While Clinton has been overstressing the long game, young women haven't stressed it enough.
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On the other hand, it also means you probably don't have to worry about overstressing your heart watching hockey.
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"They say EDGE-EDGE," he declared last May in a tone of "Can you believe this?" incredulity, overstressing the syllables as if they were alien concepts.
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Individuals with minor flu or flu-like symptoms should refrain from going to the emergency room and instead call their primary health care providers, to avoid overstressing community resources.
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Overstressing the gate oxide layer, a common failure mode of MOS devices, may lead to gate rupture or to stress induced leakage current.
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This is high enough to stimulate the necessary physiological changes of acclimatization for Kilimanjaro, without overstressing the body. Light walks and drinking plenty during acclimatization day is recommended.
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After only six shows, a fatal accident from overstressing the airframe led to the reintroduction of the F-100 Super Sabre.Davis 2002, pp. 128–129.Davis and Menard 1998, p. 43. By 1964, the F-105B was relegated to USAF Air National Guard (ANG) squadrons.Davis and Menard 1998, p. 16.
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The Remora intercepts and docks with the 747 in mid-air. The boarding is only partially successful due to turbulence, injuring the team's bomb specialist. Grant boards the plane to assist just as the 747 pulls up, overstressing the Remora's docking tunnel. Travis sacrifices himself by closing the 747's hatch before it decompresses, killing him and destroying the Ramora.
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The propellant had an 11-pointed star-shaped perforation in the forward motor segment and a double- truncated-cone perforation in each of the aft segments and aft closure. This configuration provided high thrust at ignition and then reduced the thrust by approximately a third 50 seconds after lift-off to avoid overstressing the vehicle during maximum dynamic pressure (max. Q).
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Also added was a new automatic flight control system. The digital flight control system prevented the pilot from overstressing the aircraft. YCH-53E testing showed that it could lift 17.8 tons (to a wheel height), and without an external load, could reach at a 56,000 pound gross weight. This led to two preproduction aircraft and a static test article being ordered.
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By overstressing or by assimetrically contracting the laryngeal muscles, a multiphonic or chord may be produced. This technique features in the 1968 composition Versuch über Schweine by the German composer Hans Werner Henze. In voice pathology, there are various descriptions of somewhat similar effects, such as those found in patients with diplophonia, a condition that produces a "double voice", i.e., two or even more simultaneous pitches.
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803 and 883 Squadrons, which were later renumbered as 870 and 871. Pilot training on the Sea Fury was normally conducted at the RCN's HMCS Shearwater land base. Landing difficulties with the Sea Fury were experienced following the RCN's decision to convert to the U.S. Navy's deck landing procedures, which were prone to overstressing and damaging the airframes, as the Sea Fury had been designed for a tail-down landing attitude.Darling 2002, pp. 73–74.
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Increased leakage is a common failure mode resulting from non-catastrophic overstress of a semiconductor device, when the junction or the gate oxide suffers permanent damage not sufficient to cause a catastrophic failure. Overstressing the gate oxide can lead to stress-induced leakage current. In bipolar junction transistors, the emitter current is the sum of the collector and base currents. Ie = Ic \+ Ib. The collector current has two components: minority carriers and majority carriers.
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Exceeding the allowed environmental temperature range can cause overstressing of wire bonds, thus tearing the connections loose, cracking the semiconductor dies, or causing packaging cracks. Humidity and subsequent high temperature heating may also cause cracking, as may mechanical damage or shock. During encapsulation, bonding wires can be severed, shorted, or touch the chip die, usually at the edge. Dies can crack due to mechanical overstress or thermal shock; defects introduced during processing, like scribing, can develop into fractures.
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The Airbus A320 and its fly-by-wire brethren are protected from dangerous situations such as low-speed stall or overstressing by flight envelope protection. As a result, in such conditions, the flight control systems commands the engines to increase thrust without pilot intervention. In economy cruise modes, the flight control systems adjust the throttles and fuel tank selections more precisely than all but the most skillful pilots. FADEC reduces rudder drag needed to compensate for sideways flight from unbalanced engine thrust.
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A column that carries the load down to a foundation must have means to transfer the load without overstressing the foundation material. Reinforced concrete and masonry columns are generally built directly on top of concrete foundations. When seated on a concrete foundation, a steel column must have a base plate to spread the load over a larger area, and thereby reduce the bearing pressure. The base plate is a thick, rectangular steel plate usually welded to the bottom end of the column.
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At one point, no fewer than 34 of the class were in Midland Railway Workshops or regional depots for stay repair. The problem was traced back to the thermic syphons creating significant water movement in the area, overstressing the boiler plates, as well as problems with the quality of the original stays. The syphons were progressively removed over a seven-year period, eliminating the problem. Following the modification, the last of which was made in 1959, the class gave excellent service.
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For the 2007 24 Hours of Le Mans, Prodrive made modifications to the DBR9 design to not only improve performance, but also to increase driver comfort in the cockpit. Due to new regulations put into place by Le Mans organizers, the DBR9 required the installation of an air conditioning unit, to prevent overstressing drivers. Prodrive went further by putting a heat- resistant white roof on all new cars to assist in keeping cockpit temperatures down. Performance modifications included the removal of two, now immaterial, cooling vents from the bonnet of the car.
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The main aim of the HTOL is to age the device such that a short experiment will allow the lifetime of the IC to be predicted (e.g. 1,000 HTOL hours shall predict a minimum of "X" years of operation). Good HTOL process shall avoid relaxed HTOL operation and also prevents overstressing the IC. This method ages all IC's building blocks to allow relevant failure modes to be triggered and implemented in a short reliability experiment. A precise multiplier, known as the Acceleration Factor (AF) simulates long lifetime operation.
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The segments were sunk into a ditch dredged through bay mud and covered with rock fill, and then pumped free of water upon completion, making the resulting tube somewhat buoyant, but held in place with a rock overfill. Subsequent seismic analysis indicated the possibility that the overfill could fail due to agitation, allowing the buoyant tube to float upward, misaligning the tracks and possibly overstressing the bolted connections. This potential problem has been addressed by vibratory compaction of the overfill covering the tube. Additional stabilization includes the driving of large pilings and the connection of additional restraints.
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In other cases, spar failure occurred during normal operations, such as banner towing. The failures occurred during high-stress portions of the flights, but under stresses that the design should have withstood. Typically, investigations found that these failures during normal operation had been preceded by undetected overstressing conditions from flight outside the aircraft's limitations (such as aerobatics) or accidents where the wings contacted the ground (including ground loops and nose-overs in which the airplane ended up on its back). This series of failures led the Federal Aviation Administration to issue an Airworthiness Directive (AD 2000-25-02 R1) that affected all wood-spar wing Scouts.
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It was concluded that the accident had been caused by the baggage door becoming lodged on the leading edge of the right tailplane after it had opened and detached. This changed the aircraft's aerodynamic characteristics so that it became uncontrollable. This in turn resulted in overstressing of the wings and tailplane leading to inflight structural failure, with both wings and tailplane detaching from the fuselage. Contributory factors were the mis- rigged state of the door operating mechanism, which allowed the top and bottom pairs of catches to lose synchronisation, and failure of the door warning indicators to give the crew enough time to respond to door safety alerts.
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Once in flight, the aircraft made what appeared to be a landing approach, with the landing gear out and the "moustache" canards extended, but then with all four engines full power, climbed rapidly. Possibly stalling below , the aircraft pitched over and went into a steep dive. Trying to pull out of the subsequent dive with the engines again at full power, the Tu-144 broke up in mid-air, possibly due to overstressing the airframe. The left wing came away first, and then the aircraft disintegrated and crashed, destroying 15 houses, and killing all six people on board the Tu-144 and eight more on the ground.
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For the higher thrust Praetor 600, Honeywell maintenance plans increases to $294 per engine per hour. Active load alleviation deflects both ailerons upward at 2.0 Gs to prevent overstressing the wing without adding structural weight. At FL410, ISA-7°C to -14°C and cruise, the Praetor 600 burns of fuel per hour at a weight of , increasing to at max cruise. The Praetor 600 was certified by the National Civil Aviation Agency of Brazil by April 2019. Its range with four passengers and NBAA IFR reserves reached 4,018 nmi (7,441 km) from a 4,436 ft (1,352 m) take-off, and 3,719 nmi (6,887 km) at Mach 0.80.
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With purely mechanical flight control systems, the aerodynamic forces on the control surfaces are transmitted through the mechanisms and are felt directly by the pilot, allowing tactile feedback of airspeed. With hydromechanical flight control systems, however, the load on the surfaces cannot be felt and there is a risk of overstressing the aircraft through excessive control surface movement. To overcome this problem, artificial feel systems can be used. For example, for the controls of the RAF's Avro Vulcan jet bomber and the RCAF's Avro Canada CF-105 Arrow supersonic interceptor (both 1950s-era designs), the required force feedback was achieved by a spring device.
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America will be modified in a similar way to the modifications made on to make her better able to withstand the great amounts of heat generated by the F-35B's engine exhaust when taking off or landing vertically. Intercostal structural members will be added underneath flight deck landing spots seven and nine to more closely perform timed cyclic flight operations without overstressing it. Other changes may involve re-adjusting some ship antennas to allow for a clear flight path. The ship will undergo a 40-week modification period where recently installed piping, lighting, and other features will be removed to weld reinforcements underneath the flight deck; the modification period would have been greater if its construction when in the shipyard had been interrupted to perform it.
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Unusually for Rolladen-Schneider, the LS3 wings are single-tapered, entailing a slight aerodynamic loss. On the other hand, this geometry went along well with a straight axis for the full-span flaperons which gave the LS3 good handling and roll rate characteristics. The control system was rigged to reduce the available control stick throw with negative flap settings, therefore giving a measure of in-built protection against overstressing at high speeds. The flaperon drives are located at the wing roots, an elegant solution that required a large amount of lead for mass balancing the control surfaces to preclude any risk of flutter. Due to this the LS3 wings are heavy, about 85 kg each semi-span (thus the nickname LS-Blei, a pun exploiting the phonetic similarity in the German language between 'drei' (three) and 'Blei' (lead)).
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After an accident at an aviation meeting in Istanbul in December 1909, Blériot gave up competition flying, and the company's entries for competitions were flown by other pilots, including Alfred Leblanc, who had managed the logistics of the cross-channel flight, and subsequently bought the first production Type XI, going on to become one of the chief instructors at the flying schools established by Blériot. In February 1912 the future of the Type XI was threatened by the French army placing a ban on the use of all monoplanes. This was the result of a series of accidents in which Blériot aircraft had suffered wing failure in flight. The first of these incidents had occurred on 4 January 1910, killing Léon Delagrange, and was generally attributed to the fact that Delagrange had fitted an over-powerful engine, so overstressing the airframe.
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The aircraft's flight data recorder was recovered and read; it showed that the airplane was flying on course at 29,000 feet at a speed of 310 knots until 0559 GMT (1259 local time), at which point the recorded data became nonsensical for 30 seconds before stopping entirely. The airplane was not equipped with a cockpit voice recorder. Upon examining the available debris, it soon become clear that the airplane had suffered some sort of structural problem and loss of control at cruising altitude, and that the low- altitude breakup was caused by the overstressing of the airplane during an uncontrolled descent. Debris from the center fuselage and right wing root showed signs of explosive "splash," and the number 3 fuel tank showed signs that it had ruptured prior to the low-altitude breakup inferred from the wreckage distribution.
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