Far Term Noise Reduction Technology Roadmap for a Large Twin-Aisle Tube-And-Wing Subsonic Transport

Interest in unconventional aircraft architectures has steadily increased over the past several decades. However, each of these concepts has several technical challenges to overcome before maturing to the point of commercial acceptance. In the interim, it is important to identify any technologies that will enhance the noise reduction of conventional tube-and-wing aircraft. A technology roadmap with an assumed acoustic technology level of a 2035 entry into service is established for a large twin-aisle, tube-and-wing architecture to identify which technologies provide the most noise reduction. The noise reduction potential of the architecture relative to NASA noise goals is also assessed. The current roadmap estimates only a 30 EPNdB cumulative margin to Stage 4 for this configuration of a tube-and-wing aircraft with engines under the wing. This falls short of reaching even the 2025 Mid Term NASA goal (32 EPNdB) in the Far Term time frame. Specifically, the lack of additional technologies to reduce the aft fan noise and the corresponding installation effects is the key limitation of the noise reduction potential of the aircraft. Under the same acoustic technology assumptions, unconventional architectures are shown to offer an 810 EPNdB benefit from favorable relative placement of the engine when integrated to the airframe

Resonant inelastic X-ray scattering study of overdoped La2−x_{2-x}Srx_{x}CuO4_{4}

Resonant inelastic x-ray scattering (RIXS) at the copper K absorption edge has been performed for heavily overdoped samples of La$_{2-x}$Sr$_{x}$CuO$_{4}$ with $x= 0.25$ and 0.30. We have observed the charge transfer and molecular-orbital excitations which exhibit resonances at incident energies of $E_i= 8.992$ and 8.998 keV, respectively. From a comparison with previous results on undoped and optimally-doped samples, we determine that the charge-transfer excitation energy increases monotonically as doping increases. In addition, the $E_i$-dependences of the RIXS spectral weight and absorption spectrum exhibit no clear peak at $E_i = 8.998$ keV in contrast to results in the underdoped samples. The low-energy ($\leq 3$ eV) continuum excitation intensity has been studied utilizing the high energy resolution of 0.13 eV (FWHM). A comparison of the RIXS profiles at $(\pi ~0)$ and $(\pi ~\pi)$ indicates that the continuum intensity exists even at $(\pi ~\pi)$ in the overdoped samples, whereas it has been reported only at $(0 ~0)$ and $(\pi ~0)$ for the $x=0.17$ sample. Furthermore, we also found an additional excitation on top of the continuum intensity at the $(\pi ~\pi)$ and $(\pi ~0)$ positions.Comment: 7 pages, 7 figure

Aircraft System Noise Prediction Uncertainty Quantification for a Hybrid Wing Body Subsonic Transport Concept

Aircraft system level noise prediction for advanced, unconventional concepts has undergone significant improvement over the past two decades. The prediction modeling uncertainty must be quantified so that potential benefits of unconventional configurations, which are outside of the range of empirical models, can be reliably assessed. This paper builds on previous work in an effort to improve estimates of element prediction uncertainties where the prediction methodology has been improved, or new experimental validation data are available, to provide an estimate of the system level uncertainty in the prediction process. In general, the uncertainty of the prediction will be strongly dependent on the aircraft configuration as well as which technologies are integrated. While the quantitative uncertainty values contained here are specific to the hybrid wing body design presented, the underlying process is the same regardless of configuration. A refined process for determining the uncertainty for each element of the noise prediction is detailed in this paper. The system level uncertainty in the prediction of the aircraft noise is determined at the three certification points, using a Monte Carlo method. Comparisons with previous work show a reduction of 1 EPNdB in the 95%coverage interval of the cumulative noise level. The largest impediment for continued reduction in uncertainty for the hybrid wing body concept is the need for improved modeling and validation experiments for fan noise, propulsion airframe aeroacoustic effects, and the Krueger flap, which comprise the bulk of the uncertainty in the cumulative certification noise level

Far Term Noise Reduction Roadmap for the Mid-Fuselage Nacelle Subsonic Transport

A noise reduction technology roadmap study is presented to determine the feasibility for the Mid-Fuselage Nacelle (MFN) aircraft concept to achieve the noise goal set by NASA for the Far Term time frame, beyond 2035. The study starts with updating the noise prediction of the existing MFN configuration that had been modeled for the time frame between 2025 and 2035. The updated prediction for the Mid Term time frame is 34.3 dB cumulative effective perceived noise level (EPNL) below the Stage 4 regulation. A suite of technologies that are deemed feasible to mature for practical implementation in the Far Term and whose potentials for noise reduction have been illustrated is selected for analysis. For each technology, component noise reduction is modeled either by available experimental data or by physics-based modeling with aircraft system level methods. The noise reduction is then applied to the corresponding noise component predicted by advanced aircraft system noise prediction tools, and the total aircraft noise is predicted as the incoherent summation of the components. It is shown that the Far Term MFN aircraft has the potential to achieve a cumulative noise level of 40.2 EPNL dB below Stage 4. The key technologies to achieve this low aircraft noise level are assessed by the impact of each technology on the aircraft system noise. This roadmap shows the potential of this revolutionary, yet still tube-and-wing, MFN concept to reach the NASA Far Term noise goal

Challenges and Opportunities for Subsonic Transport X-Plane Acoustic Flight Research

Aircraft system noise aspects of experimental aircraft acoustic flight research are analyzed. Experimental aircraft are seen as a key development step toward the introduction of a full scale low noise subsonic transport in the future, especially when considering an unconventional aircraft configuration integrating a range of advanced noise reduction technologies. Possible design scenarios for an experimental aircraft are considered where the scale of the experimental aircraft relative to the future, full scale aircraft is likely a major cost driver. Aircraft system noise predictions are presented for a NASA modeled Mid- Fuselage Nacelle subsonic transport concept. The predictions are made for the total airframe system noise at 100, 50, 25, and 12.5% scale of the full scale, future version of the concept, both without and then with a set of noise reduction technologies. The noise reduction technologies include the dual use fairing of the Krueger flap, the continuous mold line for the trailing edge high lift flap, and the pod gear concept for the main gear. The predictions are treated as simulations of flight test measurements of an experimental aircraft that are then processed to full scale as flight data would be. The analysis shows that the combined impact of frequency shift, atmospheric absorption, and background noise cutoff is to establish a realistic upper limit on useful frequency from the experimental aircraft noise. The implications for instrumentation requirements are also noted for high frequency, as well as for the challenge of identifying sources that are reduced significantly by the proposed noise reduction technologies. For the experimental acoustic flight research to be most useful for the objectives of improving the prediction of the future full scale aircraft, it is indicated that the scale should be above 75%. As the demonstrator scale approaches 50%, the limitations become more severe for direct impact to the prediction of the full scale future concept

Single Mode Theory for Impedance Eduction in Large-Scale Ducts with Grazing Flow

An impedance eduction theory for a rigid wall duct containing an acoustic liner with an unknown impedance and uniform grazing flow is presented. The unique features of the theory are: 1) non-planar waves propagate in the hard wall sections of the duct, 2) input data consist solely of complex acoustic pressures acquired on a wall adjacent to the liner, and 3) multiple higher-order modes may exist in the direction perpendicular to the liner and the opposite rigid wall. The approach is to first measure the axial propagation constant of a dominant higher-order mode in the liner sample section. This axial propagation constant is then used in conjunction with a closed-form solution to a reduced form of the convected Helmholtz equation and the wall impedance boundary condition to educe the liner impedance. The theory is validated on a conventional liner whose impedance spectrum is educed in two flow ducts with different cross sections. For the frequencies and Mach numbers of interest, no higher-order modes propagate in the hard wall sections of the smaller duct. A benchmark method is used to educe the impedance spectrum in this duct. A dominant higher-order vertical mode propagates in the larger duct for similar test conditions, and the current theory is applied to educe the impedance spectrum. Results show that when the theory is applied to data acquired in the larger duct with a dominant higher-order vertical mode, the same impedance spectra is educed as that obtained in the small duct where only the plane wave mode is present and the benchmark method is used. This result holds for each higher-order vertical mode that is considered

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

Is employment status in adults over 25 years old associated with nonmedical prescription opioid and stimulant use?

Purpose: Nonmedical use of prescription opioid and stimulants (NMUPO and NMUPS, respectively) has declined in recent years, but remains an important public health problem. Evidence regarding their relationships with employment status remains unclear. We determined the relationship between employment status and NMUPO and NMUPS. Methods: We analyzed a cross-sectional, nationally representative, weighted sample of 58,486 adults, ages 26 years and older, using combined 2011–2013 data from the National Survey on Drug Use and Health (NSDUH). We fit two crude and two adjusted multivariable logistic regression models to assess the relationship between our two different outcomes of interest: (1) past-year NMUPO and (2) past-year NMUPS, and our exposure of interest: employment status, categorized as (1) full time, (2) part time, (3) unemployed, and (4) not in the workforce. Our adjusted models featured the following covariates: sex, race, age, marital status, and psychological distress, and other nonmedical use. Results: Prevalence of NMUPO was higher than NMUPS (3.48 vs. 0.72%). Unemployed participants had the highest odds of NMUPO [aOR 1.45, 95% CI (1.15–1.82)], while those not in the workforce had the highest odds of NMUPS [aOR 1.71, 95% CI (1.22–2.37)]. Additionally, part-time and unemployed individuals had increased odds of NMUPS [aORs, 95% CI 1.59 (1.09–2.31) and 1.67 (1.11–2.37) respectively], while those not in the workforce had decreased odds of NMUPO [aOR 0.82, 95% CI (0.68–0.99)] relative to full-time participants. Conclusions: There is a need for adult prevention and deterrence programs that target nonmedical prescription drug use, especially among those unemployed or not in the workforce