Flight evaluation of the STOL flare and landing during night operations

Simulated instrument approaches were made to Category 1 minimums followed by a visual landing on a 100 x 1700 ft STOL runway. Data were obtained for variations in the aircraft's flare response characteristics and control techniques and for different combinations of aircraft and runway lighting and a visual approach slope indication. With the complete aircraft and runway lighting and visual guidance no degradation in flying qualities or landing performance was observed compared to daylight operations. elimination of the touchdown zone floodlights or the aircraft landing lights led to somewhat greater pilot workload; however, the landing could still be accomplished successfully. Loss of both touchdown zone and aircraft landing lights led to a high workload situation and only a marginally adequate to inadequate landing capability

Comparison of closed loop model with flight test results

An analytic technique capable of predicting the landing characteristics of proposed aircraft configurations in the early stages of design was developed. In this analysis, a linear pilot-aircraft closed loop model was evaluated using experimental data generated with the NT-33 variable stability in-flight simulator. The pilot dynamics are modeled as inner and outer servo loop closures around aircraft pitch attitude, and altitude rate-of-change respectively. The landing flare maneuver is of particular interest as recent experience with military and other highly augmented vehicles shows this task to be relatively demanding, and potentially a critical design point. A unique feature of the pilot model is the incorporation of an internal model of the pilot's desired flight path for the flare maneuver

Focal Spot, Spring 2009

https://digitalcommons.wustl.edu/focal_spot_archives/1111/thumbnail.jp

C‐reactive protein flare‐response predicts long‐term efficacy to first‐line anti‐PD‐1‐based combination therapy in metastatic renal cell carcinoma

Objectives Immune checkpoint blockade (IO) has revolutionised the treatment of metastatic renal cell carcinoma (mRCC). Early C-reactive protein (CRP) kinetics, especially the recently introduced CRP flare-response phenomenon, has shown promising results to predict IO efficacy in mRCC, but has only been studied in second line or later. Here, we aimed to validate the predictive value of early CRP kinetics for 1st-line treatment of mRCC with αPD-1 plus either αCTLA-4 (IO+IO) or tyrosine kinase inhibitor (IO+TKI). Methods In this multicentre retrospective study, we investigated the predictive potential of early CRP kinetics during 1st-line IO therapy. Ninety-five patients with mRCC from six tertiary referral centres with either IO+IO (N = 59) or IO+TKI (N = 36) were included. Patients were classified as CRP flare-responders, CRP responders or non-CRP responders as previously described, and their oncological outcome was compared. Results Our data validate the predictive potential of early CRP kinetics in 1st-line immunotherapy in mRCC. CRP responders, especially CRP flare-responders, had significantly prolonged progression-free survival (PFS) compared with non-CRP responders (median PFS: CRP flare-responder: 19.2 months vs. responders: 16.2 vs. non-CRP responders: 5.6, P < 0.001). In both the IO+IO and IO+TKI subgroups, early CRP kinetics remained significantly associated with improved PFS. CRP flare-response was also associated with long-term response ≥ 12 months. Conclusions Early CRP kinetics appears to be a low-cost and easy-to-implement on-treatment biomarker to predict response to 1st-line IO combination therapy. It has potential to optimise therapy monitoring and might represent a new standard of care biomarker for immunotherapy in mRCC

Application of Calspan pitch rate control system to the Space Shuttle for approach and landing

A pitch rate control system designed for use in the shuttle during approach and landing was analyzed and compared with a revised control system developed by NASA and the existing OFT control system. The design concept control system uses filtered pitch rate feedback with proportional plus integral paths in the forward loop. Control system parameters were designed as a function of flight configuration. Analysis included time and frequency domain techniques. Results indicate that both the Calspan and NASA systems significantly improve the flying qualities of the shuttle over the OFT. Better attitude and flight path control and less time delay are the primary reasons. The Calspan system is preferred because of reduced time delay and simpler mechanization. Further testing of the improved flight control systems in an in-flight simulator is recommended