Disability in young people and adults after head injury: 12-14 year follow up of a prospective cohort

Background: There is a need to establish how long term outcome evolves after head injury (HI) and factors related to this, to inform opportunities for intervention. Objective: To determine late outcome in adults 12-14 years after hospital admission for HI and to examine relationships between injury, early and late factors and disability. Methods: A prospective cohort with HI, whose outcome was reported previously at 1 and 5-7 years after injury were followed up after 12-14 years. Participants were assessed using structured and validated measures of disability (Glasgow Outcome Scale-Extended), psychological well-being, alcohol use and health status. Results: Of 219 survivors followed-up at 5-7 years, 34 (15.5%) had died by 12-14 years. Disability remained common in survivors at 12-14 years (51%), as found at one and 5-7 years (53%). For those disabled at 1 year, outcome was dismal, with 80% dead or disabled at 12-14 years. Older age at injury, a premorbid history of brain illness or physical disability and post-injury low self-esteem and stress were associated with disability at 12-14 years. Disability changed between 5-7 and 12-14 years in 55% of survivors, improving in 23%. Late changes in disability between 5-7 and 12-14 years were associated with self-perceptions of locus of control as being 'powerful others' at 5-7 years. Conclusions: Disability is common 12-14 years after hospital admission with a head injury. For some there is a dynamic process of change in disability over time that is associated with self-perceptions of control that could be a target for intervention based research

A closed-form solution for noise contours

An analytical approach for generating noise contours that overcome the difficulties of existing programs is described. This approach is valid for arbitrarily complex paths and reveals the importance of various factors that influence contour shape and size. The calculations are simple enough to be implemented on a small, hand-held programmable calculator, and a program for the HP-67 calculator is illustrated. The method is fast, simple, and gives the area, the contour, and its extremities for arbitrary flight paths for both takeoffs and landings

Optimal guidance and control for investigating aircraft noise-impact reduction

A methodology for investigating the reduction of community noise impact is reported. This report is concerned with the development of two models to provide data: a guidance generator and an aircraft control generator suitable for various current and advanced types of aircraft. The guidance generator produces the commanded path information from inputs chosen by an operator from a graphic scope display of a land-use map of the terminal area. The guidance generator also produces smoothing at the junctions of straight-line paths.The aircraft control generator determines the optimal set of the available controls such that the aircraft will follow the commanded path. The solutions for the control functions are given and shown to be dependent on the class of aircraft to be considered, that is, whether the thrust vector is rotatable and whether the thrust vector affects the aerodynamic forces. For the class of aircraft possessing a rotatable thrust vector, the solution is redundant; this redundancy is removed by the additional condition that the noise inpact be minimized. Information from both the guidance generator and the aircraft control generator is used by the footprint program to construct the noise footprint

A comparison of the results of dynamic wind-tunnel tests with theoretical predictions for an aeromechanical gust-alleviation system for light airplanes

Dynamic wind tunnel tests have been conducted on a 1/6-scale model of a general aviation airplane equipped with an all-mechanical gust alleviation system which uses auxiliary aerodynamic surfaces to drive the flaps. The longitudinal short period motions were studied under simulated gust conditions in order to verify the mathematical model used in a previous study to predict the performance of the full scale system and determine the amount of normal acceleration alleviation which could be attained. The model responses were measured for different configurations with the system active and without the system active for comparison. The tests confirmed the general relationships between the experimental variables and the model responses predicted by the mathematical model, but there were significant differences in the magnitudes of the responses. The experimental results for the model were used to estimate a reduction of 30 percent in the rms normal acceleration response of a similar full scale airplane in atmospheric turbulence

Innovative Stormwater Treatment Technologies: Best Management Practices Manual

Urban stormwater carries a number of pathogens, nutrients, heavy metals, sediment, and other contaminants as surface runoff flows over land. The increase in impervious or paved surfaces associated with development in urban areas reduces the natural infiltration of precipitation into the ground. With impervious cover, precipitation collects and carries contaminants before draining into nearby surface waters. Stormwater runoff from paved surfaces in developed areas can degrade downstream waters with both contaminants and increased volumes of water. This publication aims to make information on innovative stormwater treatment technologies more available to New Hampshire’s urban planners, developers, and communities. Traditional runoff management techniques such as detention basins and infiltration swales may be preferable, but are not always practical for treating urban stormwater. Lack of space for natural solutions is often a problem in existing developed areas, making innovative treatment technologies an attractive alternative. Mostly designed for subsurface installation, urban “retrofits” use less space than conventional methods to treat stormwater. This manual provides information on the innovative stormwater “retrofit” technologies currently available for use in developed areas in New Hampshire

Spin tests of a single-engine, high-wing light airplane

The airplane has a relatively steep spin mode (low angle of attack) with a high load factor and high velocity. The airplane recovers almost immediately after any deviation from the prospin control positions, except for one maneuver with reduced flexibility in the elevator control system