Results of 1/4-Scale Experiments. Vapor Simulant And Liquid Jet A Tests

A quarter-scale engineering model of the center wing tank (CWT) of a 747-100 was constructed. This engineering model replicated the compartmentalization, passageways, and venting to the atmosphere. The model was designed to scale the fluid dynamical and combustion aspects of the explosion, not the structural failure of the beams or spars. The effect of structural failure on combustion was examined by using model beams and spars with deliberately engineered weak connections to the main tank structure. The model was filled with a simulant fuel (a mixture of propane and hydrogen) and ignited with a hot wire. The simulant fuel was chosen on the basis of laboratory testing to model the combustion characteristics (pressure rise and flame speed) of Jet A vapor created by a Jet A liquid layer at 50C at an altitude of 13.8 kft. A series of experiments was carried out in this model in order to: (a) investigate combustion in a CWT geometry; and (b) provide guidance to the TWA 800 crash investigation. The results of the experiments were observed with high-speed film, video, and still cameras, fast and slow pressure sensors, thermocouples, photodetectors, and motion sensors. A special pseudo-schlieren system was used to visualize flame propagation within the tank. This report describes the test program, facility, instrumentation, the first 30 experiments, comparisons between experiments, and performance of the instrumentation; then examines the significance of these results to the TWA 800 crash investigation. The key results of this study are: Flame Motion: The motion of flame was dominated by the effects of turbulence created by jetting through the passageways and vent stringers. A very rapid combustion event (lasting 10 to 20 ms) occurred once the flame traveled outside of the ignition bay and interacted with the turbulent flow. Most of the gas within the tank was burned during this rapid event. Compartments: The combustion time decreased with an increasing number of compartments (bays) within the tank. With six bays, combustion took only 100 to 150 ms to be completed from the time of ignition until the end of the rapid combustion phase. The total combustion event was three to four times shorter with compartments than without. Venting: Venting to the outside of the tank through the model vent stringers had a negligible effect on the combustion progress or on the peak pressure reached at the end of the burn. Ignition Location: Variation of the ignition location produced distinctive pressure loads on the structural components. Liquid Fuel: Lofting of a cold liquid fuel layer was produced by the combustion-induced gas motion. Although this spray of liquid eventually ignited and burned, it did not contribute to the pressure loading. Structural Failure: Structural failure resulted in flame acceleration, decreasing the overall combustion time. TWA 800 Investigation: The pressure loads were sufficiently high, up to 4 bar, and the combustion events were sufficiently short, that the forward portion (spanwise beam 3, front spar) of the CWT structure would fail as a direct consequence of the explosion. A combination of pressure loads was produced in some tests consistent with the TWA 800 wreckage. Replica tests, structural modeling, and sensitivity studies on fuel concentration are needed before any conclusions can be drawn about probable ignition locations. Cargo Bay: Tests with a simplified model of a half-full cargo bay indicated that repeated pressure waves with an amplitude of 1 bar or less are produced when an explosion scenario similar to TWA 800 is tested. Future Testing: Future studies should include replica tests, tests with Jet A vapor and warm liquid Jet A layers, and sensitivity tests to examine ignition location, fuel concentration, and vent area perturbations. Summary: Explosion tests in a 747-100 CWT model reveal that a very complex pattern of combustion occurs due the interaction of the flame and the flow-generated turbulence. A wide range of structural load patterns occur, depending on the location of the ignition source. Some of these load patterns are consistent with damage believed to be associated with the initial explosion event in TWA 800. Sensitivity of the loading to the ignition location indicates that narrowing down the ignition location in TWA 800 may be possible. However, the complexity of the combustion and structural failure processes in the actual center wing tank mandates extremely careful consideration of the uncertainties that enter into this process

Timing of gain does not alter puberty and reproductive performance of beef heifers fed a high-roughage diet

Eighty crossbred heifers (549 lb initial body weight) were developed in drylot and limit-fed a forage sorghum silage diet predicted to produce gains of either 1 lb/day for the entire developmental period (EVENGAIN) or .25 lb/day for the first two-thirds of the period followed by 2 lb/day during the last third (LATEGAIN). Treatments began on November 7, 1994 and continued until April 24, 1995 (onset of the breeding season). Actual daily gains over the entire feeding period averaged 1.18 and 1.10 lb/day for EVENGAIN and LATEGAIN heifers, respectively. Age and weight at puberty were not affected by feeding treatment. Body condition score, frame score, and pelvic area were similar at the end of the experiment regardless of growth regimen. At the conclusion of the 168-day feeding period, estrus was synchronized using two injections of prostaglandin F2 , and heifers were inseminated artificially during a 45-day breeding season. Open heifers were mated naturally for an additional 15 days. First service and overall pregnancy rates were similar between treatments. In summary, timing of gain did not affect the onset of puberty or breeding performance. These data indicate that bee f producers may be able to utilize low quality feedstuffs early in heifer development without adversely affecting reproductive performance. Because feed inputs are major costs for developing beef heifers, such a management alternative may decrease costs

Alternate-Fueled Combustion-Sector Emissions

In order to meet rapidly growing demand for fuel, as well as address environmental concerns, the aviation industry has been testing alternate fuels for performance and technical usability in commercial and military aircraft. Currently, alternate aviation fuels must satisfy MIL-DTL- 83133F(2008) (military) or ASTM D 7566- Annex(2011) (commercial) standards and are termed drop-in fuel replacements. Fuel blends of up to 50% alternative fuel blended with petroleum (JP-8), which have become a practical alternative, are individually certified on the market. In order to make alternate fuels (and blends) a viable option for aviation, the fuel must be able to perform at a similar or higher level than traditional petroleum fuel. They also attempt to curb harmful emissions, and therefore a truly effective alternate fuel would emit at or under the level of currently used fuel. This paper analyzes data from gaseous and particulate emissions of an aircraft combustor sector. The data were evaluated at various inlet conditions, including variation in pressure and temperature, fuel-to-air ratios, and percent composition of alternate fuel. Traditional JP-8+100 data were taken as a baseline, and blends of JP- 8+100 with synthetic-paraffinic-kerosene (SPK) fuel (Fischer-Tropsch (FT)) were used for comparison. Gaseous and particulate emissions, as well as flame luminosity, were assessed for differences between FT composition of 0%, 50%, and 100%. The data showed that SPK fuel (a FT-derived fuel) had slightly lower harmful gaseous emissions, and smoke number information corroborated the hypothesis that SPK-FT fuels are cleaner burning fuels

Reduction in digitalis-associated postinfarction mortality with nadolol in conscious dogs

Previously, we have demonstrated an increased incidence of lethal ischemic arrhythmias in postinfarction dogs with clinically observable serum digoxin concentrations, and a significant reduction in digitalis-related lethal ischemic arrhythmias after subacute left stellectomy. In the present study, the protective actions of acute beta-adrenoceptor blockade with nadolol, 1.0 mg/kg administered intravenously immediately preceding the induction of posterolateral myocardial ischemia, were assessed in conscious dogs with recent, small anterior myocardial infarctions pretreated with digoxin, 0.0125 mg/kg/day intravenously, for 5 to 7 consecutive days (total N = 11). A cohort of postinfarction dogs pretreated with digoxin alone served as a control group (total N = 26). Pre vs postdigoxin electrophysiologic testing indicated reductions in myocardial refractoriness in ventricular noninfarct and infarct in both treatment groups, whereas the administration of nadolol tended to reverse the reductions in ventricular refractoriness. Arrhythmia-related deaths in response to posterolateral myocardial ischemia were reduced from 12 of 20 (60%) in the digoxin control group to 2 of 10 (20%) in the digoxin + nadolol group (p = 0.039). Serum digoxin concentrations (1.29 +/- 0.14 ng/ml vs 1.39 +/- 0.24 ng/ml), underlying anterior myocardial infarct size (6.9 +/- 1.5% vs 4.6 +/- 0.9% of left ventricle), and developing posterolateral myocardial infarct size (22.8 +/- 2.5% vs 17.5 +/- 3.6% of left ventricle) did not differ significantly between the digoxin and digoxin + nadolol groups. Acute beta-adrenoceptor blockade with nadolol appears to reduce digitalis-mediated ischemic postinfarction mortality, possibly because of a salutary increase in ventricular refractoriness.Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/27463/1/0000504.pd

Alternate-Fueled Combustor-Sector Emissions

In order to meet rapidly growing demand for fuel, as well as address environmental concerns, the aviation industry has been testing alternate fuels for performance and technical usability in commercial and military aircraft. In order to make alternate fuels (and blends) a viable option for aviation, the fuel must be able to perform at a similar or higher level than traditional petroleum fuel. They also attempt to curb harmful emissions, and therefore a truly effective alternate fuel would emit at or under the level of currently used fuel. This report analyzes data from gaseous and particulate emissions of an aircraft combustor sector. The data were evaluated at various inlet conditions, including variation in pressure and temperature, fuel-to-air ratios, and percent composition of alternate fuel. Traditional JP-8+100 data were taken as a baseline, and blends of JP-8+100 with synthetic-paraffinic-kerosene (SPK) fuel (Fischer-Tropsch (FT)) were used for comparison. Gaseous and particulate emissions, as well as flame luminosity, were assessed for differences between FT composition of 0, 50, and 100 percent. The data show that SPK fuel (an FT-derived fuel) had slightly lower harmful gaseous emissions, and smoke number information corroborated the hypothesis that SPK-FT fuels are cleaner burning fuels