Development of a flash, bang, and smoke simulation of a shell burst

A large number of experiments (cue test firings) were performed in the definition of the cue concepts and packaging configurations. A total of 344 of these experiments were recorded with instrumentation photography to allow a quantitative analysis of the smoke cloud to be made as a function of time. These analyses were predominantly made using a short test site. Supplementary long range visibility tests were conducted to insure the required 3 kilometer visibility of the smoke signature

Comparison of Post-injection Site Pain Between Technetium Sulfur Colloid and Technetium Tilmanocept in Breast Cancer Patients Undergoing Sentinel Lymph Node Biopsy.

BackgroundNo prior studies have examined injection pain associated with Technetium-99m Tilmanocept (TcTM).MethodsThis was a randomized, double-blinded study comparing postinjection site pain between filtered Technetium Sulfur Colloid (fTcSC) and TcTM in breast cancer lymphoscintigraphy. Pain was evaluated with a visual analogue scale (VAS) (0-100 mm) and the short-form McGill Pain Questionnaire (SF-MPQ). The primary endpoint was mean difference in VAS scores at 1-min postinjection between fTcSC and TcTM. Secondary endpoints included a comparison of SF-MPQ scores between the groups at 5 min postinjection and construction of a linear mixed effects model to evaluate the changes in pain during the 5-min postinjection period.ResultsFifty-two patients underwent injection (27-fTcSC, 25-TcTM). At 1-min postinjection, patients who received fTcSC experienced a mean change in pain of 16.8 mm (standard deviation (SD) 19.5) compared with 0.2 mm (SD 7.3) in TcTM (p = 0.0002). At 5 min postinjection, the mean total score on the SF-MPQ was 2.8 (SD 3.0) for fTcSC versus 2.1 (SD 2.5) for TcTM (p = 0.36). In the mixed effects model, injection agent (p < 0.001), time (p < 0.001) and their interaction (p < 0.001) were associated with change in pain during the 5-min postinjection period. The model found fTcSC resulted in significantly more pain of 15.2 mm (p < 0.001), 11.3 mm (p = 0.001), and 7.5 mm (p = 0.013) at 1, 2, and 3 min postinjection, respectively.ConclusionsInjection with fTcSC causes significantly more pain during the first 3 min postinjection compared with TcTM in women undergoing lymphoscintigraphy for breast cancer

An atlas of CO2 storage potential in the nearshore waters of the Texas coast – American Recovery and Reinvestment Act – “Gulf of Mexico Miocene CO2 site characterization mega-transect”

Bureau of Economic Geolog

Low-energy interaction of composite spin-half systems with scalar and vector fields

We consider a composite spin-half particle moving in spatially-varying scalar and vector fields. The vector field is assumed to couple to a conserved charge, but no assumption is made about either the structure of the composite or its coupling to the scalar field. A general form for the piece of the spin-orbit interaction of the composite with the scalar and vector fields which is first-order in momentum transfer ${\bf Q}$ and second-order in the fields is derived.Comment: 10 pages, RevTe

Carbide coated fibers in graphite-aluminum composites

The NASA-supported program at the Los Alamos Scientific Laboratory (LASL) to develop carbon fiber-aluminum matrix composites is described. Chemical vapor deposition (CVD) was used to uniformly deposit thin, smooth, continuous coats of TiC on the fibers of graphite tows. Wet chemical coating of fibers, followed by high-temperature treatment, was also used, but showed little promise as an alternative coating method. Strength measurements on CVD coated fiber tows showed that thin carbide coats can add to fiber strength. The ability of aluminum alloys to wet TiC was successfully demonstrated using TiC-coated graphite surfaces. Pressure-infiltration of TiC- and ZrC-coated fiber tows with aluminum alloys was only partially successful. Experiments were performed to evaluate the effectiveness of carbide coats on carbon as barriers to prevent reaction between alluminum alloys and carbon. Initial results indicate that composites of aluminum and carbide-coated graphite are stable for long periods of time at temperatures near the alloy solidus

Carbide coated fibers in graphite-aluminum composites

The study of protective-coupling layers of refractory metal carbides on the graphite fibers prior to their incorporation into composites is presented. Such layers should be directly wettable by liquid aluminum and should act as diffusion barriers to prevent the formation of aluminum carbide. Chemical vapor deposition was used to uniformly deposit thin, smooth, continuous coats of ZrC on the carbon fibers of tows derived from both rayon and polyacrylonitrile. A wet chemical coating of the fibers, followed by high-temperature treatment, was used, and showed promise as an alternative coating method. Experiments were performed to demonstrate the ability of aluminum alloys to wet carbide surfaces. Titanium carbide, zirconium carbide and carbide-coated graphite surfaces were successfully wetted. Results indicate that initial attempts to wet surfaces of ZrC-coated carbon fibers appear successful

Carbide coated fibers in graphites-aluminum composites

Research activities are described for a NASA-supported program at the Los Alamos Scientific Laboratory to develop graphite fiber-aluminum matrix composites. A chemical vapor deposition apparatus was constructed for continuously coating graphite fibers with TiC. As much as 150 meters of continuously coated fibers were produced. Deposition temperatures were varied from 1365 K to about 1750 K, and deposition time from 6 to 150 seconds. The 6 sec deposition time corresponded to a fiber feed rate of 2.54 m/min through the coater. Thin, uniform, adherent TiC coats, with thicknesses up to approximately 0.1 micrometer were produced on the individual fibers of Thornel 50 graphite yarns without affecting fiber strength. Although coat properties were fairly uniform throughout a given batch, more work is needed to improve the batch-to-batch reproducibility. Samples of TiC-coated Thornel 50 fibers were infiltrated with an aluminum alloy and hot-pressed in vacuum to produce small composite bars for flexure testing. Strengths as high as 90% of the rule-of-mixtures strength were achieved. Results of the examination of the fracture surfaces indicate that the bonding between the aluminum and the TiC-coated fibers is better than that achieved in a similar, commercially infiltrated material made with fibers having no observable surface coats. Several samples of Al-infiltrated, TiC-coated Thornel 50 graphite yarns, together with samples of the commercially infiltrated, uncoated fibers, were heated for 100 hours at temperatures near the alloy solidus. The TiC-coated samples appear to undergo less reaction than do the uncoated samples. Photomicrographs are shown

Impact of birth weight and gender on early postnatal hypothalamic energy balance regulatory gene expression in the young lamb

Peer reviewedPreprin

The space shuttle launch vehicle aerodynamic verification challenges

The Space Shuttle aerodynamics and performance communities were challenged to verify the Space Shuttle vehicle (SSV) aerodynamics and system performance by flight measurements. Historically, launch vehicle flight test programs which faced these same challenges were unmanned instrumented flights of simple aerodynamically shaped vehicles. However, the manned SSV flight test program made these challenges more complex because of the unique aerodynamic configuration powered by the first man-rated solid rocket boosters (SRB). The analyses of flight data did not verify the aerodynamics or performance preflight predictions of the first flight of the Space Transportation System (STS-1). However, these analyses have defined the SSV aerodynamics and verified system performance. The aerodynamics community also was challenged to understand the discrepancy between the wind tunnel and flight defined aerodynamics. The preflight analysis challenges, the aerodynamic extraction challenges, and the postflight analyses challenges which led to the SSV system performance verification and which will lead to the verification of the operational ascent aerodynamics data base are presented