Universal time-evolution of a Rydberg lattice gas with perfect blockade

We investigate the dynamics of a strongly interacting spin system that is motivated by current experimental realizations of strongly interacting Rydberg gases in lattices. In particular we are interested in the temporal evolution of quantities such as the density of Rydberg atoms and density-density correlations when the system is initialized in a fully polarized state without Rydberg excitations. We show that in the thermodynamic limit the expectation values of these observables converge at least logarithmically to universal functions and outline a method to obtain these functions. We prove that a finite one-dimensional system follows this universal behavior up to a given time. The length of this universal time period depends on the actual system size. This shows that already the study of small systems allows to make precise predictions about the thermodynamic limit provided that the observation time is sufficiently short. We discuss this for various observables and for systems with different dimensions, interaction ranges and boundary conditions.Comment: 16 pages, 3 figure

Whirl Flutter and the Development of the NASA X-57 Maxwell

The X-57 Maxwell is NASAs all-electric demonstration vehicle. The primary demonstration objective of this flight test program is to show a factor of five reduction in energy consumption. The vehicle includes two large wing tip propellers designed to provide propul- sion at cruise conditions and twelve leading edge propellers designed to operate at high lift conditions. The first configuration of the vehicle that will be flight tested has the large wing tip propellers relocated to an inboard wing station. A simplified structural dynamic model of the propulsion system has been generated and coupled with a beam model of the vehicle. Whirl flutter analyses have been performed, examining the stability of the isolated propulsion system and coupled to the beam model of the vehicle. Trimmed flight scenarios for the vehicle include straight and level flight and zero power windmilling conditions. The whirl flutter analyses for this configuration indicate that the configuration will be free of whirl flutter within the required flight envelope

Acoustically driven ferromagnetic resonance

Surface acoustic waves (SAW) in the GHz frequency range are exploited for the all-elastic excitation and detection of ferromagnetic resonance (FMR) in a ferromagnetic/ferroelectric (nickel/lithium niobate) hybrid device. We measure the SAW magneto-transmission at room temperature as a function of frequency, external magnetic field magnitude, and orientation. Our data are well described by a modified Landau-Lifshitz-Gilbert approach, in which a virtual, strain-induced tickle field drives the magnetization precession. This causes a distinct magnetic field orientation dependence of elastically driven FMR that we observe in both model and experiment.Comment: 4 page

Aeroservoelastic Testing of a Sidewall Mounted Free Flying Wind-Tunnel Model

A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three j wind-tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, exible vehicles. In the rst of these three tests, a semispan, aeroelastically scaled, wind-tunnel model of a ying wing SensorCraft vehi- cle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree-of-freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid-body modes. Gust Load Alleviation (GLA) and Body Freedom Flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be own in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Sila-Pharmaka, 14. Mitt. Darstellung und Eigenschaften sowie Kristall-und Molekülstruktur von Sila-Difenidol

Sila-difenidol (6b), a sila-analogue of the drug difenidol (6a), was synthesized according to Scheme 1. 6b and its new precursors 3 and 5 were characterized by their physical and chemical properties, and their structures confirmed by elementary analyses, 1H NMR and mass spectroscopy. 6 b crystallizes orthorhombic $P2_12_12_1$ with a = 11.523(1), b = 14.366(4), c = 11.450(1) Å, Z = 4, $D_{ber} = 1.14 gcm^{-3}$. The structure was refined to R = 0.050 for 1897 reflexions. A strong nearly linear intramolecular O-H···N hydrogen bond of 2.685 Å is observed. The anticholinergic, histaminolytic and musculotropic spasmolytic activities of 6 a and 6 b are reported

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression

of a two part document. Part 2 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models, Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation." A team comprised of the Air Force Research Laboratory (AFRL), Northrop Grumman, Lockheed Martin, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a semispan, aeroelastically scaled, wind tunnel model of a flying wing SensorCraft vehicle was mounted to a force balance to demonstrate gust load alleviation. In the second and third tests, the same wing was mated to a new, multi-degree of freedom, sidewall mount. This mount allowed the half-span model to translate vertically and pitch at the wing root, allowing better simulation of the full span vehicle's rigid body modes. Gust load alleviation (GLA) and Body freedom flutter (BFF) suppression were successfully demonstrated. The rigid body degrees-of-freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort

Overview of the Aeroelastic Prediction Workshop

The Aeroelastic Prediction Workshop brought together an international community of computational fluid dynamicists as a step in defining the state of the art in computational aeroelasticity. This workshop's technical focus was prediction of unsteady pressure distributions resulting from forced motion, benchmarking the results first using unforced system data. The most challenging aspects of the physics were identified as capturing oscillatory shock behavior, dynamic shock-induced separated flow and tunnel wall boundary layer influences. The majority of the participants used unsteady Reynolds-averaged Navier Stokes codes. These codes were exercised at transonic Mach numbers for three configurations and comparisons were made with existing experimental data. Substantial variations were observed among the computational solutions as well as differences relative to the experimental data. Contributing issues to these differences include wall effects and wall modeling, non-standardized convergence criteria, inclusion of static aeroelastic deflection, methodology for oscillatory solutions, post-processing methods. Contributing issues pertaining principally to the experimental data sets include the position of the model relative to the tunnel wall, splitter plate size, wind tunnel expansion slot configuration, spacing and location of pressure instrumentation, and data processing methods

Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 2: A Centerline Supported Fullspan Model Tested for Gust Load Alleviation

This is part 2 of a two part document. Part 1 is titled: "Aeroservoelastic Testing of Free Flying Wind Tunnel Models Part 1: A Sidewall Supported Semispan Model Tested for Gust Load Alleviation and Flutter Suppression." A team comprised of the Air Force Research Laboratory (AFRL), Boeing, and the NASA Langley Research Center conducted three aeroservoelastic wind tunnel tests in the Transonic Dynamics Tunnel to demonstrate active control technologies relevant to large, flexible vehicles. In the first of these three tests, a full-span, aeroelastically scaled, wind tunnel model of a joined wing SensorCraft vehicle was mounted to a force balance to acquire a basic aerodynamic data set. In the second and third tests, the same wind tunnel model was mated to a new, two degree of freedom, beam mount. This mount allowed the full-span model to translate vertically and pitch. Trimmed flight at10 percent static margin and gust load alleviation were successfully demonstrated. The rigid body degrees of freedom required that the model be flown in the wind tunnel using an active control system. This risky mode of testing necessitated that a model arrestment system be integrated into the new mount. The safe and successful completion of these free-flying tests required the development and integration of custom hardware and software. This paper describes the many systems, software, and procedures that were developed as part of this effort. The balance and free flying wind tunnel tests will be summarized. The design of the trim and gust load alleviation control laws along with the associated results will also be discussed

Cost-effectiveness Analysis of Rivaroxaban in the Secondary Prevention of Acute Coronary Syndromes in Sweden.

BACKGROUND: Worldwide, coronary heart disease accounts for 7 million deaths each year. In Sweden, acute coronary syndrome (ACS) is a leading cause of hospitalization and is responsible for 1 in 4 deaths. OBJECTIVE: The aim of this analysis was to assess the cost-effectiveness of rivaroxaban 2.5 mg twice daily (BID) in combination with standard antiplatelet therapy (ST-APT) versus ST-APT alone, for the secondary prevention of ACS in adult patients with elevated cardiac biomarkers without a prior history of stroke/transient ischemic attack (TIA), from a Swedish societal perspective, based on clinical data from the global ATLAS ACS 2-TIMI 51 trial, literature-based quality of life data and costs sourced from Swedish national databases. METHODS: A Markov model was developed to capture rates of single and multiple myocardial infarction (MI), ischemic and hemorrhagic stroke, thrombolysis in myocardial infarction (TIMI) major, minor, and "requiring medical attention" bleeds, revascularization events, and associated costs and utilities in patients who were stabilized after an initial ACS event. Efficacy and safety data for the first 2 years came from the ATLAS ACS 2-TIMI 51 trial. Long-term probabilities were extrapolated using safety and effectiveness of acetylsalicylic acid data, which was estimated from published literature, assuming constant rates in time. Future cost and effects were discounted at 3.0%. Univariate and probabilistic sensitivity analyses were conducted. RESULTS: In the base case, the use of rivaroxaban 2.5 mg BID was associated with improvements in survival and quality-adjusted life years (QALYs), yielding an incremental cost per QALY of 71,246 Swedish Krona (SEK) (€8045). The outcomes were robust to changes in inputs. The probabilistic sensitivity analysis demonstrated rivaroxaban 2.5 mg BID to be cost-effective in >99.9% of cases, assuming a willingness-to-pay threshold of SEK 500,000 (€56,458). CONCLUSION: Compared with ST-APT alone, the use of rivaroxaban 2.5 mg BID in combination with ST-APT can be considered a cost-effective treatment option for ACS patients with elevated cardiac biomarkers without a prior history of stroke/TIA in Sweden. FUNDING: Bayer Pharma AG

Enhanced electrical and magnetic properties in La0.7Sr0.3MnO3 thin films deposited on CaTiO3-buffered silicon substrates

We investigate the suitability of an epitaxial CaTiO3 buffer layer deposited onto (100) Si by reactive molecular-beam epitaxy (MBE) for the epitaxial integration of the colossal magnetoresistive material La0.7Sr0.3MnO3 with silicon. The magnetic and electrical properties of La0.7Sr0.3MnO3 films deposited by MBE on CaTiO3-buffered silicon (CaTiO3/Si) are compared with those deposited on SrTiO3-buffered silicon (SrTiO3/Si). In addition to possessing a higher Curie temperature and a higher metal-to-insulator transition temperature, the electrical resistivity and 1/f noise level at 300 K are reduced by a factor of two in the heterostructure with the CaTiO3 buffer layer. These results are relevant to device applications of La0.7Sr0.3MnO3 thin films on silicon substrates