Small Aircraft Transportation System Concept and Technologies

This paper summarizes both the vision and the early public-private collaborative research for the Small Aircraft Transportation System (SATS). The paper outlines an operational definition of SATS, describes how SATS conceptually differs from current air transportation capabilities, introduces four SATS operating capabilities, and explains the relation between the SATS operating capabilities and the potential for expanded air mobility. The SATS technology roadmap encompasses on-demand, widely distributed, point-to-point air mobility, through hired-pilot modes in the nearer-term, and through self-operated user modes in the farther-term. The nearer-term concept is based on aircraft and airspace technologies being developed to make the use of smaller, more widely distributed community reliever and general aviation airports and their runways more useful in more weather conditions, in commercial hired-pilot service modes. The farther-term vision is based on technical concepts that could be developed to simplify or automate many of the operational functions in the aircraft and the airspace for meeting future public transportation needs, in personally operated modes. NASA technology strategies form a roadmap between the nearer-term concept and the farther-term vision. This paper outlines a roadmap for scalable, on-demand, distributed air mobility technologies for vehicle and airspace systems. The audiences for the paper include General Aviation manufacturers, small aircraft transportation service providers, the flight training industry, airport and transportation authorities at the Federal, state and local levels, and organizations involved in planning for future National Airspace System advancements

Paper Session I-A - Planning for Operations On-Board the International Space Station

With the launch of the first element of the International Space Station (ISS) in late 1997, scientists and engineers from around the world will have greater access to the space environment for research and commercial exploration. The complexity and flexibility of the International Space Station offers opportunities as well as challenges in planning on-orbit operations. In order to make effective use of limited resources (e.g. crew time, power, and data), while maximizing the results to the scientific, commercial, military and educational communities, the ISS operations planning community must balance many constraints and criteria. The four disciplines must be aware of these constraints as well as the planning process to plan and conduct their activities on-board ISS

Pressure measurements on a rectangular wing with a NACA0012 airfoil during conventional flutter

The Structural Dynamics Division at NASA LaRC has started a wind tunnel activity referred to as the Benchmark Models Program. The primary objective of the program is to acquire measured dynamic instability and corresponding pressure data that will be useful for developing and evaluating aeroelastic type CFD codes currently in use or under development. The program is a multi-year activity that will involve testing of several different models to investigate various aeroelastic phenomena. The first model consisted of a rigid semispan wing having a rectangular planform and a NACA 0012 airfoil shape which was mounted on a flexible two degree-of-freedom mount system. Two wind-tunnel tests were conducted with the first model. Several dynamic instability boundaries were investigated such as a conventional flutter boundary, a transonic plunge instability region near Mach = 0.90, and stall flutter. In addition, wing surface unsteady pressure data were acquired along two model chords located at the 60 to 95-percent span stations during these instabilities. At this time, only the pressure data for the conventional flutter boundary is presented. The conventional flutter boundary and the wing surface unsteady pressure measurements obtained at the conventional flutter boundary test conditions in pressure coefficient form are presented. Wing surface steady pressure measurements obtained with the model mount system rigidized are also presented. These steady pressure data were acquired at essentially the same dynamic pressure at which conventional flutter had been encountered with the mount system flexible

NACA0012 benchmark model experimental flutter results with unsteady pressure distributions

The Structural Dynamics Division at NASA Langley Research Center has started a wind tunnel activity referred to as the Benchmark Models Program. The primary objective of this program is to acquire measured dynamic instability and corresponding pressure data that will be useful for developing and evaluating aeroelastic type computational fluid dynamics codes currently in use or under development. The program is a multi-year activity that will involve testing of several different models to investigate various aeroelastic phenomena. This paper describes results obtained from a second wind tunnel test of the first model in the Benchmark Models Program. This first model consisted of a rigid semispan wing having a rectangular planform and a NACA 0012 airfoil shape which was mounted on a flexible two degree of freedom mount system. Experimental flutter boundaries and corresponding unsteady pressure distribution data acquired over two model chords located at the 60 and 95 percent span stations are presented

The benchmark aeroelastic models program: Description and highlights of initial results

An experimental effort was implemented in aeroelasticity called the Benchmark Models Program. The primary purpose of this program is to provide the necessary data to evaluate computational fluid dynamic codes for aeroelastic analysis. It also focuses on increasing the understanding of the physics of unsteady flows and providing data for empirical design. An overview is given of this program and some results obtained in the initial tests are highlighted. The tests that were completed include measurement of unsteady pressures during flutter of rigid wing with a NACA 0012 airfoil section and dynamic response measurements of a flexible rectangular wing with a thick circular arc airfoil undergoing shock boundary layer oscillations

Targeting fibroblast activation protein in tumor stroma with chimeric antigen receptor T cells can inhibit tumor growth and augment host immunity without severe toxicity.

The majority of chimeric antigen receptor (CAR) T-cell research has focused on attacking cancer cells. Here, we show that targeting the tumor-promoting, nontransformed stromal cells using CAR T cells may offer several advantages. We developed a retroviral CAR construct specific for the mouse fibroblast activation protein (FAP), comprising a single-chain Fv FAP [monoclonal antibody (mAb) 73.3] with the CD8α hinge and transmembrane regions, and the human CD3ζ and 4-1BB activation domains. The transduced muFAP-CAR mouse T cells secreted IFN-γ and killed FAP-expressing 3T3 target cells specifically. Adoptively transferred 73.3-FAP-CAR mouse T cells selectively reduced FAP(hi) stromal cells and inhibited the growth of multiple types of subcutaneously transplanted tumors in wild-type, but not FAP-null immune-competent syngeneic mice. The antitumor effects could be augmented by multiple injections of the CAR T cells, by using CAR T cells with a deficiency in diacylglycerol kinase, or by combination with a vaccine. A major mechanism of action of the muFAP-CAR T cells was the augmentation of the endogenous CD8(+) T-cell antitumor responses. Off-tumor toxicity in our models was minimal following muFAP-CAR T-cell therapy. In summary, inhibiting tumor growth by targeting tumor stroma with adoptively transferred CAR T cells directed to FAP can be safe and effective, suggesting that further clinical development of anti-human FAP-CAR is warranted

Physical properties of the benchmark models program supercritical wing

The goal of the Benchmark Models Program is to provide data useful in the development and evaluation of aeroelastic computational fluid dynamics (CFD) codes. To that end, a series of three similar wing models are being flutter tested in the Langley Transonic Dynamics Tunnel. These models are designed to simultaneously acquire model response data and unsteady surface pressure data during wing flutter conditions. The supercritical wing is the second model of this series. It is a rigid semispan model with a rectangular planform and a NASA SC(2)-0414 supercritical airfoil shape. The supercritical wing model was flutter tested on a flexible mount, called the Pitch and Plunge Apparatus, that provides a well-defined, two-degree-of-freedom dynamic system. The supercritical wing model and associated flutter test apparatus is described and experimentally determined wind-off structural dynamic characteristics of the combined rigid model and flexible mount system are included

Parametric flutter studies of an arrow-wing configuration: Some early results

Some early experimental results from a combined experimental and analytical study being conducted at NASA-Langley of the transonic flutter characterisitics of a generic arrow wing configuration are presented. The planned study includes the parametric variation of a variety of structural and geometric characteristics. Presented here are flutter results of the basic arrow wing, for the basic wing with the addition of two simulated lower-surface-mounted engine nacelles, and for the basic wing with the addition of both the fin and the engine nacelles