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The Allium tricoccum Aiton (ramps, aka wild leeks), a native spring ephemeral, is a cultural keystone species in Appalachia, a mountainous physiographic region encompassing 205,000 square miles of the eastern United States. People in Appalachia have long harvested ramps in the wild. However, growing demand for the plant in and outside the region has increased harvesting, resulting in threats to native populations. Agroforestry cultivation techniques and technical support for sustained-yield forest farming practices are needed to conserve ramps and meet increasing demand. Various techniques for assessing suitable production practices for ramps were explored in this dissertation, particularly examining best-suited ramp ecotypes, mycorrhizal treatment, and habitat suitability determination. In the first study, bulbs and seeds from diverse Appalachian locations were gathered and transplanted to a common experimental site to investigate the effects of different ramp ecotypes on growth, survival, and stress responses. Plant characteristics and stress measurements were recorded before transplantation and post-transplantation assessments. Specifically, the study investigated the germination rate of three ramp seed ecotypes and the growth, survival, and stress responses of eight native ramp bulb ecotypes and three commercially obtained seedling samples. Results indicated that above-ground growth, survival, and stress response on the ramp ecotypes differed significantly. The second study explored the impact of mycorrhizae on ramps and was evaluated by assessing the impact of Arbuscular Mycorrhizal Fungi (AMF) inoculation on Allium tricoccum. Four measurements, collectively referred to as parameter categories, were assessed. These included measures of 1) above-ground plant growth: leaf length, and leaf width; 2) stress measurement: transplant stress after a few days of transplant, and photosynthetic performance stress after a year of transplant; 3) survival analysis; and 4) my

Identified all potential deicing locations including: Pad 23, Pad 05, Pad 19, North Ramp, VIP, East Ramp at E-8, and the fuel cell for tail deicing. Discussed prioritization. Deicing is generally done at Pads 23 and 05. Pad 19 was a one time occurrence due to a Special Operation that overwhelmed the parking capacity and is unlikely to ever be used again for deicing. If deicing occurs at the East Ramp, the North Ramp, the VIP or the fuel cell, the storm drains are covered with mats and the ADF waste is collected with sweeper trucks and deposited in an 8000 gallon dedicated collection tank in the pull-through hangar.

This report details the results of executing the V&V requirements listed within the ETE Test Activity Plan Appendix C. Venfication and Validation Plan for the ETE Test and the Phase 3 Verification and Validation Plan for the End-to-End Test 1.2 Verification and Validation Tasks The V&V tasks performed on 23 Ferumary and 13 March 1999 during Phase 3 were conducted on the T3 aircraft parked on the ramp and are described in the Phase 3 Verification and Validation Plan for the End-to-End Test. During this V&V effort it was determined that the pefformance of the satellite link could not be determined exactly until Phase 4 and the live flights. Additionally, since the radar could not be operated on the ground, it was impossible to determine if the radar processor simulator and integrator (RPSI) interfered with the radar performance. This necessitated the extension of the V&V into Phase 4 and the live flights. It was also decided that during the Phase 4 live flights, the best way to ensure the RPSI and associated interfaces functioned properly was to perform an abbreviated version of the Phase 3 V&V. There were also two V&V tasks that were either not completed or were not resolved when the Phase 2 Verification and Validation Report for the End-To-End Test was published. The results of these tasks are included in Section 5.1. of this report. V&V Process Models Within this report reference is made to steps enumerated within the Distributed Interactive Simulation (DIS) Nine Step Process Model. This model is shown as Figure 1. The process model and its accompanying Recommended Practice for Distributed Interactive Simulation -- Venfication, Validation, and Accreditation (Draft-4 November 1996) form the basis for the verification, validation and accreditation (VV&A) of the ETE Test synthetic environment (SE).

This report has two objectives. First, it provides both an overview and a critique of the Joint Electronic Devices Engineering Council (JEDEC) 14.2 Committee on Wafer Level Reliability standard, JESD-35, 'Procedure for the Wafer-Level Testing of Thin Dielectrics'. This procedure was developed to provide test data which are independent of the test equipment and the facility. This standard test methodology provides the integrated circuit user with a means of comparing the oxide quality between vendors. Second, this report provides an evaluation of the oxide quality of two DoD manufacturers. The test data shows that approximately ninety percent of the sampled oxides failed due to intrinsic breakdown, which indicates a high quality oxide. However, ten percent of the tested oxides exhibited early breakdown, which causes concern that the integrated circuits might fail during their expected lifetime.

Site investigation report for IRP Sites No. 25 and No.26, 148th Fighter Wing, Duluth Air National Guard Base, Duluth, MN, Volume I Executive Summary and Sections 1 through 7. This is the first volume of a four volume site investigation report. This investigation involves to sites; site 25- Old Motor Pool area and site 26- Ramp Disposal Area. Soil and groundwater contamination above state action levels were found at site 25; no significant contamination was found at site 26. Site 25 cleanup will be include in the scheduled cleaned of site 21., ADA312014 ADA312015 ADA312016

Experimental evaluations of passenger egress during simulated emergency evacuations have provided different results, depending on such variables as subject motivation level and escape route utilized in the particular study. The study reported here was conducted to compare competitive versus cooperative subject behavior within a single study using inflatable escape slides versus door sill-height platforms connected to rigid ramps as the escape routes. Four groups of subjects, ranging in age from 18 to 44, were employed in a 2 (motivation level) x 2 (egress route) x 2 (air quality) repeated-measures design. Motivation level was the between-groups factor; evacuation route and air quality (clear air versus smoke) were within-groups factors. Main effects on total egress time were found for motivation level (p<.0O8) and egress route (p<.012), as competitive behavior and platforms-with-ramps produced much faster evacuation times. Air quality effects on total egress times failed to achieve statistical significance; however, the combination of air quality with the other variables produced substantial interactions. These results indicate that findings derived from evacuation studies are very susceptible to nuances in individual subject behavior and experimental techniques/protocol. Combining previously studied independent variables may produce unexpected interactions that invalidate initial assumptions about the utility of those variables in answering specific research questions. Studies intended to assess the evacuation potential of aircraft designs, configurations, and operating procedures should tightly control such variables to prevent them from inadvertently confounding the experimental questions being addressed.

An experiment was performed to examine the unsteady aerodynamics of stall penetration at constant pitch rate and high Reynolds number, in an attempt to more accurately model conditions during aircraft post-stall maneuvers and during helicopter high speed forward flight. The model spanned the 8 ft wind tunnel and consisted of a 17.3 in. chord wing with a Sikorsky SSC-AOQ airfoil section. Two forms of pitching motion were used: constant pitch rate ramps and sinusoidal oscillations. Ramp data were obtained for 36 test points at pitch rates between 0.001 and 0.020, Mach numbers between 0.2 and 0.4, and Reynolds numbers between 2 and 4 million. Sinusoidal data were obtained for an additional 9 conditions. The results demonstrate the influence of the leading edge stall vortex on the unsteady aerodynamic response during and after stall. The vortex- related unsteady increments to the lift, drag, and pitching moment increase with pitch rate; the maximum delta C sub L is 1.2 at A =0.02. Angular delays in stall events also increase with pitch rate. Vortex strength and propagation velocity were determined from pressures induced on the airfoil surface. The vortex is strengthened by increasing the pitch rate, and is weakened both by increasing the Mach number and by starting the motion close to the steady-state stall angle. Propagation velocity increases linearly with pitch rate.

In their letter of 28 March 1986, AF/RDQL asked for AF/SAGM assistance in assessing the changes in closure resulting from loading eight containers on the C-17. The following is an assessment of the impact on closure of alternative eight versus six container C-17 configurations. 1. The analysis was limited to assessing the impact on closure times of alternative container handling configurations for C-17 operations alone. 2. We confined our study to the question of impact on closure from movement of eight versus six containers on the C-17, although availability of containers, pallets, and handling equipment may have a greater impact on timely deployment. 3. Only existing container or pallet loading options and the two eight-container options determined feasible by AFCSA/ASD were considered L The capability of the C- 17 to handle eighteen 463L pallets was used as a baseline for comparing container handling options. b. With the applicable number of tie down points on the ramp, the C- 17 can handle six containers on pallets in the aircraft rail system. Eight containers could be handled on the same system. c. With modification of the aircraft rail system, and use of a special tie-down kit, eight containers or tactical shelters could be loaded directly into the aircraft, reducing tare weight.