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12 results for “Take-off”
H2020 OPERA Project: Power Take-Off and Control Law testing in MARMOK-A-5 Wave Energy Converter at BiMEP
<p>Funded under European Union's Horizon 2020 Programme, <a href="http://opera-h2020.eu/">OPERA</a> project’s main objective is to reduce the time to market of wave energy, by further advancing in 4 key innovations aiming to reduce up to 50% the Levelized Cost of Energy (LCOE) projections of a floating Oscillating Water Column (OWC) technology.</p> <p>As part of project activities, a series of Power Take-Off (PTO) and Control Law (CL) tests were carried out using IDOM's MARMOK-A-5 wave energy converter, while this was deployed in the Biscay Marine Energy Platform (BiMEP) from October 2018 to June 2019.</p> <p>The datasets herein contain a collection of PTO and CL testing results obtained during this extensive testing campaign, providing quantitative evidence of the performance of both innovations. </p>
Comparison Auralization vs. Measurements of V2500 engine flyover at take-off conditions
<p>Illustration of engine noise auralization by DLR Institute of Propulsion Technology obtained with the framework PropNoise, VIOLIN, CORAL. Data associated with publication: “A framework to simulate and to auralize the sound emitted by aircraft engines.” paper Nr. C001073, InterNoise Conference, Chiba, 2023 by A. Moreau, A. Prescher, S. Schade, M. Dang, R. Jaron, S. Guérin.</p> <p>Examples of audio files for the simulation and auralization of two engine flyover experiments at take-off conditions (V2527 engine powering A320 civil aircraft):</p> <ul> <li>Flyover A – experiment on DLR LNATRA research aircraft, measurements are monaural and taken with a microphone placed wall flush with the ground (no ground reflections)</li> <li>Flyover B – experiment at Berlin Airport, measurements are taken at 1.2m above ground with an artificial head equipped with two microphones, binaural recording and ground reflection.</li> </ul> <p>Sound amplitude levels have been normalized.</p>
Data from: Bistable soft jumper capable of fast response and high take-off velocity
<p>In contrast to jumping robots made from rigid materials, soft jumpers composed of compliant and elastically deformable materials exhibit superior impact resistance and mechanically robust functionality. However, recent efforts to create stimuli-responsive jumpers from soft materials are limited in their response speed, take-off velocity, and travel distance. Here, we report a magnetic-driven, ultrafast bistable soft jumper that exhibits the highest jumping capability (jumping over 108 body heights with a take-off velocity of over 2 m/s) and the fastest response time (less than 15 ms) compared to previous soft jumping robots. The snap-through transitions between bistable states form a repeatable loop that harnesses the ultrafast release of stored elastic energy. Based on the dynamic analysis, the multimodal locomotion of the bistable soft jumper can be realized: the interwell mode of jumping and the intrawell mode of hopping. These modes are controlled by adjusting the duration and strength of the magnetic field, which endows the bistable soft jumper with robust locomotion capabilities. In addition, it is capable of jumping omnidirectionally with tunable heights and distances. To demonstrate its capability in complex environment, a realistic pipeline with amphibious terrain was established. The jumper successfully finished the simulative task of cleansing polluted water through the pipeline. The design principle and actuating mechanism of the bistable soft jumper can be further extended for other flexible systems.</p>
Data from: Bistable soft jumper capable of fast response and high take-off velocity
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Data from: Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport
We present ground-based, advected aircraft engine emissions from flights taking off at Los Angeles International Airport. 275 discrete engine take-off plumes were observed on 18 and 25 May 2014 at a distance of 400 m downwind of the runway. CO2 measurements are used to convert the aerosol data into plume-average emissions indices that are suitable for modelling aircraft emissions. Total and non-volatile particle number EIs are of order 1016–1017 kg−1 and 1014–1016 kg−1, respectively. Black-carbon-equivalent particle mass EIs vary between 175–941 mg kg−1 (except for the GE GEnx engines at 46 mg kg−1). Aircraft tail numbers recorded for each take-off event are used to incorporate aircraft- and engine-specific parameters into the data set. Data acquisition and processing follow standard methods for quality assurance. A unique aspect of the data set is the mapping of aerosol concentration time series to integrated plume EIs, aircraft and engine specifications, and manufacturer-reported engine emissions certifications. The integrated data enable future studies seeking to understand and model aircraft emissions and their impact on air quality.
Four-dimensional aircraft emission inventory dataset of Landing and take-off cycle in China from 2019 to 2023
<p>Aircraft emissions during landing and takeoff (LTO) having unique three-dimensional spatial characteristics and typical hourly temporal variations. In order to further investigate the adverse effects of aircraft emissions, the adverse effects for aircraft emissions, this study integrated the emission calculation and flight trajectory recognition methods to establish a four-dimensional aircraft emission inventory dataset of China’s LTO cycle (4D-LTO emission inventory dataset) from 2019 to 2023. The dataset has a high spatial-temporal resolution (hourly, 0.03° × 0.03° × 34 height layers).</p> <p>Information for 4D-LTO emission inventory dataset during 2019-2023:</p> <p>Species: NOx.</p> <p>Number of airports included in different years: 2019 (237 airports), 2020 (239 airports), 2021 (248 airports), 2022 (254 airports), 2023 (257 airports).</p> <p>Temporal information: 2019 (8760 hours), 2020 (8784 hours), 2021 (8760 hours), 2022 (8760 hours), 2023 (8760 hours).</p> <p>Spatial information: The horizontal resolution of the 4D-LTO emission inventory is 0.03° × 0.03° with the latitude and longitude range of 3.40°N–53.56°N and 73.44°E–135.09°E, respectively. The altitude resolution was divided into 34 layers from 0 m to 15668 m (0.0 m–38.3 m, 38.3 m–76.7 m, 76.7 m–115.3 m, 115.3 m–154 m, 154 m–231.8 m, 231.8 m–310.3 m, 310.3 m–389.3 m, 389.3 m–469 m, 469 m–549.3 m, 549.3 m–630.3 m, 630.3 m–711.9 m, 711.9 m–794.2 m, 794.2 m–960.7 m, 960.7 m–1130.1 m, 1130.1 m–1302.3 m, 1302.3 m–1477.6 m, 1477.6 m–1656.0 m, 1656.0 m–1929.7 m, 1929.7 m–2211.1 m, 2211.1 m–2599.3 m, 2599.3 m–3107.2 m, 3107.2 m–3643.1 m, 3643.1 m–4210.5 m, 4210.5 m–4813.9 m, 4813.9 m–5458.5 m, 5458.5 m–6151.2 m, 6151.2 m–6900.4 m, 6900.4 m–7717.4 m, 7717.4 m–8617.3 m, 8617.3 m–9621.2 m, 9621.2 m–10759.7 m, 10759.7 m–12080.6 m, 12080.6 m–13664.8 m, 13664.8 m–15668 m.).</p>
Data from: Escaping blood-fed malaria mosquitoes minimize tactile detection without compromising on take-off speed
To escape after taking a blood meal, a mosquito must exert forces sufficiently high to take off when carrying a load roughly equal to its body weight, while simultaneously avoiding detection by minimizing tactile signals exerted on the host's skin. We studied this trade-off between escape speed and stealth in malaria mosquitoes, Anopheles coluzzii, using 3D motion analysis of high-speed stereoscopic videos of mosquito take-offs and aerodynamic modelling. We found that during the push-off phase, mosquitoes enhanced take-off speed by using aerodynamic forces generated by the beating wings in addition to leg-based push-off forces, whereby wing forces contributed 61% to the total push-off force. Exchanging leg-derived push-off forces for wing-derived aerodynamic forces allows the animal to reduce peak force production on the host's skin. By slowly extending their long legs throughout the push-off, mosquitoes spread push-off forces over a longer time window than insects with short legs, thereby further reducing peak leg forces. Using this specialized take-off behavior, mosquitoes are capable of reaching take-off speeds comparable to those of similarly-sized fruit flies, but with weight-normalized peak leg forces that were only 27% of those of the fruit flies. By limiting peak leg forces, mosquitoes possibly reduce the chance of being detected by the host. The resulting combination of high take-off speed and low tactile signals on the host might help increase the mosquito's success to escape from blood-hosts, which consequently also increases the chance that they transmit vector-borne diseases, such as malaria, to future hosts.
Body mass, take-off speed and survival of Parus major at permanent and irregular feeders
<p>In this study, we tested whether the body mass of wintering Great Tits (<em>Parus major</em>) was higher under conditions of less predictable food resources. We compared body mass, body mass index, the speed at take-off, and survival of Great Tit adult males wintering in small urban areas either near feeders providing permanent access to food for months or near feeders providing irregular access to food.</p>
Sigmoid Take-off, New Rectum Definition
ClinicalTrials.gov study NCT04293835. IPD Sharing: YES. Countries: 1. Publications: 1.
Data from: Escaping blood-fed malaria mosquitoes minimize tactile detection without compromising on take-off speed
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Data from: Take-off engine particle emission indices for in-service aircraft at Los Angeles International Airport
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Data from: Long jumpers with and without a transtibial amputation have different 3D center of mass and joint take-off step kinematics
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International Brain Laboratory public data
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OpenNeuro
OpenNeuro is a free, open platform for sharing neuroimaging datasets, with public search, dataset pages, and download paths for web, S3, DataLad, and the OpenNeuro CLI.