Continuously Awake versus Suddenly Awakened Alert Crews: When Do You Want Your Decrement?

1980 ◽  
Vol 24 (1) ◽  
pp. 665-667
Author(s):  
William F. Storm ◽  
Russell A. Benel

Previous research on “alert” crew performance under sudden arousal from sleep indicated performance decrements would persist for varying periods of time depending on task characteristics. These studies did not, however, address the alternative of continuously awake crews. Twelve males performed a dual axis, compensatory tracking task under two modes of standby alertness–continuously awake vs sleep-alert. Performance, oral temperature, and subjective ratings of fatigue were acquired during three intervals: pretest, 2000–2200; test, 0200–0400; and posttest, 0800–1000. For the awake mode the test performance in the middle of the night was indistinguishable from the pretest performance, but the posttest performance was markedly worse. For the sleep-alert mode tracking performance was noticeably degraded following sudden awakening, but posttest performance was virtually identical to pretest performance (Figure 1). From the pretest to the test interval, oral temperature decreased to a much greater extent for the sleep-alert mode than for the continuously awake mode (Figure 2). Under both modes, feelings of subjective fatigue increased from pretest to test intervals. At posttest, even greater fatigue was reported for the continuously awake mode, while some recovery was reported for the sleep-alert mode (Figure 3). For alert duty one must consider probability of required performance, error tolerances, and future performance requirements prior to scheduling decisions.

1975 ◽  
Author(s):  
J. R. Pier ◽  
J. L. Foster

The background for selection of turbine trains for corridor service is examined and characteristics of the RTG Turbine Train power units described. Design criteria for future performance requirements are also developed.


1987 ◽  
Vol 24 (03) ◽  
pp. 226-236
Author(s):  
William Honeywell

Heat recoverable couplings (HRC's) have been used to join pipe on U.S. Navy ships since 1978. They are designed to meet demanding performance requirements and have been extensively tested. HRC's are manufactured from a nickel-titanium alloy called Tinel® and their design centers around a property of this material called "shape memory." The design of the couplings, their use history, and the function of shape memory are reviewed. The test performance of HRC's is then discussed and compared with conventional pipe joining techniques. They are shown to provide a higher overall reliability than either braze joints or socket welds.


2013 ◽  
Vol 723 ◽  
pp. 761-766
Author(s):  
Ming Li ◽  
Xi Lan Zhi ◽  
Ai Ling Yao ◽  
Rui Jia

Due to the effect of various additional stress,cement concrete pavement repair material and the original road interface been damaged,which cause pavement breakdown. In order to solve this problem,this paper analyzing the reason of new and old concrete interface weakness and the require of interface bonding performance,the flexural bonding experiment method is used to test performance,and to verify slag base as a new type of repair material,which matched with cement paste contains expansion agent as an interface boning agent.Results shows that this new repair material can satisfy the interface bonding performance requirements very well.


Author(s):  
Brian K. Kestner ◽  
Christopher A. Perullo ◽  
Jonathan S. Sands ◽  
Dimitri N. Mavris

Designing propulsion system architectures to meet next generation requirements requires many tradeoffs be made. These trades are often between performance, risk, and cost. For example, the core of an engine is the most expensive and highest risk area of a propulsion system design. However, a new core design provides the greatest flexibility in meeting future performance requirements. The decision to upgrade or redesign the core must be justified by comparison with other lower risk options. Furthermore, for turboshaft applications, the choice of compressor, whether axial or centrifugal, is a major decision and trade with the choice being heavily driven by both current and projected weight and performance requirements. This problem is confounded by uncertainty in potential benefits of technologies or future performance of components. To address these issues this research proposes the use of a Bayesian belief network (BBN) to extend the more traditional robust engine design process. This is done by leveraging forward and backward inference to identify engine upgrade paths that are robust to uncertainty in requirements performance. Prior beliefs on the different scenarios and technology uncertainty can be used to quantify risk. Forward inference can be used to compare different scenarios. The problem will be demonstrated using a two-spool turboshaft architecture modeled using the Numerical Propulsion System Simulation (NPSS) program. Upgrade options will include off the shelf, derivative engine (fixed core) with no technologies, derivative engine with new technologies, a new engine with no technologies, and a new engine with new technologies. The robust design process with a BBN will be used to identify which engine cycle and upgrade scenario is needed to meet performance requirements while minimizing cost and risk. To demonstrate how the choice of upgrade and cycle change with changes in requirements, studies are performed at different horsepower, ESFC, and power density requirements.


2007 ◽  
Vol 6 (2) ◽  
pp. 194-217 ◽  
Author(s):  
David Tzuriel

The study’s main objective was to investigate the transfer effects of training in one type of analogies (conceptual versus perceptual) on performance of the second type. A sample of 396 kindergarten children (mean age = 5:8 years) were randomly assigned to three experimental (E1, E2, E3) and one control group. Groups E1 and E2 received training in either conceptual (n = 118) or perceptual analogies (n = 121), respectively. Training included encoding, inference, mapping, application, and response. Group E3 (n = 93) was trained only in the relation between the analogy terms A : B and the control group had no training. All groups were administered the Children’s Conceptual and Perceptual Analogical Modifiability (CCPAM) test before and after the training. Groups E1 and E2 improved their test performance significantly from pre- to posttraining as compared with group E3, which showed a significant decrease in conceptual analogies and no improvement in perceptual analogies. Perceptual training (group E2) was limited to gains in perceptual analogies whereas conceptual training (group E1) was effective in improving conceptual and perceptual analogies. Group E3 showed a pre- to posttraining performance decrease. The findings are discussed in relation to mediation processes, task characteristics, conditions for transfer, and practical implications for teaching.


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