Geometrical and structural properties of an Aeroelastic Research Wing (ARW-2)

Transonic steady and unsteady pressure tests were conducted on a large elastic wing known as the DAST ARW-2 wing. The wing has a supercritical airfoil, an aspect ratio of 10.3, a leading edge sweepback angle of 28.8 deg and is equipped with two inboard and one outboard trailing edge control surfaces. The geometrical and structural characteristics are presented of this elastic wing, using a combination of measured and calculated data, to permit future analyst to compare the experimental surface pressure data with theoretical predictions

Experimental transonic flutter characteristics of two 72 deg-sweep delta-wing models

Transonic flutter boundaries are presented for two simple, 72 deg. sweep, low-aspect-ratio wing models. One model was an aspect-ratio 0.65 delta wing; the other model was an aspect-ratio 0.54 clipped-delta wing. Flutter boundaries for the delta wing are presented for the Mach number range of 0.56 to 1.22. Flutter boundaries for the clipped-delta wing are presented for the Mach number range of 0.72 to 0.95. Selected vibration characteristics of the models are also presented

Supersonic aeroelastic instability results for a NASP-like wing model

An experimental study and an analytical study have been conducted to examine static divergence for hypersonic-vehicle wing models at supersonic conditions. A supersonic test in the Langley Unitary Plan Wind Tunnel facility was conducted for two wind-tunnel models. These models were nearly identical with the exception of airfoil shape. One model had a four-percent maximum thickness airfoil and the other model had an eight-percent maximum thickness airfoil. The wing models had low-aspect ratios and highly swept leading edges. The all-movable wing models were supported by a single-pivot mechanism along the wing root. For both of the wind-tunnel models, configuration changes could be made in the wing-pivot location along the wing root and in the wing-pivot pitch stiffness. Three divergence conditions were measured for the four-percent thick airfoil model in the Mach number range of 2.6 to 3.6 and one divergence condition was measured for the eight-percent thick airfoil model at a Mach number of 2.9. Analytical divergence calculations were made for comparison with experimental results and to evaluate the parametric effects of wing-pivot stiffness, wing-pivot location, and airfoil thickness variations. These analyses showed that decreasing airfoil thickness, moving the wing-pivot location upstream, or increasing the pitch-pivot stiffness have the beneficial effect of increasing the divergence dynamic pressures. The calculations predicted the trend of experimental divergence dynamic pressure with Mach number accurately; however, the calculations were approximately 25 percent conservative with respect to dynamic pressure

Application of unsteady aeroelastic analysis techniques on the national aerospace plane

A presentation provided at the Fourth National Aerospace Plane Technology Symposium held in Monterey, California, in February 1988 is discussed. The objective is to provide current results of ongoing investigations to develop a methodology for predicting the aerothermoelastic characteristics of NASP-type (hypersonic) flight vehicles. Several existing subsonic and supersonic unsteady aerodynamic codes applicable to the hypersonic class of flight vehicles that are generally available to the aerospace industry are described. These codes were evaluated by comparing calculated results with measured wind-tunnel aeroelastic data. The agreement was quite good in the subsonic speed range but showed mixed agreement in the supersonic range. In addition, a future endeavor to extend the aeroelastic analysis capability to hypersonic speeds is outlined. An investigation to identify the critical parameters affecting the aeroelastic characteristics of a hypersonic vehicle, to define and understand the various flutter mechanisms, and to develop trends for the important parameters using a simplified finite element model of the vehicle is summarized. This study showed the value of performing inexpensive and timely aeroelastic wind-tunnel tests to expand the experimental data base required for code validation using simple to complex models that are representative of the NASP configurations and root boundary conditions are discussed

Aerothermoelastic analysis of a NASP demonstrator model

The proposed National Aerospace Plane (NASP) is designed to travel at speeds up to Mach 25. Because aerodynamic heating during high-speed flight through the atmosphere could destiffen a structure, significant couplings between the elastic and rigid body modes could result in lower flutter speeds and more pronounced aeroelastic response characteristics. These speeds will also generate thermal loads on the structure. The purpose of this research is to develop methodologies applicable to the NASP and to apply them to a representative model to determine its aerothermoelastic characteristics when subjected to these thermal loads. This paper describes an aerothermoelastic analysis of the generic hypersonic vehicle configuration. The steps involved in this analysis were: generating vehicle surface temperatures at the appropriate flight conditions; applying these temperatures to the vehicle's structure to predict changes in the stiffness resulting from material property degradation; predicting the vibration characteristics of the heated structure at the various temperature conditions; performing aerodynamic analyses; and conducting flutter analysis of the heated vehicle. Results of these analyses and conclusions representative of a NASP vehicle are provided in this paper

Experimental Results from the Active Aeroelastic Wing Wind Tunnel Test Program

The Active Aeroelastic Wing (AAW) program is a cooperative effort among NASA, the Air Force Research Laboratory and the Boeing Company, encompassing flight testing, wind tunnel testing and analyses. The objective of the AAW program is to investigate the improvements that can be realized by exploiting aeroelastic characteristics, rather than viewing them as a detriment to vehicle performance and stability. To meet this objective, a wind tunnel model was crafted to duplicate the static aeroelastic behavior of the AAW flight vehicle. The model was tested in the NASA Langley Transonic Dynamics Tunnel in July and August 2004. The wind tunnel investigation served the program goal in three ways. First, the wind tunnel provided a benchmark for comparison with the flight vehicle and various levels of theoretical analyses. Second, it provided detailed insight highlighting the effects of individual parameters upon the aeroelastic response of the AAW vehicle. This parameter identification can then be used for future aeroelastic vehicle design guidance. Third, it provided data to validate scaling laws and their applicability with respect to statically scaled aeroelastic models

Aeroelastic Response and Protection of Space Shuttle External Tank Cable Trays

Sections of the Space Shuttle External Tank Liquid Oxygen (LO2) and Liquid Hydrogen (LH2) cable trays are shielded from potentially damaging airloads with foam Protuberance Aerodynamic Load (PAL) Ramps. Flight standard design LO2 and LH2 cable tray sections were tested with and without PAL Ramp models in the United States Air Force Arnold Engineering Development Center s (AEDC) 16T transonic wind tunnel to obtain experimental data on the aeroelastic stability and response characteristics of the trays and as part of the larger effort to determine whether the PAL ramps can be safely modified or removed. Computational Fluid Dynamic simulations of the full-stack shuttle launch configuration were used to investigate the flow characeristics around and under the cable trays without the protective PAL ramps and to define maximum crossflow Mach numbers and dynamic pressures experienced during launch. These crossflow conditions were used to establish wind tunnel test conditions which also included conservative margins. For all of the conditions and configurations tested, no aeroelastic instabilities or unacceptable dynamic response levels were encountered and no visible structural damage was experienced by any of the tested cable tray sections. Based upon this aeroelastic characterization test, three potentially acceptable alternatives are available for the LO2 cable tray PAL Ramps: Mini-Ramps, Tray Fences, or No Ramps. All configurations were tested to maximum conditions, except the LH2 trays at -15 deg. crossflow angle. This exception is the only caveat preventing the proposal of acceptable alternative configurations for the LH2 trays as well. Structural assessment of all tray loads and tray response measurements from launches following the Shuttle Return To Flight with the existing PAL Ramps will determine the acceptability of these PAL Ramp alternatives

Polo kinase recruitment via the constitutive centromere-associated network at the kinetochore elevates centromeric RNA

The kinetochore, a multi-protein complex assembled on centromeres, is essential to segregate chromosomes during cell division. Deficiencies in kinetochore function can lead to chromosomal instability and aneuploidy-a hallmark of cancer cells. Kinetochore function is controlled by recruitment of regulatory proteins, many of which have been documented, however their function often remains uncharacterized and many are yet to be identified. To identify candidates of kinetochore regulation we used a proteome-wide protein association strategy in budding yeast and detected many proteins that are involved in post-translational modifications such as kinases, phosphatases and histone modifiers. We focused on the Polo-like kinase, Cdc5, and interrogated which cellular components were sensitive to constitutive Cdc5 localization. The kinetochore is particularly sensitive to constitutive Cdc5 kinase activity. Targeting Cdc5 to different kinetochore subcomplexes produced diverse phenotypes, consistent with multiple distinct functions at the kinetochore. We show that targeting Cdc5 to the inner kinetochore, the constitutive centromere-associated network (CCAN), increases the levels of centromeric RNA via an SPT4 dependent mechanism

Fc-Optimized Anti-CD25 Depletes Tumor-Infiltrating Regulatory T Cells and Synergizes with PD-1 Blockade to Eradicate Established Tumors

CD25 is expressed at high levels on regulatory T (Treg) cells and was initially proposed as a target for cancer immunotherapy. However, anti-CD25 antibodies have displayed limited activity against established tumors. We demonstrated that CD25 expression is largely restricted to tumor-infiltrating Treg cells in mice and humans. While existing anti-CD25 antibodies were observed to deplete Treg cells in the periphery, upregulation of the inhibitory Fc gamma receptor (FcγR) IIb at the tumor site prevented intra-tumoral Treg cell depletion, which may underlie the lack of anti-tumor activity previously observed in pre-clinical models. Use of an anti-CD25 antibody with enhanced binding to activating FcγRs led to effective depletion of tumor-infiltrating Treg cells, increased effector to Treg cell ratios, and improved control of established tumors. Combination with anti-programmed cell death protein-1 antibodies promoted complete tumor rejection, demonstrating the relevance of CD25 as a therapeutic target and promising substrate for future combination approaches in immune-oncology