Results for “weighting” — Page 2

DOE OSTI2023

Assessing sensitivities of climate model weighting to multiple methods, variables, and domains in the south-central United States

Given the increasing use of climate projections and multi-model ensemble weighting for a diverse array of applications, this project assesses the sensitivities of climate model weighting strategies and their resulting ensemble means to multiple components, such as the weighting schemes, climate variables, or spatial domains of interest. The purpose of this study is to assess the sensitivities associated with multi-model weighting strategies. The analysis makes use of global climate models from the Coupled Model Intercomparison Project Phase 5 (CMIP5) and their statistically downscaled counterparts created with the localized constructed analogs (LOCA) method. This work focuses on historical and projected future mean precipitation and daily high temperatures of the south-central United States. Results suggest that the model weights and the corresponding weighted model means can be sensitive to the weighting strategy that is applied. For instance, when estimating model weights based on Louisiana precipitation, the weighted projections show a wetter and cooler south-central domain in the future compared to other weighting strategies. Alternatively, for example, when estimating model weights based on New Mexico temperature, the weighted projections show a drier and warmer south-central domain in the future. However, when considering the entire south-central domain in estimating the model weights, the weighted future projections show a compromise in the precipitation and temperature estimates. As for uncertainty, our matrix of results provided a more certain picture of future climate compared to the spread in the original model ensemble. If future impact assessments utilize weighting strategies, then our findings suggest that how the specific weighting strategy is used with climate projections may depend on the needs of an impact assessment or adaptation plan.

54 ENVIRONMENTAL SCIENCES↗

NASA NTRS1999

Human Mars Mission: Weights and Mass Properties

This paper presents a final report on The Human Mars Mission Weights and Measures. The topics included in this report are: 1) Trans-Earth Injection Storage Human Mars Mission (HMM) Chemical Design Reference Mission (DRM) v4.0a Weight Breakout; 2) Ascent Stage HMM Chemical DRM v4.0a Weight Breakout; 3) Descent Stages HMM Chemical DRM v4.0a Weight Breakout; 4) Trans-Mars Injection Stages HMM Chemical DRM v4.0a Weight Breakout; 5) Trans-Earth Injection Stage HMM Solar Electric Propulsion (SEP) DRM v4.0a Weight Breakout; 6) Ascent Stage HMM SEP DRM v4.0a Weight Breakout; 7) Descent Stages HMM SEP DRM v4.0a Weight Breakout; 8) Trans-Mars Injection Stages HMM SEP DRM v4.0a Weight Breakout; 9) Crew Taxi Stage HMM SEP DRM v4.0 Weight Breakout; 10)Trans-Earth Injection Stage HMM Nuclear DRM v4.0a Weight Breakout; 11) Ascent Stage HMM Nuclear DRM v4.0a Weight Breakout; 12) Descent Stages HMM Nuclear DRM v4.0a Weight Breakout; 13) Trans-Mars Injection Stages HMM Nuclear DRM v4.0a Weight Breakout; and 14) HMM Mass Properties Coordinate System.

Brothers, Bobby↗

DOE OSTI2020

Adult weight change and premenopausal breast cancer risk: A prospective pooled analysis of data from 628,463 women

Early-adulthood body size is strongly inversely associated with risk of premenopausal breast cancer. It is unclear whether subsequent changes in weight affect risk. We pooled individual-level data from 17 prospective studies to investigate the association of weight change with premenopausal breast cancer risk, considering strata of initial weight, timing of weight change, other breast cancer risk factors and breast cancer subtype. Hazard ratios (HR) and 95% confidence intervals (CI) were obtained using Cox regression. Among 628,463 women, 10,886 were diagnosed with breast cancer before menopause. Models adjusted for initial weight at ages 18–24 years and other breast cancer risk factors showed that weight gain from ages 18–24 to 35–44 or to 45–54 years was inversely associated with breast cancer overall (e.g., HR per 5 kg to ages 45–54: 0.96, 95% CI: 0.95–0.98) and with oestrogen-receptor(ER)-positive breast cancer (HR per 5 kg to ages 45–54: 0.96, 95% CI: 0.94–0.98). Weight gain from ages 25–34 was inversely associated with ER-positive breast cancer only and weight gain from ages 35–44 was not associated with risk. None of these weight gains were associated with ER-negative breast cancer. Weight loss was not consistently associated with overall or ER-specific risk after adjusting for initial weight. Weight increase from early-adulthood to ages 45–54 years is associated with a reduced premenopausal breast cancer risk independently of early-adulthood weight. Biological explanations are needed to account for these two separate factors.

60 APPLIED LIFE SCIENCES↗

NASA NTRS1959

Analytical Investigation of the Effect of Turbopump Design on Gross-Weight Characteristics of a Hydrogen-Propelled Nuclear Rocket

The effect of turbopump design on rocket gross weight was investigated for a high-pressure bleed-type hydrogen-reactor long-range rocket with a fixed mission. Axial-flow, mixed-flow, and centrifugal pumps driven by single and twin turbines were considered. With an efficiency of 0.7 assumed for all pumps, the lowest rocket gross weights were obtained with an axial-flow or a mixed-flow pump driven by a single turbine of at least eight stages. All turbopump combinations could be used, however, with gross weight varying less than 8 percent for a given payload. Turbopump efficiencies have a significant effect on the ratio of gross weight to payload with the magnitude of the effect determined by the ratio of rocket structural weight to total propellant weight. One point in pump efficiency is worth 0.2 percent in gross weight for a given payload with a structural weight parameter of 0.1 and 0.6 percent with a structural weight parameter of 0.2. Turbine and pump weights are much less significant in terms of gross-to-pay weight ratio than the efficiencies of these components. One point in pump efficiency is equivalent to approximately 13 percent in pump weight, while 1 point in turbine efficiency is equivalent to about 7 percent in turbine weight.

Rohlik, Harold E.↗

NASA NTRS1995

Body Weight Gain during Altered Gravity: Spaceflight, Centrifugation and Transitions

Gravity is a force that influences all living systems, and is often disregarded in the study of environment on growth and development. To assess the effect of gravity exposure on growth, immature rats (130-200 g) were evaluated during chronic altered gravity exposure and during transition between gravity fields. The effects of 14 days of spaceflight on body weight gain were evaluated (n=12) and compared to controls. Spaceflight did not affect weight gain. In 6 rats, the transition from spaceflight to 1 G showed a significant (p less than 0.05) post flight weight loss over 48 hr of 13 g compared to controls. Over subsequent days this loss was compensated for with no difference noted after 5 days. Exposure to hypergravity, 2 G for 16 days, was evaluated in groups of n=6 (Control; On Center Control (OCC); Centrifuged). With centrifugation or OCC there was a reduction in body weight within 24 hr. The OCC regained control weights within 13 days. The weight difference, 26 +/- 1 g, persisted with 2 G with no subsequent difference in weight gain over days 3-16 compared to controls; 3.7 +/- 0.1 versus 3.9 +/- 0.1 g/day respectively. Transition from centrifugation to 1 G resulted in a weight increase within 48 hours. Over 16 days the rate of gain was increased 3.1 +/- 0.1 g/day for centrifuge compared to 2.1 +/- 0.1 g/day for controls between Day 3 to 16. However, differences from control were still noted on Day 16. Transition from one gravity field to another causes acute changes in body weight. Transition to microgravity or 1 G, following the acute changes, results in adjustments to attain a normal weight. In hypergravity the acute reduction in body weight persist, but weight gain is normal. Transitioning from hypergravity to 1G results in an increased weight gain to compensate for the persistent reduction during exposure.

Wade, Charles E.↗

NASA NTRS1983

Weight trends for a fully reusable advanced single-stage shuttle

The rate at which subsystem weights grow with vehicle gross weight is assessed and is shown to be critical to the efficiency of large Earth to orbit transports. The overall trend, however, is a reduction in the inerts as a percentage of gross weight as the vehicle size is increased. For this reason, the larger the vehicle, the greater the payload weight delivered per pound of vehicle manufactured. Other critical issues addressed include the effects of wing loading and wing size on wing weight, the effect of entry planform loading on thermal protection system weight, the impact of power demand on cooling system and prime power weight, and tank fineness ratio on insulation weight. The effects of body shape and various internal packaging arrangements on weight and balance are also discussed. The greatest impact on overall vehicle weight is body shape and internal packaging, and could account for weight savings of up to 30 percent in body structure. Other subsystems are important, but the savings are much smaller in relation to overall vehicle weight--individually less than one percent.

Macconochie, I. O.↗

NASA NTRS2001

Determining the amount of physical activity needed for long-term weight control

OBJECTIVE: To evaluate prospectively the influence of habitual physical activity on body weight of men and women and to develop a model that defines the role of physical activity on longitudinal weight change. DESIGN AND SETTING: Occupational cohort study conducted for a mean of 5.5 y. SUBJECTS: A total of 496 (341 male and 155 female) NASA/Johnson Space Center employees who completed the 3 month education component of the employee health-related fitness program and remained involved for a minimum of 2 y. MEASUREMENTS: Body weights were measured at baseline (T1) and follow-up (T2), and habitual physical activity was obtained from the mean of multiple ratings of the 11-point (0-10) NASA Activity Scale (NAS) recorded quarterly between T1 and T2. Other measures included age, gender, VO(2 max) obtained from maximal treadmill testing, body mass index (BMI), and body fat percentage. RESULTS: Multiple regression demonstrated that mean NAS, T1 weight, aging and gender all influence long-term T2 weight. T1 age was significant for the men only. Independently, each increase in mean NAS significantly (P<0.01) reduced T2 weight in men (b=-0.91 kg; 95% CI:-1.4 to-0.42 kg) and women (b=-2.14 kg; 95% CI:-2.93 to-1.35 kg). Mean NAS had a greater effect on T2 weight as T1 weight increased, and the relationship was dose-dependent. CONCLUSIONS: Habitual physical activity is a significant source of long-term weight change. The use of self-reported activity level is helpful in predicting long-term weight changes and may be used by health care professionals when counseling patients about the value of physical activity for weight control.

Exercise↗

DOE OSTI2023

Drude weights in one-dimensional systems with a single defect

Ballistic transport of a quantum system can be characterized by Drude weight, which quantifies the response of the system to a uniform electric field in the infinitely long timescale. The Drude weight is often discussed in terms of the Kohn formula, which gives the Drude weight by the derivative of the energy eigenvalue of a finite-size system with the periodic boundary condition in terms of the Aharonov-Bohm flux. Recently, the Kohn formula is generalized to nonlinear responses. However, the nonlinear Drude weight determined by the Kohn formula often diverges in the thermodynamic limit. In order to elucidate the issue, in this work we examine a simple example of a one-dimensional tight-binding model in the presence of a single defect at zero temperature. We find that its linear and nonlinear Drude weights given by the Kohn formula (i) depend on the Aharonov-Bohm flux and (ii) diverge proportionally to a power of the system size. Here, we argue that the problem can be attributed to different order of limits. The Drude weight according to the Kohn formula (“Kohn-Drude weight”) indicates the response of a finite-size system to an adiabatic insertion of the Aharonov-Bohm flux. While it is a well-defined physical quantity for a finite-size system, its thermodynamic limit does not always describe the ballistic transport of the bulk. The latter should be rather characterized by a “bulk Drude weight” defined by taking the thermodynamic limit first before the zero-frequency limit. While the potential issue of the order of limits has been sometimes discussed within the linear response, the discrepancy between the two limits is amplified in nonlinear Drude weights. We demonstrate the importance of the low-energy excitations of O(1/L), which are excluded from the Kohn-Drude weight, in regularizing the bulk Drude weight.

75 CONDENSED MATTER PHYSICS, SUPERCONDUCTIVITY AND↗

NASA NTRS1971

Effect of altered 'weight' upon animal tolerance to restraint.

The effect of altered weight upon animal tolerance to restraint was determined by simulating various accelerative forces with directed lead weights using restrained and nonrestrained domestic fowl (chickens). Weighting (increased weight) and conterweighting (reduced weight) produced a stressed condition - reduced relative lymphocyte counts, loss of body mass, and/or the development of a disorientation syndrome - in both restrained and nonrestrained (caged only) birds. The animal's tolerance to altered weight appeared to be a function of its body weight. Unrestrained birds were stressed by counterweighting (mean plus or minus standard error) 58.3 plus or minus 41% of their body weight, whereas restrained birds tolerated only 32.2 plus or minus 2.6% reduction in body weight. A training regimen for restrained birds was not effective in improving their tolerance to a reduced weight environment. It was concluded that domestic fowl living in a weightless (space) environment should be restrained minimally and supported by ventrally directed tension equivalent to approximately 50% of their body mass (their weight in a 1 G environment).

Burton, R. R.↗

NASA NTRS1983

Weight trends for a fully reusable advanced single-stage Shuttle

The rate at which subsystem weights grow with vehicle gross weight is assessed and is shown to be critical to the efficiency of large earth-to-orbit transports. Some subsystems grow as the square of vehicle size, others grow as the cube of vehicle size, and still others remain nearly constant irrespective of vehicle size. The overall trend, however, is a reduction in the inerts as a percentage of gross as the vehicle size is increased. For this reason, the larger the vehicle, the greater the payload weight delivered per pound of vehicle manufactured. Other critical issues addressed include the effects of wing loading and wing size on wing weight, the effect of entry planform loading on thermal protection system weight, the impact of power demand on cooling system and prime power weight, and tank fineness ratio on insulation weight. The effects of body shape and various internal packaging arrangements on weight and balance are also discussed. Of greatest impact on overall vehicle weight is body shape and internal packaging and could account for weight savings of up to 30 percent in body structure. Other subsystems are important but the savings are much smaller in relation to overall vehicle weight - individually less than one percent.

Macconochie, I. O.↗

NASA NTRS1994

Internally damped, self-arresting vertical drop-weight apparatus

A vertical dropped-weight impact test machine has a dropped-weight barrel vertically supported on upper and lower support brackets. The dropped-weight barrel is chambered to receive a dropped-weight assembly having a latch pin at its upper end, a damping unit in the middle, and a tup at its lower end. The tup is adapted for gathering data during impact testing. The latch pin releasably engages a latch pin coupling assembly. The latch pin coupling assembly is attached to a winch via a halyard for raising and lowering the dropped-weight assembly. The lower end of the dropped-weight barrel is provided with a bounce-back arresting mechanism which is activated by the descending passage of the dropped-weight assembly. After striking the specimen, the dropped-weight assembly rebounds vertically and is caught by the bounce-back arresting mechanism. The damping unit of the dropped-weight assembly serves to dissipate energy from the rebounding dropped-weight assembly and prevents the dropped-weight assembly from rebounding from the self-arresting mechanism.

Ambur, Damodar R.↗

NASA NTRS1996

Analytical Fuselage and Wing Weight Estimation of Transport Aircraft

A method of estimating the load-bearing fuselage weight and wing weight of transport aircraft based on fundamental structural principles has been developed. This method of weight estimation represents a compromise between the rapid assessment of component weight using empirical methods based on actual weights of existing aircraft, and detailed, but time-consuming, analysis using the finite element method. The method was applied to eight existing subsonic transports for validation and correlation. Integration of the resulting computer program, PDCYL, has been made into the weights-calculating module of the AirCraft SYNThesis (ACSYNT) computer program. ACSYNT has traditionally used only empirical weight estimation methods; PDCYL adds to ACSYNT a rapid, accurate means of assessing the fuselage and wing weights of unconventional aircraft. PDCYL also allows flexibility in the choice of structural concept, as well as a direct means of determining the impact of advanced materials on structural weight. Using statistical analysis techniques, relations between the load-bearing fuselage and wing weights calculated by PDCYL and corresponding actual weights were determined.

Chambers, Mark C.↗

NASA NTRS2001

The Role of Molecular Weight and Temperature on the Elastic and Viscoelastic Properties of a Glassy Thermoplastic Polyimide

Mechanical testing of the elastic and viscoelastic response of an advanced thermoplastic polyimide (LaRC-SI) with known variations in molecular weight was performed over a range of temperatures below the glass transition temperature. The notched tensile strength was shown to be a strong function of both molecular weight and temperature, whereas stiffness was only a strong function of temperature. A critical molecular weight was observed to occur at a weight average molecular weight of M, approx. 22,000 g/mol below which, the notched tensile strength decreases rapidly. This critical molecular weight transition is temperature-independent. Low, molecular weight materials tended to fail in a brittle manner, whereas high molecular weight materials exhibited ductile failure. Furthermore, low molecular weight materials have increased creep compliance and creep compliance rate, and are more sensitive to temperature than the high molecular weight materials. At long timescales (less than 1100 hours) physical aging serves to significantly decrease the creep compliance and creep rate of all the materials tested. Low molecular weight materials are less influenced by the effects of physical aging.

Nicholson, Lee M.↗

NASA NTRS1996

Internally damped, self-arresting vertical drop-weight impact test apparatus

A vertical dropped-weight impact test machine has a dropped-weight barrel vertically supported on upper and lower support brackets. The dropped-weight barrel is chambered to receive a dropped-weight assembly having a latch pin at its upper end, a damping unit in the middle, and a tup at its lower end. The tup is adapted for gathering data during impact testing. The latch pin releasably engages a latch pin coupling assembly. The latch pin coupling assembly is attached to a winch via a halyard for raising and lowering the dropped-weight assembly. The lower end of the dropped-weight barrel is provided with a bounce-back arresting mechanism which is activated by the descending passage of the dropped-weight assembly. After striking the specimen, the dropped-weight assembly rebounds vertically and is caught by the bounce-back arresting mechanism. The damping unit of the dropped-weight assembly serves to dissipate energy from the rebounding dropped-weight assembly and prevents the dropped-weight assembly from rebounding from the self-arresting mechanism.

Ambur, Damodar R.↗

NASA NTRS1995

Internally damped, self-arresting vertical drop-weight impact test apparatus

A vertical dropped-weight impact test machine has a dropped-weight barrel vertically supported on upper and lower support brackets. The dropped-weight barrel is chambered to receive a dropped-weight assembly having a latch pin at its upper end, a damping unit in the middle, and a tup at its lower end. The tup is adapted for gathering data during impact testing. The latch pin releasably engages a latch pin coupling assembly. The latch pin coupling assembly is attached to a winch via a halyard for raising and lowering the dropped-weight assembly. The lower end of the dropped-weight barrel is provided with a bounce-back arresting mechanism which is activated by the descending passage of the dropped-weight assembly. After striking the specimen, the dropped-weight assembly rebounds vertically and is caught by the bounce-back arresting mechanism. The damping unit of the dropped-weight assembly serves to dissipate energy from the rebounding dropped-weight assembly and prevents the dropped-weight assembly from rebounding from the self-arresting mechanism.

Ambur, Damodar R.↗

NASA NTRS1996

Internally damped, self-arresting vertical drop-weight impact test apparatus

A vertical dropped-weight impact test machine has a dropped-weight barrel vertically supported on upper and lower support brackets. The dropped-weight barrel is chambered to receive a dropped-weight assembly having a latch pin at its upper end, a damping unit in the middle, and a tup at its lower end. The tup is adapted for gathering data during impact testing. The latch pin releasably engages a latch pin coupling assembly. The latch pin coupling assembly is attached to a winch via a halyard for raising and lowering the dropped-weight assembly. The lower end of the dropped-weight barrel is provided with a bounce-back arresting mechanism which is activated by the descending passage of the dropped-weight assembly. After striking the specimen, the dropped-weight assembly rebounds vertically and is caught by the bounce-back arresting mechanism. The damping unit of the dropped-weight assembly serves to dissipate energy from the rebounding dropped-weight assembly and prevents the dropped-weight assembly from rebounding from the self-arresting mechanism.

Ambur, Damodar R.↗

NASA NTRS2012

Development of Non-Optimum Factors for Launch Vehicle Propellant Tank Bulkhead Weight Estimation

Non-optimum factors are used during aerospace conceptual and preliminary design to account for the increased weights of as-built structures due to future manufacturing and design details. Use of higher-fidelity non-optimum factors in these early stages of vehicle design can result in more accurate predictions of a concept s actual weights and performance. To help achieve this objective, non-optimum factors are calculated for the aluminum-alloy gores that compose the ogive and ellipsoidal bulkheads of the Space Shuttle Super-Lightweight Tank propellant tanks. Minimum values for actual gore skin thicknesses and weld land dimensions are extracted from selected production drawings, and are used to predict reference gore weights. These actual skin thicknesses are also compared to skin thicknesses predicted using classical structural mechanics and tank proof-test pressures. Both coarse and refined weights models are developed for the gores. The coarse model is based on the proof pressure-sized skin thicknesses, and the refined model uses the actual gore skin thicknesses and design detail dimensions. To determine the gore non-optimum factors, these reference weights are then compared to flight hardware weights reported in a mass properties database. When manufacturing tolerance weight estimates are taken into account, the gore non-optimum factors computed using the coarse weights model range from 1.28 to 2.76, with an average non-optimum factor of 1.90. Application of the refined weights model yields non-optimum factors between 1.00 and 1.50, with an average non-optimum factor of 1.14. To demonstrate their use, these calculated non-optimum factors are used to predict heavier, more realistic gore weights for a proposed heavy-lift launch vehicle s propellant tank bulkheads. These results indicate that relatively simple models can be developed to better estimate the actual weights of large structures for future launch vehicles.

Wu, K. Chauncey↗

NASA NTRS1999

A Rapid Empirical Method for Estimating the Gross Takeoff Weight of a High Speed Civil Transport

During the cruise segment of the flight mission, aircraft flying at supersonic speeds generate sonic booms that are usually maximum at the beginning of cruise. The pressure signature with the shocks causing these perceived booms can be predicted if the aircraft's geometry, Mach number, altitude, angle of attack, and cruise weight are known. Most methods for estimating aircraft weight, especially beginning-cruise weight, are empirical and based on least- square-fit equations that best represent a body of component weight data. The empirical method discussed in this report used simplified weight equations based on a study of performance and weight data from conceptual and real transport aircraft. Like other weight-estimation methods, weights were determined at several points in the mission. While these additional weights were found to be useful, it is the determination of beginning-cruise weight that is most important for the prediction of the aircraft's sonic-boom characteristics.

Mack, Robert J.↗