Therefore, our analysis sheds light on the current Brazilian air transportation infrastructure, bringing a novel understanding that may help face the recent fast growth in the usage of the Brazilian transport network.

Space transportation system flight 2 OSTA-1 scientific payload data management plan: Addendum

Science.gov (United States)

1982-01-01

Flight events for the OSTA-1 scientific payload on the second flight of the Space Shuttle, STS-2 are described. Data acquisition is summarized. A discussion of problems encountered and a preliminary evaluation of data quality is also provided.

Integrated Neural Flight and Propulsion Control System

Science.gov (United States)

Kaneshige, John; Gundy-Burlet, Karen; Norvig, Peter (Technical Monitor)

2001-01-01

This paper describes an integrated neural flight and propulsion control system. which uses a neural network based approach for applying alternate sources of control power in the presence of damage or failures. Under normal operating conditions, the system utilizes conventional flight control surfaces. Neural networks are used to provide consistent handling qualities across flight conditions and for different aircraft configurations. Under damage or failure conditions, the system may utilize unconventional flight control surface allocations, along with integrated propulsion control, when additional control power is necessary for achieving desired flight control performance. In this case, neural networks are used to adapt to changes in aircraft dynamics and control allocation schemes. Of significant importance here is the fact that this system can operate without emergency or backup flight control mode operations. An additional advantage is that this system can utilize, but does not require, fault detection and isolation information or explicit parameter identification. Piloted simulation studies were performed on a commercial transport aircraft simulator. Subjects included both NASA test pilots and commercial airline crews. Results demonstrate the potential for improving handing qualities and significantly increasing survivability rates under various simulated failure conditions.

The FAA/NASA flight loads monitoring program - The prototype system and its benefits for the aviation community

Science.gov (United States)

Whitehead, Julia H.; Thomas, Mitchel E.; Carrelli, David J.; Crabill, Norman L.

1992-01-01

The FAA established the flight load monitoring program to collect a data base of typical flight operational loads experienced by commercial transports. This system will provide a comprehensive monitoring of aircraft loading conditions with over 20 flight parameters being recorded simultaneously. NASA is designing and testing a prototype data collection and analysis system which will be implemented into an FAA operational program. This paper presents the program's objectives and the proposed development testing on a commercial Boeing 737-400. The prototype system, its data processing schemes, and reports are described. The searching criteria or flight attributes generated for each flight are listed. The data processing system will provide the aviation community with a powerful tool for the study of transport flight loading conditions and the system's flexibility will accommodate individual studies and specialized concerns.

Simulator Evaluation of Simplified Propulsion-Only Emergency Flight Control Systems on Transport Aircraft

Science.gov (United States)

Burcham, Frank W., Jr.; Kaneshige, John; Bull, John; Maine, Trindel A.

1999-01-01

With the advent of digital engine control systems, considering the use of engine thrust for emergency flight control has become feasible. Many incidents have occurred in which engine thrust supplemented or replaced normal aircraft flight controls. In most of these cases, a crash has resulted, and more than 1100 lives have been lost. The NASA Dryden Flight Research Center has developed a propulsion-controlled aircraft (PCA) system in which computer-controlled engine thrust provides emergency flight control capability. Using this PCA system, an F-15 and an MD-11 airplane have been landed without using any flight controls. In simulations, C-17, B-757, and B-747 PCA systems have also been evaluated successfully. These tests used full-authority digital electronic control systems on the engines. Developing simpler PCA systems that can operate without full-authority engine control, thus allowing PCA technology to be installed on less capable airplanes or at lower cost, is also a desire. Studies have examined simplified ?PCA Ultralite? concepts in which thrust control is provided using an autothrottle system supplemented by manual differential throttle control. Some of these concepts have worked well. The PCA Ultralite study results are presented for simulation tests of MD-11, B-757, C-17, and B-747 aircraft.

Virtual decoupling flight control via real-time trajectory synthesis and tracking

Science.gov (United States)

Zhang, Xuefu

The production of the General Aviation industry has declined in the past 25 years. Ironically, however, the increasing demand for air travel as a fast, safe, and high-quality mode of transportation has been far from satisfied. Addressing this demand shortfall with personal air transportation necessitates advanced systems for navigation, guidance, control, flight management, and flight traffic control. Among them, an effective decoupling flight control system will not only improve flight quality, safety, and simplicity, and increase air space usage, but also reduce expenses on pilot initial and current training, and thus expand the current market and explore new markets. Because of the formidable difficulties encountered in the actual decoupling of non-linear, time-variant, and highly coupled flight control systems through traditional approaches, a new approach, which essentially converts the decoupling problem into a real-time trajectory synthesis and tracking problem, is employed. Then, the converted problem is solved and a virtual decoupling effect is achieved. In this approach, a trajectory in inertial space can be predefined and dynamically modified based on the flight mission and the pilot's commands. A feedforward-feedback control architecture is constructed to guide the airplane along the trajectory as precisely as possible. Through this approach, the pilot has much simpler, virtually decoupled control of the airplane in terms of speed, flight path angle and horizontal radius of curvature. To verify and evaluate this approach, extensive computer simulation is performed. A great deal of test cases are designed for the flight control under different flight conditions. The simulation results show that our decoupling strategy is satisfactory and promising, and therefore the research can serve as a consolidated foundation for future practical applications.

Jet Engines - The New Masters of Advanced Flight Control

Science.gov (United States)

Gal-Or, Benjamin

2018-05-01

ANTICIPATED UNITED STATES CONGRESS ACT should lead to reversing a neglected duty to the people by supporting FAA induced bill to civilize classified military air combat technology to maximize flight safety of airliners and cargo jet transports, in addition to FAA certifying pilots to master Jet-Engine Steering ("JES") as automatic or pilot recovery when Traditional Aerodynamic-only Flight Control ("TAFC") fails to prevent a crash and other related damages

Autologous Transplantation for Newly Diagnosed Multiple Myeloma in the Era of Novel Agent Induction: A Systematic Review and Meta-analysis.

Science.gov (United States)

Dhakal, Binod; Szabo, Aniko; Chhabra, Saurabh; Hamadani, Mehdi; D'Souza, Anita; Usmani, Saad Z; Sieracki, Rita; Gyawali, Bishal; Jackson, Jeffrey L; Asimakopoulos, Fotis; Hari, Parameswaran N

2018-03-01

The role of high-dose therapy with melphalan followed by autologous stem cell transplant (HDT/ASCT) in patients with multiple myeloma continues to be debated in the context of novel agent induction. To perform a systematic review, conventional meta-analysis, and network meta-analysis of all phase 3 randomized clinical trials (RCTs) evaluating the role of HDT/ASCT. We performed a systematic literature search of Cochrane Central, MEDLINE, and Scopus from January 2000 through April 2017 and relevant annual meeting abstracts from January 2014 to December 2016. The following search terms were used: "myeloma" combined with "autologous," "transplant," "myeloablative," or "stem cell." Phase 3 RCTs comparing HDT/ASCT with standard-dose therapy (SDT) using novel agents were assessed. Studies comparing single HDT/ASCT with bortezomib, lenalidomide, and dexamethasone consolidation and tandem transplantation were included for network meta-analysis. For the random effects meta-analysis, we used hazard ratios (HRs) and corresponding 95% CIs. The primary outcome was progression-free survival (PFS). Overall survival (OS), complete response, and treatment-related mortality were secondary outcomes. A total of 4 RCTs (2421 patients) for conventional meta-analysis and 5 RCTs (3171 patients) for network meta-analysis were selected. The combined odds for complete response were 1.27 (95% CI, 0.97-1.65; P = .07) with HDT/ASCT when compared with SDT. The combined HR for PFS was 0.55 (95% CI, 0.41-0.74; P Meta-regression showed that longer follow-up was associated with superior PFS (HR/mo, 0.98; 95% CI, 0.96-0.99; P = .03) and OS (HR/mo, 0.90; 95% CI, 0.84-0.96; P = .002). For PFS, tandem HDT/ASCT had the most favorable HR (0.49; 95% CI, 0.37-0.65) followed by single HDT/ASCT with bortezomib, lenalidomide, and dexamethasone (HR, 0.53; 95% CI, 0.37-0.76) and single HDT/ASCT alone (HR, 0.68; 95% CI, 0.53-0.87) compared with SDT. For OS, none of the HDT/ASCT-based approaches had a

The Effects of Advanced 'Glass Cockpit' Displayed Flight Instrumentation on In-flight Pilot Decision Making

Science.gov (United States)

Steigerwald, John

The Cognitive Continuum Theory (CCT) was first proposed 25 years ago to explain the relationship between intuition and analytical decision making processes. In order for aircraft pilots to make these analytical and intuitive decisions, they obtain information from various instruments within the cockpit of the aircraft. Advanced instrumentation is used to provide a broad array of information about the aircraft condition and flight situation to aid the flight crew in making effective decisions. The problem addressed is that advanced instrumentation has not improved the pilot decision making in modern aircraft. Because making a decision is dependent upon the information available, this experimental quantitative study sought to determine how well pilots organize and interpret information obtained from various cockpit instrumentation displays when under time pressure. The population for this study was the students, flight instructors, and aviation faculty at the Middle Georgia State College School of Aviation campus in Eastman, Georgia. The sample was comprised of two groups of 90 individuals (45 in each group) in various stages of pilot licensure from student pilot to airline transport pilot (ATP). The ages ranged from 18 to 55 years old. There was a statistically significant relationship at the p safety of flight.

Testing the time-of-flight model for flagellar length sensing.

Science.gov (United States)

Ishikawa, Hiroaki; Marshall, Wallace F

2017-11-07

Cilia and flagella are microtubule-based organelles that protrude from the surface of most cells, are important to the sensing of extracellular signals, and make a driving force for fluid flow. Maintenance of flagellar length requires an active transport process known as intraflagellar transport (IFT). Recent studies reveal that the amount of IFT injection negatively correlates with the length of flagella. These observations suggest that a length-dependent feedback regulates IFT. However, it is unknown how cells recognize the length of flagella and control IFT. Several theoretical models try to explain this feedback system. We focused on one of the models, the "time-of-flight" model, which measures the length of flagella on the basis of the travel time of IFT protein in the flagellar compartment. We tested the time-of-flight model using Chlamydomonas dynein mutant cells, which show slower retrograde transport speed. The amount of IFT injection in dynein mutant cells was higher than that in control cells. This observation does not support the prediction of the time-of-flight model and suggests that Chlamydomonas uses another length-control feedback system rather than that described by the time-of-flight model. © 2017 Ishikawa and Marshall. This article is distributed by The American Society for Cell Biology under license from the author(s). Two months after publication it is available to the public under an Attribution–Noncommercial–Share Alike 3.0 Unported Creative Commons License (http://creativecommons.org/licenses/by-nc-sa/3.0).

14 CFR 415.35 - Acceptable flight risk.

Science.gov (United States)

2010-01-01

...) Launch vehicle structure, including physical dimensions and weight; (2) Hazardous and safety critical... 14 Aeronautics and Space 4 2010-01-01 2010-01-01 false Acceptable flight risk. 415.35 Section 415.35 Aeronautics and Space COMMERCIAL SPACE TRANSPORTATION, FEDERAL AVIATION ADMINISTRATION, DEPARTMENT...

Rules for Flight Paths and Time of Flight for Flows in Porous Media with Heterogeneous Permeability and Porosity

Directory of Open Access Journals (Sweden)

Lihua Zuo

2017-01-01

Full Text Available Porous media like hydrocarbon reservoirs may be composed of a wide variety of rocks with different porosity and permeability. Our study shows in algorithms and in synthetic numerical simulations that the flow pattern of any particular porous medium, assuming constant fluid properties and standardized boundary and initial conditions, is not affected by any spatial porosity changes but will vary only according to spatial permeability changes. In contrast, the time of flight along the streamline will be affected by both the permeability and porosity, albeit in opposite directions. A theoretical framework is presented with evidence from flow visualizations. A series of strategically chosen streamline simulations, including systematic spatial variations of porosity and permeability, visualizes the respective effects on the flight path and time of flight. Two practical rules are formulated. Rule  1 states that an increase in permeability decreases the time of flight, whereas an increase in porosity increases the time of flight. Rule  2 states that the permeability uniquely controls the flight path of fluid flow in porous media; local porosity variations do not affect the streamline path. The two rules are essential for understanding fluid transport mechanisms, and their rigorous validation therefore is merited.

75 FR 34925 - Posting of Flight Delay Data on Web Sites

Science.gov (United States)

2010-06-21

... Transportation Statistics (BTS) on the 15th day of the month, which at times falls on the third Saturday of the... both activities and having the carriers file required BTS data and upload flight performance... their Web sites before submitting the flight data to BTS. ATA, RAA, and ACAA represent all but one of...

Flight Dynamics of Flexible Aircraft with Aeroelastic and Inertial Force Interactions

Science.gov (United States)

Nguyen, Nhan T.; Tuzcu, Ilhan

2009-01-01

This paper presents an integrated flight dynamic modeling method for flexible aircraft that captures coupled physics effects due to inertial forces, aeroelasticity, and propulsive forces that are normally present in flight. The present approach formulates the coupled flight dynamics using a structural dynamic modeling method that describes the elasticity of a flexible, twisted, swept wing using an equivalent beam-rod model. The structural dynamic model allows for three types of wing elastic motion: flapwise bending, chordwise bending, and torsion. Inertial force coupling with the wing elasticity is formulated to account for aircraft acceleration. The structural deflections create an effective aeroelastic angle of attack that affects the rigid-body motion of flexible aircraft. The aeroelastic effect contributes to aerodynamic damping forces that can influence aerodynamic stability. For wing-mounted engines, wing flexibility can cause the propulsive forces and moments to couple with the wing elastic motion. The integrated flight dynamics for a flexible aircraft are formulated by including generalized coordinate variables associated with the aeroelastic-propulsive forces and moments in the standard state-space form for six degree-of-freedom flight dynamics. A computational structural model for a generic transport aircraft has been created. The eigenvalue analysis is performed to compute aeroelastic frequencies and aerodynamic damping. The results will be used to construct an integrated flight dynamic model of a flexible generic transport aircraft.

Theseus First Flight - May 24, 1996

Science.gov (United States)

1996-01-01

The Theseus prototype research aircraft shows off its high aspect-ratio wing as it lifts off from Rogers Dry Lake during its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to

Ramjet Nozzle Analysis for Transport Aircraft Configuration for Sustained Hypersonic Flight

Directory of Open Access Journals (Sweden)

Raman Baidya

2018-04-01

Full Text Available For the past several decades, research dealing with hypersonic flight regimes has been restricted mainly to military applications. Hypersonic transportation could be a possible and affordable solution to travel in the medium term and there is renewed interest from several private organisations for commercial exploitation in this direction. Various combined cycle propulsion configurations have been proposed and the present paper deals with implications for the nozzle component of a ramjet configuration as part of one such combined cycle propulsion configuration. An investigation was undertaken for a method of turbine-based propulsion which enables the hypersonic vehicle to take off under its own power and propel the aircraft under different mission profiles into ramjet operational Mach regimes. The present study details an optimal method of ramjet exhaust expansion to produce sufficient thrust to propel the vehicle into altitudes and Mach regimes where scramjet operation can be initiated. This aspect includes a Computational Fluid Dynamics (CFD-based geometric study to determine the optimal configuration to provide the best thrust values. The CFD parametric analysis investigated three candidate nozzles and indicated that the dual bell nozzle design produced the highest thrust values when compared to other nozzle geometries. The altitude adaptation study also validated the effectiveness of the nozzle thrust at various altitudes without compromising its thrust-producing capabilities. Computational data were validated against published experimental data, which indicated that the computed values correlated well with the experimental data.

Development of a Free-Flight Simulation Infrastructure

Science.gov (United States)

Miles, Eric S.; Wing, David J.; Davis, Paul C.

1999-01-01

In anticipation of a projected rise in demand for air transportation, NASA and the FAA are researching new air-traffic-management (ATM) concepts that fall under the paradigm known broadly as ":free flight". This paper documents the software development and engineering efforts in progress by Seagull Technology, to develop a free-flight simulation (FFSIM) that is intended to help NASA researchers test mature-state concepts for free flight, otherwise referred to in this paper as distributed air / ground traffic management (DAG TM). Under development is a distributed, human-in-the-loop simulation tool that is comprehensive in its consideration of current and envisioned communication, navigation and surveillance (CNS) components, and will allow evaluation of critical air and ground traffic management technologies from an overall systems perspective. The FFSIM infrastructure is designed to incorporate all three major components of the ATM triad: aircraft flight decks, air traffic control (ATC), and (eventually) airline operational control (AOC) centers.

Theseus on Take-off for First Flight

Science.gov (United States)

1996-01-01

The Theseus prototype research aircraft takes off for its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental change measurements. Dryden

Brazilian experience using high-dose sequential therapy (HDS followed by autologous hematopoietic stem cell transplantation (ASCT for malignant lymphomas Experiência brasileira utilizando terapia sequencial de alta dose seguido de transplante autólogo de célula-tronco hematopoética para linfomas malignos

Directory of Open Access Journals (Sweden)

Cármino A. de Souza

2009-08-01

Full Text Available Using the overall survival (OS, disease free survival (DFS and progression free survival (PFS, as well as associated toxicity, the purpose of this work was to evaluate the effectiveness of HDS followed by ASCT as salvage therapy. A retrospective analysis was performed of 106 patients with high grade non-Hodgkin lymphoma receiving HDS followed by ASCT, between 1998 and 2006. Median age was 45 years (Range: 8-65, with 66 (62% men. Histopathological classification was: 78% DLBCL patients, 12% T and anaplastic and 9% Mantle cell lymphomas; 87% had B cell and 12% T cell lymphomas; 83% were stage III-IV (Ann Arbor Staging, 63% had B symptoms, 32% had bone marrow involvement, 62% bulky disease and 42% high-intermediate or high risk IPI. After HDCY, 9 patients died, 7 from toxicity and 2 from sepsis. Eighty patients underwent ASCT, 47% were in complete remission (CR and 15% died, all from toxicity. Their OS was 45% over 8 years. During the follow-up, another 35 patients died [4 CR, 1 partial response (PR, 2 relapsed disease (RD and 28 disease progression (DP], 11 (31% had not performed ASCT. OS was 37%; DFS was 49% and PFS 28%. OS by diagnosis was 42% for DLBCL, 40% for T-cell (8 y and 20% for Mantle Cell (6 y (P=NS. OS by B symptom patients was 22% vs. 58% (P=0.002 and PFS was 23% vs. 37% (P=0.03. Patients who achieved CR after HDCY (38 had significantly better OS and PFS (38% and 17% than patients who remained in DP (PA proposta deste trabalho foi avaliar a eficácia da HDS seguida do transplante autólogo como terapia de salvamento através da sobrevida global, livre de doença e livre de progressão bem como sua toxicidade. Realizou-se estudo retrospectivo com 106 pacientes com LNH de alto grau de malignidade entre 1998 e 2006. A mediana de idade foi 45 anos (8-65; 62% homens; DLBCL, 78%; 12%, T e anaplásico e 9%, linfoma da zona do manto; 87%, células B; 83% estádios III-IV; 63% com sintomas B; 32% com infiltração da medula óssea ao diagn

An exact model for airline flight network optimization based on transport momentum and aircraft load factor

Directory of Open Access Journals (Sweden)

Daniel Jorge Caetano

2017-12-01

Full Text Available The problem of airline flight network optimization can be split into subproblems such as Schedule Generation (SG and Fleet Assignment (FA, solved in consecutive steps or in an integrated way, usually based on monetary costs and revenue forecasts. A linear pro­gramming model to solve SG and FA in an integrated way is presented, but with an al­ternative approach based on transport momentum and aircraft load factor. This alterna­tive approach relies on demand forecast and allows obtaining solutions considering min­imum average load factors. Results of the proposed model applications to instances of a regional Brazilian airline are presented. The comparison of the schedules generated by the proposed approach against those obtained by applying a model based on mone­tary costs and revenue forecasts demonstrates the validity of this alternative approach for airlines network planning.

Crew factors in flight operations II : psychophysiological responses to short-haul air transport operations

Science.gov (United States)

1994-11-01

This report is the second in a series on the physiological and psychological effects of flight operations on flight crews, and on the operational significance of these effects. This overview presents a comprehensive review and interpretation of the m...

The new Internet tool: the information and evaluation system by flight, of exposure to cosmic radiation in the new air transports S.I.E.V.E.R.T; Un nouvel outil internet: le systeme d'information et d'evaluation par vol, de l'exposition au rayonnement cosmique dans les transports aeriens SIEVERT

Energy Technology Data Exchange (ETDEWEB)

NONE

2002-03-01

In France, the public authorities put a new Internet tool at air companies disposal, in order they can evaluate the radiations doses received by their flying crews during their flights. This tool called information and evaluation system by flight of exposure to cosmic radiation in air transport (S.I.E.V.E.R.T.). (N.C.)

14 CFR Appendix B to Part 29 - Airworthiness Criteria for Helicopter Instrument Flight

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Airworthiness Criteria for Helicopter... Appendix B to Part 29—Airworthiness Criteria for Helicopter Instrument Flight I. General. A transport category helicopter may not be type certificated for operation under the instrument flight rules (IFR) of...

Haploid deletion strains of Saccharomyces cerevisiae that determine survival during space flight

Science.gov (United States)

Johanson, Kelly; Allen, Patricia L.; Gonzalez-Villalobos, Romer A.; Nesbit, Jacqueline; Nickerson, Cheryl A.; Höner zu Bentrup, Kerstin; Wilson, James W.; Ramamurthy, Rajee; D'Elia, Riccardo; Muse, Kenneth E.; Hammond, Jeffrey; Freeman, Jake; Stodieck, Louis S.; Hammond, Timothy G.

2007-02-01

This study identifies genes that determine survival during a space flight, using the model eukaryotic organism, Saccharomyces cerevisiae. Select strains of a haploid yeast deletion series grew during storage in distilled water in space, but not in ground based static or clinorotation controls. The survival advantages in space in distilled water include a 133-fold advantage for the deletion of PEX19, a chaperone and import receptor for newly- synthesized class I peroxisomal membrane proteins, to 77-40 fold for deletion strains lacking elements of aerobic respiration, isocitrate metabolism, and mitochondrial electron transport. Following automated addition of rich growth media, the space flight was associated with a marked survival advantage of strains with deletions in catalytically active genes including hydrolases, oxidoreductases and transferases. When compared to static controls, space flight was associated with a marked survival disadvantage of deletion strains lacking transporter, antioxidant and catalytic activity. This study identifies yeast deletion strains with a survival advantage during storage in distilled water and space flight, and amplifies our understanding of the genes critical for survival in space.

Expression of digestive enzymes and nutrient transporters in Eimeria-challenged broilers.

Science.gov (United States)

Su, S; Miska, K B; Fetterer, R H; Jenkins, M C; Wong, E A

2015-03-01

Avian coccidiosis is a disease caused by the intestinal protozoa Eimeria. The site of invasion and lesions in the intestine is species-specific, for example E. acervulina affects the duodenum, E. maxima the jejunum, and E. tenella the ceca. Lesions in the intestinal mucosa cause reduced feed efficiency and body weight gain. The growth reduction may be due to changes in expression of digestive enzymes and nutrient transporters in the intestine. The objective of this study was to compare the expression of digestive enzymes, nutrient transporters and an antimicrobial peptide in broilers challenged with either E. acervulina, E. maxima or E. tenella. The genes examined included digestive enzymes (APN and SI), peptide and amino acid transporters (PepT1, ASCT1, b(0,+)AT/rBAT, B(0)AT, CAT1, CAT2, EAAT3, LAT1, y(+)LAT1 and y(+)LAT2), sugar transporters (GLUT1, GLUT2, GLUT5 and SGLT1), zinc transporter (ZnT1) and an antimicrobial peptide (LEAP2). Duodenum, jejunum, ileum and ceca were collected 7 days post challenge. E. acervulina challenge resulted in downregulation of various nutrient transporters or LEAP2 in the duodenum and ceca, but not the jejunum or ileum. E. maxima challenge produced both downregulation and upregulation of nutrient transporters and LEAP2 in all three segments of the small intestine and ceca. E. tenella challenge resulted in the downregulation and upregulation of nutrient transporters and LEAP2 in the jejunum, ileum and ceca, but not the duodenum. At the respective target tissue, E. acervulina, E. maxima and E. tenella infection caused common downregulation of APN, b(0,+)AT, rBAT, EAAT3, SI, GLUT2, GLUT5, ZnT1 and LEAP2. The downregulation of nutrient transporters would result in a decrease in the efficiency of protein and polysaccharide digestion and uptake, which may partially explain the weight loss. The downregulation of nutrient transporters may also be a cellular response to reduced expression of the host defense protein LEAP2, which would

Theseus Waits on Lakebed for First Flight

Science.gov (United States)

1996-01-01

The Theseus prototype remotely-piloted aircraft (RPA) waits on the lakebed before its first test flight from NASA's Dryden Flight Research Center, Edwards, California, on May 24, 1996. The Theseus aircraft, built and operated by Aurora Flight Sciences Corporation, Manassas, Virginia, was a unique aircraft flown at NASA's Dryden Flight Research Center, Edwards, California, under a cooperative agreement between NASA and Aurora. Dryden hosted the Theseus program, providing hangar space and range safety for flight testing. Aurora Flight Sciences was responsible for the actual flight testing, vehicle flight safety, and operation of the aircraft. The Theseus remotely piloted aircraft flew its maiden flight on May 24, 1996, at Dryden. During its sixth flight on November 12, 1996, Theseus experienced an in-flight structural failure that resulted in the loss of the aircraft. As of the beginning of the year 2000, Aurora had not rebuilt the aircraft. Theseus was built for NASA under an innovative, $4.9 million fixed-price contract by Aurora Flight Sciences Corporation and its partners, West Virginia University, Morgantown, West Virginia, and Fairmont State College, Fairmont, West Virginia. The twin-engine, unpiloted vehicle had a 140-foot wingspan, and was constructed largely of composite materials. Powered by two 80-horsepower, turbocharged piston engines that drove twin 9-foot-diameter propellers, Theseus was designed to fly autonomously at high altitudes, with takeoff and landing under the active control of a ground-based pilot in a ground control station 'cockpit.' With the potential ability to carry 700 pounds of science instruments to altitudes above 60,000 feet for durations of greater than 24 hours, Theseus was intended to support research in areas such as stratospheric ozone depletion and the atmospheric effects of future high-speed civil transport aircraft engines. Instruments carried aboard Theseus also would be able to validate satellite-based global environmental

Improvements in flight table dynamic transparency for hardware-in-the-loop facilities

Science.gov (United States)

DeMore, Louis A.; Mackin, Rob; Swamp, Michael; Rusterholtz, Roger

2000-07-01

Flight tables are a 'necessary evil' in the Hardware-In-The- Loop (HWIL) simulation. Adding the actual or prototypic flight hardware to the loop, in order to increase the realism of the simulation, forces us to add motion simulation to the process. Flight table motion bases bring unwanted dynamics, non- linearities, transport delays, etc to an already difficult problem sometimes requiring the simulation engineer to compromise the results. We desire that the flight tables be 'dynamically transparent' to the simulation scenario. This paper presents a State Variable Feedback (SVF) control system architecture with feed-forward techniques that improves the flight table's dynamic transparency by significantly reducing the table's low frequency phase lag. We offer some actual results with existing flight tables that demonstrate the improved transparency. These results come from a demonstration conducted on a flight table in the KHILS laboratory at Eglin AFB and during a refurbishment of a flight table for the Boeing Company of St. Charles, Missouri.

Photon assisted Lévy flights of minority carriers in n-InP

International Nuclear Information System (INIS)

Semyonov, Oleg; Subashiev, Arsen V.; Chen Zhichao; Luryi, Serge

2012-01-01

We study the photoluminescence spectra of n-doped InP bulk wafers, both in the reflection and the transmission geometries relative to the excitation beam. From the observed spectra we estimate the spatial distribution of minority carriers allowing for the spectral filtering due to reabsorption of luminescence in the wafer. This distribution unambiguously demonstrates a non-exponential drop-off with distance from the excitation region. Such a behavior evidences an anomalous photon-assisted transport of minority carriers enhanced owing to the high quantum efficiency of emission. It is shown that the transport conforms very well to the so-called Lévy-flights process corresponding to a peculiar random walk that does not reduce to diffusion. The index γ of the Lévy flights distribution is found to be in the range γ=0.64–0.79, depending on the doping. Thus, we propose the high-efficiency direct-gap semiconductors as a remarkable laboratory system for studying the anomalous transport. - Highlights: ► Spatial distribution of minority carriers is found from photoluminescence spectra. ► The distribution shows a power-law drop-off with distance from the excitation plane. ► The photon-assisted transport is a random walk well described by the Lévy flight. ► Emission quantum efficiency of n-InP is independently determined. ► Results are in excellent agreement with earlier luminescence kinetics experiments.

Predominance of neurologic diseases in international aeromedical transportation.

Science.gov (United States)

Chen, Wan-Lin; Lin, Yu-Ming; Ma, Hong-Ping; Chiu, Wen-Ta; Tsai, Shin-Han

2009-12-01

International travel industry in Taiwan is expanding. The number of people traveling abroad was approximately 480,000 people in 1980; 2,940,000 in 1990; 7,320,000 in 2000, and in 2007, it has reached 8,960,000, which was more than one third of total population. Air medical transportation will be necessary when local medical facilities do not approximate the international standards. No previous study on epidemiology in Taiwan on patients received international medical repatriation. This is the first report to discuss the epidemiology of Taiwan's international aeromedical transportation and its focus on neurologic diseases. Retrospective analysis of all international aeromedical transports on Taiwanese patients from October 2005 to September 2007 was performed. All materials were collected from the databank of International SOS, Taipei. The data were analyzed with Microsoft Excel and SPSS v. 11.0 software (SPSS, Chicago, Ill). A total of 416 patients were transported. Excluding expatriates transported outbound and 2-stage inbound transports, the Taiwanese patient number with international aeromedical transport was 379; 51 by air ambulance and 328 commercially. There were 271 male (72%) and 108 female patients (18%). Of the 379 patients, 178 (47%) were neurologic diseases. Two hundred ninety-five (78%) patients were transported from China. Patient transports peaked in autumn by 105 (28%). Of all 33 ventilated patients, 12 (36%) were neurologic diseases. In-flight complications occurred in 10% of neurologic and 2% of nonneurologic cases. No in-flight mortality occurred in both groups. Neurologic diseases comprise most of the Taiwanese patients that requires medical transportation. With relatively suboptimal medical standard and high medical expenses in China, patients with neurologic conditions need timely and safe aeromedical transport than those with other diseases. Transport of patients with neurologic diseases, either by air ambulance or commercial flights, can

14 CFR 99.11 - ADIZ flight plan requirements.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false ADIZ flight plan requirements. 99.11 Section 99.11 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIR TRAFFIC AND GENERAL OPERATING RULES SECURITY CONTROL OF AIR TRAFFIC General § 99.11 ADIZ...

Crew Transportation Operations Standards

Science.gov (United States)

Mango, Edward J.; Pearson, Don J. (Compiler)

2013-01-01

The Crew Transportation Operations Standards contains descriptions of ground and flight operations processes and specifications and the criteria which will be used to evaluate the acceptability of Commercial Providers' proposed processes and specifications.

High-dose treatment with autologous stem cell transplantation versus sequential chemotherapy: the GELA experience.

Science.gov (United States)

Bosly, A; Haioun, C; Gisselbrecht, C; Reyes, F; Coiffier, B

2001-07-01

Autologous stem-cell transplantation (ASCT) has permitted to deliver high-dose therapy (HDT). In aggressive lymphomas, the GELA group conducted prospective and retrospective studies comparing HDT + ASCT to conventional sequential chemotherapy. In relapsing patients and in partial remission, retrospective studies showed a survival advantage for HDT + ASCT over sequential chemotherapy. In complete response, advantage for HDT + ASCT was demonstrated in a prospective trial only for patients with high intermediate or high risk in the IPI score. The attainment of a maximal reduction of the tumoral mass before going HDT is very important either in first line or in relapsing patients.

UAS Flight Planning Tool for Atmospheric Energy Extraction, Phase I

Data.gov (United States)

National Aeronautics and Space Administration — Aircraft have been flying point to point missions for the past 100 years. Each flight, the fuel energy is burned based upon an assumed time requirement to transport...

The critical care air transport program.

Science.gov (United States)

Beninati, William; Meyer, Michael T; Carter, Todd E

2008-07-01

The critical care air transport team program is a component of the U.S. Air Force Aeromedical Evacuation system. A critical care air transport team consists of a critical care physician, critical care nurse, and respiratory therapist along with the supplies and equipment to operate a portable intensive care unit within a cargo aircraft. This capability was developed to support rapidly mobile surgical teams with high capability for damage control resuscitation and limited capacity for postresuscitation care. The critical care air transport team permits rapid evacuation of stabilizing casualties to a higher level of care. The aeromedical environment presents important challenges for the delivery of critical care. All equipment must be tested for safety and effectiveness in this environment before use in flight. The team members must integrate the current standards of care with the limitation imposed by stresses of flight on their patient. The critical care air transport team capability has been used successfully in a range of settings from transport within the United States, to disaster response, to support of casualties in combat.

Comparison of flying qualities derived from in-flight and ground-based simulators for a jet-transport airplane for the approach and landing pilot tasks

Science.gov (United States)

Grantham, William D.

1989-01-01

The primary objective was to provide information to the flight controls/flying qualities engineer that will assist him in determining the incremental flying qualities and/or pilot-performance differences that may be expected between results obtained via ground-based simulation (and, in particular, the six-degree-of-freedom Langley Visual/Motion Simulator (VMS)) and flight tests. Pilot opinion and performance parameters derived from a ground-based simulator and an in-flight simulator are compared for a jet-transport airplane having 32 different longitudinal dynamic response characteristics. The primary pilot tasks were the approach and landing tasks with emphasis on the landing-flare task. The results indicate that, in general, flying qualities results obtained from the ground-based simulator may be considered conservative-especially when the pilot task requires tight pilot control as during the landing flare. The one exception to this, according to the present study, was that the pilots were more tolerant of large time delays in the airplane response on the ground-based simulator. The results also indicated that the ground-based simulator (particularly the Langley VMS) is not adequate for assessing pilot/vehicle performance capabilities (i.e., the sink rate performance for the landing-flare task when the pilot has little depth/height perception from the outside scene presentation).

Eclipse - tow flight closeup and release

Science.gov (United States)

1998-01-01

flight brought the project to a successful completion. Preliminary flight results determined that the handling qualities of the QF-106 on tow were very stable; actual flight-measured values of tow rope tension were well within predictions made by the simulation, aerodynamic characteristics and elastic properties of the tow rope were a significant component of the towing system; and the Dryden high-fidelity simulation provided a representative model of the performance of the QF-106 and C-141A airplanes in tow configuration. Total time on tow for the entire project was 5 hours, 34 minutes, and 29 seconds. All six flights were highly productive, and all project objectives were achieved. All three of the project objectives were successfully accomplished. The objectives were: demonstration of towed takeoff, climb-out, and separation of the EXD-01 from the towing aircraft; validation of simulation models of the towed aircraft systems; and development of ground and flight procedures for towing and launching a delta-winged airplane configuration safely behind a transport-type aircraft. NASA Dryden served as the responsible test organization and had flight safety responsibility for the Eclipse project. Dryden also supplied engineering, simulation, instrumentation, range support, research pilots, and chase aircraft for the test series. Dryden personnel also performed the modifications to convert the QF-106 into the piloted EXD-01 aircraft. During the early flight phase of the project, Tracor, Inc. provided maintenance and ground support for the two QF-106 airplanes.The Air Force Flight Test Center (AFFTC), Edwards, California, provided the C-141A transport aircraft for the project, its flight and engineering support, and the aircrew. Kelly Space and Technology provided the modification design and fabrication of the hardware that was installed on the EXD-01 aircraft. Kelly Space and Technology hopes to use the data gleaned from the tow tests to develop a series of low-cost reusable

Distributing flight dynamics products via the World Wide Web

Science.gov (United States)

Woodard, Mark; Matusow, David

1996-01-01

The NASA Flight Dynamics Products Center (FDPC), which make available selected operations products via the World Wide Web, is reported on. The FDPC can be accessed from any host machine connected to the Internet. It is a multi-mission service which provides Internet users with unrestricted access to the following standard products: antenna contact predictions; ground tracks; orbit ephemerides; mean and osculating orbital elements; earth sensor sun and moon interference predictions; space flight tracking data network summaries; and Shuttle transport system predictions. Several scientific data bases are available through the service.

Improved outcomes for newly diagnosed AL amyloidosis between 2000 and 2014: cracking the glass ceiling of early death.

Science.gov (United States)

Muchtar, Eli; Gertz, Morie A; Kumar, Shaji K; Lacy, Martha Q; Dingli, David; Buadi, Francis K; Grogan, Martha; Hayman, Suzanne R; Kapoor, Prashant; Leung, Nelson; Fonder, Amie; Hobbs, Miriam; Hwa, Yi Lisa; Gonsalves, Wilson; Warsame, Rahma; Kourelis, Taxiarchis V; Russell, Stephen; Lust, John A; Lin, Yi; Go, Ronald S; Zeldenrust, Steven; Kyle, Robert A; Rajkumar, S Vincent; Dispenzieri, Angela

2017-04-13

In light of major advances in immunoglobulin light chain (AL) amyloidosis, we evaluated the trends in presentation, management, and outcome among 1551 newly diagnosed AL amyloidosis patients seen in our institution from 2000 to 2014. As compared with the 2 intervals 2000-2004 and 2005-2009, patients diagnosed in 2010-2014 were less likely to have >2 involved organs. Utilization of autologous stem cell transplant (ASCT) was similar across all periods, about one-third of patients, but there was an increase in the use of pre-ASCT bortezomib induction and of unattenuated melphalan conditioning in 2010-2014 compared with earlier periods. Non-ASCT first-line regimen changed with 65% of patients in 2010-2014 received bortezomib-based therapy, 79% of patients in 2005-2009 received melphalan-dexamethasone, and 64% of patients in 2000-2004 received melphalan-prednisone. The rate of better than very good partial response (VGPR) was higher in more recent periods (66% vs 58% vs 51%; P = .001), a change largely driven by improved VGPR rates in the non-ASCT population. Overall survival (OS) has improved, with inflection points for improvement differing for the ASCT and non-ASCT groups. In the ASCT population, the greatest gains were after 2010 (4-year OS, 91% compared with 73% and 65%). In the non-ASCT group, greatest gains were after 2005 (4-year OS, 38%, 32%, and 16%). Fewer patients died within 6 months of diagnosis in the 2 later periods (24% vs 25% vs 37%; P < .001). Overall, outcomes among patients with AL amyloidosis have improved with earlier diagnosis, higher rates of VGPR, lower early mortality, and improved OS. © 2017 by The American Society of Hematology.

131I-MIBG followed by consolidation with busulfan, melphalan and autologous stem cell transplantation for refractory neuroblastoma.

Science.gov (United States)

French, Sarah; DuBois, Steven G; Horn, Biljana; Granger, Meaghan; Hawkins, Randall; Pass, Amy; Plummer, Ellen; Matthay, Katherine

2013-05-01

(131) I-metaiodobenzylguanidine (MIBG) produces a 37% response rate in relapsed/refractory neuroblastoma, and could be used to improve remission status prior to myeloablative chemotherapy with autologous stem cell transplant (ASCT). The purpose of our report was to evaluate safety and response with MIBG therapy followed by myeloablative busulfan and melphalan (BuMel) with ASCT in patients with refractory neuroblastoma. Retrospective chart review was done on patients treated with MIBG (18 mCi/kg) on Day 1 and ASCT on day 14. Six to eight weeks after MIBG, patients without progressive disease received IV busulfan on days -6 to -2 (target Css 700-900), melphalan (140 mg/m2 IV) on day -1, and ASCT on Day 0. Response and toxicity were evaluated after MIBG and again after myeloablative therapy. Eight patients completed MIBG/ASCT followed by BuMel/ASCT. MIBG was well tolerated, with grade 3 or 4 non-hematologic toxicity limited to one patient with sepsis. Grade 3 mucositis occurred in six patients after BuMel/ASCT. One patient developed sinusoidal obstructive syndrome (SOS) and died 50 days post-ASCT following myeloablative conditioning. All patients engrafted neutrophils (median 16.5 days) and platelets (median 32 days) after BuMel, excluding the patient with SOS. After all therapy, there were three complete, two partial, and one minor response in seven evaluable patients. MIBG at doses up to 18 mCi/kg can be safely administered 6 weeks prior to a BuMel consolidative regimen for refractory neuroblastoma. Preceding MIBG did not impair engraftment following BuMel. This regimen is being further evaluated in a Children's Oncology Group (COG) trial. Copyright © 2012 Wiley Periodicals, Inc.

Acquired von Willebrand Syndrome Associated to Secondary IgM MGUS Emerging after Autologous Stem Cell Transplantation for AL Amyloidosis.

Science.gov (United States)

Qamar, Hina; Lee, Adrienne; Valentine, Karen; Skeith, Leslie; Jimenez-Zepeda, Victor H

2017-01-01

Acquired von Willebrand syndrome (AVWS) is a rare hemorrhagic disorder that occurs in patients with no prior personal or family history of bleeding. Here, we describe a case of AVWS occurring after autologous stem cell transplantation (ASCT). Interestingly, AVWS developed after bortezomib-based induction and conditioning regimens. Recent evidence suggests that the proximity of the bortezomib therapy to the collection of stem cells with consequent depletion of regulatory T cells after the conditioning regimen could explain some of the unusual autoimmune complications reported in patients receiving bortezomib prior to ASCT. In addition, this patient developed a secondary MGUS post-ASCT, which may have also contributed to the AVWS. To the best of our knowledge, this is the first case of post-ASCT AVWS reported. Prospective data is needed to better elucidate the mechanisms by which these unusual complications occur in patients receiving bortezomib prior to ASCT.

Acquired von Willebrand Syndrome associated to secondary IgM MGUS emerging after Autologous Stem Cell Transplantation for AL Amyloidosis

Directory of Open Access Journals (Sweden)

Victor H Jimenez-Zepeda

2017-05-01

Full Text Available Acquired von Willebrand syndrome (AVWS is a rare hemorrhagic disorder that occurs in patients with no prior personal or family history of bleeding. Here, we describe a case of AVWS occurring after autologous stem cell transplantation (ASCT. Interestingly, AVWS developed after bortezomib-based induction and conditioning regimens. Recent evidence suggests that the proximity of the bortezomib therapy to the collection of stem cells with consequent depletion of regulatory T cells after the conditioning regimen could explain some of the unusual autoimmune complications reported in patients receiving bortezomib prior to ASCT. In addition, this patient developed a secondary MGUS post-ASCT, which may have also contributed to the AVWS. To the best of our knowledge, this is the first case of post-ASCT AVWS reported. Prospective data is needed to better elucidate the mechanisms by which these unusual complications occur in patients receiving bortezomib prior to ASCT.

Investigation of air transportation technology at Princeton University, 1986

Science.gov (United States)

Stengel, Robert F.

1988-01-01

The Air Transportation Technology Program at Princeton proceeded along four avenues: Guidance and control strategies for penetration of microbursts and wind shear; Application of artificial intelligence in flight control systems; Computer aided control system design; and Effects of control saturation on closed loop stability and response of open loop unstable aircraft. Areas of investigation relate to guidance and control of commercial transports as well as general aviation aircraft. Interaction between the flight crew and automatic systems is a subject of prime concern.

NASA Langley's AirSTAR Testbed: A Subscale Flight Test Capability for Flight Dynamics and Control System Experiments

Science.gov (United States)

Jordan, Thomas L.; Bailey, Roger M.

2008-01-01

As part of the Airborne Subscale Transport Aircraft Research (AirSTAR) project, NASA Langley Research Center (LaRC) has developed a subscaled flying testbed in order to conduct research experiments in support of the goals of NASA s Aviation Safety Program. This research capability consists of three distinct components. The first of these is the research aircraft, of which there are several in the AirSTAR stable. These aircraft range from a dynamically-scaled, twin turbine vehicle to a propeller driven, off-the-shelf airframe. Each of these airframes carves out its own niche in the research test program. All of the airplanes have sophisticated on-board data acquisition and actuation systems, recording, telemetering, processing, and/or receiving data from research control systems. The second piece of the testbed is the ground facilities, which encompass the hardware and software infrastructure necessary to provide comprehensive support services for conducting flight research using the subscale aircraft, including: subsystem development, integrated testing, remote piloting of the subscale aircraft, telemetry processing, experimental flight control law implementation and evaluation, flight simulation, data recording/archiving, and communications. The ground facilities are comprised of two major components: (1) The Base Research Station (BRS), a LaRC laboratory facility for system development, testing and data analysis, and (2) The Mobile Operations Station (MOS), a self-contained, motorized vehicle serving as a mobile research command/operations center, functionally equivalent to the BRS, capable of deployment to remote sites for supporting flight tests. The third piece of the testbed is the test facility itself. Research flights carried out by the AirSTAR team are conducted at NASA Wallops Flight Facility (WFF) on the Eastern Shore of Virginia. The UAV Island runway is a 50 x 1500 paved runway that lies within restricted airspace at Wallops Flight Facility. The

76 FR 17183 - Aviation Rulemaking Advisory Committee; Transport Airplane and Engine Issues-New Task

Science.gov (United States)

2011-03-28

... interaction with currently used fly-by-wire flight control systems, stability augmentation or auto-flight... harmonization working groups (e.g., Human Factors, Flight Test)? For Existing Transport Airplanes: The report... augmentation or auto-flight systems, or with current operations? 4. After reviewing airworthiness standards...

Temporal frequency probing for 5D transient analysis of global light transport

KAUST Repository

O'Toole, Matthew; Heide, Felix; Xiao, Lei; Hullin, Matthias B.; Heidrich, Wolfgang; Kutulakos, Kiriakos N.

2014-01-01

To overcome this complexity, we observe that transient light transport is always separable in the temporal frequency domain. This makes it possible to analyze transient transport one temporal frequency at a time by trivially adapting techniques from conventional projector-to-camera transport. We use this idea in a prototype that offers three never-seen-before abilities: (1) acquiring time-of-flight depth images that are robust to general indirect transport, such as interreflections and caustics; (2) distinguishing between direct views of objects and their mirror reflection; and (3) using a photonic mixer device to capture sharp, evolving wavefronts of "light-in-flight".

Subscale Flight Testing for Aircraft Loss of Control: Accomplishments and Future Directions

Science.gov (United States)

Cox, David E.; Cunningham, Kevin; Jordan, Thomas L.

2012-01-01

Subscale flight-testing provides a means to validate both dynamic models and mitigation technologies in the high-risk flight conditions associated with aircraft loss of control. The Airborne Subscale Transport Aircraft Research (AirSTAR) facility was designed to be a flexible and efficient research facility to address this type of flight-testing. Over the last several years (2009-2011) it has been used to perform 58 research flights with an unmanned, remotely-piloted, dynamically-scaled airplane. This paper will present an overview of the facility and its architecture and summarize the experimental data collected. All flights to date have been conducted within visual range of a safety observer. Current plans for the facility include expanding the test volume to altitudes and distances well beyond visual range. The architecture and instrumentation changes associated with this upgrade will also be presented.

Initial Flight Test of the Production Support Flight Control Computers at NASA Dryden Flight Research Center

Science.gov (United States)

Carter, John; Stephenson, Mark

1999-01-01

The NASA Dryden Flight Research Center has completed the initial flight test of a modified set of F/A-18 flight control computers that gives the aircraft a research control law capability. The production support flight control computers (PSFCC) provide an increased capability for flight research in the control law, handling qualities, and flight systems areas. The PSFCC feature a research flight control processor that is "piggybacked" onto the baseline F/A-18 flight control system. This research processor allows for pilot selection of research control law operation in flight. To validate flight operation, a replication of a standard F/A-18 control law was programmed into the research processor and flight-tested over a limited envelope. This paper provides a brief description of the system, summarizes the initial flight test of the PSFCC, and describes future experiments for the PSFCC.

Liquid Nitrogen Dewar Loading at KSC for STS-71 Flight

Science.gov (United States)

1995-01-01

Liquid nitrogen dewar loading at Kennedy Space Center for STS-71 flight with Stan Koszelak (right), University of California at Riverside, adn Tamara Chinareva (left), Russian Spacecraft Coporation-Energia. The picture shows Koszelak removing the insert from the transportation dewar.

Puerto Rican kindergartners' self-worth as coded from the Attachment Story Completion Task: correlated with other self-evaluation measures and ratings of child behavior toward mothers and peers.

Science.gov (United States)

Gullón-Rivera, Ángel L

2013-01-01

This multi-method multi-informant study assessed 105 Puerto Rican kindergartners' sense of self-worth in family relationships as coded from their responses to the Attachment Story Completion Task (ASCT). The ASCT scores were compared with responses to two other age-appropriate self-evaluation measures (the Cassidy Puppet Interview and the Pictorial Scales of Social Acceptance). Correlations of children's scores on the three self-measures with maternal ratings of the mother-child relationship and teacher ratings of the child's prosocial behavior with peers were then compared. ASCT self-worth and Puppet Interview scores were strongly correlated with each other and both were modestly related to the pictorial social acceptance scales. All three measures were significantly associated with maternal and teacher reports of child behavior, but the strongest correlations were obtained with the ASCT. Coding the ASCT in terms of self-worth appears to be a promising approach for evaluating young children's (vicariously expressed) self-worth in family relationships.

Radiation measurement of civil air flight

International Nuclear Information System (INIS)

Winter, M.

1999-01-01

In order to aquire knowledge of the radiation exposure of civil aircrew members in common flight altitudes, it was necessary to develop a practicable measurement system. Radiation exposure was hereby estimated by using the ACREM-System, which is patented by the Austrian Research Centres Seibersdorf (OEFZS). Total Equivalent Dose could be estimated in a simple way by combining a measured component of the radiation field in flight altitudes and the results of simulation with LUIN 94 particle transport code (Keran O'Brian). To verify the results of the measurement system, a tissue equivalent proportional counter (TEPC) was used. Because of the difficult measurement conditions in cargo airplanes, special attention had to be taken to make the measurement equipment easy to use and transport. Special software has been developed to automate the measurement and the evaluation of the large amount of collected data. Measurements in standard calibration photon fields for the characterization of the equipment could be performed at the Primary Dosimetry Laboratory for Austria at the Austrian Research Centre (OEFZS) in Seibersdorf. Additional measurements were performed at Physikalisch Technische Bundesanstalt Braunschweig (PTB, Germany) and Paul Scherer Institute (PSI, Switzerland) to determine the reponse of the instruments to high energy photon and standard neutron fields. (author)

STS-111 Flight Day 7 Highlights

Science.gov (United States)

2002-06-01

On Flight Day 7 of STS-111 (Space Shuttle Endeavour crew includes: Kenneth Cockrell, Commander; Paul Lockhart, Pilot; Franklin Chang-Diaz, Mission Specialist; Philippe Perrin, Mission Specialist; International Space Station (ISS) Expedition 5 crew includes Valery Korzun, Commander; Peggy Whitson, Flight Engineer; Sergei Treschev, Flight Engineer; ISS Expedition 4 crew includes: Yury Onufrienko, Commander; Daniel Bursch, Flight Engineer; Carl Walz, Flight Engineer), this video opens with answers to questions asked by the public via e-mail about the altitude of the space station, the length of its orbit, how astronauts differentiate between up and down in the microgravity environment, and whether they hear wind noise during the shuttle's reentry. In video footage shot from inside the Quest airlock, Perrin is shown exiting the station to perform an extravehicular activity (EVA) with Chang-Diaz. Chang-Diaz is shown, in helmet mounted camera footage, attaching cable protection booties to a fish-stringer device with multiple hooks, and Perrin is seen loosening bolts that hold the replacement unit accomodation in launch position atop the Mobile Base System (MBS). Perrin then mounts a camera atop the mast of the MBS. During this EVA, the astronauts installed the MBS on the Mobile Transporter (MT) to support the Canadarm 2 robotic arm. A camera in the Endeavour's payload bay provides footage of the Pacific Ocean, the Baja Peninsula, and Midwestern United States. Plumes from wildfires in Nevada, Idaho, Yellowstone National Park, Wyoming, and Montana are visible. The station continues over the Great Lakes and the Eastern Provinces of Canada.

Effects of visual, seat, and platform motion during flight simulator air transport pilot training and evaluation

Science.gov (United States)

2009-04-27

Access to affordable and effective flight-simulation training devices (FSTDs) is critical to safely train airline crews in aviating, navigating, communicating, making decisions, and managing flight-deck and crew resources. This paper provides an over...

DAST in Flight

Science.gov (United States)

1980-01-01

the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F-104 chase plane. When the DAST's mission ended, it deployed a parachute and then a specially equipped Air Force helicopter recovered the drone in

Analysis of in-flight boundary-layer state measurements on a subsonic transport wing in high-lift configuration

Science.gov (United States)

vanDam, C. P.; Los, S. M.; Miley, S. J.; Yip, L. P.; Banks, D. W.; Roback, V. E.; Bertelrud, A.

1995-01-01

Flight experiments on NASA Langley's B737-100 (TSRV) airplane have been conducted to document flow characteristics in order to further the understanding of high-lift flow physics, and to correlate and validate computational predictions and wind-tunnel measurements. The project is a cooperative effort involving NASA, industry, and universities. In addition to focusing on in-flight measurements, the project includes extensive application of various computational techniques, and correlation of flight data with computational results and wind-tunnel measurements. Results obtained in the most recent phase of flight experiments are analyzed and presented in this paper. In-flight measurements include surface pressure distributions, measured using flush pressure taps and pressure belts on the slats, main element, and flap elements; surface shear stresses, measured using Preston tubes; off-surface velocity distributions, measured using shear-layer rakes; aeroelastic deformations of the flap elements, measured using an optical positioning system; and boundary-layer transition phenomena, measured using hot-film anemometers and an infrared imaging system. The analysis in this paper primarily focuses on changes in the boundary-layer state that occurred on the slats, main element, and fore flap as a result of changes in flap setting and/or flight condition. Following a detailed description of the experiment, the boundary-layer state phenomenon will be discussed based on data measured during these recent flight experiments.

Do international flights promote FDI? : the role of face-to-face communication

OpenAIRE

Tanaka, Kiyoyasu

2016-01-01

Air transportation facilitates face-to-face interactions across borders for the spatial expansion of manufacturing production. I investigate the impact of international flights on FDI entry by Japanese firms. I find that FDI entry significantly increases with the weekly frequency of flights from Japan, and the positive impact increases with a proxy for an intensity of face-to-face communication between the parent firm and foreign affiliate. The results are robust to estimation methods, additi...

Review of Considerations, Management, and Treatment of Medical Emergencies During Commercial Flight

Science.gov (United States)

2017-04-01

MedAire, from Banner Good Samaritan Hospital, Phoenix, AZ; Stat-MD, from the University of Pittsburgh Hospital, Pittsburgh, PA; and The First Call, from...COMMON MEDICAL EMERGENCIES IN FLIGHT: THE FLIGHT ENVIRONMENT Air travel has become quite the luxurious mode of transportation in the past few...pH, known as the Bohr effect [12]. As the hydrogen ion concentration is increased, indicated by a decrease in pH, the oxyhemoglobin dissociation curve

Successful treatment with allogeneic stem cell transplantation followed by DLI and TKIs for e6a2 BCR-ABL-positive acute myeloid leukaemia

Science.gov (United States)

Harada, Yasuhiko; Nishiwaki, Satoshi; Sugimoto, Takumi; Onodera, Koichi; Goto, Tatsunori; Sato, Takahiko; Kamoshita, Sonoko; Kawashima, Naomi; Seto, Aika; Okuno, Shingo; Yamamoto, Satomi; Iwasaki, Toshihiro; Ozawa, Yukiyasu; Miyamura, Koichi; Akatsuka, Yoshiki; Sugiura, Isamu

2017-01-01

Abstract Rationale: Patients with the e6a2 BCR-ABL transcript, 1 of the atypical transcripts, have been reported to have a poor prognosis, and allogeneic stem cell transplantation (ASCT) can be considered as additional therapy. However, long-term survival after ASCT for this disease is rare. Patient concerns: This report concerns a 55-year-old female patient with e6a2 BCR-ABL-positive acute myeloid leukemia including the outcome of ASCT followed by donor lymphocyte infusion (DLI). Diagnoses: The breakpoint was confirmed by direct sequencing. Her minimal residual disease could be detected by nested reverse-transcription polymerase chain reaction using primers for the minor BCR-ABL (e1a2) transcript. Interventions: Treatment with tyrosine kinase inhibitors (TKIs) and ASCT followed by DLI. Outcomes: Despite multiple cytogenetic and molecular relapses after ASCT, she remains in molecular remission at 46 months after ASCT. Lessons: This case indicates the efficacy of the combination of the graft-versus-leukemia effect and TKIs for e6a2 BCR-ABL-positive acute leukemia. When the Philadelphia chromosome with an unusual chromosomal breakpoint is suggested, we should clarify the breakpoint because that information can aid molecular assessments and decisions to provide an additional or alternative therapy. PMID:29390324

Flight Vehicle Control and Aerobiological Sampling Applications

OpenAIRE

Techy, Laszlo

2009-01-01

Aerobiological sampling using unmanned aerial vehicles (UAVs) is an exciting research field blending various scientific and engineering disciplines. The biological data collected using UAVs helps to better understand the atmospheric transport of microorganisms. Autopilot-equipped UAVs can accurately sample along pre-defined flight plans and precisely regulated altitudes. They can provide even greater utility when they are networked together in coordinated sampling missions: such measurements ...

Spacelab operations planning. [ground handling, launch, flight and experiments

Science.gov (United States)

Lee, T. J.

1976-01-01

The paper reviews NASA planning in the fields of ground, launch and flight operations and experiment integration to effectively operate Spacelab. Payload mission planning is discussed taking consideration of orbital analysis and the mission of a multiuser payload which may be either single or multidiscipline. Payload analytical integration - as active process of analyses to ensure that the experiment payload is compatible to the mission objectives and profile ground and flight operations and that the resource demands upon Spacelab can be satisfied - is considered. Software integration is touched upon and the major integration levels in ground operational processing of Spacelab and its experimental payloads are examined. Flight operations, encompassing the operation of the Space Transportation System and the payload, are discussed as are the initial Spacelab missions. Charts and diagrams are presented illustrating the various planning areas.

Optimization and Flight Schedules of Pioneer Routes in Papua Province

Science.gov (United States)

Ronting, Y.; Adisasmita, S. A.; Hamid, S.; Hustim, M.

2018-04-01

The province of Papua has a very varied topography, ranging from swampy lowlands, hills, and plateaus up steep hills. The total area of land is 410,660 km2, which consists of 28 counties and one city, 389 districts and 5.420 villages. The population of Papua Province in 2017 was 3.265.202 people with an average growth of 4.21% per year. The transportation services is still low, especially in the mountainous region, which is isolated and could only be reached by an air transportation mode, causing a considerable price disparity between coastal and mountainous areas. The purpose of this paper is to develop the route optimization and pioneer flight schedules models as an airbridge. This research is conducted by collecting primary data and secondary data. Data is based on field surveys; interviews; discussions with airport authority, official government, etc; and also from various agencies. The analytical tools used to optimization flight schedule and route are analyzed by add-in solver in Microsoft Excel. The results of the analysis we can get a more optimal route so that it can save transportation costs by 7.26%.

The Edge supersonic transport

Science.gov (United States)

Agosta, Roxana; Bilbija, Dushan; Deutsch, Marc; Gallant, David; Rose, Don; Shreve, Gene; Smario, David; Suffredini, Brian

1992-01-01

As intercontinental business and tourism volumes continue their rapid expansion, the need to reduce travel times becomes increasingly acute. The Edge Supersonic Transport Aircraft is designed to meet this demand by the year 2015. With a maximum range of 5750 nm, a payload of 294 passengers and a cruising speed of M = 2.4, The Edge will cut current international flight durations in half, while maintaining competitive first class, business class, and economy class comfort levels. Moreover, this transport will render a minimal impact upon the environment, and will meet all Federal Aviation Administration Part 36, Stage III noise requirements. The cornerstone of The Edge's superior flight performance is its aerodynamically efficient, dual-configuration design incorporating variable-geometry wingtips. This arrangement combines the benefits of a high aspect ratio wing at takeoff and low cruising speeds with the high performance of an arrow-wing in supersonic cruise. And while the structural weight concerns relating to swinging wingtips are substantial, The Edge looks to ever-advancing material technologies to further increase its viability. Heeding well the lessons of the past, The Edge design holds economic feasibility as its primary focus. Therefore, in addition to its inherently superior aerodynamic performance, The Edge uses a lightweight, largely windowless configuration, relying on a synthetic vision system for outside viewing by both pilot and passengers. Additionally, a fly-by-light flight control system is incorporated to address aircraft supersonic cruise instability. The Edge will be produced at an estimated volume of 400 aircraft and will be offered to airlines in 2015 at $167 million per transport (1992 dollars).

The simulation of the transport of aircraft emissions by a three-dimensional global model

Directory of Open Access Journals (Sweden)

G. J. M. Velders

1994-04-01

Full Text Available A three-dimensional off-line tracer transport model coupled to the ECMWF analyses has been used to study the transport of trace gases in the atmosphere. The model gives a reasonable description of their general transport in the atmosphere. The simulation of the transport of aircraft emissions (as NOx has been studied as well as the transport of passive tracers injected at different altitudes in the North Atlantic flight corridor. A large zonal variation in the NOx concentrations as well as large seasonal and yearly variations was found. The altitude of the flight corridor influences the amount of tracers transported into the troposphere and stratosphere to a great extent.

The roles of transportation and transportation hubs in the propagation of influenza and coronaviruses: a systematic review.

Science.gov (United States)

Browne, Annie; Ahmad, Sacha St-Onge; Beck, Charles R; Nguyen-Van-Tam, Jonathan S

2016-01-01

Respiratory viruses spread in humans across wide geographical areas in short periods of time, resulting in high levels of morbidity and mortality. We undertook a systematic review to assess the evidence that air, ground and sea mass transportation systems or hubs are associated with propagating influenza and coronaviruses. Healthcare databases and sources of grey literature were searched using pre-defined criteria between April and June 2014. Two reviewers screened all identified records against the protocol, undertook risk of bias assessments and extracted data using a piloted form. Results were analysed using a narrative synthesis. Forty-one studies met the eligibility criteria. Risk of bias was high in the observational studies, moderate to high in the reviews and moderate to low in the modelling studies. In-flight influenza transmission was identified substantively on five flights with up to four confirmed and six suspected secondary cases per affected flight. Five studies highlighted the role of air travel in accelerating influenza spread to new areas. Influenza outbreaks aboard cruise ships affect 2-7% of passengers. Influenza transmission events have been observed aboard ground transport vehicles. High heterogeneity between studies and the inability to exclude other sources of infection means that the risk of influenza transmission from an index case to other passengers cannot be accurately quantified. A paucity of evidence was identified describing severe acute respiratory syndrome coronavirus and Middle East respiratory syndrome coronavirus transmission events associated with transportation systems or hubs. Air transportation appears important in accelerating and amplifying influenza propagation. Transmission occurs aboard aeroplanes, at the destination and possibly at airports. Control measures to prevent influenza transmission on cruise ships are needed to reduce morbidity and mortality. There is no recent evidence of sea transport accelerating influenza

MD-11 PCA - Research flight team photo

Science.gov (United States)

1995-01-01

On Aug. 30, 1995, a the McDonnell Douglas MD-11 transport aircraft landed equipped with a computer-assisted engine control system that has the potential to increase flight safety. In landings at NASA Dryden Flight Research Center, Edwards, California, on August 29 and 30, the aircraft demonstrated software used in the aircraft's flight control computer that essentially landed the MD-11 without a need for the pilot to manipulate the flight controls significantly. In partnership with McDonnell Douglas Aerospace (MDA), with Pratt & Whitney and Honeywell helping to design the software, NASA developed this propulsion-controlled aircraft (PCA) system following a series of incidents in which hydraulic failures resulted in the loss of flight controls. This new system enables a pilot to operate and land the aircraft safely when its normal, hydraulically-activated control surfaces are disabled. This August 29, 1995, photo shows the MD-11 team. Back row, left to right: Tim Dingen, MDA pilot; John Miller, MD-11 Chief pilot (MDA); Wayne Anselmo, MD-11 Flight Test Engineer (MDA); Gordon Fullerton, PCA Project pilot; Bill Burcham, PCA Chief Engineer; Rudey Duran, PCA Controls Engineer (MDA); John Feather, PCA Controls Engineer (MDA); Daryl Townsend, Crew Chief; Henry Hernandez, aircraft mechanic; Bob Baron, PCA Project Manager; Don Hermann, aircraft mechanic; Jerry Cousins, aircraft mechanic; Eric Petersen, PCA Manager (Honeywell); Trindel Maine, PCA Data Engineer; Jeff Kahler, PCA Software Engineer (Honeywell); Steve Goldthorpe, PCA Controls Engineer (MDA). Front row, left to right: Teresa Hass, Senior Project Management Analyst; Hollie Allingham (Aguilera), Senior Project Management Analyst; Taher Zeglum, PCA Data Engineer (MDA); Drew Pappas, PCA Project Manager (MDA); John Burken, PCA Control Engineer.

Evaluation of Fast-Time Wake Vortex Models using Wake Encounter Flight Test Data

Science.gov (United States)

Ahmad, Nashat N.; VanValkenburg, Randal L.; Bowles, Roland L.; Limon Duparcmeur, Fanny M.; Gloudesman, Thijs; van Lochem, Sander; Ras, Eelco

2014-01-01

This paper describes a methodology for the integration and evaluation of fast-time wake models with flight data. The National Aeronautics and Space Administration conducted detailed flight tests in 1995 and 1997 under the Aircraft Vortex Spacing System Program to characterize wake vortex decay and wake encounter dynamics. In this study, data collected during Flight 705 were used to evaluate NASA's fast-time wake transport and decay models. Deterministic and Monte-Carlo simulations were conducted to define wake hazard bounds behind the wake generator. The methodology described in this paper can be used for further validation of fast-time wake models using en-route flight data, and for determining wake turbulence constraints in the design of air traffic management concepts.

Flight Test of an Intelligent Flight-Control System

Science.gov (United States)

Davidson, Ron; Bosworth, John T.; Jacobson, Steven R.; Thomson, Michael Pl; Jorgensen, Charles C.

2003-01-01

The F-15 Advanced Controls Technology for Integrated Vehicles (ACTIVE) airplane (see figure) was the test bed for a flight test of an intelligent flight control system (IFCS). This IFCS utilizes a neural network to determine critical stability and control derivatives for a control law, the real-time gains of which are computed by an algorithm that solves the Riccati equation. These derivatives are also used to identify the parameters of a dynamic model of the airplane. The model is used in a model-following portion of the control law, in order to provide specific vehicle handling characteristics. The flight test of the IFCS marks the initiation of the Intelligent Flight Control System Advanced Concept Program (IFCS ACP), which is a collaboration between NASA and Boeing Phantom Works. The goals of the IFCS ACP are to (1) develop the concept of a flight-control system that uses neural-network technology to identify aircraft characteristics to provide optimal aircraft performance, (2) develop a self-training neural network to update estimates of aircraft properties in flight, and (3) demonstrate the aforementioned concepts on the F-15 ACTIVE airplane in flight. The activities of the initial IFCS ACP were divided into three Phases, each devoted to the attainment of a different objective. The objective of Phase I was to develop a pre-trained neural network to store and recall the wind-tunnel-based stability and control derivatives of the vehicle. The objective of Phase II was to develop a neural network that can learn how to adjust the stability and control derivatives to account for failures or modeling deficiencies. The objective of Phase III was to develop a flight control system that uses the neural network outputs as a basis for controlling the aircraft. The flight test of the IFCS was performed in stages. In the first stage, the Phase I version of the pre-trained neural network was flown in a passive mode. The neural network software was running using flight data

In-flight cardiac arrest and in-flight cardiopulmonary resuscitation during commercial air travel: consensus statement and supplementary treatment guideline from the German Society of Aerospace Medicine (DGLRM).

Science.gov (United States)

Hinkelbein, Jochen; Böhm, Lennert; Braunecker, Stefan; Genzwürker, Harald V; Kalina, Steffen; Cirillo, Fabrizio; Komorowski, Matthieu; Hohn, Andreas; Siedenburg, Jörg; Bernhard, Michael; Janicke, Ilse; Adler, Christoph; Jansen, Stefanie; Glaser, Eckard; Krawczyk, Pawel; Miesen, Mirko; Andres, Janusz; De Robertis, Edoardo; Neuhaus, Christopher

2018-05-05

By the end of the year 2016, approximately 3 billion people worldwide travelled by commercial air transport. Between 1 out of 14,000 and 1 out of 50,000 passengers will experience acute medical problems/emergencies during a flight (i.e., in-flight medical emergency). Cardiac arrest accounts for 0.3% of all in-flight medical emergencies. So far, no specific guideline exists for the management and treatment of in-flight cardiac arrest (IFCA). A task force with clinical and investigational expertise in aviation, aviation medicine, and emergency medicine was created to develop a consensus based on scientific evidence and compiled a guideline for the management and treatment of in-flight cardiac arrests. Using the GRADE, RAND, and DELPHI methods, a systematic literature search was performed in PubMed. Specific recommendations have been developed for the treatment of IFCA. A total of 29 specific recommendations for the treatment and management of in-flight cardiac arrests were generated. The main recommendations included emergency equipments as well as communication of the emergency. Training of the crew is of utmost importance, and should ideally have a focus on CPR in aircraft. The decision for a diversion should be considered very carefully.

MD-11 PCA - Research flight team egress

Science.gov (United States)

1995-01-01

This McDonnell Douglas MD-11 has parked on the flightline at NASA's Dryden Flight Research Center, Edwards, California, following its completion of the first and second landings ever performed by a transport aircraft under engine power only (on Aug. 29, 1995). The milestone flight, with NASA research pilot and former astronaut Gordon Fullerton at the controls, was part of a NASA project to develop a computer-assisted engine control system that enables a pilot to land a plane safely when its normal control surfaces are disabled. Coming down the steps from the aircraft are Gordon Fullerton (in front), followed by Bill Burcham, Propulsion Controlled Aircraft (PCA) project engineer at Dryden; NASA Dryden controls engineer John Burken; John Feather of McDonnell Douglas; and Drew Pappas, McDonnell Douglas' project manager for PCA.

In-Flight Sleep of Flight Crew During a 7-hour Rest Break: Implications for Research and Flight Safety

Science.gov (United States)

Signal, T. Leigh; Gander, Philippa H.; van den Berg, Margo J.; Graeber, R. Curtis

2013-01-01

Study Objectives: To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Design: Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Setting: Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Participants: Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). Interventions: N/A. Measurements and Results: Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. Conclusions: This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated. Citation: Signal TL; Gander PH; van den Berg MJ; Graeber RC. In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety. SLEEP 2013;36(1):109–115. PMID:23288977

Investigation of air transportation technology at Princeton University, 1984

Science.gov (United States)

Stengel, Robert F.

1987-01-01

The Air Transportation Technology Program at Princeton University, a program emphasizing graduate and undergraduate student research, proceeded along four avenues during 1984: (1) guidance and control strategies for penetration of microbursts and wind shear; (2) application of artificial intelligence in flight control systems; (3) effects of control saturation on closed loop stability; and (4) response of open loop unstable aircraft. Areas of investigation relate to guidance and control of commercial transports as well as to general aviation aircraft. Interaction between the flight crew and automatic systems is a subject of principle concern. These areas of investigation are briefly discussed.

The relationship between risk factors and aeronautical decision making in the flight training environment

Science.gov (United States)

Wetmore, Michael J.

The purpose of this applied dissertation was to investigate the relationship between risk factors and aeronautical decision making in the flight training environment using a quantitative, non-experimental, ex post facto research design. All 75 of the flight training accidents that involved a fatality from the years 2001-2003 were selected for study from the National Transportation Safety Board (NTSB) aviation accident database. Objective evidence from the Factual Reports was used to construct accident chains and to code and quantify total risk factors and total poor aeronautical decisions. The data were processed using correlational statistical tests at the 1% significance level. There was a statistically significant relationship between total risk factors per flight and poor decisions per flight. Liveware risks were the most prevalent risk factor category. More poor decisions were made during preflight than any other phase of flight. Pilots who made multiple poor decisions per flight had significantly higher risk factors per flight. A risk factor threat to decision making chart is presented for use by flight instructors and/or flight training organizations. The main threat to validity of this study was the NTSB accident investigation team investigative equality assumption.

In-flight sleep of flight crew during a 7-hour rest break: implications for research and flight safety.

Science.gov (United States)

Signal, T Leigh; Gander, Philippa H; van den Berg, Margo J; Graeber, R Curtis

2013-01-01

To assess the amount and quality of sleep that flight crew are able to obtain during flight, and identify factors that influence the sleep obtained. Flight crew operating flights between Everett, WA, USA and Asia had their sleep recorded polysomnographically for 1 night in a layover hotel and during a 7-h in-flight rest opportunity on flights averaging 15.7 h. Layover hotel and in-flight crew rest facilities onboard the Boeing 777-200ER aircraft. Twenty-one male flight crew (11 Captains, mean age 48 yr and 10 First Officers, mean age 35 yr). N/A. Sleep was recorded using actigraphy during the entire tour of duty, and polysomnographically in a layover hotel and during the flight. Mixed model analysis of covariance was used to determine the factors affecting in-flight sleep. In-flight sleep was less efficient (70% vs. 88%), with more nonrapid eye movement Stage 1/Stage 2 and more frequent awakenings per h (7.7/h vs. 4.6/h) than sleep in the layover hotel. In-flight sleep included very little slow wave sleep (median 0.5%). Less time was spent trying to sleep and less sleep was obtained when sleep opportunities occurred during the first half of the flight. Multivariate analyses suggest age is the most consistent factor affecting in-flight sleep duration and quality. This study confirms that even during long sleep opportunities, in-flight sleep is of poorer quality than sleep on the ground. With longer flight times, the quality and recuperative value of in-flight sleep is increasingly important for flight safety. Because the age limit for flight crew is being challenged, the consequences of age adversely affecting sleep quantity and quality need to be evaluated.

Mission Specialist Scott Parazynski checks his flight suit

Science.gov (United States)

1998-01-01

STS-95 Mission Specialist Scott E. Parazynski gets help with his flight suit in the Operations and Checkout Building from a suit technician George Brittingham. The final fitting takes place prior to the crew walkout and transport to Launch Pad 39B. Targeted for launch at 2 p.m. EST on Oct. 29, the mission is expected to last 8 days, 21 hours and 49 minutes, and return to KSC at 11:49 a.m. EST on Nov. 7. The STS-95 mission includes research payloads such as the Spartan solar-observing deployable spacecraft, the Hubble Space Telescope Orbital Systems Test Platform, the International Extreme Ultraviolet Hitchhiker, as well as the SPACEHAB single module with experiments on space flight and the aging process.

In-flight cabin smoke control.

Science.gov (United States)

Eklund, T I

1996-12-31

Fatal accidents originating from in-flight cabin fires comprise only about 1% of all fatal accidents in the civil jet transport fleet. Nevertheless, the impossibility of escape during flight accentuates the hazards resulting from low visibility and toxic gases. Control of combustion products in an aircraft cabin is affected by several characteristics that make the aircraft cabin environment unique. The aircraft fuselage is pressurized in flight and has an air distribution system which provides ventilation jets from the ceiling level air inlets running along the cabin length. A fixed quantity of ventilation air is metered into the cabin and air discharge is handled primarily by pressure controlling outflow valves in the rear lower part of the fuselage. Earlier airplane flight tests on cabin smoke control used generators producing minimally buoyant smoke products that moved with and served as a telltales for overall cabin ventilation flows. Analytical studies were done with localized smoke production to predict the percent of cabin length that would remain smoke-free during continuous generation. Development of a buoyant smoke generator allowed simulation of a fire plume with controllable simulated temperature and heat release rates. Tests on a Boeing 757, modified to allow smoke venting out through the top of the cabin, showed that the buoyant smoke front moved at 0.46m/s (1.5ft/sec) with and 0.27m/sec (0.9ft/sec) against, the axial ventilation airflow. Flight tests in a modified Boeing 727 showed that a ceiling level counterflow of about 0.55m/sec (1.8ft/sec) was required to arrest the forward movement of buoyant smoke. A design goal of 0.61m/s (2ft/sec) axial cabin flow would require a flow rate of 99m3/min (3500ft3/min) in a furnished Boeing 757. The current maximum fresh air cabin ventilation flow is 78m3/min (2756 ft3/min). Experimental results indicate that buoyancy effects cause smoke movement behaviour that is not predicted by traditional design analyses and

Investigation of Inner Loop Flight Control Strategies for High-Speed Research

Science.gov (United States)

Newman, Brett; Kassem, Ayman

1999-01-01

This report describes the activities and findings conducted under contract NAS1-19858 with NASA Langley Research Center. Subject matter is the investigation of suitable flight control design methodologies and solutions for large, flexible high-speed vehicles. Specifically, methodologies are to address the inner control loops used for stabilization and augmentation of a highly coupled airframe system possibly involving rigid-body motion, structural vibrations, unsteady aerodynamics, and actuator dynamics. Techniques considered in this body of work are primarily conventional-based, and the vehicle of interest is the High-Speed Civil Transport (HSCT). Major findings include 1) current aeroelastic vehicle modeling procedures require further emphasis and refinement, 2) traditional and nontraditional inner loop flight control strategies employing a single feedback loop do not appear sufficient for highly flexible HSCT class vehicles, 3) inner loop flight control systems will, in all likelihood, require multiple interacting feedback loops, and 4) Ref. H HSCT configuration presents major challenges to designing acceptable closed-loop flight dynamics.

Drone transportation of blood products.

Science.gov (United States)

Amukele, Timothy; Ness, Paul M; Tobian, Aaron A R; Boyd, Joan; Street, Jeff

2017-03-01

Small civilian unmanned aerial vehicles (drones) are a novel way to transport small goods. To the best of our knowledge there are no studies examining the impact of drone transport on blood products, describing approaches to maintaining temperature control, or component physical characteristics during drone transport. Six leukoreduced red blood cell (RBC) and six apheresis platelet (PLT) units were split using sterile techniques. The larger parent RBC and PLT units, as well as six unthawed plasma units frozen within 24 hours of collection (FP24), were placed in a cooler, attached to the drone, and flown for up to 26.5 minutes with temperature logging. Ambient temperatures during the experimental window ranged between -1 and 18°C across 2 days. The difference between the ambient and unit temperatures was approximately 20°C for PLT and FP24 units. After flight, the RBC parent units were centrifuged and visually checked for hemolysis; the PLTs were checked for changes in mean PLT volumes (MPVs), pH, and PLT count; and the frozen air bubbles on the back of the FP24 units were examined for any changes in size or shape, as evidence of thawing. There was no evidence of RBC hemolysis; no significant changes in PLT count, pH, or MPVs; and no changes in the FP24 bubbles. The temperature of all units was maintained during transport and flight. There was no adverse impact of drone transport on RBC, PLT, or FP24 units. These findings suggest that drone transportation systems are a viable option for the transportation of blood products. © 2016 AABB.

In-flight food delivery and waste collection service: the passengers’ perspective and potential improvement

Science.gov (United States)

Romli, F. I.; Rahman, K. Abdul; Ishak, F. D.

2016-10-01

Increased competition in the commercial air transportation industry has made service quality of the airlines as one of the key competitive measures to attract passengers against their rivals. In-flight services, particularly food delivery and waste collection, have a notable impact on perception of the overall airline's service quality because they are directly and interactively provided to passengers during flight. An online public survey is conducted to explore general passengers' perception of current in-flight food delivery and waste collection services, and to identify potential rooms for improvement. The obtained survey results indicate that in-flight service does have an effect on passengers' choice of airlines. Several weaknesses of the current service method and possible improvements have been established from the collected responses.

User type certification for advanced flight control systems

Science.gov (United States)

Gilson, Richard D.; Abbott, David W.

1994-01-01

Advanced avionics through flight management systems (FMS) coupled with autopilots can now precisely control aircraft from takeoff to landing. Clearly, this has been the most important improvement in aircraft since the jet engine. Regardless of the eventual capabilities of this technology, it is doubtful that society will soon accept pilotless airliners with the same aplomb they accept driverless passenger trains. Flight crews are still needed to deal with inputing clearances, taxiing, in-flight rerouting, unexpected weather decisions, and emergencies; yet it is well known that the contribution of human errors far exceed those of current hardware or software systems. Thus human errors remain, and are even increasing in percentage as the largest contributor to total system error. Currently, the flight crew is regulated by a layered system of certification: by operation, e.g., airline transport pilot versus private pilot; by category, e.g., airplane versus helicopter; by class, e.g., single engine land versus multi-engine land; and by type (for larger aircraft and jet powered aircraft), e.g., Boeing 767 or Airbus A320. Nothing in the certification process now requires an in-depth proficiency with specific types of avionics systems despite their prominent role in aircraft control and guidance.

Emergency Flight Control Using Only Engine Thrust and Lateral Center-of-Gravity Offset: A First Look

Science.gov (United States)

Burcham, Frank W., Jr.; Burken, John; Maine, Trindel A.; Bull, John

1997-01-01

Normally, the damage that results in a total loss of the primary flight controls of a jet transport airplane, including all engines on one side, would be catastrophic. In response, NASA Dryden has conceived an emergency flight control system that uses only the thrust of a wing-mounted engine along with a lateral center-of-gravity (CGY) offset from fuel transfer. Initial analysis and simulation studies indicate that such a system works, and recent high-fidelity simulation tests on the MD-11 and B-747 suggest that the system provides enough control for a survivable landing. This paper discusses principles of flight control using only a wing engine thrust and CGY offset, along with the amount of CGY offset capability of some transport airplanes. The paper also presents simulation results of the throttle-only control capability and closed-loop control of ground track using computer-controlled thrust.

Cosmic Radiation Dose Measurements from the RaD-X Flight Campaign

Science.gov (United States)

Mertens, Christopher J.; Gronoff, Guillaume P.; Norman, Ryan B.; Hayes, Bryan M.; Lusby, Terry C.; Straume, Tore; Tobiska, W. Kent; Hands, Alex; Ryden, Keith; Benton, Eric;

Overview of the Radiation Dosimetry Experiment (RaD-X) Flight Mission

Science.gov (United States)

Mertens, Christopher J.

2016-01-01

The NASA Radiation Dosimetry Experiment (RaD-X) stratospheric balloon flight mission addresses the need to reduce the uncertainty in predicting human exposure to cosmic radiation in the aircraft environment. Measurements were taken that characterize the dosimetric properties of cosmic ray primaries, the ultimate source of aviation radiation exposure, and the cosmic ray secondary radiations that are produced and transported to aviation altitudes. In addition, radiation detectors were flown to assess their potential application to long-term, continuous monitoring of the aircraft radiation environment. RaD-X was successfully launched from Fort Sumner, New Mexico (34.5 N, 104.2 W), on 25 September 2015. Over 18 h of science data were obtained from a total of four different type dosimeters at altitudes above 20 km. The RaD-X flight mission was supported by laboratory radiation exposure testing of the balloon flight dosimeters and also by coordinated radiation measurements taken on ER-2 and commercial aircraft. This paper provides the science background and motivation for the RaD-X flight mission, a brief description of the balloon flight profile and the supporting aircraft flights, and a summary of the articles included in the RaD-X special collection and their contributions to the science goals of the RaD-X mission.

Flight activity of Melipona asilvai Moure (Hymenoptera: Apidae

Directory of Open Access Journals (Sweden)

B. A. Souza

Full Text Available Many stingless bee species are specific to their areas of occurrence. Even when adapted to their local climate and flora conditions, they are subject to modifications in the environment, directly influencing flight activity. The aim of this work is to obtain information about the flight activity of the stingless bee Melipona asilvai Moure, thus contributing to the knowledge of this species. The flow of bees entering and leaving the colony was evaluated, and the type of transported material was identified. This information was correlated with climatic data collected at the time of observations, performed between June 2002 and March 2003. It can be proved that temperature was the factor with the greatest influence on the external activity of this species, showing a significant positive correlation with the entry of bees into the colony and pollen collection. Mud collecting showed a significant positive correlation with a humidity increase. Flight activity began at a temperature of 21.0 °C and humidity of 84.5%, peaking at 27.4 °C and 60.6% RH, respectively.

Flight activity of Melipona asilvai Moure (Hymenoptera: Apidae).

Science.gov (United States)

Souza, B A; Carvalho, C A L; Alves, R M O

2006-05-01

Many stingless bee species are specific to their areas of occurrence. Even when adapted to their local climate and flora conditions, they are subject to modifications in the environment, directly influencing flight activity. The aim of this work is to obtain information about the flight activity of the stingless bee Melipona asilvai Moure, thus contributing to the knowledge of this species. The flow of bees entering and leaving the colony was evaluated, and the type of transported material was identified. This information was correlated with climatic data collected at the time of observations, performed between June 2002 and March 2003. It can be proved that temperature was the factor with the greatest influence on the external activity of this species, showing a significant positive correlation with the entry of bees into the colony and pollen collection. Mud collecting showed a significant positive correlation with a humidity increase. Flight activity began at a temperature of 21.0 degrees C and humidity of 84.5%, peaking at 27.4 degrees C and 60.6% RH, respectively.

A Data-Driven Air Transportation Delay Propagation Model Using Epidemic Process Models

Directory of Open Access Journals (Sweden)

B. Baspinar

2016-01-01

Full Text Available In air transport network management, in addition to defining the performance behavior of the system’s components, identification of their interaction dynamics is a delicate issue in both strategic and tactical decision-making process so as to decide which elements of the system are “controlled” and how. This paper introduces a novel delay propagation model utilizing epidemic spreading process, which enables the definition of novel performance indicators and interaction rates of the elements of the air transportation network. In order to understand the behavior of the delay propagation over the network at different levels, we have constructed two different data-driven epidemic models approximating the dynamics of the system: (a flight-based epidemic model and (b airport-based epidemic model. The flight-based epidemic model utilizing SIS epidemic model focuses on the individual flights where each flight can be in susceptible or infected states. The airport-centric epidemic model, in addition to the flight-to-flight interactions, allows us to define the collective behavior of the airports, which are modeled as metapopulations. In network model construction, we have utilized historical flight-track data of Europe and performed analysis for certain days involving certain disturbances. Through this effort, we have validated the proposed delay propagation models under disruptive events.

Electrical Power Systems for NASA's Space Transportation Program

Science.gov (United States)

Lollar, Louis F.; Maus, Louis C.

1998-01-01

Marshall Space Flight Center (MSFC) is the National Aeronautics and Space Administration's (NASA) lead center for space transportation systems development. These systems include earth to orbit launch vehicles, as well as vehicles for orbital transfer and deep space missions. The tasks for these systems include research, technology maturation, design, development, and integration of space transportation and propulsion systems. One of the key elements in any transportation system is the electrical power system (EPS). Every transportation system has to have some form of electrical power and the EPS for each of these systems tends to be as varied and unique as the missions they are supporting. The Preliminary Design Office (PD) at MSFC is tasked to perform feasibility analyses and preliminary design studies for new projects, particularly in the space transportation systems area. All major subsystems, including electrical power, are included in each of these studies. Three example systems being evaluated in PD at this time are the Liquid Fly Back Booster (LFBB) system, the Human Mission to Mars (HMM) study, and a tether based flight experiment called the Propulsive Small Expendable Deployer System (ProSEDS). These three systems are in various stages of definition in the study phase.

The NASA Human Space Flight Supply Chain, Current and Future

Science.gov (United States)

Zapata, Edgar

2007-01-01

The current NASA Human Space Flight transportation system, the Space Shuttle, is scheduled for final flight in 2010. The Exploration initiative will create a new capability with a combination of existing systems and new flight and ground elements. To fully understand and act on the implications of such change it is necessary to understand what, how, when and where such changes occur and more importantly, how all these interact. This paper presents Human Space Flight, with an emphasis on KSC Launch and Landing, as a Supply Chain of both information and materials. A supply chain methodology for understanding the flow of information and materials is presented. Further, modeling and simulation projects funded by the Exploration initiative to understand the NASA Exploration Supply Chain are explained. Key concepts and their purpose, including the Enterprise, Locations, Physical and Organizational Functional Units, Products, and Resources, are explained. It is shown that the art, science and perspective of Supply Chain Management is not only applicable to such a government & contractor operation, it is also an invaluable approach for understanding, focusing improvement and growth. It is shown that such commercial practice applies to Human Space Flight and is invaluable towards one day creating routine, affordable access to and from space.

Physical workload on neck and shoulder muscles during military helicopter flight - a need for exercise training?

DEFF Research Database (Denmark)

Murray, Mike; Lange, Britt; Chreiteh, Shadi Samir

/shoulder muscles to assess possible overload that may call for exercise training to improve capacity and prevent neck pain. Methods Nine pilots and nine crew members from the Royal Danish Air Force participated in a standardized representative flight sortie encompassing: Patient transportation (A-B flight...... with the flexed and/or rotated positioning of the head may play a role for the high prevalence of neck/shoulder pain among this occupational group. The present exposure-assessment suggests that strengthening exercises for the UNE, lowering the relative load during flights, could potentially alleviate neck pain....

PET/CT before autologous stem cell transplantation predicts outcome in refractory/relapsed follicular lymphoma

Energy Technology Data Exchange (ETDEWEB)

Alcantara, Marion; Tilly, Herve [Universite de Rouen, Service d' Hematologie, Centre Henri Becquerel, Rouen (France); Dupuis, Jehan; Haioun, Corinne [CHU Henri Mondor et Universite Paris-Est, Assistance Publique - Hopitaux de Paris, Unite Hemopathies Lymphoides, Marechal de Lattre de Tassigny (France); Mareschal, Sylvain; Dubois, Sydney [Centre Henri Becquerel, IRIB, Unite Inserm U918, Rouen (France); Julian, Anne [CHU Purpan, Service de Medecine Nucleaire, Toulouse (France); Cottereau, Anne Segolene; Becker, Stephanie [Centre Henri Becquerel, Service de Medecine Nucleaire, Rouen (France); Oberic, Lucie; Huynh, Anne; Laurent, Guy; Ysebaert, Loic [IUCT-Oncopole, Departement d' Hematologie, Toulouse (France); Meignan, Michel [CHU Henri-Mondor, Service de Medecine Nucleaire, Paris (France)

2014-09-20

Salvage of young patients with follicular lymphoma (FL) after R-CHOP includes salvage immunochemotherapy followed by autologous stem cell transplantation (ASCT). Previous studies dealing with relapsed Hodgkin lymphoma have shown the prognostic value of PET/CT prior to ASCT. We retrospectively analysed 59 patients with refractory/relapsed FL after first-line R-CHOP who were chemosensitive (as evaluated by CT) to the salvage treatment and who proceeded to ASCT. The role of PET/CT in this setting to define chemosensitivity is not definitely established. So we focused on the prognostic value of PET/CT performed after salvage treatment, before ASCT. The estimated 3-year progression-free survival (PFS) and overall survival were 63.1 % (50.9-78.3 %) and 90.5 % (82.8 - 98.8 %), respectively, and did not differ significantly according to their Follicular Lymphoma International Prognostic Index at relapse, conditioning regimen, or type of salvage. PFS was significantly lower in PET/CT-positive patients, according to the International Harmonization Project revised response criteria, with a 3-year PFS of 45.5 % (26.6 - 77.8 %) versus 72.6 % (58.5 - 90.0 %; p = 0.039). To better refine prognosis, we applied two types of thresholds: a Deauville five-point scale positive threshold of ≥3 (3-year PFS of 74.9 %, range 61.0 - 92.1 % %, versus 42.8 %, range 24.7 - 74.4 %; p = 0.02), and a ≥70 % ∇SUV{sub max} threshold between presalvage and pre-ASCT PET/CT (3-year PFS of 72.4 %, range 57.5 - 91.3 % versus 13.3 %, 2.2 - 81.7 %; p < 10{sup -3}). The PET/CT findings before ASCT were independently correlated with PFS in our series. PET/CT negativity before ASCT is a desirable and achievable goal in the management of chemosensitive FL relapsing after first-line R-CHOP. (orig.)

Impact of high-dose chemotherapy and autologous transplantation as first-line therapy on the survival of high-risk diffuse large B cell lymphoma patients: a single-center study in Japan.

Science.gov (United States)

Inano, Shojiro; Iwasaki, Makoto; Iwamoto, Yoshihiro; Sueki, Yuki; Fukunaga, Akiko; Yanagita, Soshi; Arima, Nobuyoshi

2014-02-01

High-dose chemotherapy (HDT), together with autologous stem cell transplantation (ASCT), plays an important role in the treatment of diffuse large B cell lymphoma (DLBCL), especially as second-line therapy. However, its significance in up-front settings remains to be elucidated. In our institute, patients with DLBCL in both the high-intermediate and high international prognostic index (IPI) groups initially underwent CHOP/R-CHOP treatment followed by HDT/ASCT at upfront settings between 2002 and 2011. We retrospectively analyzed 25 patients who were all treated with upfront HDT/ASCT. We excluded one patient who failed to undergo transplantation because of primary refractory disease from the analysis. The median follow-up was 77 months (range 17-110 months). Five-year overall survival (OS) and progression-free survival (PFS) were 91.7 and 79.2 %, respectively, which were higher than the equivalents in previous studies. The OS and PFS in the high-risk group were lower than those in the high-intermediate group. Treatment-related mortalities or fatal complication were not observed. Our results confirm that HDT/ASCT for high-risk aggressive lymphoma is a feasible and promising therapy, but patients with high IPI continued to have poor prognoses; improvements in treatment strategy are clearly needed. Since HDT/ASCT is an aggressive treatment option associated with long-term complications, we need to identify patient groups that will gain the maximum benefit from HDT/ASCT in the upfront setting.

The development of the brake system of the BMW 850i including ABS and ASC. Entwicklung des Bremssystems des BMW 850i einschliesslich ABS und ASC

Energy Technology Data Exchange (ETDEWEB)

Kraft, H.J.; Leffler, H.

1990-02-01

The brake system of the new BMW 850i is described in the following. The brake actuation takes place via an hydraulic brake booster. The disc brakes at front and rear axle are arranged in diagnonal brake split. The 4-channel ABS is fitted as standard equipment. The ABS control unit also incorporates the algorithm for the Automatic Stability Control System ASC or ASC+T. The ASC+T shows improved traction compared with the pure stability system ASC and is standard in the BMW 850i with manual gear box. The automatic gear box equipped BMW 850i are supplied with ASC, the ASC+T is available as an option. Both systems, the ASC and the ASC+T are described with special view on the electronical and hydraulical network in the car. A performance comparison of the ASC-systems completes the description. (orig.).

Syncytin-1 and its receptor is present in human gametes

DEFF Research Database (Denmark)

Bjerregaard, B; Lemmen, J G; Petersen, M R

2014-01-01

and around the equatorial segment. The receptor ASCT-2 is expressed in the acrosomal region and in the sperm tail. Moreover, ASCT-2, but not syncytin-1, is expressed in oocytes and the mRNA level increases with increasing maturity of the oocytes. CONCLUSIONS: Syncytin and its receptor are present in human......MAIN PURPOSE AND RESEARCH QUESTION: To determine whether the true fusogen Syncytin-1 and its receptor (ASCT-2) is present in human gametes using qRT-PCR, immunoblotting and immunofluorescence. METHODS: Donated oocytes and spermatozoa, originating from a fertility center in tertiary referral...

Air transport system

CERN Document Server

Schmitt, Dieter

2016-01-01

The book addresses all major aspects to be considered for the design and operation of aircrafts within the entire transportation chain. It provides the basic information about the legal environment, which defines the basic requirements for aircraft design and aircraft operation. The interactions between  airport, air traffic management and the airlines are described. The market forecast methods and the aircraft development process are explained to understand the very complex and risky business of an aircraft manufacturer. The principles of flight physics as basis for aircraft design are presented and linked to the operational and legal aspects of air transport including all environmental impacts. The book is written for graduate students as well as for engineers and experts, who are working in aerospace industry, at airports or in the domain of transport and logistics.

Miracle Flights

Science.gov (United States)

... a Flight Get Involved Events Shop Miles Contact Miracle Flights Blog Giving Tuesday 800-359-1711 Thousands of children have been saved, but we still have miles to go. Request a Flight Click Here to Donate - Your ...

Space Radiation Measurement on the Polar Route onboard the Korean Commercial Flights

Directory of Open Access Journals (Sweden)

Junga Hwang

2010-03-01

Full Text Available This study was performed by the policy research project of Ministry of Land, Transport and Maritime Affairs, which title is “Developing safety standards and management of space radiation on the polar route”. In this research, total six experiments were performed using Korean commercial flights (B747. Three of those are on the polar route and the other three are on the north pacific route. Space radiation exposure measured on the polar route is the average 84.7 uSv. The simulation result using CARI-6M program gives 84.9 uSv, which is very similar to measured value. For the departure flight using the north pacific route, the measured space radiation is the average 74.4 uSv. It seems that is not so different to use the polar route or not for the return flight because the higher latitude effect causing the increase of space radiation is compensated by the shortened flight time effect causing decreasing space radiation exposure.

AirSTAR: A UAV Platform for Flight Dynamics and Control System Testing

Science.gov (United States)

Jordan, Thomas L.; Foster, John V.; Bailey, Roger M.; Belcastro, Christine M.

2006-01-01

As part of the NASA Aviation Safety Program at Langley Research Center, a dynamically scaled unmanned aerial vehicle (UAV) and associated ground based control system are being developed to investigate dynamics modeling and control of large transport vehicles in upset conditions. The UAV is a 5.5% (seven foot wingspan), twin turbine, generic transport aircraft with a sophisticated instrumentation and telemetry package. A ground based, real-time control system is located inside an operations vehicle for the research pilot and associated support personnel. The telemetry system supports over 70 channels of data plus video for the downlink and 30 channels for the control uplink. Data rates are in excess of 200 Hz. Dynamic scaling of the UAV, which includes dimensional, weight, inertial, actuation, and control system scaling, is required so that the sub-scale vehicle will realistically simulate the flight characteristics of the full-scale aircraft. This testbed will be utilized to validate modeling methods, flight dynamics characteristics, and control system designs for large transport aircraft, with the end goal being the development of technologies to reduce the fatal accident rate due to loss-of-control.

Analyzing Factors Of In-flight Services Of Garuda Indonesia And Batik Air Towards Passengers Satisfaction

OpenAIRE

Tumewu, Ferdinand; Tulandi, Victor Michael

2014-01-01

Transportation services play an important role in supporting any activity, of human. Various types of the transportation that we use. Among them, are air transportation or airplane. Talk about the satisfaction of airline passenger, nowadays many airlines competing to provide the best service for the passengers, one of the things that can influence passenger satisfaction is through airline service especially in-flight service. The objective of this research is to identify the factors of in-fli...

Crew Factors in Flight Operations XIV: Alertness Management in Regional Flight Operations Education Module

Science.gov (United States)

Rosekind, Mark R.; Co, Elizabeth L.; Neri, David F.; Oyung, Raymond L.; Mallis, Melissa M.

2002-01-01

Regional operations encompass a broad range of pilots and equipment. This module is intended to help all those involved in regional aviation, including pilots, schedulers, dispatchers, maintenance technicians, policy makers, and others, to understand the physiological factors underlying fatigue, how flight operations affect fatigue, and what can be done to counteract fatigue and maximize alertness and performance in their operations. The overall purpose of this module is to promote aviation safety, performance, and productivity. It is intended to meet three specific objectives: (1) to explain the current state of knowledge about the physiological mechanisms underlying fatigue; (2) to demonstrate how this knowledge can be applied to improving flight crew sleep, performance, and alertness; and (3) to offer strategies for alertness management. Aviation Safety Reporting System (ASRS) and National Transportation Safety Board (NISH) reports are used throughout this module to demonstrate that fatigue is a safety issue in the regional operations community. The appendices at the end of this module include the ASRS reports used for the examples contained in this publication, brief introductions to sleep disorders and relaxation techniques, summaries of relevant NASA publications, and a list of general readings on sleep, sleep disorders, and circadian rhythms.

Intermittent random walks: transport regimes and implications on search strategies

International Nuclear Information System (INIS)

Gomez Portillo, Ignacio; Campos, Daniel; Méndez, Vicenç

2011-01-01

We construct a transport model for particles that alternate rests of random duration and flights with random velocities. The model provides a balance equation for the mesoscopic particle density obtained from the continuous-time random walk framework. By assuming power laws for the distributions of waiting times and flight durations (for any velocity distribution with finite moments) we have found that the model can yield all the transport regimes ranging from subdiffusion to ballistic depending on the values of the characteristic exponents of the distributions. In addition, if the exponents satisfy a simple relationship it is shown how the competition between the tails of the distributions gives rise to a diffusive transport. Finally, we explore how the details of this intermittent transport process affect the success probability in an optimal search problem where an individual searcher looks for a target distributed (heterogeneously) in space. All the results are conveniently checked with numerical simulations

Radiation doses at high altitudes and during space flights

International Nuclear Information System (INIS)

Spurny, F.

2001-01-01

There are three main sources of radiation exposure during space flights and at high altitudes--galactic cosmic radiation, solar cosmic radiation and radiation of the earth's radiation belt. Their basic characteristics are presented in the first part of this paper.Man's exposure during space flights is discussed in the second part of the paper. Particular attention is devoted to the quantitative and qualitative characteristics of the radiation exposure on near-earth orbits: both theoretical estimation as well as experimental data are presented. Some remarks on radiation protection rules on-board space vehicles are also given.The problems connected with the radiation protection of air crew and passengers of subsonic and supersonic air transport are discussed in the last part of the paper. General characteristics of on-board radiation fields and their variations with flight altitude, geomagnetic parameters of a flight and the solar activity are presented, both based on theoretical estimates and experimental studies. The questions concerning air crew and passenger radiation protection arising after the publication of ICRP 60 recommendation are also discussed. Activities of different institutions relevant to the topic are mentioned; strategies to manage and check this type of radiation exposure are presented and discussed. Examples of results based on the author's personal experience are given, analyzed and discussed. (author)

Design, analysis, and control of a large transport aircraft utilizing selective engine thrust as a backup system for the primary flight control. Ph.D. Thesis

Science.gov (United States)

Gerren, Donna S.

1995-01-01

A study has been conducted to determine the capability to control a very large transport airplane with engine thrust. This study consisted of the design of an 800-passenger airplane with a range of 5000 nautical miles design and evaluation of a flight control system, and design and piloted simulation evaluation of a thrust-only backup flight control system. Location of the four wing-mounted engines was varied to optimize the propulsive control capability, and the time constant of the engine response was studied. The goal was to provide level 1 flying qualities. The engine location and engine time constant did not have a large effect on the control capability. The airplane design did meet level 1 flying qualities based on frequencies, damping ratios, and time constants in the longitudinal and lateral-directional modes. Project pilots consistently rated the flying qualities as either level 1 or level 2 based on Cooper-Harper ratings. However, because of the limited control forces and moments, the airplane design fell short of meeting the time required to achieve a 30 deg bank and the time required to respond a control input.

Outcome determinants for transformed indolent lymphomas treated with or without autologous stem cell transplantation

DEFF Research Database (Denmark)

Madsen, Charlotte; Pedersen, Martin Bjerregård; Vase, Maja Ølholm

2015-01-01

either simultaneously or after a period of overt indolent disease. We also analyzed, whether prior rituximab treatment during the indolent course of the disease affected outcome after transformation. PATIENTS AND METHODS: Eighty-five patients (≤68 years) with histologically confirmed TIL were included...... at diagnosis (Composite/discordant TIL) and (iii) patients transformed after prolonged prior indolent disease (sequential TIL). RESULTS: Fifty-four patients (64%) received ASCT consolidation and 31 (36%) did not. Within the 'all TIL' cohort, the 5-year OS and PFS for R-chemo + ASCT versus R-chemo alone, were...... 67% versus 48% (P = 0.11) and 60% versus 30% (P = 0.02), respectively. Furthermore, in 'Composite/discordant TIL' R-chemo + ASCT showed no impact on OS (76% versus 67%; P = 0.66) or PFS (71% versus 62%; P = 0.54). Conversely, R-chemo + ASCT improved the outcome of 'sequential TIL' (OS 62% versus 36...

COMPLETE SEPARATION OF THE VERTICAL AND HORIZONTAL INDEPENDENT COMPONENTS OF THE FLIGHT IN POLICOPTER UAV NAU PKF "AURORA" AND MATHEMATICAL MODEL OF THIS FLIGHT

Directory of Open Access Journals (Sweden)

Volodymyr Kharchenko

2017-07-01

Full Text Available Purpose: This article presents a mathematical model and the experimental results of automatic flights of the policopter UAV NAU PKF "Aurora" of oktacopter scheme with additional elektroimpeler engines of horizontal thrust. Methods: UAV NAU PKF "Aurora" is developed for experimental flights in manual, semi-automatic and unmanned modes. The uniqueness and scientific novelty of data of flight testes is in a complete separation and isolation of vertical and horizontal components of the flight, which enables a fundamentally new way of moving of vehicle in the aerial space. This approach gives a ability to obtain all advantages and to eliminate disadvantages of helicopter and airplane in fundamentally new aircraft by structure and by function – namely in the policopter flyer with additional independent engines of the lateral thrust. Results: Obtained a new experimental data that allowed to better understand the nature of the physical forces, providing the flight of the policopter. Discussion: Revised a physical basis of the airscrew (propeller, namely on the example of flight of the policopter proved that most of the thrust of the propeller provided by the mechanical impulse (kinetic energy Ек=mv2/2 by the impulse, that a airscrew receives at his collisions with air molecules,but not by the gradient of air pressure below and above the airscrew. Is put forward a hypothesis of gravitational nature of the flight and introduced the notion of "functional antigravity", that a force completely identical in function and opposite on the direction of the force of gravity (gravity force. Deduced a mathematical formula of "functionally antigravitational" transport, namely:G·M·m/R2 = mI·v2/2 – for the flights of the aircraft with a mass m over universal astronomical body with a mass M, and m·g = mI·v2/2 – for the flights of the aircraft with mass m over a planet Earth.

Flight Deck Display Technologies for 4DT and Surface Equivalent Visual Operations

Science.gov (United States)

Prinzel, Lawrence J., III; Jones, Denis R.; Shelton, Kevin J.; Arthur, Jarvis J., III; Bailey, Randall E.; Allamandola, Angela S.; Foyle, David C.; Hooey, Becky L.

2009-01-01

NASA research is focused on flight deck display technologies that may significantly enhance situation awareness, enable new operating concepts, and reduce the potential for incidents/accidents for terminal area and surface operations. The display technologies include surface map, head-up, and head-worn displays; 4DT guidance algorithms; synthetic and enhanced vision technologies; and terminal maneuvering area traffic conflict detection and alerting systems. This work is critical to ensure that the flight deck interface technologies and the role of the human participants can support the full realization of the Next Generation Air Transportation System (NextGen) and its novel operating concepts.

Flight Deck Weather Avoidance Decision Support: Implementation and Evaluation

Science.gov (United States)

Wu, Shu-Chieh; Luna, Rocio; Johnson, Walter W.

2013-01-01

Weather related disruptions account for seventy percent of the delays in the National Airspace System (NAS). A key component in the weather plan of the Next Generation of Air Transportation System (NextGen) is to assimilate observed weather information and probabilistic forecasts into the decision process of flight crews and air traffic controllers. In this research we explore supporting flight crew weather decision making through the development of a flight deck predicted weather display system that utilizes weather predictions generated by ground-based radar. This system integrates and presents this weather information, together with in-flight trajectory modification tools, within a cockpit display of traffic information (CDTI) prototype. that the CDTI features 2D and perspective 3D visualization models of weather. The weather forecast products that we implemented were the Corridor Integrated Weather System (CIWS) and the Convective Weather Avoidance Model (CWAM), both developed by MIT Lincoln Lab. We evaluated the use of CIWS and CWAM for flight deck weather avoidance in two part-task experiments. Experiment 1 compared pilots' en route weather avoidance performance in four weather information conditions that differed in the type and amount of predicted forecast (CIWS current weather only, CIWS current and historical weather, CIWS current and forecast weather, CIWS current and forecast weather and CWAM predictions). Experiment 2 compared the use of perspective 3D and 21/2D presentations of weather for flight deck weather avoidance. Results showed that pilots could take advantage of longer range predicted weather forecasts in performing en route weather avoidance but more research will be needed to determine what combinations of information are optimal and how best to present them.

Results of a randomized trial comparing high-dose chemotherapy plus Auto-SCT and R-FC in CLL at diagnosis.

Science.gov (United States)

Magni, M; Di Nicola, M; Patti, C; Scimè, R; Mulè, A; Rambaldi, A; Intermesoli, T; Viero, P; Tarella, C; Gueli, A; Bergui, L; Trentin, L; Barzan, A; Benedetti, F; Ambrosetti, A; Di Raimondo, F; Chiarenza, A; Parvis, G; Billio, A; Attolico, I; Olivieri, A; Montanari, M; Carlo-Stella, C; Matteucci, P; Devizzi, L; Guidetti, A; Viviani, S; Valagussa, P; Gianni, A M

2014-04-01

The importance of early therapy intensification in B-cell CLL (B-CLL) patients remains to be defined. Even though several studies have been published, no randomized trials comparing directly autologous stem cell transplant (ASCT) and the accepted conventional therapy (that is, rituximab, fludarabine and CY; R-FC) have been reported so far. To assess the benefit of a first-line aggressive therapy, we designed a multicenter, randomized, phase 3 trial comparing R-FC and high-dose chemotherapy supported by ASCT in patients under 65 years of age, with stage B(II) or C B-CLL. Primary end point was CR: 96 patients were enrolled (48 in each arm). On an intent-to-treat basis, the CR rates in the ASCT and R-FC arms were 62.5% and 58%, respectively. After 5 years of follow-up, PFS was 60.4% in the ASCT arm and 65.1% in the R-FC arm, time to progression 65.8 and 70.5%, and overall survival 88% vs 88.1%, respectively. Our trial demonstrates, for the first time in a randomized manner, that frontline ASCT does not translate into a survival advantage when compared with benchmark chemoimmunotherapy in B-CLL patients; the possibility of its clinical benefit in certain subgroups remains uncertain.

Multiparameter flow cytometric remission is the most relevant prognostic factor for multiple myeloma patients who undergo autologous stem cell transplantation

Science.gov (United States)

Paiva, Bruno; Vidriales, Maria-Belén; Cerveró, Jorge; Mateo, Gema; Pérez, Jose J.; Montalbán, Maria A.; Sureda, Anna; Montejano, Laura; Gutiérrez, Norma C.; de Coca, Alfonso García; de las Heras, Natalia; Mateos, Maria V.; López-Berges, Maria C.; García-Boyero, Raimundo; Galende, Josefina; Hernández, Jose; Palomera, Luis; Carrera, Dolores; Martínez, Rafael; de la Rubia, Javier; Martín, Alejandro; Bladé, Joan; Lahuerta, Juan J.; Orfao, Alberto

2008-01-01

Minimal residual disease (MRD) assessment is standard in many hematologic malignancies but is considered investigational in multiple myeloma (MM). We report a prospective analysis of the prognostic importance of MRD detection by multiparameter flow cytometry (MFC) in 295 newly diagnosed MM patients uniformly treated in the GEM2000 protocol VBMCP/VBAD induction plus autologous stem cell transplantation [ASCT]). MRD status by MFC was determined at day 100 after ASCT. Progression-free survival (PFS; median 71 vs 37 months, P < .001) and overall survival (OS; median not reached vs 89 months, P = .002) were longer in patients who were MRD negative versus MRD positive at day 100 after ASCT. Similar prognostic differentiation was seen in 147 patients who achieved immunofixation-negative complete response after ASCT. Moreover, MRD− immunofixation-negative (IFx−) patients and MRD− IFx+ patients had significantly longer PFS than MRD+ IFx− patients. Multivariate analysis identified MRD status by MFC at day 100 after ASCT as the most important independent prognostic factor for PFS (HR = 3.64, P = .002) and OS (HR = 2.02, P = .02). Our findings demonstrate the clinical importance of MRD evaluation by MFC, and illustrate the need for further refinement of MM re-sponse criteria. This trial is registered at http://clinicaltrials.gov under identifier NCT00560053. PMID:18669875

Role of transport band edge variation on delocalized charge transport in high-mobility crystalline organic semiconductors

Science.gov (United States)

Kadashchuk, Andrey; Tong, Fei; Janneck, Robby; Fishchuk, Ivan I.; Mityashin, Alexander; Pavlica, Egon; Köhler, Anna; Heremans, Paul; Rolin, Cedric; Bratina, Gvido; Genoe, Jan

2017-09-01

We demonstrate that the degree of charge delocalization has a strong impact on polarization energy and thereby on the position of the transport band edge in organic semiconductors. This gives rise to long-range potential fluctuations, which govern the electronic transport through delocalized states in organic crystalline layers. This concept is employed to formulate an analytic model that explains a negative field dependence coupled with a positive temperature dependence of the charge mobility observed by a lateral time-of-flight technique in a high-mobility crystalline organic layer. This has important implications for the further understanding of the charge transport via delocalized states in organic semiconductors.

Nondispersive hole transport in a spin-coated dendrimer film measured by the charge-generation-layer time-of-flight method

Science.gov (United States)

Markham, Jonathan P. J.; Anthopoulos, Thomas D.; Samuel, Ifor D. W.; Richards, Gary J.; Burn, Paul L.; Im, Chan; Bassler, Heinz

2002-10-01

Measurements of the mobility of a first-generation (G1) bis-fluorene cored dendrimer have been performed on spin-coated samples of 500 nm thickness using the charge-generation-layer time-of-flight (TOF) technique. A 10 nm perylene charge generation layer was excited by the 532 nm line of a Q-switched Nd:YAG laser and the generated carriers swept through the dendrimer film under an applied field. We observe nondispersive hole transport in the dendrimer layer with a room-temperature mobility mu=2.0 x10-4 cm2/V s at a field of 0.55 MV/cm. There is a weak field dependence of the mobility and it increases from mu=1.6 x10-4 cm2/V s at 0.2 MV/cm to mu=3.0 x10-4 cm2/V s at 1.4 MV/cm. These results suggest that the measurement of mobility by TOF in spin-coated samples on thickness scales relevant to organic light-emitting diodes can yield valuable information, and that dendrimers are promising materials for device applications.

Analysis of time-of-flight experiment on lithium-oxide assemblies by a two-dimensional transport code DOT3.5

International Nuclear Information System (INIS)

Oyama, Yukio; Yamaguchi, Seiya; Maekawa, Hiroshi

1985-03-01

Calculational analyses were made on the time-of-flight experiment of neutron leakage spectra from lithium-oxide slabs. The uncertainties in the calculation due to modelling were examined and it was estimated to be 1-2 %. The calculational results were compared with the experimental ones. The calculations were carried out by a two-dimensional transport code DOT3.5 using ENDF/B-4 nuclear data file. The comparison of energy-integrated fluxes in C/E from made it clear that the tendency of discrepancy between both results depended on the thickness of assembly and leaking angle. The discrepancy of C/E was about 40 % at the maximum. The effect due to the cross section change to a new data of 7 Li(n,n't) 4 He was also examined. This type of comparison is useful for the systematic assesments. From the comparison, it was suggested that the angular distribution of secondary neutron should be improved in the calculation, and the correct differential data of cross section are required. (author)

AirSTAR Hardware and Software Design for Beyond Visual Range Flight Research

Science.gov (United States)

Laughter, Sean; Cox, David

2016-01-01

The National Aeronautics and Space Administration (NASA) Airborne Subscale Transport Aircraft Research (AirSTAR) Unmanned Aerial System (UAS) is a facility developed to study the flight dynamics of vehicles in emergency conditions, in support of aviation safety research. The system was upgraded to have its operational range significantly expanded, going beyond the line of sight of a ground-based pilot. A redesign of the airborne flight hardware was undertaken, as well as significant changes to the software base, in order to provide appropriate autonomous behavior in response to a number of potential failures and hazards. Ground hardware and system monitors were also upgraded to include redundant communication links, including ADS-B based position displays and an independent flight termination system. The design included both custom and commercially available avionics, combined to allow flexibility in flight experiment design while still benefiting from tested configurations in reversionary flight modes. A similar hierarchy was employed in the software architecture, to allow research codes to be tested, with a fallback to more thoroughly validated flight controls. As a remotely piloted facility, ground systems were also developed to ensure the flight modes and system state were communicated to ground operations personnel in real-time. Presented in this paper is a general overview of the concept of operations for beyond visual range flight, and a detailed review of the airborne hardware and software design. This discussion is held in the context of the safety and procedural requirements that drove many of the design decisions for the AirSTAR UAS Beyond Visual Range capability.

FATIGUE AS A HAZARDOUS FACTOR FOR FLIGHT SAFETY

Directory of Open Access Journals (Sweden)

M. Lushkin Alexander

2017-01-01

Full Text Available The main priority of any air company activity and the main condition for its development is the achievement of the highest flight safety level. Significant positive results in this area have been recently achieved, hence, the relative stagna- tion of indexes, reflecting the flight safety as a condition of air transport system, has been revealed. It has become evident that the present accident prevention philosophy seems to be exhausted, and at the current stage of development it doesn’t allow to make a breakthrough in the solution of all the problems, which air companies face in this respect. In the perspec- tive to find new ways to solve the existing tasks, in 2011, International Civil Aviation Organization Council adopted fatigue risk management international standards as an alternative for the traditional approach to managing crewmember fatigue by prescribing limits on maximum daily, monthly and yearly flight and duty hours. It’s a well-known fact that state of fatigue has a special place among the functional states, which are professionally significant for airmen work and which are the key link in “man-aircraft-environment” system.In this article, fatigue is considered to be a risk factor that contributes to the formation and development of crew violations and errors in the process of piloting the aircraft. We have analyzed the characteristics and reasons leading to in- flight fatigue and estimated its influence on crew performance, considering the interrelation between them. The article specifies the methods and techniques to measure pilots fatigue; besides it has been substantiated the necessity of fatigue risk management system development in airlines to effectively ensure the flight safety.

Stall Recovery in a Centrifuge-Based Flight Simulator With an Extended Aerodynamic Model

NARCIS (Netherlands)

Ledegang, W.D.; Groen, E.L.

2015-01-01

We investigated the performance of 12 airline pilots in recovering from an asymmetrical stall in a flight simulator featuring an extended aerodynamic model of a transport-category aircraft, and a centrifuge-based motion platform capable of generating enhanced buffet motion and g-cueing. All pilots

[New possibilities in emergency medical transportation and emergency services of Polish Medical Air Rescue].

Science.gov (United States)

Gałazkowski, Robert

2010-01-01

In Poland, two types of medical services are accomplished by the Medical Air Rescue (MAR) operating all over the country: emergency transport from the incident scene to hospital and inter-hospital transport. Helicopters or planes are used for this purpose. In 2009, helicopters performed 4359 flights to incidents and 1537 inter-hospital transports whereas planes performed 589 inter-hospital ambulance and 196 rescue flights. MAR operates from 17 bases of the Helicopter Emergency Medical Service (HEMS) and one airbase. Helicopters are mainly used when medical transport is emergent, within the operational region of a given base whereas planes when the distance between the present and target airports exceeds 250 km. In 2008, new modern aircraft were introduced to HEMS-helicopters EC 135. They fulfil all requirements of air transport regulations and are adjusted to visual (VFR) and instrumental (IFR) flights rules, at day and night. The medical cabin of EC 135 is ergonomic and functional considering the majority of rescue activities under life-saving circumstances. It is equipped with ventilator, defibrillator, infusion pumps etc. Defibrillators have 12-lead ECG, E(T)CO2, SpO2, NIBP, and IBP modules. Transport ventilators can work in a variety of ventilation modes including CMV, SIMV, SVV, BILEVEL, PCV, ASB, PPV and CPAP. The purchase of helicopters with modern avionic and medical configuration ensures high quality services of MAR for many years to come.

Flight Test Implementation of a Second Generation Intelligent Flight Control System

Science.gov (United States)

Williams-Hayes, Peggy S.

2005-01-01

The NASA F-15 Intelligent Flight Control System project team has developed a series of flight control concepts designed to demonstrate the benefits of a neural network-based adaptive controller. The objective of the team was to develop and flight-test control systems that use neural network technology, to optimize the performance of the aircraft under nominal conditions, and to stabilize the aircraft under failure conditions. Failure conditions include locked or failed control surfaces as well as unforeseen damage that might occur to the aircraft in flight. The Intelligent Flight Control System team is currently in the process of implementing a second generation control scheme, collectively known as Generation 2 or Gen 2, for flight testing on the NASA F-15 aircraft. This report describes the Gen 2 system as implemented by the team for flight test evaluation. Simulation results are shown which describe the experiment to be performed in flight and highlight the ways in which the Gen 2 system meets the defined objectives.

Orbital transport

International Nuclear Information System (INIS)

Oertel, H. Jr.; Koerner, H.

1993-01-01

The Third Aerospace Symposium in Braunschweig presented, for the first time, the possibility of bringing together the classical disciplines of aerospace engineering and the natural science disciplines of meteorology and air chemistry in a european setting. In this way, aspects of environmental impact on the atmosphere could be examined quantitatively. An essential finding of the european conference, is the unrestricted agreement of the experts that the given launch frequencies of the present orbital transport result in a negligible amount of pollutants being released in the atmosphere. The symposium does, however, call attention to the increasing need to consider the effect of orbital and atmospheric environmental impact of a future increase in launch frequencies of orbital transport in connection with future space stations. The Third Aerospace Symposium, 'Orbital Transport, Technical, Meteorological and Chemical Aspects', constituted a first forum of discussion for engineers and scientists. Questions of new orbital transport technologies and their environmental impact were to be discussed towards a first consensus. Through the 34 reports and articles, the general problems of space transportation and environmental protection were addressed, as well as particular aspects of high temperatures during reentry in the atmosphere of the earth, precision navigation of flight vehicles or flow behavior and air chemistry in the stratosphere. (orig./CT). 342 figs

Mission environments for the Isotope Brayton Flight System (preliminary)

International Nuclear Information System (INIS)

1975-01-01

The mission environments for the Isotope Brayton Flight Systems (IBFS) are summarized. These are based on (1) those environments established for the MHW-RTG system in the LES 8/9 and Mariner J/S and (2) engineering projections of those likely to exit for the IBFS. The pre-launch environments address transportation, storage, handling and assembly (to spacecraft) and checkout, field transportation, and launch site operations. Launch environments address the Titan IIIC and Shuttle launch vehicles. Operational mission environments address normal space temperature and meteoroide environments. Special environments that may be applicable to DOD missions are not included. Accident environments address explosion and fire for the Titan IIIC and the Shuttle, reentry, earth impact and post impact

NASA's Commercial Crew Program, The Next Step in U.S. Space Transportation

Science.gov (United States)

Mango, Edward J.; Thomas, Rayelle E.

2013-01-01

The Commercial Crew Program (CCP) is leading NASA's efforts to develop the next U.S. capability for crew transportation and rescue services to and from the International Space Station (ISS) by the mid-decade timeframe. The outcome of this capability is expected to stimulate and expand the U.S. space transportation industry. NASA is relying on its decades of human space flight experience to certify U.S. crewed vehicles to the ISS and is doing so in a two phase certification approach. NASA Certification will cover all aspects of a crew transportation system, including development, test, evaluation, and verification; program management and control; flight readiness certification; launch, landing, recovery, and mission operations; sustaining engineering and maintenance/upgrades. To ensure NASA crew safety, NASA Certification will validate technical and performance requirements, verify compliance with NASA requirements, validate the crew transportation system operates in appropriate environments, and quantify residual risks.

Prevention of dimethylsulfoxide-related nausea and vomiting by prophylactic administration of ondansetron for patients receiving autologous cryopreserved peripheral blood stem cells.

Science.gov (United States)

Eisenberg, Seth; Wickline, Mihkaila; Linenberger, Michael; Gooley, Ted; Holmberg, Leona

2013-05-01

To evaluate the effectiveness of ondansetron for the prevention of nausea and vomiting from dimethylsulfoxide (DMSO) during autologous stem cell transplantation (ASCT) infusion. Nonrandomized cohort using historical control. Comprehensive cancer center outpatient infusion department. 50 patients receiving ASCT in the outpatient setting. Patients were assessed for nausea and vomiting on their infusion day using the Multinational Association of Supportive Care in Cancer Antiemesis Tool (MAT) at arrival, pre-ASCT infusion, pre-ondansetron administration, prior to the first bag, and after each bag of stem cells. A standard script was used to ensure consistency. Ondansetron, 16 mg IV, was administered 30-90 minutes prior to each ASCT infusion. Number and volume of stem cells bags, as well as infusion rate and emesis episodes, were recorded. Nausea scores and vomiting episodes were compared to historical data. Subjectivity of nausea, potential Hawthorne Effect. Forty-five percent of patients had an MAT score greater than 2 on arrival, decreasing to 18% after receiving ondansetron before the first bag. Twenty-four percent had MAT increases of more than two points by infusion end compared to 58% in the historic control group. Eighteen percent of patients vomited compared to 28% of historic controls. The administration of 16 mg of IV ondansetron significantly reduced DMSO-related nausea and episodes of vomiting in patients receiving ASCT. Prophylactic administration of ondansetron had a positive effect on reducing nausea symptoms and episodes of vomiting during ASCT infusions. These results prompted a change in clinical practice. More research is required to determine whether the inclusion of other antiemetic agents would provide even greater benefit. To date, no other published studies have explored the benefits of premedicating patients with ondansetron prior to ASCT infusions. This study is the first to establish efficacy of ondansetron for an unlabeled indication. These

Temporal frequency probing for 5D transient analysis of global light transport

KAUST Repository

O'Toole, Matthew

2014-07-27

We analyze light propagation in an unknown scene using projectors and cameras that operate at transient timescales. In this new photography regime, the projector emits a spatio-temporal 3D signal and the camera receives a transformed version of it, determined by the set of all light transport paths through the scene and the time delays they induce. The underlying 3D-to-3D transformation encodes scene geometry and global transport in great detail, but individual transport components (e.g., direct reflections, inter-reflections, caustics, etc.) are coupled nontrivially in both space and time. To overcome this complexity, we observe that transient light transport is always separable in the temporal frequency domain. This makes it possible to analyze transient transport one temporal frequency at a time by trivially adapting techniques from conventional projector-to-camera transport. We use this idea in a prototype that offers three never-seen-before abilities: (1) acquiring time-of-flight depth images that are robust to general indirect transport, such as interreflections and caustics; (2) distinguishing between direct views of objects and their mirror reflection; and (3) using a photonic mixer device to capture sharp, evolving wavefronts of "light-in-flight".

Lagrangian transport model forecasts and a transport climatology for the Intercontinental Transport and Chemical Transformation 2002 (ITCT 2K2) measurement campaign

Science.gov (United States)

Forster, Caroline; Cooper, Owen; Stohl, Andreas; Eckhardt, Sabine; James, Paul; Dunlea, Edward; Nicks, Dennis K.; Holloway, John S.; Hübler, Gerd; Parrish, David D.; Ryerson, Tom B.; Trainer, Michael

2004-04-01

On the basis of Lagrangian tracer transport simulations this study presents an intercontinental transport climatology and tracer forecasts for the Intercontinental Transport and Chemical Transformation 2002 (ITCT 2K2) aircraft measurement campaign, which took place at Monterey, California, in April-May 2002 to measure Asian pollution arriving at the North American West Coast. For the climatology the average transport of an Asian CO tracer was calculated over a time period of 15 years using the particle dispersion model FLEXPART. To determine by how much the transport from Asia to North America during ITCT 2K2 deviated from the climatological mean, the 15-year average for April and May was compared with the average for April and May 2002 and that for the ITCT 2K2 period. It was found that 8% less Asian CO tracer arrived at the North American West Coast during the ITCT 2K2 period compared to the climatological mean. Below 8-km altitude, the maximum altitude of the research aircraft, 13% less arrived. Nevertheless, pronounced layers of Asian pollution were measured during 3 of the 13 ITCT 2K2 flights. FLEXPART was also successfully used as a forecasting tool for the flight planning during ITCT 2K2. It provided 3-day forecasts for three different anthropogenic CO tracers originating from Asia, North America, and Europe. In two case studies the forecast abilities of FLEXPART are analyzed and discussed by comparing the forecasts with measurement data and infrared satellite images. The model forecasts underestimated the measured CO enhancements by about a factor of 4, mainly because of an underestimation of the Asian emissions in the emission inventory and because of biomass-burning influence that was not modeled. Nevertheless, the intercontinental transport and dispersion of pollution plumes were qualitatively well predicted, and on the basis of the model results the aircraft could successfully be guided into the polluted air masses.

Utilization of Flexible Airspace Structure in Flight Efficiency Optimization

Directory of Open Access Journals (Sweden)

Tomislav Mihetec

2013-04-01

Full Text Available With increasing air traffic demand in the Pan-European airspace there is a need for optimizing the use of the airspace structure (civilian and military in a manner that would satisfy the requirements of civil and military users. In the area of Europe with the highest levels of air traffic (Core area 32% of the volume of airspace above FL 195 is shared by both civil and military users. Until the introduction of the concept of flexible use of airspace, flexible airspace structures were 24 hours per day unavailable for commercial air transport. Flexible use of airspace concept provides a substantial level of dynamic airspace management by the usage of conditional routes. This paper analyses underutilization of resources, flexible airspace structures in the Pan-European airspace, especially in the south-eastern part of the traffic flows (East South Axis, reducing the efficiency of flight operations, as result of delegating the flexible structures to military users. Based on previous analysis, utilization model for flexible use of airspace is developed (scenarios with defined airspace structure. The model is based on the temporal, vertical, and modular airspace sectorisation parameters in order to optimize flight efficiency. The presented model brings significant improvement in flight efficiency (in terms of reduced flight distance for air carriers that planned to fly through the selected flexible airspace structure (LI_RST-49.

Flight delay performance at Hartsfield-Jackson Atlanta International Airport

Directory of Open Access Journals (Sweden)

Grigoriy Yablonsky

2014-01-01

Full Text Available Purpose: The main objective of this paper is to determine the annual cyclical flight delays at Hartsfield-Jackson Atlanta International Airport. Then using other data such as annual precipitation, passenger and aircraft traffic volumes and other factors, we attempted to correlate these factors with overall delays. These data could assist airport management in predicting periods of flight delay.Design/methodology/approach: Data were taken and analyzed from the data base “Research and Innovation Technology Administration” (RITA for the years 2005-2011 for Hartsfield-Jackson Atlanta International Airport. The data included 2.8 million flights originating and departing from this airport. Data were also gathered from the National Oceanic and Atmospheric Administration (NOAA showing precipitation. Additional data were gathered from the FAA regarding delay causes, number and types of delays and changes to the infrastructure of ATL airportFindings: There is a repeatable annual pattern of delays at ATL that can be modeled using delay data from the Bureau of Transportation Statistics. This pattern appears to be caused primarily by the frequency and amount of precipitation that falls at ATL and by the amount of flights that arrive and depart at ATL.Originality/value: This information could assist airport operations personnel, FAA air traffic controllers and airlines in anticipating and mitigating delays at specific times of the year.

Optimization Based Clearance of Flight Control Laws A Civil Aircraft Application

CERN Document Server

Hansson, Anders; Puyou, Guilhem

2012-01-01

This book summarizes the main achievements of the EC funded 6th Framework Program project COFCLUO – Clearance of Flight Control Laws Using Optimization. This project successfully contributed to the achievement of a top-level objective to meet society’s needs for a more efficient, safer and environmentally friendly air transport by providing new techniques and tools for the clearance of flight control laws. This is an important part of the certification and qualification process of an aircraft – a costly and time-consuming process for the aeronautical industry.   The overall objective of the COFCLUO project was to develop and apply optimization techniques to the clearance of flight control laws in order to improve efficiency and reliability. In the book, the new techniques are explained and benchmarked against traditional techniques currently used by the industry. The new techniques build on mathematical criteria derived from the certification and qualification requirements together with suitable models...

From Research to Flight: Thinking About Implementation While Performing Fundamental Research

Science.gov (United States)

Johnson, Les

2010-01-01

This slide presentation calls for a strategy to implement new technologies. Such a strategy would allow advanced space transportation technologies to mature for exploration beyond Earth orbit. It discusses the difference between technology push versus technology pull. It also reviews the three basic technology readiness levels (TRL). The presentation traces examples of technology development to flight application: the Space Shuttle Main Engine Advanced Health Management System, the Friction Stir Welding technology the (auto-adjustable pin tool). A couple of technologies currently not in flight, but are being reviewed for potential use are: cryogenic fluid management (CFM), and solar sail propulsion. There is also an attempt to explain why new technologies are so difficult to field.

Manpower Requirements for Air Traffic Control and Flight Service Specialists in Indiana.

Science.gov (United States)

Purdue Univ., Lafayette, IN. Office of Manpower Studies.

As of January 1, 1968 the Federal Aviation Administration (FAA) of the United States Department of Transportation employed 6,963 controllers in airport towers, 7,617 controllers in Air Route Traffic Control Centers, and 4,459 flight service specialists at airport locations. Projected needs are as follows: (1) Controllers in airport towers:…

Investigations into a potential laser-NASP transport technology

Science.gov (United States)

1990-01-01

Laser propelled flight/transport technology is surveyed. A detailed conceptual design is presented for an on-place Mercury-Lightcraft: other designs are briefly explored for larger, 15-place Executive Lightcraft, and 150 to 350 passenger Jumbo Lightcraft.

Investigation of tracer emission and transport in GEOS-5 during ARCTAS

Science.gov (United States)

Bian, H.; Chin, M.; Kawa, S. R.; Colarco, P. R.; Nielsen, E.; Pawson, S.; Kucsera, T.; da Silva, A.; Chu, A. D.

2009-12-01

We examine the emission and transport of trace gases and their impact on the Arctic environment during two ARCTAS flights. One captures Asian anthropogenic pollution and one focuses on the impact of biomass burning. Three approaches are used in our study. First, the comparison of GEOS5 CO and aerosol with observations from the two ARCTAS flights provides evaluation of the model’s sources, sinks, chemistry, and transport. Second, backward trajectories from the aircraft measurements trace the pollutant samples to their source regions and forward trajectories applied to the emissions at the pollutant origin target the final destination of the pollutant. Third, a high meridonal index (HMI) approach, which emphasizes the part of a blocking where the jet stream curves northwards, will be used to link the long-range pollutant transport from northern hemispheric mid-latitudes to the Arctic region.

Modified ECC ozone sonde for long-duration flights aboard isopicnic drifting balloons

Science.gov (United States)

Gheusi, Francois; Durand, Pierre; Verdier, Nicolas; Dulac, François; Attié, Jean-Luc; Commun, Philippe; Barret, Brice; Basdevant, Claude; Clénet, Antoine; Fontaine, Alain; Jambert, Corinne; Meyerfeld, Yves; Roblou, Laurent; Tocquer, Flore

2015-04-01

Since few years, the French space agency CNES has developed boundary-layer pressurized balloons (BLPB) with the capability to transport scientific payloads at isopicnic level over very long distances and durations (up to several weeks in absence of navigation limits). However, the autonomy of conventional electrochemical concentration cell (ECC) ozone sondes, that are widely used for tropospheric and stratospheric soundings, is limited to few hours due to power consumption and electrolyte evaporation (owing to air bubbling in the cathode solution). In collaboration with the French research community, CNES has developed a new ozone payload suited for long duration flights aboard BLPB. The mechanical elements (Teflon pump and motor) and the electrochemical cell of conventional ECC sondes have been kept but the electronic implementation is entirely new. The main feature is the possibility of programming periodic measurement sequences -- with possible remote control during the flight. To increase the ozone sonde autonomy, a strategy has been adopted of short measurement sequences (typically 2-3 min) regularly spaced in time (e.g. every 15 min, which is usually sufficient for air quality studies). The rest of the time, the sonde is at rest (pump motor off). The response time of an ECC sonde to an ozone concentration step is below one minute. Consequently, the measurement sequence is typically composed of a one-minute spin-up period after the pump has been turned on, followed by a one- to two-minute acquisition period. All time intervals can be adjusted before and during the flight. Results of a preliminary ground-based test in spring 2012 are first presented. The sonde provided correct ozone concentrations against a reference UV analyzer every 15 minutes during 4 days. Then we illustrate results from 16 BLBP flights launched in the low troposphere over the Mediterranean during summer field campaings in 2012 and 2013 (TRAQA and ChArMEx programmes). BLPB drifting

A Survey of Open-Source UAV Flight Controllers and Flight Simulators

DEFF Research Database (Denmark)

Ebeid, Emad Samuel Malki; Skriver, Martin; Terkildsen, Kristian Husum

2018-01-01

, which are all tightly linked to the UAV flight controller hardware and software. The lack of standardization of flight controller architectures and the use of proprietary closed-source flight controllers on many UAV platforms, however, complicates this work: solutions developed for one flight controller...... may be difficult to port to another without substantial extra development and testing. Using open-source flight controllers mitigates some of these challenges and enables other researchers to validate and build upon existing research. This paper presents a survey of the publicly available open...

The role of situation assessment and flight experience in pilots' decisions to continue visual flight rules flight into adverse weather.

Science.gov (United States)

Wiegmann, Douglas A; Goh, Juliana; O'Hare, David

2002-01-01

Visual flight rules (VFR) flight into instrument meteorological conditions (IMC) is a major safety hazard in general aviation. In this study we examined pilots' decisions to continue or divert from a VFR flight into IMC during a dynamic simulation of a cross-country flight. Pilots encountered IMC either early or later into the flight, and the amount of time and distance pilots flew into the adverse weather prior to diverting was recorded. Results revealed that pilots who encountered the deteriorating weather earlier in the flight flew longer into the weather prior to diverting and had more optimistic estimates of weather conditions than did pilots who encountered the deteriorating weather later in the flight. Both the time and distance traveled into the weather prior to diverting were negatively correlated with pilots' previous flight experience. These findings suggest that VFR flight into IMC may be attributable, at least in part, to poor situation assessment and experience rather than to motivational judgment that induces risk-taking behavior as more time and effort are invested in a flight. Actual or potential applications of this research include the design of interventions that focus on improving weather evaluation skills in addition to addressing risk-taking attitudes.

Flight Testing and Real-Time System Identification Analysis of a UH-60A Black Hawk Helicopter with an Instrumented External Sling Load

Science.gov (United States)

McCoy, Allen H.

1998-01-01

Helicopter external air transportation plays an important role in today's world. For both military and civilian helicopters, external sling load operations offer an efficient and expedient method of handling heavy, oversized cargo. With the ability to reach areas otherwise inaccessible by ground transportation, helicopter external load operations are conducted in industries such as logging, construction, and fire fighting, as well as in support of military tactical transport missions. Historically, helicopter and load combinations have been qualified through flight testing, requiring considerable time and cost. With advancements in simulation and flight test techniques there is potential to substantially reduce costs and increase the safety of helicopter sling load certification. Validated simulation tools make possible accurate prediction of operational flight characteristics before initial flight tests. Real time analysis of test data improves the safety and efficiency of the testing programs. To advance these concepts, the U.S. Army and NASA, in cooperation with the Israeli Air Force and Technion, under a Memorandum of Agreement, seek to develop and validate a numerical model of the UH-60 with sling load and demonstrate a method of near real time flight test analysis. This thesis presents results from flight tests of a U.S. Army Black Hawk helicopter with various external loads. Tests were conducted as the U.S. first phase of this MOA task. The primary load was a container express box (CONEX) which contained a compact instrumentation package. The flights covered the airspeed range from hover to 70 knots. Primary maneuvers were pitch and roll frequency sweeps, steps, and doublets. Results of the test determined the effect of the suspended load on both the aircraft's handling qualities and its control system's stability margins. Included were calculations of the stability characteristics of the load's pendular motion. Utilizing CIFER(R) software, a method for near

A Simple Flight Mill for the Study of Tethered Flight in Insects.

Science.gov (United States)

Attisano, Alfredo; Murphy, James T; Vickers, Andrew; Moore, Patricia J

2015-12-10

Flight in insects can be long-range migratory flights, intermediate-range dispersal flights, or short-range host-seeking flights. Previous studies have shown that flight mills are valuable tools for the experimental study of insect flight behavior, allowing researchers to examine how factors such as age, host plants, or population source can influence an insects' propensity to disperse. Flight mills allow researchers to measure components of flight such as speed and distance flown. Lack of detailed information about how to build such a device can make their construction appear to be prohibitively complex. We present a simple and relatively inexpensive flight mill for the study of tethered flight in insects. Experimental insects can be tethered with non-toxic adhesives and revolve around an axis by means of a very low friction magnetic bearing. The mill is designed for the study of flight in controlled conditions as it can be used inside an incubator or environmental chamber. The strongest points are the very simple electronic circuitry, the design that allows sixteen insects to fly simultaneously allowing the collection and analysis of a large number of samples in a short time and the potential to use the device in a very limited workspace. This design is extremely flexible, and we have adjusted the mill to accommodate different species of insects of various sizes.

Prognostic value of unrelated atypical serum immunofixation patterns during multiple myeloma therapy.

Science.gov (United States)

Guimarães, Cristina; Bergantim, Rui; Ramalho, Renata; Couto, Nuno; Guimarães, João T; Trigo, Fernanda

2012-06-26

Autologous stem cell transplantation (ASCT) is the gold standard therapy for suitable multiple myeloma (MM) patients after induction with high dose therapy. To date, the evidence of a reliable marker of prognosis in these cases remains scarce. Our aim was to evaluate appearance of unrelated atypical serum immunofixation patterns (ASIPs) as a marker of prognosis in MM patients submitted to ASCT. We retrospectively analysed data from 65 patients. Interestingly, we observed that presence of ASIPs was associated with longer progression-free survival and longer overall survival. Our results suggested that presence of ASIPs could be a novel marker of good prognosis in MM patients submitted to ASCT.

Comparison of in-flight and ground-based simulator derived flying qualities and pilot performance for approach and landing tasks

Science.gov (United States)

Grantham, William D.; Williams, Robert H.

1987-01-01

For the case of an approach-and-landing piloting task emphasizing response to the landing flare, pilot opinion and performance parameters derived from jet transport aircraft six-degree-of-freedom ground-based and in-flight simulators were compared in order to derive data for the flight-controls/flying-qualities engineers. The data thus obtained indicate that ground simulation results tend to be conservative, and that the effect of control sensitivity is more pronounced for ground simulation. The pilot also has a greater tendency to generate pilot-induced oscillation in ground-based simulation than in flight.

An analysis of the application of AI to the development of intelligent aids for flight crew tasks

Science.gov (United States)

Baron, S.; Feehrer, C.

1985-01-01

This report presents the results of a study aimed at developing a basis for applying artificial intelligence to the flight deck environment of commercial transport aircraft. In particular, the study was comprised of four tasks: (1) analysis of flight crew tasks, (2) survey of the state-of-the-art of relevant artificial intelligence areas, (3) identification of human factors issues relevant to intelligent cockpit aids, and (4) identification of artificial intelligence areas requiring further research.

A Preliminary Evaluation of Supersonic Transport Category Vehicle Operations in the National Airspace System

Science.gov (United States)

Underwood, Matthew C.; Guminsky, Michael D.

2015-01-01

Several public sector businesses and government agencies, including the National Aeronautics and Space Administration are currently working on solving key technological barriers that must be overcome in order to realize the vision of low-boom supersonic flights conducted over land. However, once these challenges are met, the manner in which this class of aircraft is integrated in the National Airspace System may become a potential constraint due to the significant environmental, efficiency, and economic repercussions that their integration may cause. Background research was performed on historic supersonic operations in the National Airspace System, including both flight deck procedures and air traffic controller procedures. Using this information, an experiment was created to test some of these historic procedures in a current-day, emerging Next Generation Air Transportation System (NextGen) environment and observe the interactions between commercial supersonic transport aircraft and modern-day air traffic. Data was gathered through batch simulations of supersonic commercial transport category aircraft operating in present-day traffic scenarios as a base-lining study to identify the magnitude of the integration problems and begin the exploration of new air traffic management technologies and architectures which will be needed to seamlessly integrate subsonic and supersonic transport aircraft operations. The data gathered include information about encounters between subsonic and supersonic aircraft that may occur when supersonic commercial transport aircraft are integrated into the National Airspace System, as well as flight time data. This initial investigation is being used to inform the creation and refinement of a preliminary Concept of Operations and for the subsequent development of technologies that will enable overland supersonic flight.

Bat flight: aerodynamics, kinematics and flight morphology.

Science.gov (United States)

Hedenström, Anders; Johansson, L Christoffer

2015-03-01

Bats evolved the ability of powered flight more than 50 million years ago. The modern bat is an efficient flyer and recent research on bat flight has revealed many intriguing facts. By using particle image velocimetry to visualize wake vortices, both the magnitude and time-history of aerodynamic forces can be estimated. At most speeds the downstroke generates both lift and thrust, whereas the function of the upstroke changes with forward flight speed. At hovering and slow speed bats use a leading edge vortex to enhance the lift beyond that allowed by steady aerodynamics and an inverted wing during the upstroke to further aid weight support. The bat wing and its skeleton exhibit many features and control mechanisms that are presumed to improve flight performance. Whereas bats appear aerodynamically less efficient than birds when it comes to cruising flight, they have the edge over birds when it comes to manoeuvring. There is a direct relationship between kinematics and the aerodynamic performance, but there is still a lack of knowledge about how (and if) the bat controls the movements and shape (planform and camber) of the wing. Considering the relatively few bat species whose aerodynamic tracks have been characterized, there is scope for new discoveries and a need to study species representing more extreme positions in the bat morphospace. © 2015. Published by The Company of Biologists Ltd.

An electronic flight bag for NextGen avionics

Science.gov (United States)

Zelazo, D. Eyton

2012-06-01

The introduction of the Next Generation Air Transportation System (NextGen) initiative by the Federal Aviation Administration (FAA) will impose new requirements for cockpit avionics. A similar program is also taking place in Europe by the European Organisation for the Safety of Air Navigation (Eurocontrol) called the Single European Sky Air Traffic Management Research (SESAR) initiative. NextGen will require aircraft to utilize Automatic Dependent Surveillance-Broadcast (ADS-B) in/out technology, requiring substantial changes to existing cockpit display systems. There are two ways that aircraft operators can upgrade their aircraft in order to utilize ADS-B technology. The first is to replace existing primary flight displays with new displays that are ADS-B compatible. The second, less costly approach is to install an advanced Class 3 Electronic Flight Bag (EFB) system. The installation of Class 3 EFBs in the cockpit will allow aircraft operators to utilize ADS-B technology in a lesser amount of time with a decreased cost of implementation and will provide additional benefits to the operator. This paper describes a Class 3 EFB, the NexisTM Flight-Intelligence System, which has been designed to allow users a direct interface with NextGen avionics sensors while additionally providing the pilot with all the necessary information to meet NextGen requirements.

Selected Flight Test Results for Online Learning Neural Network-Based Flight Control System

Science.gov (United States)

Williams-Hayes, Peggy S.

2004-01-01

The NASA F-15 Intelligent Flight Control System project team developed a series of flight control concepts designed to demonstrate neural network-based adaptive controller benefits, with the objective to develop and flight-test control systems using neural network technology to optimize aircraft performance under nominal conditions and stabilize the aircraft under failure conditions. This report presents flight-test results for an adaptive controller using stability and control derivative values from an online learning neural network. A dynamic cell structure neural network is used in conjunction with a real-time parameter identification algorithm to estimate aerodynamic stability and control derivative increments to baseline aerodynamic derivatives in flight. This open-loop flight test set was performed in preparation for a future phase in which the learning neural network and parameter identification algorithm output would provide the flight controller with aerodynamic stability and control derivative updates in near real time. Two flight maneuvers are analyzed - pitch frequency sweep and automated flight-test maneuver designed to optimally excite the parameter identification algorithm in all axes. Frequency responses generated from flight data are compared to those obtained from nonlinear simulation runs. Flight data examination shows that addition of flight-identified aerodynamic derivative increments into the simulation improved aircraft pitch handling qualities.

14 CFR 121.412 - Qualifications: Flight instructors (airplane) and flight instructors (simulator).

Science.gov (United States)

2010-01-01

... (airplane) and flight instructors (simulator). 121.412 Section 121.412 Aeronautics and Space FEDERAL... OPERATIONS Training Program § 121.412 Qualifications: Flight instructors (airplane) and flight instructors (simulator). (a) For the purposes of this section and § 121.414: (1) A flight instructor (airplane) is a...

Overview of Pre-Flight Physical Training, In-Flight Exercise Countermeasures and the Post-Flight Reconditioning Program for International Space Station Astronauts

Science.gov (United States)

Kerstman, Eric

2011-01-01

International Space Station (ISS) astronauts receive supervised physical training pre-flight, utilize exercise countermeasures in-flight, and participate in a structured reconditioning program post-flight. Despite recent advances in exercise hardware and prescribed exercise countermeasures, ISS crewmembers are still found to have variable levels of deconditioning post-flight. This presentation provides an overview of the astronaut medical certification requirements, pre-flight physical training, in-flight exercise countermeasures, and the post-flight reconditioning program. Astronauts must meet medical certification requirements on selection, annually, and prior to ISS missions. In addition, extensive physical fitness testing and standardized medical assessments are performed on long duration crewmembers pre-flight. Limited physical fitness assessments and medical examinations are performed in-flight to develop exercise countermeasure prescriptions, ensure that the crewmembers are physically capable of performing mission tasks, and monitor astronaut health. Upon mission completion, long duration astronauts must re-adapt to the 1 G environment, and be certified as fit to return to space flight training and active duty. A structured, supervised postflight reconditioning program has been developed to prevent injuries, facilitate re-adaptation to the 1 G environment, and subsequently return astronauts to training and space flight. The NASA reconditioning program is implemented by the Astronaut Strength, Conditioning, and Rehabilitation (ASCR) team and supervised by NASA flight surgeons. This program has evolved over the past 10 years of the International Space Station (ISS) program and has been successful in ensuring that long duration astronauts safely re-adapt to the 1 g environment and return to active duty. Lessons learned from this approach to managing deconditioning can be applied to terrestrial medicine and future exploration space flight missions.

Advanced aircraft service life monitoring method via flight-by-flight load spectra

Science.gov (United States)

Lee, Hongchul

This research is an effort to understand current method and to propose an advanced method for Damage Tolerance Analysis (DTA) for the purpose of monitoring the aircraft service life. As one of tasks in the DTA, the current indirect Individual Aircraft Tracking (IAT) method for the F-16C/D Block 32 does not properly represent changes in flight usage severity affecting structural fatigue life. Therefore, an advanced aircraft service life monitoring method based on flight-by-flight load spectra is proposed and recommended for IAT program to track consumed fatigue life as an alternative to the current method which is based on the crack severity index (CSI) value. Damage Tolerance is one of aircraft design philosophies to ensure that aging aircrafts satisfy structural reliability in terms of fatigue failures throughout their service periods. IAT program, one of the most important tasks of DTA, is able to track potential structural crack growth at critical areas in the major airframe structural components of individual aircraft. The F-16C/D aircraft is equipped with a flight data recorder to monitor flight usage and provide the data to support structural load analysis. However, limited memory of flight data recorder allows user to monitor individual aircraft fatigue usage in terms of only the vertical inertia (NzW) data for calculating Crack Severity Index (CSI) value which defines the relative maneuver severity. Current IAT method for the F-16C/D Block 32 based on CSI value calculated from NzW is shown to be not accurate enough to monitor individual aircraft fatigue usage due to several problems. The proposed advanced aircraft service life monitoring method based on flight-by-flight load spectra is recommended as an improved method for the F-16C/D Block 32 aircraft. Flight-by-flight load spectra was generated from downloaded Crash Survival Flight Data Recorder (CSFDR) data by calculating loads for each time hack in selected flight data utilizing loads equations. From

Crew/Automation Interaction in Space Transportation Systems: Lessons Learned from the Glass Cockpit

Science.gov (United States)

Rudisill, Marianne

2000-01-01

The progressive integration of automation technologies in commercial transport aircraft flight decks - the 'glass cockpit' - has had a major, and generally positive, impact on flight crew operations. Flight deck automation has provided significant benefits, such as economic efficiency, increased precision and safety, and enhanced functionality within the crew interface. These enhancements, however, may have been accrued at a price, such as complexity added to crew/automation interaction that has been implicated in a number of aircraft incidents and accidents. This report briefly describes 'glass cockpit' evolution. Some relevant aircraft accidents and incidents are described, followed by a more detailed description of human/automation issues and problems (e.g., crew error, monitoring, modes, command authority, crew coordination, workload, and training). This paper concludes with example principles and guidelines for considering 'glass cockpit' human/automation integration within space transportation systems.

A flight-qualified RFQ for the BEAR project

International Nuclear Information System (INIS)

Schrage, D.; Young, L.; Campbell, B.; Billen, J.H.; Wangler, T.; Stovall, J.; Martinez, F.; Clark, W.; Gibbs, S.; Bolme, G.; O'Shea, P.; Lynch, M.; Devenport, J.; Rathke, J.; Micich, R.; Rose, J.; Richter, R.; Rosato, G.

1989-01-01

A 1-MeV, 30-mA, low-duty factor, 425-MHz RFQ has been designed and constructed for the BEAR (Beam Experiments Aboard a Rocket) Project by Los Alamos National Laboratory, Grumman Space Systems Division, and GAR Electroformers. The design of this 1-m-long, lightweight (<55-kg) accelerator is unique in that it was constructed of four copper-plated aluminum quadrants joined longitudinally by a room-temperature electroforming process to produce a monolithic structure. There are no rf, vacuum, or mechanical joints in the vane/cavity region of the accelerator. As part of the design/fabrication process, spark-test, cold, and engineering model RFQs were constructed and tested. The completed flight unit has successfully passed static structural and thermal tests as well as dynamic structural (shake) tests according to the launch, separation, and flight specifications. In addition, the rf field distributions and beam-transport characteristics have been measured and found to satisfy the design requirements. 12 refs., 2 figs., 3 tabs

USAF Flight Test Investigation of Focused Sonic Booms: Project Have Bears

Science.gov (United States)

Downing, Micah; Zamot, Noel; Moss, Chris; Morin, Daniel; Wolski, Ed; Chung, Sukhwan; Plotkin, Kenneth; Maglieri, Domenic

1996-01-01

Supersonic operations from military aircraft generate sonic booms that can affect people, animals and structures. A substantial experimental data base exists on sonic booms for aircraft in steady flight and confidence in the predictive techniques has been established. All the focus sonic boom data that are in existence today were collected during the 60's and 70's as part of the information base to the US Supersonic Transport program and the French Jericho studies for the Concorde. These experiments formed the data base to develop sonic boom propagation and prediction theories for focusing. There is a renewed interest in high-speed transports for civilian application. Moreover, today's fighter aircraft have better performance capabilities, and supersonic flights ars more common during air combat maneuvers. Most of the existing data on focus booms are related to high-speed civil operations such as transitional linear accelerations and mild turns. However, military aircraft operating in training areas perform more drastic maneuvers such as dives and high-g turns. An update and confirmation of USAF prediction capabilities is required to demonstrate the ability to predict and control sonic boom impacts, especially those produced by air combat maneuvers.

Effects of helicopter transport on red blood cell components.

Science.gov (United States)

Otani, Taiichi; Oki, Ken-ichi; Akino, Mitsuaki; Tamura, Satoru; Naito, Yuki; Homma, Chihiro; Ikeda, Hisami; Sumita, Shinzou

2012-01-01

There are no reported studies on whether a helicopter flight affects the quality and shelf-life of red blood cells stored in mannitol-adenine-phosphate. Seven days after donation, five aliquots of red blood cells from five donors were packed into an SS-BOX-110 container which can maintain the temperature inside the container between 2 °C and 6 °C with two frozen coolants. The temperature of an included dummy blood bag was monitored. After the box had been transported in a helicopter for 4 hours, the red blood cells were stored again and their quality evaluated at day 7 (just after the flight), 14, 21 and 42 after donation. Red blood cell quality was evaluated by measuring adenosine triphosphate, 2,3-diphosphoglycerate, and supernatant potassium, as well as haematocrit, intracellular pH, glucose, supernatant haemoglobin, and haemolysis rate at the various time points. During the experiment the recorded temperature remained between 2 and 6 °C. All data from the red blood cells that had undergone helicopter transportation were the same as those from a control group of red blood cell samples 7 (just after the flight), 14, 21, and 42 days after the donation. Only supernatant Hb and haemolysis rate 42 days after the donation were slightly increased in the helicopter-transported group of red blood cell samples. All other parameters at 42 days after donation were the same in the two groups of red blood cells. These results suggest that red blood cells stored in mannitol-adenine-phosphate are not significantly affected by helicopter transportation. The differences in haemolysis by the end of storage were small and probably not of clinical significance.

Pattern of employment and associated factors in long-term lymphoma survivors 10 years after high-dose chemotherapy with autologous stem cell transplantation.

Science.gov (United States)

Kiserud, C E; Fagerli, U-M; Smeland, K B; Fluge, Ø; Bersvendsen, H; Kvaløy, S; Holte, H; Dahl, A A

2016-05-01

Background This study examined employment patterns and associated factors in lymphoma survivors treated with high-dose chemotherapy with autologous stem cell transplantation (HDT-ASCT) from diagnosis to a follow-up survey at a mean of 10 years after HDT-ASCT. Patients and methods All lymphoma survivors aged ≥18 years at HDT-ASCT in Norway from 1987 to 2008, and alive at the end of 2011 were eligible for this cross-sectional study performed in 2012/2013. Participants completed a mailed questionnaire. Job status was dichotomized as either employed (paid work) or not-employed (disability and retirement pension, on economic support, home-makers, or students). Results The response rate was 78%, and the sample (N = 312) contained 60% men. Mean age at HDT-ASCT was 44.3 and at survey 54.0 years. At diagnosis 85% of survivors were employed, 77% before and 77% after HDT-ASCT, and 58% at follow-up. Forty seven percent of the survivors were employed at all time points. The not-employed group at survey was significantly older and included significantly more females than the employed group. No significant between-group differences were observed for lymphoma-related variables. Fatigue, mental distress and type D personality were significantly higher among those not-employed, while quality of life was significantly lower compared to the employed group. Older age at survey, being female, work ability and presence of type D personality remained significantly related to being not-employed at survey in the multivariable analysis. Conclusions Our findings show that not-employed long-term survivors after HDT-ASCT for lymphoma have more comorbidity, cognitive problems and higher levels of anxiety/depression than employed survivors. These factors should be checked and eventually treated in order to improve work ability.

R-hyper-CVAD versus R-CHOP/cytarabine with high-dose therapy and autologous haematopoietic stem cell support in fit patients with mantle cell lymphoma: 20 years of single-center experience.

Science.gov (United States)

Widmer, Fabienne; Balabanov, Stefan; Soldini, Davide; Samaras, Panagiotis; Gerber, Bernhard; Manz, Markus G; Goede, Jeroen S

2018-02-01

Standard of care for untreated mantle cell lymphoma (MCL) is still debated. At the University Hospital Zurich, advanced MCL in physically fit patients is treated either with rituximab plus cyclophosphamide, doxorubicin, vincristine and prednisone induction followed by consolidating high-dose chemotherapy and autologous stem cell support (R-CHOP/HD-ASCT), or with rituximab plus fractionated cyclophosphamide, vincristine, doxorubicin and dexamethasone alternating with high-dose methotrexate-cytarabine (R-hyper-CVAD/MTX-AraC) without consolidating HD-ASCT upon physicians' and patients' choice. We retrospectively analysed the outcome and therapy tolerance in patients with MCL treated with R-CHOP/HD-ASCT or R-hyper-CVAD/MTX-AraC at the University Hospital Zurich between January 1996 and January 2016. Forty-three patients were included; 29 patients received R-CHOP/HD-ASCT and 14 patients R-hyper-CVAD/MTX-AraC. Mean age at diagnosis was 54.4 years (range 38-68 years). Thirty-five patients (81.4%) completed the entire first-line therapy (n = 24 in the R-CHOP/HD-ASCT group, n = 11 in the R-hyper-CVAD group). Of those, all patients responded and 97% achieved a complete remission (CR). With a mean follow-up of 5.7 years 10-year progression-free survival (PFS) for all patients was 32% and overall survival (OS) was 76%, with no difference between the two therapy groups. Complication-induced hospitalisation rate, haematological toxicity and economic burden were significantly higher in the R-hyper-CVAD therapy group. In contrast, quality of life and global health state were better in the R-hyper-CVAD therapy group. Both first-line therapies showed similar outcome with a median OS longer than 10 years. Due to significantly lower haematological toxicity and lower economic burden, we recommend R-CHOP/HD-ASCT as first-line therapy in fit adult patients with advanced MCL.

Pilot simulation tests of propulsion control as backup to loss of primary flight controls for a mid-size jet transport

Science.gov (United States)

1995-12-01

Partial failures of aircraft primary flight-control systems and structural : damages to aircraft during flight have led to catastrophic accidents with : subsequent loss of life. These accidents can be prevented if sufficient : alternate control autho...

Addition of doxycycline to ciprofloxacin for infection prophylaxis during autologous stem cell transplants for multiple myeloma.

Science.gov (United States)

Sivik, J M; Davidson, J; Hale, C M; Drabick, J J; Talamo, G

2018-03-21

The most commonly used antibacterial prophylaxis during autologous stem cell transplants (ASCT) for multiple myeloma (MM) involves a fluoroquinolone, such as ciprofloxacin or levofloxacin. We assessed the impact of adding doxycycline to ciprofloxacin as routine antibacterial prophylaxis in these patients. We retrospectively reviewed electronic medical records and our ASCT database to analyze rates and types of bacterial infections in MM patients who underwent ASCT in our institution. Among 419 patients, 118 received ciprofloxacin alone (cipro group), and 301 ciprofloxacin and doxycycline (cipro-doxy group). Neutropenic fever (NF) developed in 63 (53%) and 108 (36%) patients of the cipro and cipro-doxy groups, respectively (p = 0.010). The number of documented bacteremic episodes was 13 (11%) and 14 (4.7%) in the two groups, respectively (p = 0.017). Antimicrobial resistance and Clostridium difficile infections were uncommon. Transplant-related mortality was 1% in both groups. The addition of doxycycline to standard prophylaxis with ciprofloxacin seems to reduce the number of NF episodes and documented bacterial infections in patients with MM undergoing ASCT, without increasing rate of serious complications.

Storage Information Management System (SIMS) Spaceflight Hardware Warehousing at Goddard Space Flight Center

Science.gov (United States)

Kubicko, Richard M.; Bingham, Lindy

1995-01-01

Goddard Space Flight Center (GSFC) on site and leased warehouses contain thousands of items of ground support equipment (GSE) and flight hardware including spacecraft, scaffolding, computer racks, stands, holding fixtures, test equipment, spares, etc. The control of these warehouses, and the management, accountability, and control of the items within them, is accomplished by the Logistics Management Division. To facilitate this management and tracking effort, the Logistics and Transportation Management Branch, is developing a system to provide warehouse personnel, property owners, and managers with storage and inventory information. This paper will describe that PC-based system and address how it will improve GSFC warehouse and storage management.

Regulating private human suborbital flight at the international and European level: Tendencies and suggestions

Science.gov (United States)

Masson-Zwaan, Tanja; Moro-Aguilar, Rafael

2013-12-01

In the context of the FAST20XX project (Future High-Altitude High-Speed Transport) that started in 2009 under the 7th Framework Programme of the European Union (EU), the authors reexamined the legal status of private human suborbital flight, and researched whether it might be regulated as aviation or as spaceflight. International space law is ambiguous as to accommodating suborbital activities. While some provisions of the UN outer space treaties would seem to exclude them, generally there is not any explicit condition in terms of reaching orbit as a requirement for application. International air law presents equal difficulties in dealing with this activity. The classic definition of "aircraft" as contained in the Annexes to the Chicago Convention does not really encompass the kind of rocket-powered vehicles that are envisaged here. As a result, it is unclear whether the United Nations Committee on the Peaceful Uses of Outer Space (COPUOS), the International Civil Aviation Organization (ICAO), or both could be involved in an eventual international regulation of suborbital flight. In the absence of a uniform international regime, each state has the sovereign right to regulate human suborbital flights operating within its airspace. So far, two practical solutions have been realised or proposed, and will be analyzed. On the one hand, the USA granted power for regulation and licensing over private human suborbital flight to the Office of Commercial Space Transportation of the Federal Aviation Administration (FAA/AST). Subsequent regulations by the FAA have set out a series of requirements for companies that want to operate these flights, enabling a market to develop. On the other side of the Atlantic, both the European Space Agency (ESA) and a group of representatives of the European Aviation Safety Agency (EASA) of the European Union (EU) seem to rather regard this activity as aviation, potentially subject to the regulation and certification competences of EASA

76 FR 64229 - Function and Reliability Flight Testing for Turbine-Powered Airplanes Weighing 6,000 Pounds or Less

Science.gov (United States)

2011-10-18

... F & R flight testing regardless of the airplane's systems complexity or level of automation. After... than some transport category airplanes of the 1960s and earlier. The NPRM contains more of the...

Direct Observation of Long-Range Transport Using Continuously Sounding Balloons and Near-Real-Time Trajectory Modeling

Science.gov (United States)

Voss, P. B.; Zaveri, R. A.; Berkowitz, C. M.

2009-12-01

Controlled Meteorological (CMET) balloons have been used in several recent studies to measure long-range transport over periods as long as 30 hours and distances up to 1000 kilometers. By repeatedly performing shallow soundings as they drift, CMET balloons can quantify evolving atmospheric structure, mixing events, shear advection, and dispersion during transport. In addition, the quasi-Lagrangian wind profiles can be used to drive a multi-layer trajectory model in which the advected air parcels follow the underlying terrain, or are constrained by altitude, potential temperature, or tracer concentration. Data from a coordinated balloon-aircraft study of long range transport over Texas (SETTS 2005) show that the reconstructed trajectories accurately track residual-layer urban outflow (and at times even its fine-scale structure) over distances of many hundreds of kilometers. The reconstructed trajectories and evolving profile visualizations are increasingly being made available in near-real time during balloon flights, supporting data-driven flight planning and sophisticated process studies relevant to atmospheric chemistry and climate. Multilayer trajectories (black grids) derived from CMET balloon flight paths (grey lines) for a transport event across Texas in 2005.

Flight Planning

Science.gov (United States)

1991-01-01

Seagull Technology, Inc., Sunnyvale, CA, produced a computer program under a Langley Research Center Small Business Innovation Research (SBIR) grant called STAFPLAN (Seagull Technology Advanced Flight Plan) that plans optimal trajectory routes for small to medium sized airlines to minimize direct operating costs while complying with various airline operating constraints. STAFPLAN incorporates four input databases, weather, route data, aircraft performance, and flight-specific information (times, payload, crew, fuel cost) to provide the correct amount of fuel optimal cruise altitude, climb and descent points, optimal cruise speed, and flight path.

Flight Planning in the Cloud

Science.gov (United States)

Flores, Sarah L.; Chapman, Bruce D.; Tung, Waye W.; Zheng, Yang

2011-01-01

This new interface will enable Principal Investigators (PIs), as well as UAVSAR (Uninhabited Aerial Vehicle Synthetic Aperture Radar) members to do their own flight planning and time estimation without having to request flight lines through the science coordinator. It uses an all-in-one Google Maps interface, a JPL hosted database, and PI flight requirements to design an airborne flight plan. The application will enable users to see their own flight plan being constructed interactively through a map interface, and then the flight planning software will generate all the files necessary for the flight. Afterward, the UAVSAR team can then complete the flight request, including calendaring and supplying requisite flight request files in the expected format for processing by NASA s airborne science program. Some of the main features of the interface include drawing flight lines on the map, nudging them, adding them to the current flight plan, and reordering them. The user can also search and select takeoff, landing, and intermediate airports. As the flight plan is constructed, all of its components are constantly being saved to the database, and the estimated flight times are updated. Another feature is the ability to import flight lines from previously saved flight plans. One of the main motivations was to make this Web application as simple and intuitive as possible, while also being dynamic and robust. This Web application can easily be extended to support other airborne instruments.

Helicopter emergency medical service patient transport safe at night?

NARCIS (Netherlands)

Peters, J.H.; Wageningen, B. van; Hoogerwerf, N.; Biert, J.

2014-01-01

OBJECTIVE: Dutch helicopter emergency medical services are available 24/7. Working without daylight brings additional challenges, both in patient care and in-flight operation. We retrospectively evaluated the safety of this nighttime helicopter transportation of patients. METHODS: Our helicopter

Advanced Transport Operating System (ATOPS) color displays software description microprocessor system

Science.gov (United States)

Slominski, Christopher J.; Plyler, Valerie E.; Dickson, Richard W.

1992-01-01

This document describes the software created for the Sperry Microprocessor Color Display System used for the Advanced Transport Operating Systems (ATOPS) project on the Transport Systems Research Vehicle (TSRV). The software delivery known as the 'baseline display system', is the one described in this document. Throughout this publication, module descriptions are presented in a standardized format which contains module purpose, calling sequence, detailed description, and global references. The global reference section includes procedures and common variables referenced by a particular module. The system described supports the Research Flight Deck (RFD) of the TSRV. The RFD contains eight cathode ray tubes (CRTs) which depict a Primary Flight Display, Navigation Display, System Warning Display, Takeoff Performance Monitoring System Display, and Engine Display.

Treatment outcome and prognostic factor analysis in transplant-eligible Chinese myeloma patients receiving bortezomib-based induction regimens including the staged approach, PAD or VTD

Directory of Open Access Journals (Sweden)

Chim Chor

2012-06-01

Full Text Available Abstract Background We have reported promising outcomes using a staged approach, in which bortezomib/thalidomide/dexamethasone was used only in 14 patients with suboptimal response to VAD (vincristine/adriamycin/dexamethasone before autologous stem cell transplantation (ASCT. Here we compared the outcomes of the staged approach with frontline PAD (bortezomib/doxorubicin/dexamethasone or VTD (bortezomib/thalidomide/dexamethasone induction, and analysed prognostic factors for outcome. Patients and methods Ninety-one transplant-eligible Chinese patients received three induction regimens prior to ASCT [staged approach (N = 25, PAD (N = 31, VTD (N = 35]. and received thalidomide maintenance for 2 years post-ASCT. Results 43 (47.3% patients had International Staging System (ISS III disease. By an intention-to-treat analysis, the overall CR/nCR rate were 37.4% post-induction, and 62.6% post-ASCT. Five-year overall (OS and event-free (EFS survivals were 66% and 45.1%. There was no difference of the post-induction CR/nCR rate, EFS or OS between patients induced by these three regimens. Moreover, ISS III disease did not affect CR/nCR rates. Multivariate analysis showed that ISS and post-ASCT CR/nCR impacted OS while ISS and post-induction CR/nCR impacted EFS. Conclusions These three induction regimens produced comparable and favorable outcomes in myeloma. The unfavorable outcome of ISS stage III persisted despite upfront/early use of bortezomib. CR/nCR predicted favorable survivals.

75 FR 18134 - Function and Reliability Flight Testing for Turbine-Powered Airplanes Weighing 6,000 Pounds or Less

Science.gov (United States)

2010-04-09

... undergo F & R flight testing regardless of the airplane's systems complexity or level of automation. After... airplanes that weigh 6,000 pounds or less to be more complex and integrated than some transport category...

Flight-induced inhibition of the cerebral median peptidergic neurosecretory system in Locusta migratoria

International Nuclear Information System (INIS)

Diederen, J.H.; van Etten, E.W.; Biegstraaten, A.I.; Terlou, M.; Vullings, H.G.; Jansen, W.F.

1988-01-01

This study discusses the effects of a 1-hr period of flight on the peptidergic pars intercerebralis (PI)-corpus cardiacum storage part (CCS) system in male Locusta migratoria, particularly the effect on material in this system stained by a histochemical method for peptidergic neurosecretory material (NSM) or labeled by in vivo incorporation of radioactive amino acid molecules. By use of an automatic image analysis system a number of parameters of the stained or radioactively labeled substances were measured to quantify the flight-induced effects and to get information on the manner in which the neurosecretory cell bodies in the PI and their axonal endings in the CCS accommodate changing amounts of NSM. The CCS of flown locusts contained distinctly more stained and radioactively labeled substances than the CCS of unflown locusts. A tendency to similar differences was observed in the cluster of neurosecretory cell bodies in the PI. The results indicate that 1 hr flight inhibited the release of NSM by the PI-CCS system. After the onset of reduced release activity by flight, some NSM continued to be synthesized and transported from the PI to the CCS, gradually filling up and expanding the entire PI-CCS system, the NSM at the same time becoming more and more densely packed. It is concluded that the peptidergic PI-CCS system is not actively involved in the control of flight metabolism or flight behavior

Soyuz Spacecraft Transported to Launch Pad

Science.gov (United States)

2003-01-01

The Soyuz TMA-3 spacecraft and its booster rocket (rear view) is shown on a rail car for transport to the launch pad where it was raised to a vertical launch position at the Baikonur Cosmodrome, Kazakhstan on October 16, 2003. Liftoff occurred on October 18th, transporting a three man crew to the International Space Station (ISS). Aboard were Michael Foale, Expedition-8 Commander and NASA science officer; Alexander Kaleri, Soyuz Commander and flight engineer, both members of the Expedition-8 crew; and European Space agency (ESA) Astronaut Pedro Duque of Spain. Photo Credit: 'NASA/Bill Ingalls'

Active transmembrane drug transport in microgravity: a validation study using an ABC transporter model [v1; ref status: indexed, http://f1000r.es/41n

Directory of Open Access Journals (Sweden)

Sergi Vaquer

2014-08-01

Full Text Available Abstract Microgravity has been shown to influence the expression of ABC (ATP-Binding Cassette transporters in bacteria, fungi and mammals, but also to modify the activity of certain cellular components with structural and functional similarities to ABC transporters. Changes in activity of ABC transporters could lead to important metabolic disorders and undesired pharmacological effects during spaceflights. However, no current means exist to study the functionality of these transporters in microgravity. To this end, a Vesicular Transport Assay® (Solvo Biotechnology, Hungary was adapted to evaluate multi-drug resistance-associated protein 2 (MRP2 trans-membrane estradiol-17-β-glucuronide (E17βG transport activity, when activated by adenosine-tri-phosphate (ATP during parabolic flights. Simple diffusion, ATP-independent transport and benzbromarone inhibition were also evaluated. A high accuracy engineering system was designed to perform, monitor and synchronize all procedures. Samples were analysed using a validated high sensitivity drug detection protocol. Experiments were performed in microgravity during parabolic flights, and compared to 1g on ground results using identical equipment and procedures in all cases. Our results revealed that sufficient equipment accuracy and analytical sensitivity were reached to detect transport activity in both gravitational conditions. Additionally, transport activity levels of on ground samples were within commercial transport standards, proving the validity of the methods and equipment used. MRP2 net transport activity was significantly reduced in microgravity, so was signal detected in simple diffusion samples. Ultra-structural changes induced by gravitational stress upon vesicle membranes or transporters could explain the current results, although alternative explanations are possible. Further research is needed to provide a conclusive answer in this regard. Nevertheless, the present validated technology

Free Flight Ground Testing of ADEPT in Advance of the Sounding Rocket One Flight Experiment

Science.gov (United States)

Smith, B. P.; Dutta, S.

2017-01-01

The Adaptable Deployable Entry and Placement Technology (ADEPT) project will be conducting the first flight test of ADEPT, titled Sounding Rocket One (SR-1), in just two months. The need for this flight test stems from the fact that ADEPT's supersonic dynamic stability has not yet been characterized. The SR-1 flight test will provide critical data describing the flight mechanics of ADEPT in ballistic flight. These data will feed decision making on future ADEPT mission designs. This presentation will describe the SR-1 scientific data products, possible flight test outcomes, and the implications of those outcomes on future ADEPT development. In addition, this presentation will describe free-flight ground testing performed in advance of the flight test. A subsonic flight dynamics test conducted at the Vertical Spin Tunnel located at NASA Langley Research Center provided subsonic flight dynamics data at high and low altitudes for multiple center of mass (CoM) locations. A ballistic range test at the Hypervelocity Free Flight Aerodynamics Facility (HFFAF) located at NASA Ames Research Center provided supersonic flight dynamics data at low supersonic Mach numbers. Execution and outcomes of these tests will be discussed. Finally, a hypothesized trajectory estimate for the SR-1 flight will be presented.

Aeromedical transport of a patient with massive chylothorax following pneumonectomy for mesothelioma.

Science.gov (United States)

Deviri, Ehud; Caine, Yehezkel; Henig-Hadar, Avinoam; Saute, Milton; Ish Tov, Eytan

2009-11-01

Long-distance transportation of a patient in an unstable condition is a challenging operation. When circumstances require using a commercial flight it is even more so. A 57-yr-old man in Israel underwent extrapleural pneumonectomy for mesothelioma, following which he developed a massive chylothorax of more than 6 L x d(-1). Due to the failure of medical treatment and the high operative risk under such conditions, it was decided to transfer him to the United States by commercial flight for a percutaneous, fluoroscopy-guided closure of the thoracic duct. The patient was accompanied by a physician and a nonmedical assistant and occupied a first-class seat enclosed by curtains. He arrived at the departure airport in a hypovolemic state with low cardiac output and blood pressure of 78/60 Torr. During the flight he was treated with intravenous fluids, chest physiotherapy, and oxygen. In addition, fibrin clots blocked the drainage system on two occasions, requiring corrective action. On arrival in the United States the patient's condition had improved: his blood pressure was 123/91 Torr with a capillary oxygen saturation of 95% without supplementary oxygen. During the 18 h in transit (11 h in flight) he had lost more than 5 L of lymph. Under carefully controlled circumstances it is possible to use commercial flights to transport patients whose condition is unstable and complicated. Safety can be increased by focusing on the specific problems associated with the clinical condition and anticipating possible adverse events during the flight.

Anesthesia and critical-care delivery in weightlessness: A challenge for research in parabolic flight analogue space surgery studies

Science.gov (United States)

Ball, Chad G.; Keaney, Marilyn A.; Chun, Rosaleen; Groleau, Michelle; Tyssen, Michelle; Keyte, Jennifer; Broderick, Timothy J.; Kirkpatrick, Andrew W.

2010-03-01

BackgroundMultiple nations are actively pursuing manned exploration of space beyond low-earth orbit. The responsibility to improve surgical care for spaceflight is substantial. Although the use of parabolic flight as a terrestrial analogue to study surgery in weightlessness (0 g) is well described, minimal data is available to guide the appropriate delivery of anesthesia. After studying anesthetized pigs in a 0 g parabolic flight environment, our group developed a comprehensive protocol describing prolonged anesthesia in a parabolic flight analogue space surgery study (PFASSS). Novel challenges included a physically remote vivarium, prolonged (>10 h) anesthetic requirements, and the provision of veterinary operating room/intensive care unit (ICU) equivalency on-board an aircraft with physical dimensions of ethical approval, multiple ground laboratory sessions were conducted with combinations of anesthetic, pre-medication, and induction protocols on Yorkshire-cross specific pathogen-free (SPF) pigs. Several constant rate infusion (CRI) intravenous anesthetic combinations were tested. In each regimen, opioids were administered to ensure analgesia. Ventilation was supported mechanically with blended gradients of oxygen. The best performing terrestrial 1 g regime was flight tested in parabolic flight for its effectiveness in sustaining optimal and prolonged anesthesia, analgesia, and maintaining hemodynamic stability. Each flight day, a fully anesthetized, ventilated, and surgically instrumented pig was transported to the Flight Research Laboratory (FRL) in a temperature-controlled animal ambulance. A modular on-board surgical/ICU suite with appropriate anesthesia/ICU and surgical support capabilities was employed. ResultsThe mean duration of anesthesia (per flight day) was 10.28 h over four consecutive days. A barbiturate and ketamine-based CRI anesthetic regimen supplemented with narcotic analgesia by bolus administration offered the greatest prolonged hemodynamic

Flight control actuation system

Science.gov (United States)

Wingett, Paul T. (Inventor); Gaines, Louie T. (Inventor); Evans, Paul S. (Inventor); Kern, James I. (Inventor)

2006-01-01

A flight control actuation system comprises a controller, electromechanical actuator and a pneumatic actuator. During normal operation, only the electromechanical actuator is needed to operate a flight control surface. When the electromechanical actuator load level exceeds 40 amps positive, the controller activates the pneumatic actuator to offset electromechanical actuator loads to assist the manipulation of flight control surfaces. The assistance from the pneumatic load assist actuator enables the use of an electromechanical actuator that is smaller in size and mass, requires less power, needs less cooling processes, achieves high output forces and adapts to electrical current variations. The flight control actuation system is adapted for aircraft, spacecraft, missiles, and other flight vehicles, especially flight vehicles that are large in size and travel at high velocities.

Effects of helicopter transport on red blood cell components

Science.gov (United States)

Otani, Taiichi; Oki, Ken-ichi; Akino, Mitsuaki; Tamura, Satoru; Naito, Yuki; Homma, Chihiro; Ikeda, Hisami; Sumita, Shinzou

2012-01-01

Background There are no reported studies on whether a helicopter flight affects the quality and shelf-life of red blood cells stored in mannitol-adenine-phosphate. Materials and methods Seven days after donation, five aliquots of red blood cells from five donors were packed into an SS-BOX-110 container which can maintain the temperature inside the container between 2 °C and 6 °C with two frozen coolants. The temperature of an included dummy blood bag was monitored. After the box had been transported in a helicopter for 4 hours, the red blood cells were stored again and their quality evaluated at day 7 (just after the flight), 14, 21 and 42 after donation. Red blood cell quality was evaluated by measuring adenosine triphosphate, 2,3-diphosphoglycerate, and supernatant potassium, as well as haematocrit, intracellular pH, glucose, supernatant haemoglobin, and haemolysis rate at the various time points. Results During the experiment the recorded temperature remained between 2 and 6 °C. All data from the red blood cells that had undergone helicopter transportation were the same as those from a control group of red blood cell samples 7 (just after the flight), 14, 21, and 42 days after the donation. Only supernatant Hb and haemolysis rate 42 days after the donation were slightly increased in the helicopter-transported group of red blood cell samples. All other parameters at 42 days after donation were the same in the two groups of red blood cells. Discussion These results suggest that red blood cells stored in mannitol-adenine-phosphate are not significantly affected by helicopter transportation. The differences in haemolysis by the end of storage were small and probably not of clinical significance. PMID:22153688

Life science experiments during parabolic flight: The McGill experience

Science.gov (United States)

Watt, D. G. D.

1988-01-01

Over the past twelve years, members of the Aerospace Medical Research Unit of McGill University have carried out a wide variety of tests and experiments in the weightless condition created by parabolic flight. This paper discusses the pros and cons of that environment for the life scientist, and uses examples from the McGill program of the types of activities which can be carried out in a transport aircraft such as the NASA KC-135.

Aurora Flight Sciences' Perseus B Remotely Piloted Aircraft in Flight

Science.gov (United States)

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

Flight Testing an Iced Business Jet for Flight Simulation Model Validation

Science.gov (United States)

Ratvasky, Thomas P.; Barnhart, Billy P.; Lee, Sam; Cooper, Jon

2007-01-01

A flight test of a business jet aircraft with various ice accretions was performed to obtain data to validate flight simulation models developed through wind tunnel tests. Three types of ice accretions were tested: pre-activation roughness, runback shapes that form downstream of the thermal wing ice protection system, and a wing ice protection system failure shape. The high fidelity flight simulation models of this business jet aircraft were validated using a software tool called "Overdrive." Through comparisons of flight-extracted aerodynamic forces and moments to simulation-predicted forces and moments, the simulation models were successfully validated. Only minor adjustments in the simulation database were required to obtain adequate match, signifying the process used to develop the simulation models was successful. The simulation models were implemented in the NASA Ice Contamination Effects Flight Training Device (ICEFTD) to enable company pilots to evaluate flight characteristics of the simulation models. By and large, the pilots confirmed good similarities in the flight characteristics when compared to the real airplane. However, pilots noted pitch up tendencies at stall with the flaps extended that were not representative of the airplane and identified some differences in pilot forces. The elevator hinge moment model and implementation of the control forces on the ICEFTD were identified as a driver in the pitch ups and control force issues, and will be an area for future work.

Flight research and testing

Science.gov (United States)

Putnam, Terrill W.; Ayers, Theodore G.

1989-01-01

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

14 CFR 25.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of flight controls, engine... Design and Construction Fire Protection § 25.865 Fire protection of flight controls, engine mounts, and other flight structure. Essential flight controls, engine mounts, and other flight structures located in...

Methods for analysis of passenger trip performance in a complex networked transportation system

Science.gov (United States)

Wang, Danyi

2007-12-01

The purpose of the Air Transportation System (ATS) is to provide safe and efficient transportation service of passengers and cargo. The on-time performance of a passenger's trip is a critical performance measurement of the Quality of Service (QOS) provided by any Air Transportation System. QOS has been correlated with airline profitability, productivity, customer loyalty and customer satisfaction (Heskett et al. 1994). Btatu and Barnhart have shown that official government and airline on-time performance metrics (i.e. flight-centric measures of air transportation) fail to accurately reflect the passenger experience (Btatu and Barnhart, 2005). Flight-based metrics do not include the trip delays accrued by passengers who were re-booked due to cancelled flights or missed connections. Also, flight-based metrics do not quantify the magnitude of the delay (only the likelihood) and thus fails to provide the consumer with a useful assessment of the impact of a delay. Passenger-centric metrics have not been developed because of the unavailability of airline proprietary data, which is also protected by anti-trust collusion concerns and civil liberty privacy restrictions. Moveover, the growth of the ATS is trending out of the historical range. The objectives of this research were to (1) estimate ATS-wide passenger trip delay using publicly accessible flight data, and (2) investigate passenger trip dynamics out of the range of historical data by building a passenger flow simulation model to predict impact on passenger trip time given anticipated changes in the future. The first objective enables researchers to conduct historical analysis on passenger on-time performance without proprietary itinerary data, and the second objective enables researchers to conduct experiments outside the range of historic data. The estimated passenger trip delay was for 1,030 routes between the 35 busiest airports in the United States in 2006. The major findings of this research are listed as

Aircraft Accident Report; Uncontrolled Impact with Terrain, Fine Airlines Flight 101, Douglas DC-8-61, N27UA, Miami, Florida, August 7, 1997

Science.gov (United States)

1998-06-16

Transcolombiana de Carga ATI Air Transport International ATOS Air Transportation Oversight System ATP airline transport pilot CAM cockpit area microphone...495,000 fine against Aero Transcolombiana de Carga (ATC) for operating a DC-8-51 "over the weight limits set forth in its FAA-approved flight manual...PB98-910402 NTSB/AAR-98/02 DCA97MA059 NATIONAL TRANSPORTATION SAFETY BOARD WASHINGTON, D.C. 20594 AIRCRAFT ACCIDENT REPORT c>C== UNCONTROLLED IMPACT

An evaluation of flight path management automation in transport category aircraft

Science.gov (United States)

Chandra, D.; Bussolari, S. R.

1991-01-01

A desk-top simulation of a Boeing 757/767 Electronic Flight Instrumentation System (EFIS) and Control Display Unit (CDU) was used in an experiment to compare three modes of communication for the clearance amendment process: standard voice procedures, a textual delivery method, and a graphical delivery method. Eight qualified Boeing 757/767 pilots served as subjects. Each flew nine landing scenarios with three amendments given in each scenario. Both acceptable and unacceptable clearance amendments were presented in order to assess situational awareness. Times for comprehension and execution of the amendment were recorded along with workload ratings, responses to unacceptable amendments, and subjective impressions. The graphical mode was found to be superior in terms of the time measures and subjective ratings. No difference was found between the modes in the ability to detect unacceptable clearances.

L(sub 1) Adaptive Flight Control System: Flight Evaluation and Technology Transition

Science.gov (United States)

Xargay, Enric; Hovakimyan, Naira; Dobrokhodov, Vladimir; Kaminer, Isaac; Gregory, Irene M.; Cao, Chengyu

2010-01-01

Certification of adaptive control technologies for both manned and unmanned aircraft represent a major challenge for current Verification and Validation techniques. A (missing) key step towards flight certification of adaptive flight control systems is the definition and development of analysis tools and methods to support Verification and Validation for nonlinear systems, similar to the procedures currently used for linear systems. In this paper, we describe and demonstrate the advantages of L(sub l) adaptive control architectures for closing some of the gaps in certification of adaptive flight control systems, which may facilitate the transition of adaptive control into military and commercial aerospace applications. As illustrative examples, we present the results of a piloted simulation evaluation on the NASA AirSTAR flight test vehicle, and results of an extensive flight test program conducted by the Naval Postgraduate School to demonstrate the advantages of L(sub l) adaptive control as a verifiable robust adaptive flight control system.

Approaches in the determination of plant nutrient uptake and distribution in space flight conditions

Science.gov (United States)

Heyenga, A. G.; Forsman, A.; Stodieck, L. S.; Hoehn, A.; Kliss, M.

2000-01-01

The effective growth and development of vascular plants rely on the adequate availability of water and nutrients. Inefficiency in either the initial absorption, transportation, or distribution of these elements are factors which impinge on plant structure and metabolic integrity. The potential effect of space flight and microgravity conditions on the efficiency of these processes is unclear. Limitations in the available quantity of space-grown plant material and the sensitivity of routine analytical techniques have made an evaluation of these processes impractical. However, the recent introduction of new plant cultivating methodologies supporting the application of radionuclide elements and subsequent autoradiography techniques provides a highly sensitive investigative approach amenable to space flight studies. Experiments involving the use of gel based 'nutrient packs' and the radionuclides calcium-45 and iron-59 were conducted on the Shuttle mission STS-94. Uptake rates of the radionuclides between ground and flight plant material appeared comparable.

A head-up display format for transport aircraft approach and landing

Science.gov (United States)

Bray, R. S.; Scott, B. C.

1981-01-01

An electronic flight-guidance display format was designed for use in evaluations of the collimated head-up display concept applied to transport aircraft landing. In the design process of iterative evaluation and modification, some general principles, or guidelines, applicable to electronic flight displays were suggested. The usefulness of an indication of instantaneous inertial flightpath was clearly demonstrated. Evaluator pilot acceptance of the unfamiliar display concepts was very positive when careful attention was given to indoctrination and training.

Calculating the potential for within-flight transmission of influenza A (H1N1

Directory of Open Access Journals (Sweden)

Blower Sally

2009-12-01

Full Text Available Abstract Background Clearly air travel, by transporting infectious individuals from one geographic location to another, significantly affects the rate of spread of influenza A (H1N1. However, the possibility of within-flight transmission of H1N1 has not been evaluated; although it is known that smallpox, measles, tuberculosis, SARS and seasonal influenza can be transmitted during commercial flights. Here we present the first quantitative risk assessment to assess the potential for within-flight transmission of H1N1. Methods We model airborne transmission of infectious viral particles of H1N1 within a Boeing 747 using methodology from the field of quantitative microbial risk assessment. Results The risk of catching H1N1 will essentially be confined to passengers travelling in the same cabin as the source case. Not surprisingly, we find that the longer the flight the greater the number of infections that can be expected. We calculate that H1N1, even during long flights, poses a low to moderate within-flight transmission risk if the source case travels First Class. Specifically, 0-1 infections could occur during a 5 hour flight, 1-3 during an 11 hour flight and 2-5 during a 17 hour flight. However, within-flight transmission could be significant, particularly during long flights, if the source case travels in Economy Class. Specifically, two to five infections could occur during a 5 hour flight, 5-10 during an 11 hour flight and 7-17 during a 17 hour flight. If the aircraft is only partially loaded, under certain conditions more infections could occur in First Class than in Economy Class. During a 17 hour flight, a greater number of infections would occur in First Class than in Economy if the First Class Cabin is fully occupied, but Economy class is less than 30% full. Conclusions Our results provide insights into the potential utility of air travel restrictions on controlling influenza pandemics in the winter of 2009/2010. They show travel by one

Perseus Post-flight

Science.gov (United States)

1991-01-01

Crew members check out the Perseus proof-of-concept vehicle on Rogers Dry Lake, adjacent to the Dryden Flight Research Center, Edwards, California, after a test flight in 1991. 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

Wind and Wake Sensing with UAV Formation Flight: System Development and Flight Testing

Science.gov (United States)

Larrabee, Trenton Jameson

Wind turbulence including atmospheric turbulence and wake turbulence have been widely investigated; however, only recently it become possible to use Unmanned Aerial Vehicles (UAVs) as a validation tool for research in this area. Wind can be a major contributing factor of adverse weather for aircraft. More importantly, it is an even greater risk towards UAVs because of their small size and weight. Being able to estimate wind fields and gusts can potentially provide substantial benefits for both unmanned and manned aviation. Possible applications include gust suppression for improving handling qualities, a better warning system for high wind encounters, and enhanced control for small UAVs during flight. On the other hand, the existence of wind can be advantageous since it can lead to fuel savings and longer duration flights through dynamic soaring or thermal soaring. Wakes are an effect of the lift distribution across an aircraft's wing or tail. Wakes can cause substantial disturbances when multiple aircraft are moving through the same airspace. In fact, the perils from an aircraft flying through the wake of another aircraft is a leading cause of the delay between takeoff times at airports. Similar to wind, though, wakes can be useful for energy harvesting and increasing an aircraft's endurance when flying in formation which can be a great advantage to UAVs because they are often limited in flight time due to small payload capacity. Formation flight can most often be seen in manned aircraft but can be adopted for use with unmanned systems. Autonomous flight is needed for flying in the "sweet spot" of the generated wakes for energy harvesting as well as for thermal soaring during long duration flights. For the research presented here formation flight was implemented for the study of wake sensing and gust alleviation. The major contributions of this research are in the areas of a novel technique to estimate wind using an Unscented Kalman filter and experimental wake

Explaining the power-law distribution of human mobility through transportation modality decomposition

Science.gov (United States)

Zhao, Kai; Musolesi, Mirco; Hui, Pan; Rao, Weixiong; Tarkoma, Sasu

2015-03-01

Human mobility has been empirically observed to exhibit Lévy flight characteristics and behaviour with power-law distributed jump size. The fundamental mechanisms behind this behaviour has not yet been fully explained. In this paper, we propose to explain the Lévy walk behaviour observed in human mobility patterns by decomposing them into different classes according to the different transportation modes, such as Walk/Run, Bike, Train/Subway or Car/Taxi/Bus. Our analysis is based on two real-life GPS datasets containing approximately 10 and 20 million GPS samples with transportation mode information. We show that human mobility can be modelled as a mixture of different transportation modes, and that these single movement patterns can be approximated by a lognormal distribution rather than a power-law distribution. Then, we demonstrate that the mixture of the decomposed lognormal flight distributions associated with each modality is a power-law distribution, providing an explanation to the emergence of Lévy Walk patterns that characterize human mobility patterns.

X-43A Flight Controls

Science.gov (United States)

Baumann, Ethan

2006-01-01

A viewgraph presentation detailing X-43A Flight controls at NASA Dryden Flight Research Center is shown. The topics include: 1) NASA Dryden, Overview and current and recent flight test programs; 2) Unmanned Aerial Vehicle Synthetic Aperture Radar (UAVSAR) Program, Program Overview and Platform Precision Autopilot; and 3) Hyper-X Program, Program Overview, X-43A Flight Controls and Flight Results.

F-16XL ship #1 (#849) during first flight of the Digital Flight Control System (DFCS)

Science.gov (United States)

1997-01-01

After completing its first flight with the Digital Flight Control System on December 16, 1997, the F-16XL #1 aircraft began a series of envelope expansion flights. On January 27 and 29, 1998, it successfully completed structural clearance tests, as well as most of the load testing Only flights at Mach 1.05 at 10,000 feet, Mach 1.1 at 15,000 feet, and Mach 1.2 at 20,000 feet remained. During the next flight, on February 4, an instrumentation problem cut short the planned envelope expansion tests. After the problem was corrected, the F-16XL returned to flight status, and on February 18 and 20, flight control and evaluation flights were made. Two more research flights were planned for the following week, but another problem appeared. During the ground start up, project personnel noticed that the leading edge flap moved without being commanded. The Digital Flight Control Computer was sent to the Lockheed-Martin facility at Fort Worth, where the problem was traced to a defective chip in the computer. After it was replaced, the F-16XL #1 flew a highly successful flight controls and handling qualities evaluation flight on March 26, clearing the way for the final tests. The final limited loads expansion flight occurred on March 31, and was fully successful. As a result, the on-site Lockheed-Martin loads engineer cleared the aircraft to Mach 1.8. The remaining two handling qualities and flight control evaluation flights were both made on April 3, 1998. These three flights concluded the flight test portion of the DFCS upgrade.

Advanced Transport Operating System (ATOPS) color displays software description: MicroVAX system

Science.gov (United States)

Slominski, Christopher J.; Plyler, Valerie E.; Dickson, Richard W.

1992-01-01

This document describes the software created for the Display MicroVAX computer used for the Advanced Transport Operating Systems (ATOPS) project on the Transport Systems Research Vehicle (TSRV). The software delivery of February 27, 1991, known as the 'baseline display system', is the one described in this document. Throughout this publication, module descriptions are presented in a standardized format which contains module purpose, calling sequence, detailed description, and global references. The global references section includes subroutines, functions, and common variables referenced by a particular module. The system described supports the Research Flight Deck (RFD) of the TSRV. The RFD contains eight Cathode Ray Tubes (CRTs) which depict a Primary Flight Display, Navigation Display, System Warning Display, Takeoff Performance Monitoring System Display, and Engine Display.

14 CFR 135.383 - Large transport category airplanes: Turbine engine powered: En route limitations: Two engines...

Science.gov (United States)

2010-01-01

... in the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are... the Airplane Flight Manual, allows the airplane to fly from the point where the two engines are... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Large transport category airplanes: Turbine...

Risk for intracranial pressure increase related to enclosed air in post-craniotomy patients during air ambulance transport: a retrospective cohort study with simulation.

Science.gov (United States)

Brändström, Helge; Sundelin, Anna; Hoseason, Daniela; Sundström, Nina; Birgander, Richard; Johansson, Göran; Winsö, Ola; Koskinen, Lars-Owe; Haney, Michael

2017-05-12

Post-craniotomy intracranial air can be present in patients scheduled for air ambulance transport to their home hospital. We aimed to assess risk for in-flight intracranial pressure (ICP) increases related to observed intracranial air volumes, hypothetical sea level pre-transport ICP, and different potential flight levels and cabin pressures. A cohort of consecutive subdural hematoma evacuation patients from one University Medical Centre was assessed with post-operative intracranial air volume measurements by computed tomography. Intracranial pressure changes related to estimated intracranial air volume effects of changing atmospheric pressure (simulating flight and cabin pressure changes up to 8000 ft) were simulated using an established model for intracranial pressure and volume relations. Approximately one third of the cohort had post-operative intracranial air. Of these, approximately one third had intracranial air volumes less than 11 ml. The simulation estimated that the expected changes in intracranial pressure during 'flight' would not result in intracranial hypertension. For intracranial air volumes above 11 ml, the simulation suggested that it was possible that intracranial hypertension could develop 'inflight' related to cabin pressure drop. Depending on the pre-flight intracranial pressure and air volume, this could occur quite early during the assent phase in the flight profile. DISCUSSION: These findings support the idea that there should be radiographic verification of the presence or absence of intracranial air after craniotomy for patients planned for long distance air transport. Very small amounts of air are clinically inconsequential. Otherwise, air transport with maintained ground-level cabin pressure should be a priority for these patients.

Flapping wing flight can save aerodynamic power compared to steady flight.

Science.gov (United States)

Pesavento, Umberto; Wang, Z Jane

2009-09-11

Flapping flight is more maneuverable than steady flight. It is debated whether this advantage is necessarily accompanied by a trade-off in the flight efficiency. Here we ask if any flapping motion exists that is aerodynamically more efficient than the optimal steady motion. We solve the Navier-Stokes equation governing the fluid dynamics around a 2D flapping wing, and determine the minimal aerodynamic power needed to support a specified weight. While most flapping wing motions are more costly than the optimal steady wing motion, we find that optimized flapping wing motions can save up to 27% of the aerodynamic power required by the optimal steady flight. We explain the cause of this energetic advantage.

Flight code validation simulator

Science.gov (United States)

Sims, Brent A.

1996-05-01

An End-To-End Simulation capability for software development and validation of missile flight software on the actual embedded computer has been developed utilizing a 486 PC, i860 DSP coprocessor, embedded flight computer and custom dual port memory interface hardware. This system allows real-time interrupt driven embedded flight software development and checkout. The flight software runs in a Sandia Digital Airborne Computer and reads and writes actual hardware sensor locations in which Inertial Measurement Unit data resides. The simulator provides six degree of freedom real-time dynamic simulation, accurate real-time discrete sensor data and acts on commands and discretes from the flight computer. This system was utilized in the development and validation of the successful premier flight of the Digital Miniature Attitude Reference System in January of 1995 at the White Sands Missile Range on a two stage attitude controlled sounding rocket.

Effects of burstiness on the air transportation system.

Science.gov (United States)

Ito, Hidetaka; Nishinari, Katsuhiro

2017-01-01

The effects of burstiness in complex networks have received considerable attention. In particular, the effects on temporal distance and delays in the air transportation system are significant owing to their huge impact on our society. Therefore, in this paper, the temporal distance of empirical U.S. flight schedule data is compared with that of regularized data without burstiness to analyze the effects of burstiness. The temporal distance is calculated by a graph analysis method considering flight delays, missed connections, flight cancellations, and congestion. In addition, we propose two temporal distance indexes based on passengers' behavior to quantify the effects. As a result, we find that burstiness reduces both the scheduled and the actual temporal distances for business travelers, while delays caused by missed connections and congestion are increased. We also find that the decrease of the scheduled temporal distance by burstiness is offset by an increase of the delays for leisure passengers. Moreover, we discover that the positive effect of burstiness is lost when flight schedules are overcrowded.

Effects of burstiness on the air transportation system

Science.gov (United States)

Ito, Hidetaka; Nishinari, Katsuhiro

2017-01-01

The effects of burstiness in complex networks have received considerable attention. In particular, the effects on temporal distance and delays in the air transportation system are significant owing to their huge impact on our society. Therefore, in this paper, the temporal distance of empirical U.S. flight schedule data is compared with that of regularized data without burstiness to analyze the effects of burstiness. The temporal distance is calculated by a graph analysis method considering flight delays, missed connections, flight cancellations, and congestion. In addition, we propose two temporal distance indexes based on passengers' behavior to quantify the effects. As a result, we find that burstiness reduces both the scheduled and the actual temporal distances for business travelers, while delays caused by missed connections and congestion are increased. We also find that the decrease of the scheduled temporal distance by burstiness is offset by an increase of the delays for leisure passengers. Moreover, we discover that the positive effect of burstiness is lost when flight schedules are overcrowded.

A Phase I Trial of High-Dose Lenalidomide and Melphalan as Conditioning for Autologous Stem Cell Transplantation in Relapsed or Refractory Multiple Myeloma.

Science.gov (United States)

Mark, Tomer M; Guarneri, Danielle; Forsberg, Peter; Rossi, Adriana; Pearse, Roger; Perry, Arthur; Pekle, Karen; Tegnestam, Linda; Greenberg, June; Shore, Tsiporah; Gergis, Usama; Mayer, Sebastian; Van Besien, Koen; Ely, Scott; Jayabalan, David; Sherbenou, Daniel; Coleman, Morton; Niesvizky, Ruben

2017-06-01

Autologous stem cell transplantation (ASCT) conditioned with high-dose chemotherapy has long been established as the standard of care for eligible patients with newly diagnosed multiple myeloma. Despite recent therapeutic advances, high-dose melphalan (HDM) remains the chemotherapy regimen of choice in this setting. Lenalidomide (LEN) in combination with low-dose dexamethasone is recognized as a standard of care for patients with relapsed or refractory multiple myeloma (RRMM), and there is growing support for the administration of LEN as maintenance therapy post-ASCT. In view of the above, the present phase I clinical trial was designed to evaluate the safety and tolerability of high-dose LEN (HDLEN) in patients with RRMM, and to determine the maximum tolerated dose of HDLEN when added to HDM before ASCT. Despite administering HDLEN at doses of up to 350 mg/day, the maximum tolerated dose could not be determined, owing to an insufficient number of dose-limiting toxicities in the 21 patients enrolled in the trial. Conditioning with HDLEN plus HDM was associated with a favorable tolerability profile. Adverse events following ASCT were as expected with HDM. Median progression-free and overall survival were 10 months and 22 months, respectively, in this population of heavily pretreated patients. Our findings suggest that HDLEN in combination with HDM may offer significant potential as a conditioning regimen before ASCT in patients with RRMM. These preliminary findings are now being evaluated further in an ongoing phase II clinical trial. Copyright © 2017 The American Society for Blood and Marrow Transplantation. Published by Elsevier Inc. All rights reserved.

Changing trends in prognostic factors for patients with multiple myeloma after autologous stem cell transplantation during the immunomodulator drug/proteasome inhibitor era

Science.gov (United States)

Takamatsu, Hiroyuki; Honda, Sumihisa; Miyamoto, Toshihiro; Yokoyama, Kenji; Hagiwara, Shotaro; Ito, Toshiro; Tomita, Naoto; Iida, Shinsuke; Iwasaki, Toshihiro; Sakamaki, Hisashi; Suzuki, Ritsuro; Sunami, Kazutaka

2015-01-01

We evaluated the clinical significance of prognostic factors including the International Staging System (ISS) and modified European Group for Blood and Marrow Transplantation response criteria in 1650 Japanese patients with multiple myeloma (MM) who underwent upfront single autologous stem cell transplantation (ASCT). We categorized patients into two treatment cohorts: pre-novel agent era (1995–2006) and novel agent era (2008–2011). The combined percentage of pre-ASCT complete response and very good partial response cases (463 of 988, 47%) significantly increased during the novel agent era compared with the pre-novel agent era (164 of 527, 31%; P < 0.0001). The 2-year overall survival (OS) rate of 87% during the novel agent era was a significant improvement relative to that of 82% during the pre-novel agent era (P = 0.019). Although significant differences in OS were found among ISS stages during the pre-novel agent era, no significant difference was observed between ISS I and II (P = 0.107) during the novel agent era. The factors independently associated with a superior OS were female gender (P = 0.002), a good performance status (P = 0.024), lower ISS (P < 0.001), pre-ASCT response at least partial response (P < 0.001) and ASCT during the novel agent era (P = 0.017). These results indicate that the response rate and OS were significantly improved, and the ISS could not clearly stratify the prognoses of Japanese patients with MM who underwent upfront single ASCT during the novel agent era. PMID:25530023

Perseus in Flight

Science.gov (United States)

1991-01-01

The Perseus proof-of-concept vehicle flies over Rogers Dry Lake at the Dryden Flight Research Center, Edwards, California, to test basic design concepts for the remotely-piloted, high-altitude vehicle. 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

Monte Carlo method for neutron transport problems

International Nuclear Information System (INIS)

Asaoka, Takumi

1977-01-01

Some methods for decreasing variances in Monte Carlo neutron transport calculations are presented together with the results of sample calculations. A general purpose neutron transport Monte Carlo code ''MORSE'' was used for the purpose. The first method discussed in this report is the method of statistical estimation. As an example of this method, the application of the coarse-mesh rebalance acceleration method to the criticality calculation of a cylindrical fast reactor is presented. Effective multiplication factor and its standard deviation are presented as a function of the number of histories and comparisons are made between the coarse-mesh rebalance method and the standard method. Five-group neutron fluxes at core center are also compared with the result of S4 calculation. The second method is the method of correlated sampling. This method was applied to the perturbation calculation of control rod worths in a fast critical assembly (FCA-V-3) Two methods of sampling (similar flight paths and identical flight paths) are tested and compared with experimental results. For every cases the experimental value lies within the standard deviation of the Monte Carlo calculations. The third method is the importance sampling. In this report a biased selection of particle flight directions discussed. This method was applied to the flux calculation in a spherical fast neutron system surrounded by a 10.16 cm iron reflector. Result-direction biasing, path-length stretching, and no biasing are compared with S8 calculation. (Aoki, K.)

Relapsed or Refractory Double-Expressor and Double-Hit Lymphomas Have Inferior Progression-Free Survival After Autologous Stem-Cell Transplantation.

Science.gov (United States)

Herrera, Alex F; Mei, Matthew; Low, Lawrence; Kim, Haesook T; Griffin, Gabriel K; Song, Joo Y; Merryman, Reid W; Bedell, Victoria; Pak, Christine; Sun, Heather; Paris, Tanya; Stiller, Tracey; Brown, Jennifer R; Budde, Lihua E; Chan, Wing C; Chen, Robert; Davids, Matthew S; Freedman, Arnold S; Fisher, David C; Jacobsen, Eric D; Jacobson, Caron A; LaCasce, Ann S; Murata-Collins, Joyce; Nademanee, Auayporn P; Palmer, Joycelynne M; Pihan, German A; Pillai, Raju; Popplewell, Leslie; Siddiqi, Tanya; Sohani, Aliyah R; Zain, Jasmine; Rosen, Steven T; Kwak, Larry W; Weinstock, David M; Forman, Stephen J; Weisenburger, Dennis D; Kim, Young; Rodig, Scott J; Krishnan, Amrita; Armand, Philippe

2017-01-01

Purpose Double-hit lymphomas (DHLs) and double-expressor lymphomas (DELs) are subtypes of diffuse large B-cell lymphoma (DLBCL) associated with poor outcomes after standard chemoimmunotherapy. Data are limited regarding outcomes of patients with relapsed or refractory (rel/ref) DEL or DHL who undergo autologous stem-cell transplantation (ASCT). We retrospectively studied the prognostic impact of DEL and DHL status on ASCT outcomes in patients with rel/ref DLBCL. Methods Patients with chemotherapy-sensitive rel/ref DLBCL who underwent ASCT at two institutions and in whom archival tumor material was available were enrolled. Immunohistochemistry for MYC, BCL2, and BCL6 and fluorescence in situ hybridization (FISH) for MYC were performed. In cases with MYC rearrangement or copy gain, FISH for BCL2 and BCL6 was also performed. Results A total of 117 patients were included; 44% had DEL and 10% had DHL. DEL and DHL were associated with inferior progression-free survival (PFS), and DHL was associated with poorer overall survival (OS). The 4-year PFS in patients with DEL compared with those with non-DEL was 48% versus 59% ( P = .049), and the 4-year OS was 56% versus 67% ( P = .10); 4-year PFS in patients with DHL compared with those with non-DHL was 28% versus 57% ( P = .013), and 4-year OS was 25% versus 61% ( P = .002). The few patients with concurrent DEL and DHL had a poor outcome (4-year PFS, 0%). In multivariable models, DEL and DHL were independently associated with inferior PFS, whereas DHL and partial response ( v complete response) at transplant were associated with inferior OS. Conclusion DEL and DHL are both associated with inferior outcomes after ASCT in patients with rel/ref DLBCL. Although ASCT remains a potentially curative approach, these patients, particularly those with DHL, are a high-risk subset who should be targeted for investigational strategies other than standard ASCT.

Orion Exploration Flight Test Post-Flight Inspection and Analysis

Science.gov (United States)

Miller, J. E.; Berger, E. L.; Bohl, W. E.; Christiansen, E. L.; Davis, B. A.; Deighton, K. D.; Enriquez, P. A.; Garcia, M. A.; Hyde, J. L.; Oliveras, O. M.

2017-01-01

The principal mechanism for developing orbital debris environment models, is to make observations of larger pieces of debris in the range of several centimeters and greater using radar and optical techniques. For particles that are smaller than this threshold, breakup and migration models of particles to returned surfaces in lower orbit are relied upon to quantify the flux. This reliance on models to derive spatial densities of particles that are of critical importance to spacecraft make the unique nature of the EFT-1's return surface a valuable metric. To this end detailed post-flight inspections have been performed of the returned EFT-1 backshell, and the inspections identified six candidate impact sites that were not present during the pre-flight inspections. This paper describes the post-flight analysis efforts to characterize the EFT-1 mission craters. This effort included ground based testing to understand small particle impact craters in the thermal protection material, the pre- and post-flight inspection, the crater analysis using optical, X-ray computed tomography (CT) and scanning electron microscope (SEM) techniques, and numerical simulations.

Capital Flight and Economic Performance

OpenAIRE

Beja, Edsel Jr.

2007-01-01

Capital flight aggravates resource constraints and contributes to undermine long-term economic growth. Counterfactual calculations on the Philippines suggest that capital flight contributed to lower the quality of long-term economic growth. Sustained capital flight over three decades means that capital flight had a role for the Philippines to lose the opportunities to achieve economic takeoff. Unless decisive policy actions are taken up to address enduring capital flight and manage the macroe...

Recent estimates of capital flight

OpenAIRE

Claessens, Stijn; Naude, David

1993-01-01

Researchers and policymakers have in recent years paid considerable attention to the phenomenon of capital flight. Researchers have focused on four questions: What concept should be used to measure capital flight? What figure for capital flight will emerge, using this measure? Can the occurrence and magnitude of capital flight be explained by certain (economic) variables? What policy changes can be useful to reverse capital flight? The authors focus strictly on presenting estimates of capital...

Energy measurement using a resonator based time-of-flight system

International Nuclear Information System (INIS)

Pardo, R.C.; Clifft, B.; Johnson, K.W.; Lewis, R.N.

1983-01-01

A resonant pick-up time-of-flight system has been developed for the precise measurement of beam energy at the Argonne Tandem-Linac Accelerator System (ATLAS). The excellent timing characteristics available with ATLAS beams make it desirable to design the beam transport system to be isochronous. The advantages of the resonant time-of-flight system over other energy analysis systems such as the dispersive magnet system are numerous. The system is non-interceptive and non-destructive and preserves the beam phase space. It is non-dispersive. Path length variations are not introduced into the beam which would reduce the timing resolution. It has a large signal-to-noise ratio when compared to non-resonant beam pick-up techniques. It provides the means to precisely set the linac energy and potentially to control the energy in a feedback loop. Finally, the resonant pick-up time-of-flight system is less expensive than an equivalent magnetic system. It consists of two beam-excited resonators, associated electronics to decode the information, a computer interface to the linac PDP 11/34 control computer, and software to analyze the information and deduce the measured beam energy. This report describes the system and its components and gives a schematic overview

The relationship of certified flight instructors' emotional intelligence levels on flight student advancement

Science.gov (United States)

Hokeness, Mark Merrill

Aviation researchers estimate airline companies will require nearly 500,000 pilots in the next 20 years. The role of a Certified Flight Instructor (CFI) is to move student pilots to professional pilots with training typically conducted in one-on-one student and instructor sessions. The knowledge of aviation, professionalism as a teacher, and the CFI’s interpersonal skills can directly affect the successes and advancement of a student pilot. A new and emerging assessment of people skills is known as emotional intelligence (EI). The EI of the CFI can and will affect a flight students’ learning experiences. With knowledge of emotional intelligence and its effect on flight training, student pilot dropouts from aviation may be reduced, thus helping to ensure an adequate supply of pilots. Without pilots, the growth of the commercial aviation industry will be restricted. This mixed method research study established the correlation between a CFI’s measured EI levels and the advancement of flight students. The elements contributing to a CFI’s EI level were not found to be teaching or flight-related experiences, suggesting other life factors are drawn upon by the CFI and are reflected in their emotional intelligence levels presented to flight students. Students respond positively to CFIs with higher levels of emotional intelligence. Awareness of EI skills by both the CFI and flight student contribute to flight student successes and advancement.

DAST in Flight Showing Diverging Wingtip Oscillations

Science.gov (United States)

1980-01-01

normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each DAST drone had research equipment mounted in its nose and a mid-air retrieval system in its tail. The drones were originally launched from the NASA B-52 bomber and later from a DC-130. The DAST vehicle's flight was monitored from the sky by an F

DAST Being Calibrated for Flight in Hangar

Science.gov (United States)

1982-01-01

improve airplane efficiency. The DAST Program's drones provided an economical, fuel-conscious method for conducting in-flight experiments from a remote ground site. DAST explored the technology required to build wing structures with less than normal stiffness. This was done because stiffness requires structural weight but ensures freedom from flutter-an uncontrolled, divergent oscillation of the structure, driven by aerodynamic forces and resulting in structural failure. The program used refined theoretical tools to predict at what speed flutter would occur. It then designed a high-response control system to counteract the motion and permit a much lighter wing structure. The wing had, in effect, 'electronic stiffness.' Flight research with this concept was extremely hazardous because an error in either the flutter prediction or control system implementation would result in wing structural failure and the loss of the vehicle. Because of this, flight demonstration of a sub-scale vehicle made sense from the standpoint of both safety and cost. The program anticipated structural failure during the course of the flight research. The Firebee II was a supersonic drone selected as the DAST testbed because its wing could be easily replaced, it used only tail-mounted control surfaces, and it was available as surplus from the U. S. Air Force. It was capable of 5-g turns (that is, turns producing acceleration equal to 5 times that of gravity). Langley outfitted a drone with an aeroelastic, supercritical research wing suitable for a Mach 0.98 cruise transport with a predicted flutter speed of Mach 0.95 at an altitude of 25,000 feet. Dryden and Langley, in conjunction with Boeing, designed and fabricated a digital flutter suppression system (FSS). Dryden developed an RPRV (remotely piloted research vehicle) flight control system; integrated the wing, FSS, and vehicle systems; and conducted the flight program. In addition to a digital flight control system and aeroelastic wings, each

Insect flight muscle metabolism

NARCIS (Netherlands)

Horst, D.J. van der; Beenakkers, A.M.Th.; Marrewijk, W.J.A. van

1984-01-01

The flight of an insect is of a very complicated and extremely energy-demanding nature. Wingbeat frequency may differ between various species but values up to 1000 Hz have been measured. Consequently metabolic activity may be very high during flight and the transition from rest to flight is

14 CFR 63.23 - Special purpose flight engineer and flight navigator certificates: Operation of U.S.-registered...

Science.gov (United States)

2010-01-01

... purpose flight engineer and flight navigator certificates: Operation of U.S.-registered civil airplanes... flight engineer or flight navigator duties on a civil airplane of U.S. registry, leased to a person not a... certificate holder is performing flight engineer or flight navigator duties on the U.S.-registered civil...

Investigation of air transportation technology at Princeton University, 1985

Science.gov (United States)

Stengel, Robert F.

1987-01-01

The program proceeded along five avenues during 1985. Guidance and control strategies for penetration of microbursts and wind shear, application of artificial intelligence in flight control and air traffic control systems, the use of voice recognition in the cockpit, the effects of control saturation on closed-loop stability and response of open-loop unstable aircraft, and computer aided control system design are among the topics briefly considered. Areas of investigation relate to guidance and control of commercial transports as well as general aviation aircraft. Interaction between the flight crew and automatic systems is the subject of principal concern.

Understanding Crew Decision-Making in the Presence of Complexity: A Flight Simulation Experiment

Science.gov (United States)

Young, Steven D.; Daniels, Taumi S.; Evans, Emory; deHaag, Maarten Uijt; Duan, Pengfei

2013-01-01

Crew decision making and response have long been leading causal and contributing factors associated with aircraft accidents. Further, it is anticipated that future aircraft and operational environments will increase exposure to risks related to these factors if proactive steps are not taken to account for ever-increasing complexity. A flight simulation study was designed to collect data to help in understanding how complexity can, or may, be manifest. More specifically, an experimental apparatus was constructed that allowed for manipulation of information complexity and uncertainty, while also manipulating operational complexity and uncertainty. Through these manipulations, and the aid of experienced airline pilots, several issues have been discovered, related most prominently to the influence of information content, quality, and management. Flight crews were immersed in an environment that included new operational complexities suggested for the future air transportation system as well as new technological complexities (e.g. electronic flight bags, expanded data link services, synthetic and enhanced vision systems, and interval management automation). In addition, a set of off-nominal situations were emulated. These included, for example, adverse weather conditions, traffic deviations, equipment failures, poor data quality, communication errors, and unexpected clearances, or changes to flight plans. Each situation was based on one or more reference events from past accidents or incidents, or on a similar case that had been used in previous developmental tests or studies. Over the course of the study, 10 twopilot airline crews participated, completing over 230 flights. Each flight consisted of an approach beginning at 10,000 ft. Based on the recorded data and pilot and research observations, preliminary results are presented regarding decision-making issues in the presence of the operational and technological complexities encountered during the flights.

14 CFR 23.865 - Fire protection of flight controls, engine mounts, and other flight structure.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Fire protection of flight controls, engine... controls, engine mounts, and other flight structure. Flight controls, engine mounts, and other flight... they are capable of withstanding the effects of a fire. Engine vibration isolators must incorporate...

Flight Test of a Propulsion-Based Emergency Control System on the MD-11 Airplane with Emphasis on the Lateral Axis

Science.gov (United States)

Burken, John J.; Burcham, Frank W., Jr.; Maine, Trindel A.; Feather, John; Goldthorpe, Steven; Kahler, Jeffrey A.

1996-01-01

A large, civilian, multi-engine transport MD-11 airplane control system was recently modified to perform as an emergency backup controller using engine thrust only. The emergency backup system, referred to as the propulsion-controlled aircraft (PCA) system, would be used if a major primary flight control system fails. To allow for longitudinal and lateral-directional control, the PCA system requires at least two engines and is implemented through software modifications. A flight-test program was conducted to evaluate the PCA system high-altitude flying characteristics and to demonstrate its capacity to perform safe landings. The cruise flight conditions, several low approaches and one landing without any aerodynamic flight control surface movement, were demonstrated. This paper presents results that show satisfactory performance of the PCA system in the longitudinal axis. Test results indicate that the lateral-directional axis of the system performed well at high attitude but was sluggish and prone to thermal upsets during landing approaches. Flight-test experiences and test techniques are also discussed with emphasis on the lateral-directional axis because of the difficulties encountered in flight test.

Navigation and flight director guidance for the NASA/FAA helicopter MLS curved approach flight test program

Science.gov (United States)

Phatak, A. V.; Lee, M. G.

1985-01-01

The navigation and flight director guidance systems implemented in the NASA/FAA helicopter microwave landing system (MLS) curved approach flight test program is described. Flight test were conducted at the U.S. Navy's Crows Landing facility, using the NASA Ames UH-lH helicopter equipped with the V/STOLAND avionics system. The purpose of these tests was to investigate the feasibility of flying complex, curved and descending approaches to a landing using MLS flight director guidance. A description of the navigation aids used, the avionics system, cockpit instrumentation and on-board navigation equipment used for the flight test is provided. Three generic reference flight paths were developed and flown during the test. They were as follows: U-Turn, S-turn and Straight-In flight profiles. These profiles and their geometries are described in detail. A 3-cue flight director was implemented on the helicopter. A description of the formulation and implementation of the flight director laws is also presented. Performance data and analysis is presented for one pilot conducting the flight director approaches.

Omega Air 707/F/A-18A-D Aerial Refueling Ground and Flight Test Evaluation and MA-3-1 Coupling Ground Test Evaluation

National Research Council Canada - National Science Library

Markowich, Brian

2001-01-01

Omega Air, Incorporated, a private organization that provides shipping and transportation services, contracted Marconi Flight Systems, Incorporated, to retrofit a Boeing 707 aircraft with an internal...

Ethernet for Space Flight Applications

Science.gov (United States)

Webb, Evan; Day, John H. (Technical Monitor)

2002-01-01

NASA's Goddard Space Flight Center (GSFC) is adapting current data networking technologies to fly on future spaceflight missions. The benefits of using commercially based networking standards and protocols have been widely discussed and are expected to include reduction in overall mission cost, shortened integration and test (I&T) schedules, increased operations flexibility, and hardware and software upgradeability/scalability with developments ongoing in the commercial world. The networking effort is a comprehensive one encompassing missions ranging from small University Explorer (UNEX) class spacecraft to large observatories such as the Next Generation Space Telescope (NGST). Mission aspects such as flight hardware and software, ground station hardware and software, operations, RF communications, and security (physical and electronic) are all being addressed to ensure a complete end-to-end system solution. One of the current networking development efforts at GSFC is the SpaceLAN (Spacecraft Local Area Network) project, development of a space-qualifiable Ethernet network. To this end we have purchased an IEEE 802.3-compatible 10/100/1000 Media Access Control (MAC) layer Intellectual Property (IP) core and are designing a network node interface (NNI) and associated network components such as a switch. These systems will ultimately allow the replacement of the typical MIL-STD-1553/1773 and custom interfaces that inhabit most spacecraft. In this paper we will describe our current Ethernet NNI development along with a novel new space qualified physical layer that will be used in place of the standard interfaces. We will outline our plans for development of space qualified network components that will allow future spacecraft to operate in significant radiation environments while using a single onboard network for reliable commanding and data transfer. There will be a brief discussion of some issues surrounding system implications of a flight Ethernet. Finally, we will

Aviator's Fluid Balance During Military Flight.

Science.gov (United States)

Levkovsky, Anna; Abot-Barkan, Sivan; Chapnik, Leah; Doron, Omer; Levy, Yuval; Heled, Yuval; Gordon, Barak

2018-02-01

A loss of 1% or more of bodyweight due to dehydration has a negative effect on cognitive performance, which could critically affect flight safety. There is no mention in the literature concerning the amounts of military pilots' fluid loss during flight. The aim of this study was to quantify fluid loss of pilots during military flight. There were 48 aviators (mean age 23.9) from the Israeli Air Force who participated in the study, which included 104 training flights in various flight platforms. Bodyweight, urine specific gravity, and environmental heat strain were measured before and after each flight. Fluid loss was calculated as the weight differences before and after the flight. We used a univariate and one-way ANOVA to analyze the effect of different variables on the fluid loss. The mean fluid loss rate was 462 ml · h-1. The results varied among different aircraft platforms and depended on flight duration. Blackhawk pilots lost the highest amount of fluids per flight, albeit had longer flights (mean 108 min compared to 35.5 in fighter jets). Jet fighter pilots had the highest rate of fluid loss per hour of flight (up to 692 ml, extrapolated). Overall, at 11 flights (11%) aircrew completed their flight with a meaningful fluid loss. We conclude that military flights may be associated with significant amount of fluid loss among aircrew.Levkovsky A, Abot-Barkan S, Chapnik L, Doron O, Levy Y, Heled Y, Gordon B. Aviator's fluid balance during military flight. Aerosp Med Hum Perform. 2018; 89(2):9498.

Integrated design for space transportation system

CERN Document Server

Suresh, B N

2015-01-01

The book addresses the overall integrated design aspects of a space transportation system involving several disciplines like propulsion, vehicle structures, aerodynamics, flight mechanics, navigation, guidance and control systems, stage auxiliary systems, thermal systems etc. and discusses the system approach for design, trade off analysis, system life cycle considerations, important aspects in mission management, the risk assessment, etc. There are several books authored to describe the design aspects of various areas, viz., propulsion, aerodynamics, structures, control, etc., but there is no book which presents space transportation system (STS) design in an integrated manner. This book attempts to fill this gap by addressing systems approach for STS design, highlighting the integrated design aspects, interactions between various subsystems and interdependencies. The main focus is towards the complex integrated design to arrive at an optimum, robust and cost effective space transportation system. The orbit...

Apollo experience report: Development flight instrumentation. [telemetry equipment for space flight test program

Science.gov (United States)

Farmer, N. B.

1974-01-01

Development flight instrumentation was delivered for 25 Apollo vehicles as Government-furnished equipment. The problems and philosophies of an activity that was concerned with supplying telemetry equipment to a space-flight test program are discussed. Equipment delivery dates, system-design details, and flight-performance information for each mission also are included.

Development of an ion time-of-flight spectrometer for neutron depth profiling

Science.gov (United States)

Cetiner, Mustafa Sacit

signal. Without loss of generality, the secondary signal is obtained by the passage of the ion through a thin carbon foil, which produces ion-induced secondary electron emission (IISEE). The time-of-flight spectrometer physically acts as an ion/electron separator. The electrons that enter the active volume of the spectrometer are transported onto the microchannel plate detector to generate the secondary signal. The electron optics can be designed in variety of ways depending on the nature of the measurement and physical requirements. Two ion time-of-flight spectrometer designs are introduced: the parallel electric and magnetic (PEM) field spectrometer and the cross electric and magnetic (CEM) field spectrometer. The CEM field spectrometers have been extensively used in a wide range of applications where precise mass differentiation is required. The PEM field spectrometers have lately found interest in mass spectroscopy applications. The application of the PEM field spectrometer for energy measurements is a novel approach. The PEM field spectrometer used in the measurements employs axial electric and magnetic fields along the nominal direction of the incident ion. The secondary electrons are created by a thin carbon foil on the entrance disk and transported on the microchannel plate that faces the carbon foil. The initial angular distribution of the secondary electrons has virtually no effect on the transport time of the secondary electrons from the surface of the carbon foil to the electron microchannel plate detector. Therefore, the PEM field spectrometer can offer high-resolution energy measurement for relatively lower electric fields. The measurements with the PEM field spectrometer were made with the Tandem linear particle accelerator at the IBM T. J. Watson Research Center at Yorktown Heights, NY. The CEM field spectrometer developed for the thesis employs axial electric field along the nominal direction of the ion, and has perpendicular magnetic field. As the

IRVE-II Post-Flight Trajectory Reconstruction

Science.gov (United States)

O'Keefe, Stephen A.; Bose, David M.

2010-01-01

NASA s Inflatable Re-entry Vehicle Experiment (IRVE) II successfully demonstrated an inflatable aerodynamic decelerator after being launched aboard a sounding rocket from Wallops Flight Facility (WFF). Preliminary day of flight data compared well with pre-flight Monte Carlo analysis, and a more complete trajectory reconstruction performed with an Extended Kalman Filter (EKF) approach followed. The reconstructed trajectory and comparisons to an attitude solution provided by NASA Sounding Rocket Operations Contract (NSROC) personnel at WFF are presented. Additional comparisons are made between the reconstructed trajectory and pre and post-flight Monte Carlo trajectory predictions. Alternative observations of the trajectory are summarized which leverage flight accelerometer measurements, the pre-flight aerodynamic database, and on-board flight video. Finally, analysis of the payload separation and aeroshell deployment events are presented. The flight trajectory is reconstructed to fidelity sufficient to assess overall project objectives related to flight dynamics and overall, IRVE-II flight dynamics are in line with expectations

Flight Tasks and Metrics to Evaluate Laser Eye Protection in Flight Simulators

Science.gov (United States)

2017-07-07

IFR ) IFR Instrument Flight Rules LED Light Emitting Diode LEP Laser Eye Protection MAPP Model Assessing Pilot Performance OD Optical Density...LEP and then use them to assess the impact of wearing LEP in a flight simulator environment. 2 Pending Distribution, A: Approved for public...2005). LEP has the potential to alter distinct characteristics of the visual environment, giving rise to concerns over the impact on flight tasks and

Multiphase Transport in Porous Media: Gas-Liquid Separation Using Capillary Pressure Gradients International Space Station (ISS) Flight Experiment Development

Science.gov (United States)

Wheeler, Richard R., Jr.; Holtsnider, John T.; Dahl, Roger W.; Deeks, Dalton; Javanovic, Goran N.; Parker, James M.; Ehlert, Jim

2013-01-01

Advances in the understanding of multiphase flow characteristics under variable gravity conditions will ultimately lead to improved and as of yet unknown process designs for advanced space missions. Such novel processes will be of paramount importance to the success of future manned space exploration as we venture into our solar system and beyond. In addition, because of the ubiquitous nature and vital importance of biological and environmental processes involving airwater mixtures, knowledge gained about fundamental interactions and the governing properties of these mixtures will clearly benefit the quality of life here on our home planet. The techniques addressed in the current research involving multiphase transport in porous media and gas-liquid phase separation using capillary pressure gradients are also a logical candidate for a future International Space Station (ISS) flight experiment. Importantly, the novel and potentially very accurate Lattice-Boltzmann (LB) modeling of multiphase transport in porous media developed in this work offers significantly improved predictions of real world fluid physics phenomena, thereby promoting advanced process designs for both space and terrestrial applications.This 3-year research effort has culminated in the design and testing of a zero-g demonstration prototype. Both the hydrophilic (glass) and hydrophobic (Teflon) media Capillary Pressure Gradient (CPG) cartridges prepared during the second years work were evaluated. Results obtained from ground testing at 1-g were compared to those obtained at reduced gravities spanning Martian (13-g), Lunar (16-g) and zero-g. These comparisons clearly demonstrate the relative strength of the CPG phenomena and the efficacy of its application to meet NASAs unique gas-liquid separation (GLS) requirements in non-terrestrial environments.LB modeling software, developed concurrently with the zero-g test effort, was shown to accurately reproduce observed CPG driven gas-liquid separation

Advanced flight deck/crew station simulator functional requirements

Science.gov (United States)

Wall, R. L.; Tate, J. L.; Moss, M. J.

1980-01-01

This report documents a study of flight deck/crew system research facility requirements for investigating issues involved with developing systems, and procedures for interfacing transport aircraft with air traffic control systems planned for 1985 to 2000. Crew system needs of NASA, the U.S. Air Force, and industry were investigated and reported. A matrix of these is included, as are recommended functional requirements and design criteria for simulation facilities in which to conduct this research. Methods of exploiting the commonality and similarity in facilities are identified, and plans for exploiting this in order to reduce implementation costs and allow efficient transfer of experiments from one facility to another are presented.

Anticipation of the landing shock phenomenon in flight simulation

Science.gov (United States)

Mcfarland, Richard E.

1987-01-01

An aircraft landing may be described as a controlled crash because a runway surface is intercepted. In a simulation model the transition from aerodynamic flight to weight on wheels involves a single computational cycle during which stiff differential equations are activated; with a significant probability these initial conditions are unrealistic. This occurs because of the finite cycle time, during which large restorative forces will accompany unrealistic initial oleo compressions. This problem was recognized a few years ago at Ames Research Center during simulation studies of a supersonic transport. The mathematical model of this vehicle severely taxed computational resources, and required a large cycle time. The ground strike problem was solved by a described technique called anticipation equations. This extensively used technique has not been previously reported. The technique of anticipating a significant event is a useful tool in the general field of discrete flight simulation. For the differential equations representing a landing gear model stiffness, rate of interception and cycle time may combine to produce an unrealistic simulation of the continuum.

Investigations of aerosol impacts on hurricanes: virtual seeding flights

Directory of Open Access Journals (Sweden)

G. G. Carrio

2011-03-01

Full Text Available This paper examines the feasibility of mitigating the intensity of hurricanes by enhancing the CCN concentrations in the outer rainband region. Increasing CCN concentrations would cause a reduced collision and coalescence, resulting in more supercooled liquid water to be transported aloft which then freezes and enhances convection via enhanced latent heat of freezing. The intensified convection would condense more water ultimately enhancing precipitation in the outer rainbands. Enhanced evaporative cooling from the increased precipitation in the outer rainbands would produce stronger and more widespread areal cold pools which block the flow of energy into the storm core, ultimately inhibiting the intensification of the tropical cyclone.

We designed a series of multi-grid for which the time of the "virtual flights" as well as the aerosol release rates are varied. A code that simulates the flight of a plane is used to increase the CCN concentrations as an aircraft flies. Results show a significant sensitivity to both the seeding time and the aerosol release rates and support the aforementioned hypothesis.

Crew transportation for the 1990s. I - Commercializing manned flight with today's propulsion

Science.gov (United States)

Staehle, Robert; French, J. R.

Two commercial space transport concepts that have been developed employing reusable production engines are discussed. A winged space transport (WST) launched from a Boeing 747 was sized to carry six people to low orbit. With no margin for performance growth, it is not favored for development. A vertical launch/landing space transport was designed with capabilities and propulsion similar to the WST, but launched from the ground. A small launch mass penalty is offset by improved performance margins and by eliminating carrier aircraft costs. The two-pilot plus five-passenger vehicle is designed for short-duration trips to low earth orbit, or for docking up to 10 d at an orbiting station. Market applications include space station crew rotation, equipment delivery and product return, short-duration experiments, satellite servicing, reconnaissance, and tourism. Profitable per-mission prices are projected at $10-15 million, with development costs approaching $400 million.

IceBridge Mission Flight Reports

Data.gov (United States)

National Aeronautics and Space Administration — The IceBridge Mission Flight Reports data set contains flight reports from NASA Operation IceBridge Greenland, Arctic, Antarctic, and Alaska missions. Flight reports...

Integrated flight path planning system and flight control system for unmanned helicopters.

Science.gov (United States)

Jan, Shau Shiun; Lin, Yu Hsiang

2011-01-01

This paper focuses on the design of an integrated navigation and guidance system for unmanned helicopters. The integrated navigation system comprises two systems: the Flight Path Planning System (FPPS) and the Flight Control System (FCS). The FPPS finds the shortest flight path by the A-Star (A*) algorithm in an adaptive manner for different flight conditions, and the FPPS can add a forbidden zone to stop the unmanned helicopter from crossing over into dangerous areas. In this paper, the FPPS computation time is reduced by the multi-resolution scheme, and the flight path quality is improved by the path smoothing methods. Meanwhile, the FCS includes the fuzzy inference systems (FISs) based on the fuzzy logic. By using expert knowledge and experience to train the FIS, the controller can operate the unmanned helicopter without dynamic models. The integrated system of the FPPS and the FCS is aimed at providing navigation and guidance to the mission destination and it is implemented by coupling the flight simulation software, X-Plane, and the computing software, MATLAB. Simulations are performed and shown in real time three-dimensional animations. Finally, the integrated system is demonstrated to work successfully in controlling the unmanned helicopter to operate in various terrains of a digital elevation model (DEM).

Integrated Flight Path Planning System and Flight Control System for Unmanned Helicopters

Science.gov (United States)

Jan, Shau Shiun; Lin, Yu Hsiang

2011-01-01

This paper focuses on the design of an integrated navigation and guidance system for unmanned helicopters. The integrated navigation system comprises two systems: the Flight Path Planning System (FPPS) and the Flight Control System (FCS). The FPPS finds the shortest flight path by the A-Star (A*) algorithm in an adaptive manner for different flight conditions, and the FPPS can add a forbidden zone to stop the unmanned helicopter from crossing over into dangerous areas. In this paper, the FPPS computation time is reduced by the multi-resolution scheme, and the flight path quality is improved by the path smoothing methods. Meanwhile, the FCS includes the fuzzy inference systems (FISs) based on the fuzzy logic. By using expert knowledge and experience to train the FIS, the controller can operate the unmanned helicopter without dynamic models. The integrated system of the FPPS and the FCS is aimed at providing navigation and guidance to the mission destination and it is implemented by coupling the flight simulation software, X-Plane, and the computing software, MATLAB. Simulations are performed and shown in real time three-dimensional animations. Finally, the integrated system is demonstrated to work successfully in controlling the unmanned helicopter to operate in various terrains of a digital elevation model (DEM). PMID:22164029

Technology for the Stars: Extending Our Reach. [Research and Technology: 1995 Annual Report of the Marshall Space Flight Center.

Science.gov (United States)

1996-01-01

Marshall Space Flight Center's (MSFC's) Advanced Studies, Research, Technology, and Technology Transfer projects are summarized in this report. The focus of the report is on the three spotlights at MSFC in 1995: space transportation technology, microgravity research, and technology transfer.

The flights before the flight - An overview of shuttle astronaut training

Science.gov (United States)

Sims, John T.; Sterling, Michael R.

1989-01-01

Space shuttle astronaut training is centered at NASA's Johnson Space Center in Houston, Texas. Each astronaut receives many different types of training from many sources. This training includes simulator training in the Shuttle Mission Simulator, in-flight simulator training in the Shuttle Training Aircraft, Extravehicular Activity training in the Weightless Environment Training Facility and a variety of lectures and briefings. Once the training program is completed each shuttle flight crew is well-prepared to perform the normal operations required for their flight and deal with any shuttle system malfunctions that might occur.

Development of the Transport Class Model (TCM) Aircraft Simulation From a Sub-Scale Generic Transport Model (GTM) Simulation

Science.gov (United States)

Hueschen, Richard M.

2011-01-01

A six degree-of-freedom, flat-earth dynamics, non-linear, and non-proprietary aircraft simulation was developed that is representative of a generic mid-sized twin-jet transport aircraft. The simulation was developed from a non-proprietary, publicly available, subscale twin-jet transport aircraft simulation using scaling relationships and a modified aerodynamic database. The simulation has an extended aerodynamics database with aero data outside the normal transport-operating envelope (large angle-of-attack and sideslip values). The simulation has representative transport aircraft surface actuator models with variable rate-limits and generally fixed position limits. The simulation contains a generic 40,000 lb sea level thrust engine model. The engine model is a first order dynamic model with a variable time constant that changes according to simulation conditions. The simulation provides a means for interfacing a flight control system to use the simulation sensor variables and to command the surface actuators and throttle position of the engine model.

Music therapy for mood disturbance during hospitalization for autologous stem cell transplantation: a randomized controlled trial.

Science.gov (United States)

Cassileth, Barrie R; Vickers, Andrew J; Magill, Lucanne A

2003-12-15

High-dose therapy with autologous stem cell transplantation (HDT/ASCT) is a commonly used treatment for hematologic malignancies. The procedure causes significant psychological distress and no interventions have been demonstrated to improve mood in these patients. Music therapy has been shown to improve anxiety in a variety of acute medical settings. In the current study, the authors determined the effects of music therapy compared with standard care on mood during inpatient stays for HDT/ASCT. Patients with hematologic malignancy admitted for HDT/ASCT at two sites (Memorial Sloan-Kettering Cancer Center and Ireland Cancer Center in Cleveland, Ohio) were randomized to receive music therapy given by trained music therapists or standard care. Outcome was assessed at baseline and every 3 days after randomization using the Profile of Mood States. Of 69 patients registered in the study, follow-up data were available for 62 (90%). During their inpatient stay, patients in the music therapy group scored 28% lower on the combined Anxiety/Depression scale (P = 0.065) and 37% lower (P = 0.01) on the total mood disturbance score compared with controls. Music therapy is a noninvasive and inexpensive intervention that appears to reduce mood disturbance in patients undergoing HDT/ASCT. Copyright 2003 American Cancer Society.

ASKA STOL research aircraft flight tests and evaluation. STOL jikkenki Asuka'' no hiko shiken kekka

Energy Technology Data Exchange (ETDEWEB)

Kuriyama, M; Inoue, T; Tobinaga, Y; Tsuji, H [Kawasaki Heavy Industries, Ltd., Tokyo (Japan)

1991-07-20

The present report evaluated the powered high-lift device (PHLD) distance of upper surface blowing (USB) system, basing the materialization of short distance take-off and landing (STOL) performance, one of the main flight test purposes by the Aska'', quiet STOL research aircraft, which evaluation was then added with reporting its flight test result to cover several topics. As prototypical, a C-1 tactical transport aircraft produced by Kawasaki Heavy Industries was modified to the aska'' together with the following change in design for the STOL flight test: Adoption was made of a PHLD of USB system where the wing surface was mounted with four turbofan jet engines thereon. Application was made of a boundary layer control (BLC) to the main wing leading edge and aileron. Mounting was made of a stability and control augmentation system (SCAS) using a triple system digital computer. Fitting was made of a vortex generator for the prevention from peeling by jet exhaust. As a result of flight test, the recorded distance was confirmed to be 1580ft in landing and 1670ft in take-off. 5 refs., 15 figs., 2 tabs.

Integral Transportation Systems in Military Transport Aircraft Supply

Directory of Open Access Journals (Sweden)

Dražen Kovačević

2012-10-01

Full Text Available Supply of goods, equipment and soldiers by militwy transportaircraft can serve as a support to airborne landing operation,support to encircled forces, and support to forces leadinga gue1rilla war. Transport aircraft are designed in such a wayas to be able to cany containers, pallets, most of land vehiclesand helicopters. Militwy transport aircraft can be grouped intothose that were originally designed for military transp01t andthose that are modified civilian aircraft and helicopters. Supplypallets can be wooden, metal, can be airdropped in "taxiing","low-flight", and can also be fitted with a parachute or"retrorocket" for reducing the ground impact. Pallets canamong other things carry liquids, heavy combat and ca1rier vehicles,artillery and rocket weapons and valious containers.Pallets are usually pe1manently deformed at ground impact.Nowadays, high precision of airdrop has been achieved. Containersare used to carry various equipment, food, fue~ weapons,ammunition etc. It is to be expected that the containers,wmoured combat and other vehicles will be redesigned so asto provide more efficient transport and fast a!Tangement ofhigh-mobility units, whereas the form of the future militarytransport aircraft will not undergo substantial changes. By adjustingand standardising the transporlation vehicles, integraltransportation means and cwgo, the overall combat efficiencywill be increased, the a~rangement time especially shortenedand the air supply safety increased.

Cooperative random Levy flight searches and the flight patterns of honeybees

International Nuclear Information System (INIS)

Reynolds, A.M.

2006-01-01

The most efficient Levy flight (scale-free) searching strategy for N independent searchers to adopt when target sites are randomly and sparsely distributed is identified. For N=1, it is well known that the optimal searching strategy is attained when μ=2, where the exponent μ characterizes the Levy distribution, P(l)=l -μ , of flight-lengths. For N>1, the optimal searching strategy is attained as μ->1. It is suggested that the orientation flights of honeybees can be understood within the context of such an optimal cooperative random Levy flight searching strategy. Upon returning to their hive after surveying a landscape honeybees can exchange information about the locations of target sites through the waggle dance. In accordance with observations it is predicted that the waggle dance can be disrupted without noticeable influence on a hive's ability to maintain weight when forage is plentiful

Transport of water through the tropical tropopause

Science.gov (United States)

Kley, D.; Schmeltekopf, A. L.; Kelly, K.; Winkler, R. H.; Thompson, T. L.; Mcfarland, M.

1982-01-01

Total water was measured in the high troposphere and low stratosphere over Panama during ten aircraft flights. The results show that convective storms provide the means of transporting water into the stratosphere. From a consideration of the anvil heights over different areas of the tropical zone, it follows that a negative gradient of water vapor mixing ratio with altitude must exist over most of the lower stratosphere.

Drone Transport of Chemistry and Hematology Samples Over Long Distances.

Science.gov (United States)

Amukele, Timothy K; Hernandez, James; Snozek, Christine L H; Wyatt, Ryan G; Douglas, Matthew; Amini, Richard; Street, Jeff

2017-11-02

We addressed the stability of biological samples in prolonged drone flights by obtaining paired chemistry and hematology samples from 21 adult volunteers in a single phlebotomy event-84 samples total. Half of the samples were held stationary, while the other samples were flown for 3 hours (258 km) in a custom active cooling box mounted on the drone. After the flight, 19 chemistry and hematology tests were performed. Seventeen analytes had small or no bias, but glucose and potassium in flown samples showed an 8% and 6.2% bias, respectively. The flown samples (mean, 24.8°C) were a mean of 2.5°C cooler than the stationary samples (mean, 27.3°C) during transportation to the flight field as well as during the flight. The changes in glucose and potassium are consistent with the magnitude and duration of the temperature difference between the flown and stationary samples. Long drone flights of biological samples are feasible but require stringent environmental controls to ensure consistent results. © American Society for Clinical Pathology, 2017. All rights reserved. For permissions, please e-mail: journals.permissions@oup.com

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

Science.gov (United States)

1997-01-01

The unusual lines of the X-36 Tailless Fighter Agility Research Aircraft contrast sharply with the desert floor as the remotely-piloted aircraft flies over the Mojave Desert on a June 1997 research flight. The NASA/Boeing X-36 Tailless Fighter Agility Research Aircraft program successfully demonstrated the tailless fighter design using advanced technologies to improve the maneuverability and survivability of possible future fighter aircraft. The program met or exceeded all project goals. For 31 flights during 1997 at the Dryden Flight Research Center, Edwards, California, the project team examined the aircraft's agility at low speed / high angles of attack and at high speed / low angles of attack. The aircraft's speed envelope reached up to 206 knots (234 mph). This aircraft was very stable and maneuverable. It handled very well. The X-36 vehicle was designed to fly without the traditional tail surfaces common on most aircraft. Instead, a canard forward of the wing was used as well as split ailerons and an advanced thrust-vectoring nozzle for directional control. The X-36 was unstable in both pitch and yaw axes, so an advanced, single-channel digital fly-by-wire control system (developed with some commercially available components) was put in place to stabilize the aircraft. Using a video camera mounted in the nose of the aircraft and an onboard microphone, the X-36 was remotely controlled by a pilot in a ground station virtual cockpit. A standard fighter-type head-up display (HUD) and a moving-map representation of the vehicle's position within the range in which it flew provided excellent situational awareness for the pilot. This pilot-in-the-loop approach eliminated the need for expensive and complex autonomous flight control systems and the risks associated with their inability to deal with unknown or unforeseen phenomena in flight. Fully fueled the X-36 prototype weighed approximately 1,250 pounds. It was 19 feet long and three feet high with a wingspan of

Concept of Operations for the Next Generation Air Transportation System, Version 2.0

Science.gov (United States)

2007-06-13

instrument flight rules [ IFR ]), and communication with the ANSP via voice radio. In airspace where TBO is used (see Section 2.4), the minimum...GENERATION AIR TRANSPORTATION SYSTEM (NEXTGEN) JOINT PLANNING AND DEVELOPMENT OFFICE 2-32 VERSION 2.0 Transport category IFR -capable rotorcraft...disapproval, or a recommendation to amend the plan to include easements, noise mitigation, and disclosure requirements. The jurisdiction seeking to approve

Long-term outcomes of high dose treatment and autologous stem cell transplantation in follicular and mantle cell lymphomas – a single centre experience

Directory of Open Access Journals (Sweden)

Boltezar Lucka

2016-06-01

Full Text Available Advanced follicular lymphoma (FL and mantle cell lymphoma (MCL are incurable diseases with conventional treatment. The high dose treatment (HDT with autologous stem cell transplantation (ASCT, however, offers a certain proportion of these patients the prospect of a prolonged disease-free and overall survival. The aim of this study was to investigate the event free survival (EFS and overall survival (OS in patients with FL and MCL treated with ASCT.

Flight service evaluation of kevlar-49 epoxy composite panels in wide-bodied commercial transport aircraft: Flight service report

Science.gov (United States)

Stone, R. H.

1981-01-01

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after 7 years service. There are six Kevlar-49 panels on each aircraft: a left hand and right hand set of a wing-body sandwich fairing; a slid laminate under-wing fillet panel; and a 422 K service aft engine fairing. The three L-1011s include one each in service with Eastern, Air Canada, and TWA. The fairings have accumulated a total of 52,500 hours, with one ship set having 17.700 hours service. The inspections were conducted at the airlines' major maintenance bases with the participation of Lockheed Engineering. The Kevlar-49 components were found to be performing satisfactorily in service with no major problems or any condition requiring corrective action. The only defects noted were minor impact damage and a minor degree of fastener hole fraying and elongation. These are for the most part comparable to damage noted on fiberglass fairings. The service history to date indicates that Kevlar-49 epoxy composite materials have satisfactory service characteristics for use in aircraft secondary structure.

In-flight sleep, pilot fatigue and Psychomotor Vigilance Task performance on ultra-long range versus long range flights.

Science.gov (United States)

Gander, Philippa H; Signal, T Leigh; van den Berg, Margo J; Mulrine, Hannah M; Jay, Sarah M; Jim Mangie, Captain

2013-12-01

This study evaluated whether pilot fatigue was greater on ultra-long range (ULR) trips (flights >16 h on 10% of trips in a 90-day period) than on long range (LR) trips. The within-subjects design controlled for crew complement, pattern of in-flight breaks, flight direction and departure time. Thirty male Captains (mean age = 54.5 years) and 40 male First officers (mean age = 48.0 years) were monitored on commercial passenger flights (Boeing 777 aircraft). Sleep was monitored (actigraphy, duty/sleep diaries) from 3 days before the first study trip to 3 days after the second study trip. Karolinska Sleepiness Scale, Samn-Perelli fatigue ratings and a 5-min Psychomotor Vigilance Task were completed before, during and after every flight. Total sleep in the 24 h before outbound flights and before inbound flights after 2-day layovers was comparable for ULR and LR flights. All pilots slept on all flights. For each additional hour of flight time, they obtained an estimated additional 12.3 min of sleep. Estimated mean total sleep was longer on ULR flights (3 h 53 min) than LR flights (3 h 15 min; P(F) = 0.0004). Sleepiness ratings were lower and mean reaction speed was faster at the end of ULR flights. Findings suggest that additional in-flight sleep mitigated fatigue effectively on longer flights. Further research is needed to clarify the contributions to fatigue of in-flight sleep versus time awake at top of descent. The study design was limited to eastward outbound flights with two Captains and two First Officers. Caution must be exercised when extrapolating to different operations. © 2013 European Sleep Research Society.

14 CFR 61.63 - Additional aircraft ratings (other than for ratings at the airline transport pilot certification...

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Additional aircraft ratings (other than for ratings at the airline transport pilot certification level). 61.63 Section 61.63 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION, DEPARTMENT OF TRANSPORTATION (CONTINUED) AIRMEN CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTOR...

Simulator Investigations of the Problems of Flying a Swept-Wing Transport Aircraft in Heavy Turbulence

Science.gov (United States)

Bray, Richard S.; Larsen, William E.

1965-01-01

An investigation of several factors which may contribute to the problem of piloting jet transport aircraft in heavy turbulence was conducted by using a piloted simulator that included the most significant airplane response and cockpit vibrations induced by rough air. Results indicated that the primary fuselage structural frequency contributed significantly to a distracting cockpit environment, and there was obtained evidence of severely reduced instrument flight proficiency during simulated maneuvering flight in heavy turbulence. It is concluded that the addition of similar rough-air response capabilities to training simulators would be of value in pilot indoctrination in turbulent-flight procedures.

The Orion Exploration Flight Test Post Flight Solid Particle Flight Environment Inspection and Analysis

Science.gov (United States)

Miller, Joshua E.

2016-01-01

Orbital debris in the millimeter size range can pose a hazard to current and planned spacecraft due to the high relative impact speeds in Earth orbit. Fortunately, orbital debris has a relatively short life at lower altitudes due to atmospheric effects; however, at higher altitudes orbital debris can survive much longer and has resulted in a band of high flux around 700 to 1,500 km above the surface of the Earth. While large orbital debris objects are tracked via ground based observation, little information can be gathered about small particles except by returned surfaces, which until the Orion Exploration Flight Test number one (EFT-1), has only been possible for lower altitudes (400 to 500 km). The EFT-1 crew module backshell, which used a porous, ceramic tile system with surface coatings, has been inspected post-flight for potential micrometeoroid and orbital debris (MMOD) damage. This paper describes the pre- and post-flight activities of inspection, identification and analysis of six candidate MMOD impact craters from the EFT-1 mission.

Manned Flight Simulator (MFS)

Data.gov (United States)

Federal Laboratory Consortium — The Aircraft Simulation Division, home to the Manned Flight Simulator (MFS), provides real-time, high fidelity, hardware-in-the-loop flight simulation capabilities...

Spacelab ready for transport to Washington, DC

Science.gov (United States)

1998-01-01

Spacelab is wrapped and ready for transport to the National Air and Space Museum in Washington, DC. Spacelab was designed by the European Space Agency (ESA) for the Space Shuttle program and first flew on STS-9 in November 1983. Its final flight was the STS-90 Neurolab mission in April 1998. A sister module will travel home and be placed on display in Europe. The Spacelab concept of modular experiment racks in a pressurized shirt-sleeve environment made it highly user-friendly and accessible. Numerous experiments conceived by hundreds of scientists on the ground were conducted by flight crews in orbit. Spacelab modules served as on-orbit homes for everything from squirrel monkeys to plant seeds. They supported astronomical as well as Earth observations, for servicing the Hubble Space Telescope and for research preparatory to the International Space Station. One of the greatest benefits afforded by the Spacelab missions was the opportunity to fly a mission more than once, with the second or third flight building on the experiences and data gathered from its predecessors.

NASA/FAA/NCAR Supercooled Large Droplet Icing Flight Research: Summary of Winter 1996-1997 Flight Operations

Science.gov (United States)

Miller, Dean; Ratvasky, Thomas; Bernstein, Ben; McDonough, Frank; Strapp, J. Walter

1998-01-01

During the winter of 1996-1997, a flight research program was conducted at the NASA-Lewis Research Center to study the characteristics of Supercooled Large Droplets (SLD) within the Great Lakes region. This flight program was a joint effort between the National Aeronautics and Space Administration (NASA), the National Center for Atmospheric Research (NCAR), and the Federal Aviation Administration (FAA). Based on weather forecasts and real-time in-flight guidance provided by NCAR, the NASA-Lewis Icing Research Aircraft was flown to locations where conditions were believed to be conducive to the formation of Supercooled Large Droplets aloft. Onboard instrumentation was then used to record meteorological, ice accretion, and aero-performance characteristics encountered during the flight. A total of 29 icing research flights were conducted, during which "conventional" small droplet icing, SLD, and mixed phase conditions were encountered aloft. This paper will describe how flight operations were conducted, provide an operational summary of the flights, present selected experimental results from one typical research flight, and conclude with practical "lessons learned" from this first year of operation.

In-flight Assessment of Lower Body Negative Pressure as a Countermeasure for Post-flight Orthostatic Intolerance

Science.gov (United States)

Charles, J. B.; Stenger, M. B.; Phillips, T. R.; Arzeno, N. M.; Lee, S. M. C.

2009-01-01

Introduction. We investigated the efficacy of combining fluid loading with sustained lower body negative pressure (LBNP) to reverse orthostatic intolerance associated with weightlessness during and immediately after Space Shuttle missions. Methods. Shuttle astronauts (n=13) underwent 4 hours of LBNP at -30 mm(Hg) and ingested water and salt ( soak treatment) during flight in two complementary studies. In the first study (n=8), pre-flight heart rate (HR) and blood pressure (BP) responses to an LBNP ramp (5-min stages of -10 mm(Hg) steps to -50 mm(Hg) were compared to responses in-flight one and two days after LBNP soak treatment. In the second study (n=5), the soak was performed 24 hr before landing, and post-flight stand test results of soak subjects were compared with those of an untreated cohort (n=7). In both studies, the soak was scheduled late in the mission and was preceded by LBNP ramp tests at approximately 3-day intervals to document the in-flight loss of orthostatic tolerance. Results. Increased HR and decreased BP responses to LBNP were evident early in-flight. In-flight, one day after LBNP soak, HR and BP responses to LBNP were not different from pre-flight, but the effect was absent the second day after treatment. Post-flight there were no between-group differences in HR and BP responses to standing, but all 5 treatment subjects completed the 5-minute stand test whereas 2 of 7 untreated cohort subjects did not. Discussion. Exaggerated HR and BP responses to LBNP were evident within the first few days of space flight, extending results from Skylab. The combined LBNP and fluid ingestion countermeasure restored in-flight LBNP HR and BP responses to pre-flight levels and provided protection of post-landing orthostatic function. Unfortunately, any benefits of the combined countermeasure were offset by the complexity of its implementation, making it inappropriate for routine application during Shuttle flights.

Vision based flight procedure stereo display system

Science.gov (United States)

Shen, Xiaoyun; Wan, Di; Ma, Lan; He, Yuncheng

2008-03-01

A virtual reality flight procedure vision system is introduced in this paper. The digital flight map database is established based on the Geographic Information System (GIS) and high definitions satellite remote sensing photos. The flight approaching area database is established through computer 3D modeling system and GIS. The area texture is generated from the remote sensing photos and aerial photographs in various level of detail. According to the flight approaching procedure, the flight navigation information is linked to the database. The flight approaching area vision can be dynamic displayed according to the designed flight procedure. The flight approaching area images are rendered in 2 channels, one for left eye images and the others for right eye images. Through the polarized stereoscopic projection system, the pilots and aircrew can get the vivid 3D vision of the flight destination approaching area. Take the use of this system in pilots preflight preparation procedure, the aircrew can get more vivid information along the flight destination approaching area. This system can improve the aviator's self-confidence before he carries out the flight mission, accordingly, the flight safety is improved. This system is also useful in validate the visual flight procedure design, and it helps to the flight procedure design.

Review on flight simulators (today and tomorrow); Flight simulatior no genjo to kongo

Energy Technology Data Exchange (ETDEWEB)

Komura, T. [Mitsubishi Precision Company Limited, Tokyo (Japan)

2000-04-05

This paper presents various flight simulators. A flight simulator is classified into that for R and D on aircraft and that for flight training according to its usage. As an example of the former, the general-purpose flight simulation test facility of National Aerospace Laboratory, Science and Technology Agency is in use for development of the STOL experimental aircraft 'Asuka' and simulation experiments for space development. A civil aircraft simulator simulating the interior of a cockpit, operation feeling of piloting devices, flight performance, dynamic characteristics, an engine system and a hydraulic system like a real aircraft is in wide use for training pilots. A fighter simulator for air force is used for training detection of enemy's aircraft by radar, and missile shooting. An antisubmarine patrol aircraft simulator is used for training detection of submarines by sonic detector and magnetic detector, and torpedo air-launching. For both simulators, real simulation of detection sensors or battle environment is required. (NEDO)

Flight Muscle Dimorphism and Heterogeneity in Flight Initiation of Field-Collected Triatoma infestans (Hemiptera: Reduviidae)

OpenAIRE

Gurevitz, Juan M.; Kitron, Uriel; Gürtler, Ricardo E.

2007-01-01

Recent experiments demonstrated that most field-collected Triatoma infestans (Klug) (Hemiptera: Reduviidae) adults from northern Argentina either never initiated flight or did so repeatedly in both sexes. This pattern could not be explained by sex, adult age, weight, weight-to-length ratio (W/L), or chance. We examined whether bugs that never initiated flight possessed developed flight muscles, and whether flight muscle mass relative to total body mass (FMR) was related to the probability of ...

Apollo 6 Transported to Launch Pad at KSC

Science.gov (United States)

1968-01-01

Apollo 6, the second and last of the unmarned Saturn V test flights, is slowly transported past the Vehicle Assembly Building on the way to launch pad 39-A. The towering 363-foot Saturn V was a multi-stage, multi-engine launch vehicle standing taller than the Statue of Liberty. Altogether, the Saturn V engines produced as much power as 85 Hoover Dams.

14 CFR 27.151 - Flight controls.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 1 2010-01-01 2010-01-01 false Flight controls. 27.151 Section 27.151... STANDARDS: NORMAL CATEGORY ROTORCRAFT Flight Flight Characteristics § 27.151 Flight controls. (a) Longitudinal, lateral, directional, and collective controls may not exhibit excessive breakout force, friction...

Capital Flight from Russia

OpenAIRE

Prakash Loungani; Paolo Mauro

2000-01-01

This paper documents the scale of capital flight from Russia, compares it with that observed in other countries, and reviews policy options. The evidence from other countries suggests that capital flight can be reversed once reforms take hold. The paper argues that capital flight from Russia can only be curbed through a medium-term reform strategy aimed at improving governance and macroeconomic performance, and strengthening the banking system. Capital controls result in costly distortions an...

Extending helicopter operations to meet future integrated transportation needs.

Science.gov (United States)

Stanton, Neville A; Plant, Katherine L; Roberts, Aaron P; Harvey, Catherine; Thomas, T Glyn

2016-03-01

Helicopters have the potential to be an integral part of the future transport system. They offer a means of rapid transit in an overly populated transport environment. However, one of the biggest limitations on rotary wing flight is their inability to fly in degraded visual conditions in the critical phases of approach and landing. This paper presents a study that developed and evaluated a Head up Display (HUD) to assist rotary wing pilots by extending landing to degraded visual conditions. The HUD was developed with the assistance of the Cognitive Work Analysis method as an approach for analysing the cognitive work of landing the helicopter. The HUD was tested in a fixed based flight simulator with qualified helicopter pilots. A qualitative analysis to assess situation awareness and workload found that the HUD enabled safe landing in degraded conditions whilst simultaneously enhancing situation awareness and reducing workload. Continued development in this area has the potential to extend the operational capability of helicopters in the future. Copyright © 2015 Elsevier Ltd and The Ergonomics Society. All rights reserved.

A Flight Control System Architecture for the NASA AirSTAR Flight Test Infrastructure

Science.gov (United States)

Murch, Austin M.

2008-01-01

A flight control system architecture for the NASA AirSTAR infrastructure has been designed to address the challenges associated with safe and efficient flight testing of research control laws in adverse flight conditions. The AirSTAR flight control system provides a flexible framework that enables NASA Aviation Safety Program research objectives, and includes the ability to rapidly integrate and test research control laws, emulate component or sensor failures, inject automated control surface perturbations, and provide a baseline control law for comparison to research control laws and to increase operational efficiency. The current baseline control law uses an angle of attack command augmentation system for the pitch axis and simple stability augmentation for the roll and yaw axes.

Fractographic Examination of the Vertical Stabilizer and Rudder from American Airlines Flight 587

Science.gov (United States)

Fox, Matthew R.; Schultheisz, Carl R.; Reeder, James R.

2005-01-01

The first major structural component failure of a composite part on a commercial airplane occurred during the crash of American Airlines Flight 587. The fractured composite lugs that attached the vertical stabilizer to the aircraft tail and the fractured composite honeycomb rudder were examined as part of the National Transportation Safety Board investigation of the accident. In this paper the composite fractures are described and the resulting clues to the failure events are discussed.

Formaldehyde Crosses the Human Placenta and Affects Human Trophoblast Differentiation and Hormonal Functions.

Directory of Open Access Journals (Sweden)

Guillaume Pidoux

Full Text Available The chorionic villus of the human placenta is the source of specific endocrine functions and nutrient exchanges. These activities are ensured by the syncytiotrophobast (ST, which bathes in maternal blood. The ST arises and regenerates throughout pregnancy by fusion of underlying cytotrophoblasts (CT. Any anomaly of ST formation or regeneration can affect pregnancy outcome and fetal growth. Because of its direct interaction with maternal blood, the ST is sensitive to drugs, pollutants and xenohormones. Ex vivo assays of perfused cotyledon show that formaldehyde, a common pollutant present in furniture, paint and plastics, can accumulate in the human placenta and cross to the fetal compartment. By means of RT-qPCR, immunoblot and immunocytochemistry experiments, we demonstrate in vitro that formaldehyde exerts endocrine toxicity on human trophoblasts, including a decrease in the production of protein hormones of pregnancy. In addition, formaldehyde exposure triggered human trophoblast fusion by upregulating syncitin-1 receptor expression (ASC-type amino-acid transporter 2: ASCT2. Moreover, we show that formaldehyde-exposed trophoblasts present an altered redox status associated with oxidative stress, and an increase in ASCT2 expression intended to compensate for this stress. Finally, we demonstrate that the adverse effects of formaldehyde on trophoblast differentiation and fusion are reversed by N-acetyl-L-cysteine (Nac, an antioxidant.

Free Flight Rotorcraft Flight Test Vehicle Technology Development

Science.gov (United States)

Hodges, W. Todd; Walker, Gregory W.

1994-01-01

A rotary wing, unmanned air vehicle (UAV) is being developed as a research tool at the NASA Langley Research Center by the U.S. Army and NASA. This development program is intended to provide the rotorcraft research community an intermediate step between rotorcraft wind tunnel testing and full scale manned flight testing. The technologies under development for this vehicle are: adaptive electronic flight control systems incorporating artificial intelligence (AI) techniques, small-light weight sophisticated sensors, advanced telepresence-telerobotics systems and rotary wing UAV operational procedures. This paper briefly describes the system's requirements and the techniques used to integrate the various technologies to meet these requirements. The paper also discusses the status of the development effort. In addition to the original aeromechanics research mission, the technology development effort has generated a great deal of interest in the UAV community for related spin-off applications, as briefly described at the end of the paper. In some cases the technologies under development in the free flight program are critical to the ability to perform some applications.

76 FR 16236 - Prohibition Against Certain Flights Within the Tripoli (HLLL) Flight Information Region (FIR)

Science.gov (United States)

2011-03-23

... Tripoli (HLLL) Flight Information Region (FIR) AGENCY: Federal Aviation Administration (FAA), Department... the Tripoli (HLLL) Flight Information Region (FIR) by all U.S. air carriers; U.S. commercial operators...) Flight Information Region (FIR). (a) Applicability. This section applies to the following persons: (1...

78 FR 66261 - Certified Flight Instructor Flight Reviews; Recent Pilot in Command Experience; Airmen Online...

Science.gov (United States)

2013-11-05

...-0780; Amdt. No. 61-131] RIN 2120-AK23 Certified Flight Instructor Flight Reviews; Recent Pilot in Command Experience; Airmen Online Services; Confirmation of Effective Date AGENCY: Federal Aviation...-calendar month flight review requirements. This rule also clarifies that the generally applicable recent...

78 FR 56822 - Certified Flight Instructor Flight Reviews; Recent Pilot in Command Experience; Airmen Online...

Science.gov (United States)

2013-09-16

...-0780; Amdt. No. 61-131] RIN 2120-AK23 Certified Flight Instructor Flight Reviews; Recent Pilot in Command Experience; Airmen Online Services AGENCY: Federal Aviation Administration (FAA), DOT. ACTION... review requirements. This rule also clarifies that the generally applicable recent flight experience...

Flight to Safety from European Stock Markets

DEFF Research Database (Denmark)

Aslanidis, Nektarios; Christiansen, Charlotte

-return trade-off is positive and during flight-to-safety episodes it is negative. The effects of flight-to-safety episodes on the risk-return trade-off are qualitatively similar for own country flight-to-safety episodes, for flight from own country stock market to the US bond market, and for US flight......This paper investigates flight-to-safety from stocks to bonds in seven European markets. We use quantile regressions to identify flight-to-safety episodes. The simple risk-return trade-off on the stock markets is negative which is caused by flight-to-safety episodes: During normal periods, the risk...

Small Aircraft Transportation System, Higher Volume Operations Concept: Off-Nominal Operations

Science.gov (United States)

Abbott, Terence S.; Consiglio, Maria C.; Baxley, Brian T.; Williams, Daniel M.; Conway, Sheila R.

2005-01-01

This document expands the Small Aircraft Transportation System, (SATS) Higher Volume Operations (HVO) concept to include off-nominal conditions. The general philosophy underlying the HVO concept is the establishment of a newly defined area of flight operations called a Self-Controlled Area (SCA). During periods of poor weather, a block of airspace would be established around designated non-towered, non-radar airports. Aircraft flying enroute to a SATS airport would be on a standard instrument flight rules flight clearance with Air Traffic Control providing separation services. Within the SCA, pilots would take responsibility for separation assurance between their aircraft and other similarly equipped aircraft. Previous work developed the procedures for normal HVO operations. This document provides details for off-nominal and emergency procedures for situations that could be expected to occur in a future SCA.

Asset Analysis and Operational Concepts for Separation Assurance Flight Testing at Dryden Flight Research Center

Science.gov (United States)

Costa, Guillermo J.; Arteaga, Ricardo A.

2011-01-01

A preliminary survey of existing separation assurance and collision avoidance advancements, technologies, and efforts has been conducted in order to develop a concept of operations for flight testing autonomous separation assurance at Dryden Flight Research Center. This effort was part of the Unmanned Aerial Systems in the National Airspace System project. The survey focused primarily on separation assurance projects validated through flight testing (including lessons learned), however current forays into the field were also examined. Comparisons between current Dryden flight and range assets were conducted using House of Quality matrices in order to allow project management to make determinations regarding asset utilization for future flight tests. This was conducted in order to establish a body of knowledge of the current collision avoidance landscape, and thus focus Dryden s efforts more effectively towards the providing of assets and test ranges for future flight testing within this research field.

Numerical study on aerodynamic heat of hypersonic flight

Directory of Open Access Journals (Sweden)

Huang Haiming

2016-01-01

Full Text Available Accurate prediction of the shock wave has a significant effect on the development of space transportation vehicle or exploration missions. Taking Lobb sphere as the example, the aerodynamic heat of hypersonic flight in different Mach numbers is simulated by the finite volume method. Chemical reactions and non-equilibrium heat are taken into account in this paper, where convective flux of the space term adopts the Roe format, and discretization of the time term is achieved by backward Euler algorithm. The numerical results reveal that thick mesh can lead to accurate prediction, and the thickness of the shock wave decreases as grid number increases. Furthermore, most of kinetic energy converts into internal energy crossing the shock wave.

Electron transport parameters in CO$_2$: scanning drift tube measurements and kinetic computations

OpenAIRE

Vass, M.; Korolov, I.; Loffhagen, D.; Pinhao, N.; Donko, Z.

2016-01-01

This work presents transport coefficients of electrons (bulk drift velocity, longitudinal diffusion coefficient, and effective ionization frequency) in CO2 measured under time-of-flight conditions over a wide range of the reduced electric field, 15Td

Solar array flight dynamic experiment

Science.gov (United States)

Schock, Richard W.

1987-01-01

The purpose of the Solar Array Flight Dynamic Experiment (SAFDE) is to demonstrate the feasibility of on-orbit measurement and ground processing of large space structures' dynamic characteristics. Test definition or verification provides the dynamic characteristic accuracy required for control systems use. An illumination/measurement system was developed to fly on space shuttle flight STS-41D. The system was designed to dynamically evaluate a large solar array called the Solar Array Flight Experiment (SAFE) that had been scheduled for this flight. The SAFDE system consisted of a set of laser diode illuminators, retroreflective targets, an intelligent star tracker receiver and the associated equipment to power, condition, and record the results. In six tests on STS-41D, data was successfully acquired from 18 retroreflector targets and ground processed, post flight, to define the solar array's dynamic characteristic. The flight experiment proved the viability of on-orbit test definition of large space structures dynamic characteristics. Future large space structures controllability should be greatly enhanced by this capability.

System Identification of Flight Mechanical Characteristics

OpenAIRE

Larsson, Roger

2013-01-01

With the demand for more advanced fighter aircraft, relying on relaxed stability or even unstable flight mechanical characteristics to gain flight performance, more focus has been put on model-based system engineering to help with the design work. The flight control system design is one important part that relies on this modeling. Therefore it has become more important to develop flight mechanical models that are highly accurate in the whole flight envelop. For today’s newly developed fighter...

Aerodynamics of bird flight

Directory of Open Access Journals (Sweden)

Dvořák Rudolf

2016-01-01

Full Text Available Unlike airplanes birds must have either flapping or oscillating wings (the hummingbird. Only such wings can produce both lift and thrust – two sine qua non attributes of flying.The bird wings have several possibilities how to obtain the same functions as airplane wings. All are realized by the system of flight feathers. Birds have also the capabilities of adjusting the shape of the wing according to what the immediate flight situation demands, as well as of responding almost immediately to conditions the flow environment dictates, such as wind gusts, object avoidance, target tracking, etc. In bird aerodynamics also the tail plays an important role. To fly, wings impart downward momentum to the surrounding air and obtain lift by reaction. How this is achieved under various flight situations (cruise flight, hovering, landing, etc., and what the role is of the wing-generated vortices in producing lift and thrust is discussed.The issue of studying bird flight experimentally from in vivo or in vitro experiments is also briefly discussed.

Noise Considerations for V/STOL Transports

Science.gov (United States)

Kenyon, George C.

1968-01-01

Noise consideration may well be as important a factor in future aircraft concept selection as such economic factors as operating cost and profitability. The impact of noise on some of the design and operational aspects of future V/STOL transports is examined in detail, including consideration of configuration, attitude-control system, lift system, and terminal flight pattern. Extended vertical rise of VTOL aircraft as a method of limiting the intense noise exposure to the terminal area is shown to be only partially effective as well as costly. Comparisons are made of noise contours for conceptual V/STOL transports for several PNdB criteria. The variation in extent of affected area with configuration and criterion emphasizes the importance of establishing an "acceptable" noise level for "city-center" operation.

Flight service evaluation of Kevlar-49/epoxy composite panels in wide-bodied commercial transport aircraft

Science.gov (United States)

Stone, R. H.

1977-01-01

Kevlar-49 fairing panels, installed as flight service components on three L-1011s, were inspected after three years' service, and found to be performing satisfactorily. There are six Kevlar-49 panels on each aircraft, including sandwich and solid laminate wing-body panels, and 150 C service aft engine fairings. The service history to date indicates that Kevlar-49 epoxy composite materials have satisfactory service characteristics for use in aircraft secondary structure.

Production Support Flight Control Computers: Research Capability for F/A-18 Aircraft at Dryden Flight Research Center

Science.gov (United States)

Carter, John F.

1997-01-01

NASA Dryden Flight Research Center (DFRC) is working with the United States Navy to complete ground testing and initiate flight testing of a modified set of F/A-18 flight control computers. The Production Support Flight Control Computers (PSFCC) can give any fleet F/A-18 airplane an in-flight, pilot-selectable research control law capability. NASA DFRC can efficiently flight test the PSFCC for the following four reasons: (1) Six F/A-18 chase aircraft are available which could be used with the PSFCC; (2) An F/A-18 processor-in-the-loop simulation exists for validation testing; (3) The expertise has been developed in programming the research processor in the PSFCC; and (4) A well-defined process has been established for clearing flight control research projects for flight. This report presents a functional description of the PSFCC. Descriptions of the NASA DFRC facilities, PSFCC verification and validation process, and planned PSFCC projects are also provided.

Orion Exploration Flight Test Reaction Control System Jet Interaction Heating Environment from Flight Data

Science.gov (United States)

White, Molly E.; Hyatt, Andrew J.

2016-01-01

The Orion Multi-Purpose Crew Vehicle (MPCV) Reaction Control System (RCS) is critical to guide the vehicle along the desired trajectory during re-­-entry. However, this system has a significant impact on the convective heating environment to the spacecraft. Heating augmentation from the jet interaction (JI) drives thermal protection system (TPS) material selection and thickness requirements for the spacecraft. This paper describes the heating environment from the RCS on the afterbody of the Orion MPCV during Orion's first flight test, Exploration Flight Test 1 (EFT-1). These jet plumes interact with the wake of the crew capsule and cause an increase in the convective heating environment. Not only is there widespread influence from the jet banks, there may also be very localized effects. The firing history during EFT-1 will be summarized to assess which jet bank interaction was measured during flight. Heating augmentation factors derived from the reconstructed flight data will be presented. Furthermore, flight instrumentation across the afterbody provides the highest spatial resolution of the region of influence of the individual jet banks of any spacecraft yet flown. This distribution of heating augmentation across the afterbody will be derived from the flight data. Additionally, trends with possible correlating parameters will be investigated to assist future designs and ground testing programs. Finally, the challenges of measuring JI, applying this data to future flights and lessons learned will be discussed.

Music Therapy for Symptom Management After Autologous Stem Cell Transplantation: Results From a Randomized Study.

Science.gov (United States)

Bates, Debbie; Bolwell, Brian; Majhail, Navneet S; Rybicki, Lisa; Yurch, Melissa; Abounader, Donna; Kohuth, Joseph; Jarancik, Shannon; Koniarczyk, Heather; McLellan, Linda; Dabney, Jane; Lawrence, Christine; Gallagher, Lisa; Kalaycio, Matt; Sobecks, Ronald; Dean, Robert; Hill, Brian; Pohlman, Brad; Hamilton, Betty K; Gerds, Aaron T; Jagadeesh, Deepa; Liu, Hien D

2017-09-01

High-dose chemotherapy followed by autologous stem cell transplantation (ASCT) is frequently performed in patients with hematologic malignancies. ASCT can result in significant nausea, pain, and discomfort. Supportive care has improved, and pharmacologic therapies are frequently used, but with limitations. Music has been demonstrated to improve nausea and pain in patients undergoing chemotherapy, but little data are available regarding the effects of music therapy in the transplantation setting. In a prospective study, patients with lymphoma or multiple myeloma undergoing ASCT were randomized to receive either interactive music therapy with a board-certified music therapist or no music therapy. The music therapy arm received 2 music therapy sessions on days +1 and +5. Primary outcomes were perception of pain and nausea measured on a visual analog scale. Secondary outcomes were narcotic pain medication use from day -1 to day +5 and impact of ASCT on patient mood as assessed by Profile of Mood States (POMS) on day +5. Eighty-two patients were enrolled, with 37 in the music therapy arm and 45 in the no music therapy arm. Patients who received MT had slightly increased nausea by day +7 compared with the no music therapy patients. The music therapy and no music therapy patients had similar pain scores; however, the patients who received music therapy used significantly less narcotic pain medication (median, 24 mg versus 73 mg; P = .038). Music therapy may be a viable nonpharmacologic method of pain management for patients undergoing ASCT; the music therapy patients required significantly fewer morphine equivalent doses compared with the no music therapy patients. Additional research is needed to better understand the effects of music therapy on patient-perceived symptoms, such as pain and nausea. Copyright © 2017 The American Society for Blood and Marrow Transplantation. Published by Elsevier Inc. All rights reserved.

A Comparison of the Conditioning Regimens BEAM and FEAM for Autologous Hematopoietic Stem Cell Transplantation in Lymphoma: an Observational Study on Patients From Fondazione Italiana Linfomi (Fil).

Science.gov (United States)

Olivieri, Jacopo; Mosna, Federico; Pelosini, Matteo; Fama, Angelo; Rattotti, Sara; Giannoccaro, Margherita; Carli, Giuseppe; Tisi, Maria Chiara; Ferrero, Simone; Sgherza, Nicola; Mazzone, Anna Maria; Marino, Dario; Calimeri, Teresa; Loseto, Giacomo; Saraceni, Francesco; Tomei, Gabriella; Sica, Simona; Perali, Giulia; Codeluppi, Katia; Billio, Atto; Olivieri, Attilio; Orciuolo, Enrico; Matera, Rossella; Stefani, Piero Maria; Borghero, Carlo; Ghione, Paola; Cascavilla, Nicola; Lanza, Francesco; Chiusolo, Patrizia; Finotto, Silvia; Federici, Irene; Gherlinzoni, Filippo; Centurioni, Riccardo; Fanin, Renato; Zaja, Francesco

2018-05-29

Carmustine (BCNU)-Etoposide-Citarabine-Melphalan (BEAM) chemotherapy is the standard conditioning regimen for autologous stem cell transplantation (ASCT) in lymphomas. Owing to BCNU shortages, many centers switched to Fotemustine-substituted BEAM (FEAM), lacking proof of equivalence. We conducted a retrospective cohort study in 18 Italian centers to compare safety and efficacy of BEAM and FEAM regimens for ASCT in lymphomas performed from 2008 to 2015. We enrolled 1038 patients (BEAM n=607, FEAM n=431), of which 27% had Hodgkin's lymphoma (HL), 14% indolent Non-Hodgkin's lymphoma (iNHL) and 59% aggressive NHL (aNHL). Baseline characteristics including age, sex, stage, B-symptoms, extranodal involvement, previous treatments, response before ASCT, overall conditioning intensity, were well balanced between BEAM and FEAM; notable exceptions were: ASCT year (median: BEAM=2011 vs FEAM=2013, p<0.001), Sorror score (≥3: BEAM=15% vs FEAM=10%, p=0.017), radiotherapy use (BEAM=18% vs FEAM=10%, p<0.001). FEAM conditioning resulted in higher rates of gastrointestinal and infectious toxicities, including severe oral mucositis (grade ≥3: BEAM=31% vs FEAM=44%, p<0.001), and sepsis from Gram-negative bacteria (mean isolates/patient: BEAM=0.1 vs FEAM=0.19, p<0.001). Response status at day 100 post-ASCT (overall response: BEAM=91% vs FEAM=88%, p=0.42), 2-years Overall Survival (83.9%, 95%CI:81.5%-86.1%) and Progression-free Survival (70.3%, 95%CI:67.4%-73.1%) were not different in the two groups. Mortality from infection was higher in the FEAM group (SHR 1.99; 95%CI:1.02-3.88, p=0.04). BEAM and FEAM do not appear different in terms of survival and disease control. However, due to concerns of higher toxicity, Fotemustine substitution in BEAM does not seem justified, if not for easier supply. Copyright © 2018. Published by Elsevier Inc.

Flight testing a propulsion-controlled aircraft emergency flight control system on an F-15 airplane

Science.gov (United States)

Burcham, F. W., Jr.; Burken, John; Maine, Trindel A.

1994-01-01

Flight tests of a propulsion-controlled aircraft (PCA) system on an F-15 airplane have been conducted at the NASA Dryden Flight Research Center. The airplane was flown with all flight control surfaces locked both in the manual throttles-only mode and in an augmented system mode. In the latter mode, pilot thumbwheel commands and aircraft feedback parameters were used to position the throttles. Flight evaluation results showed that the PCA system can be used to land an airplane that has suffered a major flight control system failure safely. The PCA system was used to recover the F-15 airplane from a severe upset condition, descend, and land. Pilots from NASA, U.S. Air Force, U.S. Navy, and McDonnell Douglas Aerospace evaluated the PCA system and were favorably impressed with its capability. Manual throttles-only approaches were unsuccessful. This paper describes the PCA system operation and testing. It also presents flight test results and pilot comments.

Investigation of controlled flight into terrain : descriptions of flight paths for selected controlled flight into terrain (CFIT) aircraft accidents, 1985-1997

Science.gov (United States)

1999-03-01

This report documents an investigation of the flight paths of 13 selected controlled flight into terrain (CFIT) aircraft accidents that occurred between 1985 and 1997. The Operations Assessment Division (DTS-43) and the Aviation Safety Division (DTS-...

Annual view (1999) - aeronautic relation/space relation. Aeronautic relation - flight preparation; Nenkan tenbo (1999) koku kankei uchu kankei. Unko seibi kanren

Energy Technology Data Exchange (ETDEWEB)

NONE

2000-03-05

The year of 1999 to airline companies was exactly a year when they had to tackle the Y2K issue all the time with no introduction of new model planes. For the purpose of much appealing for aeronautical safety, the government and private companies jointly made a demonstration flight simulating the shift to a new year in September. The persons concerned in the Civil Aviation Bureau, the Ministry of Transport, mass communication, and airline companies were on the flight. The demonstration flight was finished with no big troubles. The standard weight of passengers, etc. which is used for weight/gravity center position management of airliners was to be newly set. Following the domestic line in 1998, the standard weight of the international line was set in 1999. As a new flight system, RVSM flight is planned to be started in the Pacific air area in February 2000. In the RVSM flight, airplane is flown by shortening vertical control intervals from 2000ft to 1000ft at the altitude between 29,000ft and 41,000ft. In 1999, domestic airline companies decided on no smoking at all the seats in both the domestic line and international line. (NEDO)

Energy measurement using a resonator-based time-of-flight system

International Nuclear Information System (INIS)

Pardo, R.C.; Lewis, R.N.; Johnson, K.W.; Clifft, B.

1983-01-01

The resonant time-of-flight system which has been developed has several advantages over other potential approaches. The system is non-interceptive and nondestructive. The beam phase space is preserved. It is non-dispersive. Path length variations are not introduced into the beam transport which would reduce the timing resolution. It has a large signal-to-noise ratio when compared to non-resonant beam pick-up techniques. It provides the means to precisely set the linac energy and, potentially, to control the energy in a feedback loop is desired. It is less expensive than an equivalent magnetic system

The development of a Flight Test Engineer's Workstation for the Automated Flight Test Management System

Science.gov (United States)

Tartt, David M.; Hewett, Marle D.; Duke, Eugene L.; Cooper, James A.; Brumbaugh, Randal W.

1989-01-01

The Automated Flight Test Management System (ATMS) is being developed as part of the NASA Aircraft Automation Program. This program focuses on the application of interdisciplinary state-of-the-art technology in artificial intelligence, control theory, and systems methodology to problems of operating and flight testing high-performance aircraft. The development of a Flight Test Engineer's Workstation (FTEWS) is presented, with a detailed description of the system, technical details, and future planned developments. The goal of the FTEWS is to provide flight test engineers and project officers with an automated computer environment for planning, scheduling, and performing flight test programs. The FTEWS system is an outgrowth of the development of ATMS and is an implementation of a component of ATMS on SUN workstations.

Advanced Transport Operating System (ATOPS) control display unit software description

Science.gov (United States)

Slominski, Christopher J.; Parks, Mark A.; Debure, Kelly R.; Heaphy, William J.

1992-01-01

The software created for the Control Display Units (CDUs), used for the Advanced Transport Operating Systems (ATOPS) project, on the Transport Systems Research Vehicle (TSRV) is described. Module descriptions are presented in a standardized format which contains module purpose, calling sequence, a detailed description, and global references. The global reference section includes subroutines, functions, and common variables referenced by a particular module. The CDUs, one for the pilot and one for the copilot, are used for flight management purposes. Operations performed with the CDU affects the aircraft's guidance, navigation, and display software.

Optimizing Air Transportation Service to Metroplex Airports. Part 1; Analysis of Historical Data

Science.gov (United States)

Donohue, George; Hoffman, Karla; Sherry, Lance; Ferguson, John; Kara, Abdul Qadar

2010-01-01

The air transportation system is a significant driver of the U.S. economy, providing safe, affordable, and rapid transportation. During the past three decades airspace and airport capacity has not grown in step with demand for air transportation (+4% annual growth), resulting in unreliable service and systemic delays. Estimates of the impact of delays and unreliable air transportation service on the economy range from $32B to $41B per year. This report describes the results of an analysis of airline strategic decision-making with regards to: (1) geographic access, (2) economic access, and (3) airline finances. This analysis evaluated markets-served, scheduled flights, aircraft size, airfares, and profit from 2005-2009. During this period, airlines experienced changes in costs of operation (due to fluctuations in hedged fuel prices), changes in travel demand (due to changes in the economy), and changes in infrastructure capacity (due to the capacity limits at EWR, JFK, and LGA). This analysis captures the impact of the implementation of capacity limits at airports, as well as the effect of increased costs of operation (i.e. hedged fuel prices). The increases in costs of operation serve as a proxy for increased costs per flight that might occur if auctions or congestion pricing are imposed.

14 CFR 141.41 - Flight simulators, flight training devices, and training aids.

Science.gov (United States)

2010-01-01

..., and training aids. 141.41 Section 141.41 Aeronautics and Space FEDERAL AVIATION ADMINISTRATION... aids. An applicant for a pilot school certificate or a provisional pilot school certificate must show that its flight simulators, flight training devices, training aids, and equipment meet the following...

The use of an automated flight test management system in the development of a rapid-prototyping flight research facility

Science.gov (United States)

Duke, Eugene L.; Hewett, Marle D.; Brumbaugh, Randal W.; Tartt, David M.; Antoniewicz, Robert F.; Agarwal, Arvind K.

1988-01-01

An automated flight test management system (ATMS) and its use to develop a rapid-prototyping flight research facility for artificial intelligence (AI) based flight systems concepts are described. The ATMS provides a flight test engineer with a set of tools that assist in flight planning and simulation. This system will be capable of controlling an aircraft during the flight test by performing closed-loop guidance functions, range management, and maneuver-quality monitoring. The rapid-prototyping flight research facility is being developed at the Dryden Flight Research Facility of the NASA Ames Research Center (Ames-Dryden) to provide early flight assessment of emerging AI technology. The facility is being developed as one element of the aircraft automation program which focuses on the qualification and validation of embedded real-time AI-based systems.

Is It Worth It? - the Economics of Reusable Space Transportation

Science.gov (United States)

Webb, Richard

2016-01-01

Over the past several decades billions of dollars have been invested by governments and private companies in the pursuit of lower cost access to space through earth-to-orbit (ETO) space transportation systems. Much of that investment has been focused on the development and operation of various forms of reusable transportation systems. From the Space Shuttle to current efforts by private commercial companies, the overarching belief of those making such investments has been that reusing system elements will be cheaper than utilizing expendable systems that involve throwing away costly engines, avionics, and other hardware with each flight. However, the view that reusable systems are ultimately a "better" approach to providing ETO transportation is not held universally by major stakeholders within the space transportation industry. While the technical feasibility of at least some degree of reusability has been demonstrated, there continues to be a sometimes lively debate over the merits and drawbacks of reusable versus expendable systems from an economic perspective. In summary, is it worth it? Based on our many years of direct involvement with the business aspects of several expendable and reusable transportation systems, it appears to us that much of the discussion surrounding reusability is hindered by a failure to clearly define and understand the financial and other metrics by which the financial "goodness" of a reusable or expandable approach is measured. As stakeholders, the different users and suppliers of space transportation have a varied set of criteria for determining the relative economic viability of alternative strategies, including reusability. Many different metrics have been used to measure the affordability of space transportation, such as dollars per payload pound (kilogram) to orbit, cost per flight, life cycle cost, net present value/internal rate of return, and many others. This paper will examine the key considerations that influence

X-1A in flight with flight data superimposed

Science.gov (United States)

1953-01-01

This photo of the X-1A includes graphs of the flight data from Maj. Charles E. Yeager's Mach 2.44 flight on December 12, 1953. (This was only a few days short of the 50th anniversary of the Wright brothers' first powered flight.) After reaching Mach 2.44, then the highest speed ever reached by a piloted aircraft, the X-1A tumbled completely out of control. The motions were so violent that Yeager cracked the plastic canopy with his helmet. He finally recovered from a inverted spin and landed on Rogers Dry Lakebed. Among the data shown are Mach number and altitude (the two top graphs). The speed and altitude changes due to the tumble are visible as jagged lines. The third graph from the bottom shows the G-forces on the airplane. During the tumble, these twice reached 8 Gs or 8 times the normal pull of gravity at sea level. (At these G forces, a 200-pound human would, in effect, weigh 1,600 pounds if a scale were placed under him in the direction of the force vector.) Producing these graphs was a slow, difficult process. The raw data from on-board instrumentation recorded on oscillograph film. Human computers then reduced the data and recorded it on data sheets, correcting for such factors as temperature and instrument errors. They used adding machines or slide rules for their calculations, pocket calculators being 20 years in the future. Three second generation Bell Aircraft Corporations X-1s were built, though four were requested. They were the X-1A (48-1384); X-1B (48-1385); X-1C (canceled and never built); X-1D (48-1386). These aircraft were similar to the X-1s, except they were five feet longer, had conventional canopies, and were powered by Reaction Motors, Inc. XLR11-RM-5 rocket engines. The RM-5, like the previous engines, had no throttle and was controlled by igniting one or more of the four thrust chambers at will. The original program outline called for the X-1A and X-1B to be used for dynamic stability and air loads investigations. The X-1D was to be used

14 CFR 63.43 - Flight engineer courses.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight engineer courses. 63.43 Section 63...) AIRMEN CERTIFICATION: FLIGHT CREWMEMBERS OTHER THAN PILOTS Flight Engineers § 63.43 Flight engineer courses. An applicant for approval of a flight engineer course must submit a letter to the Administrator...

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

Science.gov (United States)

Knighton, Donna L.

1992-01-01

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

Conceptual design of a crewed reusable space transportation system aimed at parabolic flights: stakeholder analysis, mission concept selection, and spacecraft architecture definition

Science.gov (United States)

Fusaro, Roberta; Viola, Nicole; Fenoglio, Franco; Santoro, Francesco

2017-03-01

This paper proposes a methodology to derive architectures and operational concepts for future earth-to-orbit and sub-orbital transportation systems. In particular, at first, it describes the activity flow, methods, and tools leading to the generation of a wide range of alternative solutions to meet the established goal. Subsequently, the methodology allows selecting a small number of feasible options among which the optimal solution can be found. For the sake of clarity, the first part of the paper describes the methodology from a theoretical point of view, while the second part proposes the selection of mission concepts and of a proper transportation system aimed at sub-orbital parabolic flights. Starting from a detailed analysis of the stakeholders and their needs, the major objectives of the mission have been derived. Then, following a system engineering approach, functional analysis tools as well as concept of operations techniques allowed generating a very high number of possible ways to accomplish the envisaged goals. After a preliminary pruning activity, aimed at defining the feasibility of these concepts, more detailed analyses have been carried out. Going on through the procedure, the designer should move from qualitative to quantitative evaluations, and for this reason, to support the trade-off analysis, an ad-hoc built-in mission simulation software has been exploited. This support tool aims at estimating major mission drivers (mass, heat loads, manoeuverability, earth visibility, and volumetric efficiency) as well as proving the feasibility of the concepts. Other crucial and multi-domain mission drivers, such as complexity, innovation level, and safety have been evaluated through the other appropriate analyses. Eventually, one single mission concept has been selected and detailed in terms of layout, systems, and sub-systems, highlighting also logistic, safety, and maintainability aspects.

Association between response rates and survival outcomes in patients with newly diagnosed multiple myeloma. A systematic review and meta-regression analysis.

Science.gov (United States)

Mainou, Maria; Madenidou, Anastasia-Vasiliki; Liakos, Aris; Paschos, Paschalis; Karagiannis, Thomas; Bekiari, Eleni; Vlachaki, Efthymia; Wang, Zhen; Murad, Mohammad Hassan; Kumar, Shaji; Tsapas, Apostolos

2017-06-01

We performed a systematic review and meta-regression analysis of randomized control trials to investigate the association between response to initial treatment and survival outcomes in patients with newly diagnosed multiple myeloma (MM). Response outcomes included complete response (CR) and the combined outcome of CR or very good partial response (VGPR), while survival outcomes were overall survival (OS) and progression-free survival (PFS). We used random-effect meta-regression models and conducted sensitivity analyses based on definition of CR and study quality. Seventy-two trials were included in the systematic review, 63 of which contributed data in meta-regression analyses. There was no association between OS and CR in patients without autologous stem cell transplant (ASCT) (regression coefficient: .02, 95% confidence interval [CI] -0.06, 0.10), in patients undergoing ASCT (-.11, 95% CI -0.44, 0.22) and in trials comparing ASCT with non-ASCT patients (.04, 95% CI -0.29, 0.38). Similarly, OS did not correlate with the combined metric of CR or VGPR, and no association was evident between response outcomes and PFS. Sensitivity analyses yielded similar results. This meta-regression analysis suggests that there is no association between conventional response outcomes and survival in patients with newly diagnosed MM. © 2017 John Wiley & Sons A/S. Published by John Wiley & Sons Ltd.

Emergency Flight Control of a Twin-Jet Commercial Aircraft using Manual Throttle Manipulation

Science.gov (United States)

Cole, Jennifer H.; Cogan, Bruce R.; Fullerton, C. Gordon; Burken, John J.; Venti, Michael W.; Burcham, Frank W.

2007-01-01

The Department of Homeland Security (DHS) created the PCAR (Propulsion-Controlled Aircraft Recovery) project in 2005 to mitigate the ManPADS (man-portable air defense systems) threat to the commercial aircraft fleet with near-term, low-cost proven technology. Such an attack could potentially cause a major FCS (flight control system) malfunction or other critical system failure onboard the aircraft, despite the extreme reliability of current systems. For the situations in which nominal flight controls are lost or degraded, engine thrust may be the only remaining means for emergency flight control [ref 1]. A computer-controlled thrust system, known as propulsion-controlled aircraft (PCA), was developed in the mid 1990s with NASA, McDonnell Douglas and Honeywell. PCA's major accomplishment was a demonstration of an automatic landing capability using only engine thrust [ref 11. Despite these promising results, no production aircraft have been equipped with a PCA system, due primarily to the modifications required for implementation. A minimally invasive option is TOC (throttles-only control), which uses the same control principles as PCA, but requires absolutely no hardware, software or other aircraft modifications. TOC is pure piloting technique, and has historically been utilized several times by flight crews, both military and civilian, in emergency situations stemming from a loss of conventional control. Since the 1990s, engineers at NASA Dryden Flight Research Center (DFRC) have studied TOC, in both simulation and flight, for emergency flight control with test pilots in numerous configurations. In general, it was shown that TOC was effective on certain aircraft for making a survivable landing. DHS sponsored both NASA Dryden Flight Research Center (Edwards, CA) and United Airlines (Denver, Colorado) to conduct a flight and simulation study of the TOC characteristics of a twin-jet commercial transport, and assess the ability of a crew to control an aircraft down to

Simulation Study of Flap Effects on a Commercial Transport Airplane in Upset Conditions

Science.gov (United States)

Cunningham, Kevin; Foster, John V.; Shah, Gautam H.; Stewart, Eric C.; Ventura, Robin N.; Rivers, Robert A.; Wilborn, James E.; Gato, William

2005-01-01

As part of NASA's Aviation Safety and Security Program, a simulation study of a twinjet transport airplane crew training simulation was conducted to address fidelity for upset or loss of control conditions and to study the effect of flap configuration in those regimes. Piloted and desktop simulations were used to compare the baseline crew training simulation model with an enhanced aerodynamic model that was developed for high-angle-of-attack conditions. These studies were conducted with various flap configurations and addressed the approach-to-stall, stall, and post-stall flight regimes. The enhanced simulation model showed that flap configuration had a significant effect on the character of departures that occurred during post-stall flight. Preliminary comparisons with flight test data indicate that the enhanced model is a significant improvement over the baseline. Some of the unrepresentative characteristics that are predicted by the baseline crew training simulation for flight in the post-stall regime have been identified. This paper presents preliminary results of this simulation study and discusses key issues regarding predicted flight dynamics characteristics during extreme upset and loss-of-control flight conditions with different flap configurations.

Preclinical characterization of {sup 18}F-D-FPHCys, a new amino acid-based PET tracer

Energy Technology Data Exchange (ETDEWEB)

Denoyer, Delphine; Kirby, Laura [Peter MacCallum Cancer Centre, Molecular Imaging and Targeted Therapeutics Laboratory, East Melbourne, Victoria (Australia); Peter MacCallum Cancer Centre, Translational Research Laboratory, Melbourne, Victoria (Australia); Waldeck, Kelly [Peter MacCallum Cancer Centre, Translational Research Laboratory, Melbourne, Victoria (Australia); Roselt, Peter; Neels, Oliver C. [Peter MacCallum Cancer Centre, Molecular Imaging and Targeted Therapeutics Laboratory, East Melbourne, Victoria (Australia); Bourdier, Thomas [Royal Prince Alfred Hospital, Department PET and Nuclear Medicine, Sydney, New South Wales (Australia); Shepherd, Rachael; Katsifis, Andrew [Australian Nuclear Science and Technology Organisation, ANSTO LifeSciences, Sydney, New South Wales (Australia); Hicks, Rodney J. [Peter MacCallum Cancer Centre, Molecular Imaging and Targeted Therapeutics Laboratory, East Melbourne, Victoria (Australia); Peter MacCallum Cancer Centre, Translational Research Laboratory, Melbourne, Victoria (Australia); University of Melbourne, Department of Medicine, Melbourne, Victoria (Australia)

2012-04-15

The imaging potential of a new {sup 18}F-labelled methionine derivative, S-(3-[{sup 18}F]fluoropropyl)-d-homocysteine ({sup 18}F-D-FPHCys), and its selectivity for amino acid transporter subtypes were investigated in vitro and by imaging of human tumour xenografts. Expression of members of the system L (LAT isoforms 1-4 and 4F2hc) and ASCT (ASCT isoforms 1 and 2) amino acid transporter subclasses were assessed by quantitative real-time PCR in four human tumour models, including A431 squamous cell carcinoma, PC3 prostate cancer, and Colo 205 and HT-29 colorectal cancer lines. The first investigations for the characterization of {sup 18}F-D-FPHCys were in vitro uptake studies by comparing it with [1-{sup 14}C]-l-methionine ({sup 14}C-MET) and in vivo by PET imaging. In addition, the specific involvement of LAT1 transporters in {sup 18}F-D-FPHCys accumulation was tested by silencing LAT1 mRNA transcription with siRNAs. To determine the proliferative activity in tumour xenografts ex vivo, Ki-67 staining was used as a biomarker. A431 cells showed the highest {sup 18}F-D-FPHCys uptake in vitro and in vivo followed by Colo 205, PC3 and HT-29. A similar pattern of retention was observed with {sup 14}C-MET. {sup 18}F-D-FPHCys retention was strongly correlated with LAT1 expression both in vitro (R {sup 2} = 0.85) and in vivo (R{sup 2} = 0.99). Downregulation of LAT1 by siRNA inhibited {sup 18}F-D-FPHCys uptake, demonstrating a clear dependence on this transporter for tumour uptake. Furthermore, {sup 18}F-D-FPHCys accumulation mirrored cellular proliferation. The favourable properties of {sup 18}F-D-FPHCys make this tracer a promising imaging probe for detection of tumours as well as for the noninvasive evaluation and monitoring of tumour growth. (orig.)

Magnesium and Space Flight

Science.gov (United States)

Smith, Scott M.; Zwart, Sara R.

2015-01-01

Magnesium is an essential nutrient for muscle, cardiovascular, and bone health on Earth, and during space flight. We sought to evaluate magnesium status in 43 astronauts (34 male, 9 female; 47 ± 5 years old, mean ± SD) before, during, and after 4–6-month space missions. We also studied individuals participating in a ground analog of space flight (head-down-tilt bed rest; n = 27 (17 male, 10 female), 35 ± 7 years old). We evaluated serum concentration and 24-h urinary excretion of magnesium, along with estimates of tissue magnesium status from sublingual cells. Serum magnesium increased late in flight, while urinary magnesium excretion was higher over the course of 180-day space missions. Urinary magnesium increased during flight but decreased significantly at landing. Neither serum nor urinary magnesium changed during bed rest. For flight and bed rest, significant correlations existed between the area under the curve of serum and urinary magnesium and the change in total body bone mineral content. Tissue magnesium concentration was unchanged after flight and bed rest. Increased excretion of magnesium is likely partially from bone and partially from diet, but importantly, it does not come at the expense of muscle tissue stores. While further study is needed to better understand the implications of these findings for longer space exploration missions, magnesium homeostasis and tissue status seem well maintained during 4–6-month space missions. PMID:26670248

Magnesium and Space Flight

Directory of Open Access Journals (Sweden)

Scott M. Smith

2015-12-01

Full Text Available Magnesium is an essential nutrient for muscle, cardiovascular, and bone health on Earth, and during space flight. We sought to evaluate magnesium status in 43 astronauts (34 male, 9 female; 47 ± 5 years old, mean ± SD before, during, and after 4–6-month space missions. We also studied individuals participating in a ground analog of space flight (head-down-tilt bed rest; n = 27 (17 male, 10 female, 35 ± 7 years old. We evaluated serum concentration and 24-h urinary excretion of magnesium, along with estimates of tissue magnesium status from sublingual cells. Serum magnesium increased late in flight, while urinary magnesium excretion was higher over the course of 180-day space missions. Urinary magnesium increased during flight but decreased significantly at landing. Neither serum nor urinary magnesium changed during bed rest. For flight and bed rest, significant correlations existed between the area under the curve of serum and urinary magnesium and the change in total body bone mineral content. Tissue magnesium concentration was unchanged after flight and bed rest. Increased excretion of magnesium is likely partially from bone and partially from diet, but importantly, it does not come at the expense of muscle tissue stores. While further study is needed to better understand the implications of these findings for longer space exploration missions, magnesium homeostasis and tissue status seem well maintained during 4–6-month space missions.

Flight Technical Error Analysis of the SATS Higher Volume Operations Simulation and Flight Experiments

Science.gov (United States)

Williams, Daniel M.; Consiglio, Maria C.; Murdoch, Jennifer L.; Adams, Catherine H.

2005-01-01

This paper provides an analysis of Flight Technical Error (FTE) from recent SATS experiments, called the Higher Volume Operations (HVO) Simulation and Flight experiments, which NASA conducted to determine pilot acceptability of the HVO concept for normal operating conditions. Reported are FTE results from simulation and flight experiment data indicating the SATS HVO concept is viable and acceptable to low-time instrument rated pilots when compared with today s system (baseline). Described is the comparative FTE analysis of lateral, vertical, and airspeed deviations from the baseline and SATS HVO experimental flight procedures. Based on FTE analysis, all evaluation subjects, low-time instrument-rated pilots, flew the HVO procedures safely and proficiently in comparison to today s system. In all cases, the results of the flight experiment validated the results of the simulation experiment and confirm the utility of the simulation platform for comparative Human in the Loop (HITL) studies of SATS HVO and Baseline operations.

Advanced in-flight measurement techniques

CERN Document Server

Lawson, Nicholas; Jentink, Henk; Kompenhans, Jürgen

2013-01-01

The book presents a synopsis of the main results achieved during the 3 year EU-project "Advanced Inflight Measurement Techniques (AIM)" which applied advanced image based measurement techniques to industrial flight testing. The book is intended to be not only an overview on the AIM activities but also a guide on the application of advanced optical measurement techniques for future flight testing. Furthermore it is a useful guide for engineers in the field of experimental methods and flight testing who face the challenge of a future requirement for the development of highly accurate non-intrusive in-flight measurement techniques.

Molecular identification and characterisation of the glycine transporter (GLYT1) and the glutamine/glutamate transporter (ASCT2) in the rat lens

DEFF Research Database (Denmark)

Lim, Julie; Lorentzen, Karen Axelgaard; Kistler, Joerg

2006-01-01

Glutathione (GSH) is an essential antioxidant required for the maintenance of lens transparency. In the lens, GSH is maintained at unusually high concentrations as a result of direct GSH uptake and/or intracellular de novo synthesis from its precursor amino acids; cysteine, glycine and glutamine/...

Armstrong Flight Research Center Flight Test Capabilities and Opportunities for the Applications of Wireless Data Acquisition Systems

Science.gov (United States)

Hang, Richard

2015-01-01

The presentation will overview NASA Armstrong Flight Research Centers flight test capabilities, which can provide various means for flight testing of passive and active wireless sensor systems, also, it will address the needs of the wireless data acquisition solutions for the centers flight instrumentation issues such as additional weight caused by added instrumentation wire bundles, connectors, wire cables routing, moving components, etc., that the Passive Wireless Sensor Technology Workshop may help. The presentation shows the constraints and requirements that the wireless sensor systems will face in the flight test applications.

The prevalence and prognostic value of concomitant eosinophilia in chronic graft-versus-host disease after allogeneic stem cell transplantation

DEFF Research Database (Denmark)

Mortensen, Katrine Brandt; Gerds, Thomas Alexander; Bjerrum, Ole Weis

2014-01-01

The prognostic significance of eosinophilia after myeloablative allogeneic stem cell transplantation (ASCT) remains to be established. Patients, whom developed chronic graft-versus-host disease (cGVHD) after ASCT, were included (n = 142). Eosinophil count was analyzed at cGVHD onset. We observed...... no significant association between EO and the grade of cGVHD, thrombocytopenia, nor extensive skin involvement. Importantly, we observed no significant association between cGVHD with concomitant eosinophilia and long-term clinical outcomes, and subgroup analyses revealed a considerable confounding effect...

Flight demonstration of flight termination system and solid rocket motor ignition using semiconductor laser initiated ordnance

Science.gov (United States)

Schulze, Norman R.; Maxfield, B.; Boucher, C.

1995-01-01

Solid State Laser Initiated Ordnance (LIO) offers new technology having potential for enhanced safety, reduced costs, and improved operational efficiency. Concerns over the absence of programmatic applications of the technology, which has prevented acceptance by flight programs, should be abated since LIO has now been operationally implemented by the Laser Initiated Ordnance Sounding Rocket Demonstration (LOSRD) Program. The first launch of solid state laser diode LIO at the NASA Wallops Flight Facility (WFF) occurred on March 15, 1995 with all mission objectives accomplished. This project, Phase 3 of a series of three NASA Headquarters LIO demonstration initiatives, accomplished its objective by the flight of a dedicated, all-LIO sounding rocket mission using a two-stage Nike-Orion launch vehicle. LIO flight hardware, made by The Ensign-Bickford Company under NASA's first Cooperative Agreement with Profit Making Organizations, safely initiated three demanding pyrotechnic sequence events, namely, solid rocket motor ignition from the ground and in flight, and flight termination, i.e., as a Flight Termination System (FTS). A flight LIO system was designed, built, tested, and flown to support the objectives of quickly and inexpensively putting LIO through ground and flight operational paces. The hardware was fully qualified for this mission, including component testing as well as a full-scale system test. The launch accomplished all mission objectives in less than 11 months from proposal receipt. This paper concentrates on accomplishments of the ordnance aspects of the program and on the program's implementation and results. While this program does not generically qualify LIO for all applications, it demonstrated the safety, technical, and operational feasibility of those two most demanding applications, using an all solid state safe and arm system in critical flight applications.

The Naval Flight Surgeon’s Pocket Reference to Aircraft Mishap Investigation. Fifth Edition

Science.gov (United States)

2001-01-01

helicopter transport to the mishap site) and assist at the autopsy. See that dental comparison and fingerprinting are done, arrange for dry ice and...Presumptive: • Fingerprints • Footprints • Dental comparison • DNA • X-ray comparison • Visual • Personal effects • Scars • Tattoos • Flight...seat material (usually canvas ) and the metal support frame. • In aircraft where ejection seats are located in the cockpit, first ensure that the

Altitude exposures during commercial flight: a reappraisal.

Science.gov (United States)

Hampson, Neil B; Kregenow, David A; Mahoney, Anne M; Kirtland, Steven H; Horan, Kathleen L; Holm, James R; Gerbino, Anthony J

2013-01-01

Hypobaric hypoxia during commercial air travel has the potential to cause or worsen hypoxemia in individuals with pre-existing cardiopulmonary compromise. Knowledge of cabin altitude pressures aboard contemporary flights is essential to counseling patients accurately about flying safety. The objective of the study was to measure peak cabin altitudes during U.S. domestic commercial flights on a variety of aircraft. A handheld mountaineering altimeter was carried by the investigators in the plane cabin during commercial air travel and peak cabin altitude measured. The values were then compared between aircraft models, aircraft classes, and distances flown. The average peak cabin altitude on 207 flights aboard 17 different aircraft was 6341 +/- 1813 ft (1933 m +/- 553 m), significantly higher than when measured in a similar fashion in 1988. Peak cabin altitude was significantly higher for flights longer than 750 mi (7085 +/- 801 ft) compared to shorter flights (5160 +/- 2290 ft/1573 +/- 698 m). Cabin altitude increased linearly with flight distance for flights up to 750 mi in length, but was independent of flight distance for flights exceeding 750 mi. Peak cabin altitude was less than 5000 ft (1524 m) in 70% of flights shorter than 500 mi. Peak cabin altitudes greater than 8000 ft (2438 m) were measured on approximately 10% of the total flights. Peak cabin altitude on commercial aircraft flights has risen over time. Cabin altitude is lower with flights of shorter distance. Physicians should take these factors into account when determining an individual's need for supplemental oxygen during commercial air travel.

Poor flight performance in deep-diving cormorants.

Science.gov (United States)

Watanabe, Yuuki Y; Takahashi, Akinori; Sato, Katsufumi; Viviant, Morgane; Bost, Charles-André

2011-02-01

Aerial flight and breath-hold diving present conflicting morphological and physiological demands, and hence diving seabirds capable of flight are expected to face evolutionary trade-offs regarding locomotory performances. We tested whether Kerguelen shags Phalacrocorax verrucosus, which are remarkable divers, have poor flight capability using newly developed tags that recorded their flight air speed (the first direct measurement for wild birds) with propeller sensors, flight duration, GPS position and depth during foraging trips. Flight air speed (mean 12.7 m s(-1)) was close to the speed that minimizes power requirement, rather than energy expenditure per distance, when existing aerodynamic models were applied. Flights were short (mean 92 s), with a mean summed duration of only 24 min day(-1). Shags sometimes stayed at the sea surface without diving between flights, even on the way back to the colony, and surface durations increased with the preceding flight durations; these observations suggest that shags rested after flights. Our results indicate that their flight performance is physiologically limited, presumably compromised by their great diving capability (max. depth 94 m, duration 306 s) through their morphological adaptations for diving, including large body mass (enabling a large oxygen store), small flight muscles (to allow for large leg muscles for underwater propulsion) and short wings (to decrease air volume in the feathers and hence buoyancy). The compromise between flight and diving, as well as the local bathymetry, shape the three-dimensional foraging range (<26 km horizontally, <94 m vertically) in this bottom-feeding cormorant.

Return to work for patients with diffuse large B-cell lymphoma and transformed indolent lymphoma undergoing autologous stem cell transplantation

DEFF Research Database (Denmark)

Arboe, Bente; Olsen, Maja Halgren; Goerloev, Jette Soenderskov

2017-01-01

BACKGROUND: Autologous stem cell transplantation (ASCT) is the standard treatment for patients with relapsed diffuse large B-cell lymphoma (DLBCL) or transformed indolent lymphoma (TIL). The treatment is mainly considered for younger patients still available for the work market. In this study...... to work. The rate of returning to work in the first year following ASCT was decreased for patients being on sick leave at the time of relapse (hazard ratio [HR] 0.3 [0.2;0.5]) and increased for patients aged ≥55 years (HR 1.9 [1.1;3.3]). In all, 56 (27%) patients were granted disability pension. Being...... on sick leave at the time of relapse was positively associated with receiving a disability pension in the first 2 years after ASCT (HR 3.7 [1.8;7.7]). CONCLUSION: Patients on sick leave at the time of relapse have a poorer prognosis regarding RTW and have a higher rate of disability pension. Furthermore...

Emergency airway management in critically injured patients: a survey of U.S. aero-medical transport programs.

Science.gov (United States)

James, Dorsha N; Voskresensky, Igor V; Jack, Meg; Cotton, Bryan A

2009-06-01

Pre-hospital airway management represents the intervention most likely to impact outcomes in critically injured patients. As such, airway management issues dominate quality improvement (QI) reviews of aero-medical programs. The purpose of this study was to evaluate current practice patterns of airway management in trauma among U.S. aero-medical service (AMS) programs. The Association of Air Medical Services (AAMS) Resource Guide from 2005 to 2006 was utilized to identify the e-mail addresses of all directors of U.S. aero-medical transport programs. Program directors from 182 U.S. aero-medical programs were asked to participate in an anonymous, web-based survey of emergency airway management protocols and practices. Non-responders to the initial request were contacted a second time by e-mail. 89 programs responded. 98.9% have rapid sequence intubation (RSI) protocols. 90% use succinylcholine, 70% use long-acting neuromuscular blockers (NMB) within their RSI protocol. 77% have protocols for mandatory in-flight sedation but only 13% have similar protocols for maintenance paralytics. 60% administer long-acting NMB immediately after RSI, 13% after confirmation of neurological activity. Given clinical scenarios, however, 97% administer long-acting NMB to patients with scene and in-flight Glasgow Coma Scale (GCS) of 3, even for brief transport times. The majority of AMS programs have well defined RSI and in-flight sedation protocols, while protocols for in-flight NMB are uncommon. Despite this, nearly all programs administer long-acting NMB following RSI, irrespective of GCS or flight time. Given the impact of in-flight NMB on initial assessment, early intervention, and injury severity scoring, a critical appraisal of current AMS airway management practices appears warranted.

Invited Article: First flight in space of a wide-field-of-view soft x-ray imager using lobster-eye optics: Instrument description and initial flight results.

Science.gov (United States)

Collier, Michael R; Porter, F Scott; Sibeck, David G; Carter, Jenny A; Chiao, Meng P; Chornay, Dennis J; Cravens, Thomas E; Galeazzi, Massimiliano; Keller, John W; Koutroumpa, Dimitra; Kujawski, Joseph; Kuntz, Kip; Read, Andy M; Robertson, Ina P; Sembay, Steve; Snowden, Steven L; Thomas, Nicholas; Uprety, Youaraj; Walsh, Brian M

2015-07-01

We describe the development, launch into space, and initial results from a prototype wide field-of-view soft X-ray imager that employs lobster-eye optics and targets heliophysics, planetary, and astrophysics science. The sheath transport observer for the redistribution of mass is the first instrument using this type of optics launched into space and provides proof-of-concept for future flight instruments capable of imaging structures such as the terrestrial cusp, the entire dayside magnetosheath from outside the magnetosphere, comets, the Moon, and the solar wind interaction with planetary bodies like Venus and Mars [Kuntz et al., Astrophys. J. (in press)].

Body temperature change and outcomes in patients undergoing long-distance air medical transport.

Science.gov (United States)

Nakajima, Mikio; Aso, Shotaro; Yasunaga, Hideo; Shirokawa, Masamitsu; Nakano, Tomotsugu; Miyakuni, Yasuhiko; Goto, Hideaki; Yamaguchi, Yoshihiro

2018-04-30

Short-distance air medical transport for adult emergency patients does not significantly affect patients' body temperature and outcomes. This study aimed to examine the influence of long-distance air medical transport on patients' body temperatures and the relationship between body temperature change and mortality. We retrospectively enrolled consecutive patients transferred via helicopter or plane from isolated islands to an emergency medical center in Tokyo, Japan between April 2010 and December 2016. Patients' average body temperature was compared before and after air transport using a paired t-test, and corrections between body temperature change and flight duration were calculated using Pearson's correlation coefficient. Multivariable logistic regression models were then used to examine the association between body temperature change and in-hospital mortality. Of 1253 patients, the median age was 72 years (interquartile range, 60-82 years) and median flight duration was 71 min (interquartile range, 54-93 min). In-hospital mortality was 8.5%, and average body temperature was significantly different before and after air transport (36.7 °C versus 36.3 °C; difference: -0.36 °C; 95% confidence interval, -0.30 to -0.42; p 38.0 °C) or normothermia (36.0-37.9 °C) before air transport and hypothermia after air transport (odds ratio, 2.08; 95% confidence interval, 1.20-3.63; p = 0.009), and (ii) winter season (odds ratio, 2.15; 95% confidence interval, 1.08-4.27; p = 0.030). Physicians should consider body temperature change during long-distance air transport in patients with not only hypothermia but also normothermia or hyperthermia before air transport, especially in winter. Copyright © 2018 Elsevier Inc. All rights reserved.

Nutritional Biochemistry of Space Flight

Science.gov (United States)

Smith, Scott M.

2000-01-01

Adequate nutrition is critical for maintenance of crew health during and after extended-duration space flight. The impact of weightlessness on human physiology is profound, with effects on many systems related to nutrition, including bone, muscle, hematology, fluid and electrolyte regulation. Additionally, we have much to learn regarding the impact of weightlessness on absorption, mtabolism , and excretion of nutrients, and this will ultimately determine the nutrient requirements for extended-duration space flight. Existing nutritional requirements for extended-duration space flight have been formulated based on limited flight research, and extrapolation from ground-based research. NASA's Nutritional Biochemistry Laboratory is charged with defining the nutritional requirements for space flight. This is accomplished through both operational and research projects. A nutritional status assessment program is included operationally for all International Space Station astronauts. This medical requirement includes biochemical and dietary assessments, and is completed before, during, and after the missions. This program will provide information about crew health and nutritional status, and will also provide assessments of countermeasure efficacy. Ongoing research projects include studies of calcium and bone metabolism, and iron absorption and metabolism. The calcium studies include measurements of endocrine regulation of calcium homeostasis, biochemical marker of bone metabolism, and tracer kinetic studies of calcium movement in the body. These calcium kinetic studies allow for estimation of intestinal absorption, urinary excretion, and perhaps most importantly - deposition and resorption of calcium from bone. The Calcium Kinetics experiment is currently being prepared for flight on the Space Shuttle in 2001, and potentially for subsequent Shuttle and International Space Station missions. The iron study is intended to assess whether iron absorption is down-regulated dUl1ng

In-flight Fault Detection and Isolation in Aircraft Flight Control Systems

Science.gov (United States)

Azam, Mohammad; Pattipati, Krishna; Allanach, Jeffrey; Poll, Scott; Patterson-Hine, Ann

2005-01-01

In this paper we consider the problem of test design for real-time fault detection and isolation (FDI) in the flight control system of fixed-wing aircraft. We focus on the faults that are manifested in the control surface elements (e.g., aileron, elevator, rudder and stabilizer) of an aircraft. For demonstration purposes, we restrict our focus on the faults belonging to nine basic fault classes. The diagnostic tests are performed on the features extracted from fifty monitored system parameters. The proposed tests are able to uniquely isolate each of the faults at almost all severity levels. A neural network-based flight control simulator, FLTZ(Registered TradeMark), is used for the simulation of various faults in fixed-wing aircraft flight control systems for the purpose of FDI.

Aviation safety and automation technology for subsonic transports

Science.gov (United States)

Albers, James A.

1991-01-01

Discussed here are aviation safety human factors and air traffic control (ATC) automation research conducted at the NASA Ames Research Center. Research results are given in the areas of flight deck and ATC automations, displays and warning systems, crew coordination, and crew fatigue and jet lag. Accident investigation and an incident reporting system that is used to guide the human factors research is discussed. A design philosophy for human-centered automation is given, along with an evaluation of automation on advanced technology transports. Intelligent error tolerant systems such as electronic checklists are discussed along with design guidelines for reducing procedure errors. The data on evaluation of Crew Resource Management (CRM) training indicates highly significant positive changes in appropriate flight deck behavior and more effective use of available resources for crew members receiving the training.

Discrete nodal integral transport-theory method for multidimensional reactor physics and shielding calculations

International Nuclear Information System (INIS)

Lawrence, R.D.; Dorning, J.J.

1980-01-01

A coarse-mesh discrete nodal integral transport theory method has been developed for the efficient numerical solution of multidimensional transport problems of interest in reactor physics and shielding applications. The method, which is the discrete transport theory analogue and logical extension of the nodal Green's function method previously developed for multidimensional neutron diffusion problems, utilizes the same transverse integration procedure to reduce the multidimensional equations to coupled one-dimensional equations. This is followed by the conversion of the differential equations to local, one-dimensional, in-node integral equations by integrating back along neutron flight paths. One-dimensional and two-dimensional transport theory test problems have been systematically studied to verify the superior computational efficiency of the new method

Digital virtual flight testing and evaluation method for flight characteristics airworthiness compliance of civil aircraft based on HQRM

Directory of Open Access Journals (Sweden)

Fan Liu

2015-02-01

Full Text Available In order to incorporate airworthiness requirements for flight characteristics into the entire development cycle of electronic flight control system (EFCS equipped civil aircraft, digital virtual flight testing and evaluation method based on handling qualities rating method (HQRM is proposed. First, according to HQRM, flight characteristics airworthiness requirements of civil aircraft in EFCS failure states are determined. On this basis, digital virtual flight testing model, comprising flight task digitized model, pilot controlling model, aircraft motion and atmospheric turbulence model, is used to simulate the realistic process of a pilot controlling an airplane to perform assigned flight tasks. According to the simulation results, flight characteristics airworthiness compliance of the airplane can be evaluated relying on the relevant regulations for handling qualities (HQ rating. Finally, this method is applied to a type of passenger airplane in a typical EFCS failure state, and preliminary conclusions concerning airworthiness compliance are derived quickly. The research results of this manuscript can provide important theoretical reference for EFCS design and actual airworthiness compliance verification of civil aircraft.

Supersonic Retropropulsion Flight Test Concepts

Science.gov (United States)

Post, Ethan A.; Dupzyk, Ian C.; Korzun, Ashley M.; Dyakonov, Artem A.; Tanimoto, Rebekah L.; Edquist, Karl T.

2011-01-01

NASA's Exploration Technology Development and Demonstration Program has proposed plans for a series of three sub-scale flight tests at Earth for supersonic retropropulsion, a candidate decelerator technology for future, high-mass Mars missions. The first flight test in this series is intended to be a proof-of-concept test, demonstrating successful initiation and operation of supersonic retropropulsion at conditions that replicate the relevant physics of the aerodynamic-propulsive interactions expected in flight. Five sub-scale flight test article concepts, each designed for launch on sounding rockets, have been developed in consideration of this proof-of-concept flight test. Commercial, off-the-shelf components are utilized as much as possible in each concept. The design merits of the concepts are compared along with their predicted performance for a baseline trajectory. The results of a packaging study and performance-based trade studies indicate that a sounding rocket is a viable launch platform for this proof-of-concept test of supersonic retropropulsion.

14 CFR 91.1061 - Augmented flight crews.

Science.gov (United States)

2010-01-01

...) Minimum After Duty Rest Period for Multi-Time Zone Flights 18 hours 24 hours ...) AIR TRAFFIC AND GENERAL OPERATING RULES GENERAL OPERATING AND FLIGHT RULES Fractional Ownership... crewmember, and no flight crewmember may accept an assignment, for flight time as a member of an augmented...

Space transportation systems within ESA programmes: Current status and perspectives

Science.gov (United States)

Delahais, Maurice

1993-03-01

An overview of the space transportation aspects of the ESA (European Space Agency) programs as they result from history, present status, and decisions taken at the ministerial level conference in Granada, Spain is presented. The new factors taken into consideration for the long term plan proposed in Munich, Germany, the three strategic options for the reorientation of the ESA long term plan, and the essential elements of space transportation in the Granada long term plan in three areas of space activities, scientific, and commercial launches with expendable launch vehicles, manned flight and in-orbit infrastructure, and future transportation systems are outlined. The new ESA long term plan, in the field of space transportation systems, constitutes a reorientation of the initial program contemplated in previous councils at ministerial level. It aims at balancing the new economic situation with the new avenues of cooperation, and the outcome will be a new implementation of the space transportation systems policy.

Getting started with Twitter Flight

CERN Document Server

Hamshere, Tom

2013-01-01

Getting Started with Twitter Flight is written with the intention to educate the readers, helping them learn how to build modular powerful applications with Flight, Twitter's cutting-edge JavaScript framework.This book is for anyone with a foundation in JavaScript who wants to build web applications. Flight is quick and easy to learn, built on technologies you already understand such as the DOM, events, and jQuery.

Flight telerobotic servicer legacy

Science.gov (United States)

Shattuck, Paul L.; Lowrie, James W.

1992-11-01

The Flight Telerobotic Servicer (FTS) was developed to enhance and provide a safe alternative to human presence in space. The first step for this system was a precursor development test flight (DTF-1) on the Space Shuttle. DTF-1 was to be a pathfinder for manned flight safety of robotic systems. The broad objectives of this mission were three-fold: flight validation of telerobotic manipulator (design, control algorithms, man/machine interfaces, safety); demonstration of dexterous manipulator capabilities on specific building block tasks; and correlation of manipulator performance in space with ground predictions. The DTF-1 system is comprised of a payload bay element (7-DOF manipulator with controllers, end-of-arm gripper and camera, telerobot body with head cameras and electronics module, task panel, and MPESS truss) and an aft flight deck element (force-reflecting hand controller, crew restraint, command and display panel and monitors). The approach used to develop the DTF-1 hardware, software and operations involved flight qualification of components from commercial, military, space, and R controller, end-of-arm tooling, force/torque transducer) and the development of the telerobotic system for space applications. The system is capable of teleoperation and autonomous control (advances state of the art); reliable (two-fault tolerance); and safe (man-rated). Benefits from the development flight included space validation of critical telerobotic technologies and resolution of significant safety issues relating to telerobotic operations in the Shuttle bay or in the vicinity of other space assets. This paper discusses the lessons learned and technology evolution that stemmed from developing and integrating a dexterous robot into a manned system, the Space Shuttle. Particular emphasis is placed on the safety and reliability requirements for a man-rated system as these are the critical factors which drive the overall system architecture. Other topics focused on include

Microgravity Flight - Accommodating Non-Human Primates

Science.gov (United States)

Dalton, Bonnie P.; Searby, Nancy; Ostrach, Louis

1994-01-01

Spacelab Life Sciences-3 (SLS-3) was scheduled to be the first United States man-tended microgravity flight containing Rhesus monkeys. The goal of this flight as in the five untended Russian COSMOS Bion flights and an earlier American Biosatellite flight, was to understand the biomedical and biological effects of a microgravity environment using the non-human primate as human surrogate. The SLS-3/Rhesus Project and COSMOS Primate-BIOS flights all utilized the rhesus monkey, Macaca mulatta. The ultimate objective of all flights with an animal surrogate has been to evaluate and understand biological mechanisms at both the system and cellular level, thus enabling rational effective countermeasures for future long duration human activity under microgravity conditions and enabling technical application to correction of common human physiological problems within earth's gravity, e.g., muscle strength and reloading, osteoporosis, immune deficiency diseases. Hardware developed for the SLS-3/Rhesus Project was the result of a joint effort with the French Centre National d'Etudes Spatiales (CNES) and the United States National Aeronautics and Space Administration (NASA) extending over the last decade. The flight hardware design and development required implementation of sufficient automation to insure flight crew and animal bio-isolation and maintenance with minimal impact to crew activities. A variety of hardware of varying functional capabilities was developed to support the scientific objectives of the original 22 combined French and American experiments, along with 5 Russian co-investigations, including musculoskeletal, metabolic, and behavioral studies. Unique elements of the Rhesus Research Facility (RRF) included separation of waste for daily delivery of urine and fecal samples for metabolic studies and a psychomotor test system for behavioral studies along with monitored food measurement. As in untended flights, telemetry measurements would allow monitoring of

Sources and Transportation of Bulk, Low-Cost Lunar Simulant Materials

Science.gov (United States)

Rickman, D. L.

2013-01-01

Marshall Space Flight Center (MSFC) has built the Lunar Surface Testbed using 200 tons of volcanic cinder and ash from the same source used for the simulant series JSC-1. This Technical Memorandum examines the alternatives examined for transportation and source. The cost of low-cost lunar simulant is driven by the cost of transportation, which is controlled by distance and, to a lesser extent, quantity. Metabasalts in the eastern United States were evaluated due to their proximity to MSFC. Volcanic cinder deposits in New Mexico, Colorado, and Arizona were recognized as preferred sources. In addition to having fewer green, secondary minerals, they contain vesicular glass, both of which are desirable. Transportation costs were more than 90% of the total procurement costs for the simulant material.

Monte Carlo study of the performance of a time-of-flight multichopper spectrometer

International Nuclear Information System (INIS)

Daemen, L.L.; Eckert, J.; Pynn, R.

1995-01-01

The Monte Carlo method is a powerful technique for neutron transport studies. While it has been applied for many years to the study of nuclear systems, there are few codes available for neutron transport in the optical regime. The recent surge of interest in so-called next generation spallation neutron sources and the desire to design new and optimized instruments for these facilities has led us to develop a Monte Carlo code geared toward the simulation of neutron scattering instruments. The time-of-flight multichopper spectrometer, of which IN5 at the ILL is the prototypical example, is the first spectrometer studied with the code. Some of the results of a comparison between the IN5 performance at a reactor and at a Long Pulse Spallation Source (LPSS) are summarized here

Low Density Supersonic Decelerator Flight Dynamics Test-1 Flight Design and Targeting

Science.gov (United States)

Ivanov, Mark

2015-01-01

NASA's Low Density Supersonic Decelerator (LDSD) program was established to identify, develop, and eventually qualify to Test [i.e. Technology] Readiness Level (TRL) - 6 aerodynamic decelerators for eventual use on Mars. Through comprehensive Mars application studies, two distinct Supersonic Inflatable Aerodynamic Decelerator (SIAD) designs were chosen that afforded the optimum balance of benefit, cost, and development risk. In addition, a Supersonic Disk Sail (SSDS) parachute design was chosen that satisfied the same criteria. The final phase of the multi-tiered qualification process involves Earth Supersonic Flight Dynamics Tests (SFDTs) within environmental conditions similar to those that would be experienced during a Mars Entry, Descent, and Landing (EDL) mission. The first of these flight tests (i.e. SFDT-1) was completed on June 28, 2014 with two more tests scheduled for the summer of 2015 and 2016, respectively. The basic flight design for all the SFDT flights is for the SFDT test vehicle to be ferried to a float altitude of 120 kilo-feet by a 34 thousand cubic feet (Mcf) heavy lift helium balloon. Once float altitude is reached, the test vehicle is released from the balloon, spun-up for stability, and accelerated to supersonic speeds using a Star48 solid rocket motor. After burnout of the Star48 motor the vehicle decelerates to pre-flight selected test conditions for the deployment of the SIAD system. After further deceleration with the SIAD deployed, the SSDS parachute is then deployed stressing the performance of the parachute in the wake of the SIAD augmented blunt body. The test vehicle/SIAD/parachute system then descends to splashdown in the Pacific Ocean for eventual recovery. This paper will discuss the development of both the test vehicle and the trajectory sequence including design trade-offs resulting from the interaction of both engineering efforts. In addition, the SFDT-1 nominal trajectory design and associated sensitivities will be discussed

Aging Enhances Indirect Flight Muscle Fiber Performance yet Decreases Flight Ability in Drosophila

Energy Technology Data Exchange (ETDEWEB)

Miller, Mark S.; Lekkas, Panagiotis; Braddock, Joan M.; Farman, Gerrie P.; Ballif, Bryan A.; Irving, Thomas C.; Maughan, David W.; Vigoreaux, Jim O. (IIT); (Vermont)

2008-10-02

We investigated the effects of aging on Drosophila melanogaster indirect flight muscle from the whole organism to the actomyosin cross-bridge. Median-aged (49-day-old) flies were flight impaired, had normal myofilament number and packing, barely longer sarcomeres, and slight mitochondrial deterioration compared with young (3-day-old) flies. Old (56-day-old) flies were unable to beat their wings, had deteriorated ultrastructure with severe mitochondrial damage, and their skinned fibers failed to activate with calcium. Small-amplitude sinusoidal length perturbation analysis showed median-aged indirect flight muscle fibers developed greater than twice the isometric force and power output of young fibers, yet cross-bridge kinetics were similar. Large increases in elastic and viscous moduli amplitude under active, passive, and rigor conditions suggest that median-aged fibers become stiffer longitudinally. Small-angle x-ray diffraction indicates that myosin heads move increasingly toward the thin filament with age, accounting for the increased transverse stiffness via cross-bridge formation. We propose that the observed protein composition changes in the connecting filaments, which anchor the thick filaments to the Z-disk, produce compensatory increases in longitudinal stiffness, isometric tension, power and actomyosin interaction in aging indirect flight muscle. We also speculate that a lack of MgATP due to damaged mitochondria accounts for the decreased flight performance.

Ares I-X Flight Test Philosophy

Science.gov (United States)

Davis, S. R.; Tuma, M. L.; Heitzman, K.

2007-01-01

In response to the Vision for Space Exploration, the National Aeronautics and Space Administration (NASA) has defined a new space exploration architecture to return humans to the Moon and prepare for human exploration of Mars. One of the first new developments will be the Ares I Crew Launch Vehicle (CLV), which will carry the Orion Crew Exploration Vehicle (CEV), into Low Earth Orbit (LEO) to support International Space Station (ISS) missions and, later, support lunar missions. As part of Ares I development, NASA will perform a series of Ares I flight tests. The tests will provide data that will inform the engineering and design process and verify the flight hardware and software. The data gained from the flight tests will be used to certify the new Ares/Orion vehicle for human space flight. The primary objectives of this first flight test (Ares I-X) are the following: Demonstrate control of a dynamically similar integrated Ares CLV/Orion CEV using Ares CLV ascent control algorithms; Perform an in-flight separation/staging event between an Ares I-similar First Stage and a representative Upper Stage; Demonstrate assembly and recovery of a new Ares CLV-like First Stage element at Kennedy Space Center (KSC); Demonstrate First Stage separation sequencing, and quantify First Stage atmospheric entry dynamics and parachute performance; and Characterize the magnitude of the integrated vehicle roll torque throughout the First Stage (powered) flight. This paper will provide an overview of the Ares I-X flight test process and details of the individual flight tests.

How transfer flights shape the structure of the airline network.

Science.gov (United States)

Ryczkowski, Tomasz; Fronczak, Agata; Fronczak, Piotr

2017-07-17

In this paper, we analyse the gravity model in the global passenger air-transport network. We show that in the standard form, the model is inadequate for correctly describing the relationship between passenger flows and typical geo-economic variables that characterize connected countries. We propose a model for transfer flights that allows exploitation of these discrepancies in order to discover hidden subflows in the network. We illustrate its usefulness by retrieving the distance coefficient in the gravity model, which is one of the determinants of the globalization process. Finally, we discuss the correctness of the presented approach by comparing the distance coefficient to several well-known economic events.

Dietary and flight energetic adaptations in a salivary gland transcriptome of an insectivorous bat.

Directory of Open Access Journals (Sweden)

Carleton J Phillips

Full Text Available We hypothesized that evolution of salivary gland secretory proteome has been important in adaptation to insectivory, the most common dietary strategy among Chiroptera. A submandibular salivary gland (SMG transcriptome was sequenced for the little brown bat, Myotis lucifugus. The likely secretory proteome of 23 genes included seven (RETNLB, PSAP, CLU, APOE, LCN2, C3, CEL related to M. lucifugus insectivorous diet and metabolism. Six of the secretory proteins probably are endocrine, whereas one (CEL most likely is exocrine. The encoded proteins are associated with lipid hydrolysis, regulation of lipid metabolism, lipid transport, and insulin resistance. They are capable of processing exogenous lipids for flight metabolism while foraging. Salivary carboxyl ester lipase (CEL is thought to hydrolyze insect lipophorins, which probably are absorbed across the gastric mucosa during feeding. The other six proteins are predicted either to maintain these lipids at high blood concentrations or to facilitate transport and uptake by flight muscles. Expression of these seven genes and coordinated secretion from a single organ is novel to this insectivorous bat, and apparently has evolved through instances of gene duplication, gene recruitment, and nucleotide selection. Four of the recruited genes are single-copy in the Myotis genome, whereas three have undergone duplication(s with two of these genes exhibiting evolutionary 'bursts' of duplication resulting in multiple paralogs. Evidence for episodic directional selection was found for six of seven genes, reinforcing the conclusion that the recruited genes have important roles in adaptation to insectivory and the metabolic demands of flight. Intragenic frequencies of mobile- element-like sequences differed from frequencies in the whole M. lucifugus genome. Differences among recruited genes imply separate evolutionary trajectories and that adaptation was not a single, coordinated event.

Remote radio control of insect flight

Directory of Open Access Journals (Sweden)

Hirotaka Sato

2009-10-01

Full Text Available We demonstrated the remote control of insects in free flight via an implantable radio-equipped miniature neural stimulating system. The pronotum mounted system consisted of neural stimulators, muscular stimulators, a radio transceiver-equipped microcontroller and a microbattery. Flight initiation, cessation and elevation control were accomplished through neural stimulus of the brain which elicited, suppressed or modulated wing oscillation. Turns were triggered through the direct muscular stimulus of either of the basalar muscles. We characterized the response times, success rates, and free-flight trajectories elicited by our neural control systems in remotely-controlled beetles. We believe this type of technology will open the door to in-flight perturbation and recording of insect flight responses.

Remote radio control of insect flight.

Science.gov (United States)

Sato, Hirotaka; Berry, Christopher W; Peeri, Yoav; Baghoomian, Emen; Casey, Brendan E; Lavella, Gabriel; Vandenbrooks, John M; Harrison, Jon F; Maharbiz, Michel M

2009-01-01

We demonstrated the remote control of insects in free flight via an implantable radio-equipped miniature neural stimulating system. The pronotum mounted system consisted of neural stimulators, muscular stimulators, a radio transceiver-equipped microcontroller and a microbattery. Flight initiation, cessation and elevation control were accomplished through neural stimulus of the brain which elicited, suppressed or modulated wing oscillation. Turns were triggered through the direct muscular stimulus of either of the basalar muscles. We characterized the response times, success rates, and free-flight trajectories elicited by our neural control systems in remotely controlled beetles. We believe this type of technology will open the door to in-flight perturbation and recording of insect flight responses.

Cessna Citation X Business Aircraft Eigenvalue Stability – Part2: Flight Envelope Analysis

Directory of Open Access Journals (Sweden)

Yamina BOUGHARI

2017-12-01

Full Text Available Civil aircraft flight control clearance is a time consuming, thus an expensive process in the aerospace industry. This process has to be investigated and proved to be safe for thousands of combinations in terms of speeds, altitudes, gross weights, Xcg / weight configurations and angles of attack. Even in this case, a worst-case condition that could lead to a critical situation might be missed. To address this problem, models that are able to describe an aircraft’s dynamics by taking into account all uncertainties over a region within a flight envelope have been developed using Linear Fractional Representation. In order to investigate the Cessna Citation X aircraft Eigenvalue Stability envelope, the Linear Fractional Representation models are implemented using the speeds and the altitudes as varying parameters. In this paper Part 2, the aircraft longitudinal eigenvalue stability is analyzed in a continuous range of flight envelope with varying parameter of True airspeed and altitude, instead of a single point, like classical methods. This is known as the aeroelastic stability envelope, required for civil aircraft certification as given by the Circular Advisory “Aeroelastic Stability Substantiation of Transport Category Airplanes AC No: 25.629-18”. In this new methodology the analysis is performed in time domain based on Lyapunov stability and solved by convex optimization algorithms by using the linear matrix inequalities to evaluate the eigenvalue stability, which is reduced to search for the negative eigenvalues in a region of flight envelope. It can also be used to study the stability of a system during an arbitrary motion from one point to another in the flight envelope. A whole aircraft analysis results’ for its entire envelope are presented in the form of graphs, thus offering good readability, and making them easily exploitable.

The use of vestibular models for design and evaluation of flight simulator motion

Science.gov (United States)

Bussolari, Steven R.; Young, Laurence R.; Lee, Alfred T.

1989-01-01

Quantitative models for the dynamics of the human vestibular system are applied to the design and evaluation of flight simulator platform motion. An optimal simulator motion control algorithm is generated to minimize the vector difference between perceived spatial orientation estimated in flight and in simulation. The motion controller has been implemented on the Vertical Motion Simulator at NASA Ames Research Center and evaluated experimentally through measurement of pilot performance and subjective rating during VTOL aircraft simulation. In general, pilot performance in a longitudinal tracking task (formation flight) did not appear to be sensitive to variations in platform motion condition as long as motion was present. However, pilot assessment of motion fidelity by means of a rating scale designed for this purpose, were sensitive to motion controller design. Platform motion generated with the optimal motion controller was found to be generally equivalent to that generated by conventional linear crossfeed washout. The vestibular models are used to evaluate the motion fidelity of transport category aircraft (Boeing 727) simulation in a pilot performance and simulator acceptability study at the Man-Vehicle Systems Research Facility at NASA Ames Research Center. Eighteen airline pilots, currently flying B-727, were given a series of flight scenarios in the simulator under various conditions of simulator motion. The scenarios were chosen to reflect the flight maneuvers that these pilots might expect to be given during a routine pilot proficiency check. Pilot performance and subjective rating of simulator fidelity was relatively insensitive to the motion condition, despite large differences in the amplitude of motion provided. This lack of sensitivity may be explained by means of the vestibular models, which predict little difference in the modeled motion sensations of the pilots when different motion conditions are imposed.

Hybrid Electric Propulsion Technologies for Commercial Transports

Science.gov (United States)

Bowman, Cheryl; Jansen, Ralph; Jankovsky, Amy

2016-01-01

NASA Aeronautics Research Mission Directorate has set strategic research thrusts to address the major drivers of aviation such as growth in demand for high-speed mobility, addressing global climate and capitalizing in the convergence of technological advances. Transitioning aviation to low carbon propulsion is one of the key strategic research thrust and drives the search for alternative and greener propulsion system for advanced aircraft configurations. This work requires multidisciplinary skills coming from multiple entities. The Hybrid Gas-Electric Subproject in the Advanced Air Transportation Project is energizing the transport class landscape by accepting the technical challenge of identifying and validating a transport class aircraft with net benefit from hybrid propulsion. This highly integrated aircraft of the future will only happen if airframe expertise from NASA Langley, modeling and simulation expertise from NASA Ames, propulsion expertise from NASA Glenn, and the flight research capabilities from NASA Armstrong are brought together to leverage the rich capabilities of U.S. Industry and Academia.

Comparison of Commercial Aircraft Fuel Requirements in Regards to FAR, Flight Profile Simulation, and Flight Operational Techniques

Science.gov (United States)

Heitzman, Nicholas

There are significant fuel consumption consequences for non-optimal flight operations. This study is intended to analyze and highlight areas of interest that affect fuel consumption in typical flight operations. By gathering information from actual flight operators (pilots, dispatch, performance engineers, and air traffic controllers), real performance issues can be addressed and analyzed. A series of interviews were performed with various individuals in the industry and organizations. The wide range of insight directed this study to focus on FAA regulations, airline policy, the ATC system, weather, and flight planning. The goal is to highlight where operational performance differs from design intent in order to better connect optimization with actual flight operations. After further investigation and consensus from the experienced participants, the FAA regulations do not need any serious attention until newer technologies and capabilities are implemented. The ATC system is severely out of date and is one of the largest limiting factors in current flight operations. Although participants are pessimistic about its timely implementation, the FAA's NextGen program for a future National Airspace System should help improve the efficiency of flight operations. This includes situational awareness, weather monitoring, communication, information management, optimized routing, and cleaner flight profiles like Required Navigation Performance (RNP) and Continuous Descent Approach (CDA). Working off the interview results, trade-studies were performed using an in-house flight profile simulation of a Boeing 737-300, integrating NASA legacy codes EDET and NPSS with a custom written mission performance and point-performance "Skymap" calculator. From these trade-studies, it was found that certain flight conditions affect flight operations more than others. With weather, traffic, and unforeseeable risks, flight planning is still limited by its high level of precaution. From this

Advanced Transport Operating System (ATOPS) utility library software description

Science.gov (United States)

Clinedinst, Winston C.; Slominski, Christopher J.; Dickson, Richard W.; Wolverton, David A.

1993-01-01

The individual software processes used in the flight computers on-board the Advanced Transport Operating System (ATOPS) aircraft have many common functional elements. A library of commonly used software modules was created for general uses among the processes. The library includes modules for mathematical computations, data formatting, system database interfacing, and condition handling. The modules available in the library and their associated calling requirements are described.

14 CFR 125.265 - Flight engineer requirements.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight engineer requirements. 125.265... Requirements § 125.265 Flight engineer requirements. (a) No person may operate an airplane for which a flight engineer is required by the type certification requirements without a flight crewmember holding a current...

Development and Flight Testing of a Neural Network Based Flight Control System on the NF-15B Aircraft

Science.gov (United States)

Bomben, Craig R.; Smolka, James W.; Bosworth, John T.; Silliams-Hayes, Peggy S.; Burken, John J.; Larson, Richard R.; Buschbacher, Mark J.; Maliska, Heather A.

2006-01-01

The Intelligent Flight Control System (IFCS) project at the NASA Dryden Flight Research Center, Edwards AFB, CA, has been investigating the use of neural network based adaptive control on a unique NF-15B test aircraft. The IFCS neural network is a software processor that stores measured aircraft response information to dynamically alter flight control gains. In 2006, the neural network was engaged and allowed to learn in real time to dynamically alter the aircraft handling qualities characteristics in the presence of actual aerodynamic failure conditions injected into the aircraft through the flight control system. The use of neural network and similar adaptive technologies in the design of highly fault and damage tolerant flight control systems shows promise in making future aircraft far more survivable than current technology allows. This paper will present the results of the IFCS flight test program conducted at the NASA Dryden Flight Research Center in 2006, with emphasis on challenges encountered and lessons learned.

14 CFR 63.42 - Flight engineer certificate issued on basis of a foreign flight engineer license.

Science.gov (United States)

2010-01-01

... section, may have a flight engineer certificate issued to him for the operation of civil aircraft of U.S... engineer certificate issued under this section may act as a flight engineer of a civil aircraft of U.S... 14 Aeronautics and Space 2 2010-01-01 2010-01-01 false Flight engineer certificate issued on basis...

14 CFR 91.1095 - Initial and transition training and checking: Flight instructors (aircraft), flight instructors...

Science.gov (United States)

2010-01-01

... instructor certificate— (i) The fundamental principles of the teaching-learning process; (ii) Teaching... Management § 91.1095 Initial and transition training and checking: Flight instructors (aircraft), flight...

14 CFR 121.387 - Flight engineer.

Science.gov (United States)

2010-01-01

... 14 Aeronautics and Space 3 2010-01-01 2010-01-01 false Flight engineer. 121.387 Section 121.387..., FLAG, AND SUPPLEMENTAL OPERATIONS Airman and Crewmember Requirements § 121.387 Flight engineer. No... holding a current flight engineer certificate. For each airplane type certificated after January 1, 1964...

Nuptial flights behavior of the African weaver ant, Oecophylla longinoda Latreille (Hymenoptera: Formicidae) and weather factors triggering flights

DEFF Research Database (Denmark)

Nene, Wilson; Rwegasira, Gration; Nielsen, Mogens Gissel

2016-01-01

years, we found that sexuals aggregate on nest surfaces prior to flights. We also found that flights took place during the raining season, and all flights took place in evenings just before sunset. Further to these, days with flights were associated with higher relative humidity and less sun shine...... collection of mated queens to stock ant nurseries that supply ant colonies for IPM-programs....

An overview of integrated flight-propulsion controls flight research on the NASA F-15 research airplane

Science.gov (United States)

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

1995-01-01

The NASA Dryden Flight Research Center has been conducting integrated flight-propulsion control flight research using the NASA F-15 airplane for the past 12 years. The research began with the digital electronic engine control (DEEC) project, followed by the F100 Engine Model Derivative (EMD). HIDEC (Highly Integrated Digital Electronic Control) became the umbrella name for a series of experiments including: the Advanced Digital Engine Controls System (ADECS), a twin jet acoustics flight experiment, self-repairing flight control system (SRFCS), performance-seeking control (PSC), and propulsion controlled aircraft (PCA). The upcoming F-15 project is ACTIVE (Advanced Control Technology for Integrated Vehicles). This paper provides a brief summary of these activities and provides background for the PCA and PSC papers, and includes a bibliography of all papers and reports from the NASA F-15 project.

A case report and literature review of primary resistant Hodgkin lymphoma: a response to anti-PD-1 after failure of autologous stem cell transplantation and brentuximab vedotin

Directory of Open Access Journals (Sweden)

Xu PP

2016-09-01

Full Text Available Peipei Xu, Fan Wang, Chaoyang Guan, Jian Ouyang, Xiaoyan Shao, Bing Chen Department of Hematology, The Affiliated Drum Tower Hospital of Nanjing University Medical School, Nanjing, People’s Republic of China Abstract: Hodgkin lymphoma (HL is a highly curable hematologic malignancy, and ~70% of cases can be cured with combination chemotherapy with or without radiation. However, patients with primary resistant disease have a cure rate of <30%. For such patients, high-dose chemotherapy followed by autologous stem cell transplantation (ASCT is considered to be the standard treatment. If patients fail to respond to ASCT or relapse soon thereafter, they usually receive another ASCT, allogeneic stem cell transplantation or treatment with novel agents. This case report presents the case of a 54-year-old patient with primary resistant HL who received single-agent treatment, brentuximab vedotin, after ASCT relapse. Despite treatment with brentuximab vedotin, the disease continued to progress. In patients with such highly resistant disease, the treatment options are limited. Depending on the physical condition and the willingness of the patient, pembrolizumab, a programmed cell death protein-1 inhibitor, can be given as salvage therapy. But, out of our expectation, the patient achieved a very good partial response after four cycles of pembrolizumab. No serious adverse events were observed with pembrolizumab treatment. This case provides support for a new and effective strategy for treating primary resistant Hodgkin lymphoma. Keywords: Hodgkin lymphoma, autologous stem cell transplant, brentuximab vedotin, pembrolizumab, PD-1, good response

Synthetic Vision System Commercial Aircraft Flight Deck Display Technologies for Unusual Attitude Recovery

Science.gov (United States)

Prinzel, Lawrence J., III; Ellis, Kyle E.; Arthur, Jarvis J.; Nicholas, Stephanie N.; Kiggins, Daniel

2017-01-01

A Commercial Aviation Safety Team (CAST) study of 18 worldwide loss-of-control accidents and incidents determined that the lack of external visual references was associated with a flight crew's loss of attitude awareness or energy state awareness in 17 of these events. Therefore, CAST recommended development and implementation of virtual day-Visual Meteorological Condition (VMC) display systems, such as synthetic vision systems, which can promote flight crew attitude awareness similar to a day-VMC environment. This paper describes the results of a high-fidelity, large transport aircraft simulation experiment that evaluated virtual day-VMC displays and a "background attitude indicator" concept as an aid to pilots in recovery from unusual attitudes. Twelve commercial airline pilots performed multiple unusual attitude recoveries and both quantitative and qualitative dependent measures were collected. Experimental results and future research directions under this CAST initiative and the NASA "Technologies for Airplane State Awareness" research project are described.

SWIFT BAT Loop Heat Pipe Thermal System Characteristics and Ground/Flight Operation Procedure

Science.gov (United States)

Choi, Michael K.

2003-01-01

The SWIFT Burst Alert Telescope (BAT) Detector Array has a total power dissipation of 208 W. To meet the stringent temperature gradient and thermal stability requirements in the normal operational mode, and heater power budget in both the normal operational and safehold modes, the Detector Array is thermally well coupled to eight constant conductance heat pipes (CCHPs) embedded in the Detector Array Plate (DAP), and two loop heat pipes (LHPs) transport heat fiom the CCHPs to a radiator. The CCHPs have ammonia as the working fluid and the LHPs have propylene as the working fluid. Precision heater controllers, which have adjustable set points in flight, are used to control the LHP compensation chamber and Detector Array XA1 ASIC temperatures. The radiator has the AZ-Tek AZW-LA-II low-alpha white paint as the thermal coating and is located on the anti-sun side of the spacecraft. This paper presents the characteristics, ground operation and flight operation procedures of the LHP thermal system.

A unified flight control methodology for a compound rotorcraft in fundamental and aerobatic maneuvering flight

Science.gov (United States)

Thorsen, Adam

This study investigates a novel approach to flight control for a compound rotorcraft in a variety of maneuvers ranging from fundamental to aerobatic in nature. Fundamental maneuvers are a class of maneuvers with design significance that are useful for testing and tuning flight control systems along with uncovering control law deficiencies. Aerobatic maneuvers are a class of aggressive and complex maneuvers with more operational significance. The process culminating in a unified approach to flight control includes various control allocation studies for redundant controls in trim and maneuvering flight, an efficient methodology to simulate non-piloted maneuvers with varying degrees of complexity, and the setup of an unconventional control inceptor configuration along with the use of a flight simulator to gather pilot feedback in order to improve the unified control architecture. A flight path generation algorithm was developed to calculate control inceptor commands required for a rotorcraft in aerobatic maneuvers. This generalized algorithm was tailored to generate flight paths through optimization methods in order to satisfy target terminal position coordinates or to minimize the total time of a particular maneuver. Six aerobatic maneuvers were developed drawing inspiration from air combat maneuvers of fighter jet aircraft: Pitch-Back Turn (PBT), Combat Ascent Turn (CAT), Combat Descent Turn (CDT), Weaving Pull-up (WPU), Combat Break Turn (CBT), and Zoom and Boom (ZAB). These aerobatic maneuvers were simulated at moderate to high advance ratios while fundamental maneuvers of the compound including level accelerations/decelerations, climbs, descents, and turns were investigated across the entire flight envelope to evaluate controller performance. The unified control system was developed to allow controls to seamlessly transition between manual and automatic allocations while ensuring that the axis of control for a particular inceptor remained constant with flight

The Next Generation Advanced Video Guidance Sensor: Flight Heritage and Current Development

Science.gov (United States)

Howard, Richard T.; Bryan, Thomas C.

2009-01-01

The Next Generation Advanced Video Guidance Sensor (NGAVGS) is the latest in a line of sensors that have flown four times in the last 10 years. The NGAVGS has been under development for the last two years as a long-range proximity operations and docking sensor for use in an Automated Rendezvous and Docking (AR&D) system. The first autonomous rendezvous and docking in the history of the U.S. Space Program was successfully accomplished by Orbital Express, using the Advanced Video Guidance Sensor (AVGS) as the primary docking sensor. That flight proved that the United States now has a mature and flight proven sensor technology for supporting Crew Exploration Vehicles (CEV) and Commercial Orbital Transport Systems (COTS) Automated Rendezvous and Docking (AR&D). NASA video sensors have worked well in the past: the AVGS used on the Demonstration of Autonomous Rendezvous Technology (DART) mission operated successfully in "spot mode" out to 2 km, and the first generation rendezvous and docking sensor, the Video Guidance Sensor (VGS), was developed and successfully flown on Space Shuttle flights in 1997 and 1998. This paper presents the flight heritage and results of the sensor technology, some hardware trades for the current sensor, and discusses the needs of future vehicles that may rendezvous and dock with the International Space Station (ISS) and other Constellation vehicles. It also discusses approaches for upgrading AVGS to address parts obsolescence, and concepts for minimizing the sensor footprint, weight, and power requirements. In addition, the testing of the various NGAVGS development units will be discussed along with the use of the NGAVGS as a proximity operations and docking sensor.

Retrieving Balloon Data in Flight

Data.gov (United States)

National Aeronautics and Space Administration — NASA's Ultra Long Duration Balloon (ULDB) program will soon make flights lasting up to 100 days. Some flights may generate high data rates and retrieving this data...

F-8 Digital Fly-by-Wire (DFBW) in flight over snow capped mountains

Science.gov (United States)

1973-01-01

F-8 Digital Fly-by-Wire (DFBW) aircraft in flight over snow capped mountains. Externally identical to a standard Navy F-8C, this aircraft had its control system replaced initially by a primary system using an Apollo digital computer. The backup system used three analog computers. When the pilot moved the airplane's stick and rudder, electronic signals went to the computer, which would generate signals to move the control surfaces. The system was designed so that the digital fly-by-wire aircraft would handle almost identically to a standard F-8C. Later, in Phase 2, the aircraft used three IBM AP-101 computers for its flight control system. The F-8 Digital Fly-By-Wire (DFBW) flight research project validated the principal concepts of all-electric flight control systems now used on nearly all modern high-performance aircraft and on military and civilian transports. The first flight of the 13-year project was on May 25, 1972, with research pilot Gary E. Krier at the controls of a modified F-8C Crusader that served as the testbed for the fly-by-wire technologies. The project was a joint effort between the NASA Flight Research Center, Edwards, California, (now the Dryden Flight Research Center) and Langley Research Center. It included a total of 211 flights. The last flight was December 16, 1985, with Dryden research pilot Ed Schneider at the controls. The F-8 DFBW system was the forerunner of current fly-by-wire systems used in the space shuttles and on today's military and civil aircraft to make them safer, more maneuverable, and more efficient. Electronic fly-by-wire systems replaced older hydraulic control systems, freeing designers to design aircraft with reduced in-flight stability. Fly-by-wire systems are safer because of their redundancies. They are more maneuverable because computers can command more frequent adjustments than a human pilot can. For airliners, computerized control ensures a smoother ride than a human pilot alone can provide. Digital

A second-generation supersonic transport

Science.gov (United States)

Humphrey, W.; Grayson, G.; Gump, J.; Hutko, G.; Kubicko, R.; Obrien, J.; Orndorff, R.; Oscher, R.; Polster, M.; Ulrich, C.

1989-01-01

Ever since the advent of commercial flight vehicles, one goal of designers has been to develop aircraft that can fly faster and carry more passengers than before. After the development of practical supersonic military aircraft, this desire was naturally manifested in a search for a practical supersonic commercial aircraft. The first and, to date, only supersonic civil transport is the Concorde, manufactured by a consortium of British and French aerospace companies. Unfortunately, due to a number of factors, including low passenger capacity and limited range, the Concorde has not been an economic success. It is for this reason that there is considerable interest in developing a design for a supersonic civil transport that addresses some of the inadequacies of the Concorde. For the design of such an aircraft to be feasible in the near term, certain guidelines must be established at the outset. Based upon the experience with the Concorde, whose 100-passenger capacity is not large enough for profitable operation, a minimum capacity of 250 passengers is desired. Second, to date, because of the limited range of the Concorde, supersonic commercial flight has been restricted to trans-Atlantic routes. In order to broaden the potential market, any new design must have the capability of trans-Pacific flight. A summary of the potential markets involved is presented. Also, because of both the cost and complexity involved with actively cooling an entire aircraft, an additional design constraint is that the aircraft as a whole be passively cooled. One additional design constraint is somewhat less quantitative in nature but of great importance nonetheless. Any time a new design is attempted, the tendency is to assume great strides in technology that serve as the basis for actual realization of the design. While it is not always possible to avoid this dependence on 'enabling technology,' since this design is desired for the near term, it is prudent, wherever possible, to rely on

Mini-Sniffer II in Flight

Science.gov (United States)

1976-01-01

This photograph shows the second Mini-Sniffer undergoing flight testing over Rogers Dry Lake in Edwards, California. This version of the Mini-Sniffer lacked the canard of the original version and had wing tips and tail booms added. The Mini-Sniffer was a remotely controlled, propeller-driven vehicle developed at the NASA Flight Research Center (which became the Dryden Flight Research Center, Edwards, California, in 1976) as a potential platform to sample the upper atmosphere for pollution. The vehicle, flown from 1975 to 1977, was one of the earliest attempts by NASA to develop an aircraft that could sense turbulence and measure natural and human-produced atmospheric pollutants at altitudes above 80,000 feet with a variable-load propeller that was never flight-tested. Three Mini-Sniffer vehicles were built. The number 1 Mini-Sniffer vehicle had swept wings with a span of 18 feet and canards on the nose. It flew 12 flights with the gas-powered engine at low altitudes of around 2,500 feet. The number 1 vehicle was then modified into version number 2 by removing the canards and wing rudders and adding wing tips and tail booms. Twenty flights were made with this version, up to altitudes of 20,000 feet. The number 3 vehicle had a longer fuselage, was lighter in weight, and was powered by the non-air-breathing hydrazine engine designed by NASA's Johnson Space Center in Houston, Texas. This version was designed to fly a 25-pound payload to an altitude of 70,000 feet for one hour or to climb to 90,000 feet and glide back. The number 3 Mini-Sniffer made one flight to 20,000 feet and was not flown again because of a hydrazine leak problem. All three versions used a pusher propeller to free the nose area for an atmospheric-sampling payload. At various times the Mini-Sniffer has been considered for exploration in the carbon dioxide atmosphere of the planet Mars, where the gravity (38 percent of that on Earth) would reduce the horsepower needed for flight.

[Prediction of cardiac function deviations (ECG data) in the course of permanent cosmonaut's monitoring starting from selection till return to earth after short-duration space flight].

Science.gov (United States)

Kotovskaia, A R; Koloteva, M I; Luk'ianiuk, V Iu; Stepanova, G P; Filatova, L M; Buĭlov, S P; Zhernavkov, A F; Kondratiuk, L L

2007-01-01

Analyzed were deviations in cardiac function in 29 cosmonauts with previous aviation and other occupations ranging of 29 to 61 y.o. who made 8- to 30-day space flights (totai number of flights = 34) between 1982 and 2006. The deviations were identified in ECG records collected during clinical selection, clinical physiological examination (CPE) before flight, insertion and deorbit in transport vehicles, and post-flight CPE. Based on the analysis, the cosmonauts were distributed into three groups. The first group (55.2% of the cosmonauts) did not exhibit noticeable shifts and unfavorable trends in ECG at any time of the period of observation. The second group (34.5%) showed some deviations during selection and pre-flight CPE that became more apparent in the period of deorbit and were still present in post-flight ECG records. The third group (10.3%) displayed health-threatening deviations in cardiac function during deorbit. These findings give start to important investigations with the purpose to define permissible medical risks and ensuing establishment and perfection of medical criteria for candidates to cosmonauts with certain health problems.