A Randomized Phase III Trial Investigating 2 Gy TBI Vs. Flu/2 Gy TBI Conditioning for HLA-Matched Related Donor Hematopoietic Cell Transplantation (HCT): Tempo of CD3 and NK Cell Engraftment Determines Relapse and Progression Free Survival in Patients with Hematologic

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Fludarabine/2 Gy TBI is Superior to 2 Gy TBI as Conditioning for HLA-Matched Related HCT: A Phase III Randomized Trial.

AbstractThe risks and benefits of adding fludarabine to a 2-Gy total body irradiation (TBI) nonmyeloablative regimen are unknown. For this reason, we conducted a prospective randomized trial comparing 2-Gy TBI alone, or in combination with 90 mg/m2 fludarabine (FLU/TBI), before transplantation of peripheral blood stem cells from HLA-matched related donors. Eighty-five patients with hematological malignancies were randomized to be conditioned with TBI alone (n = 44) or FLU/TBI (n = 41). All patients had initial engraftment. Two graft rejections were observed, both in the TBI group. Infection rates, nonrelapse mortality, and graft-versus-host disease (GVHD) were similar between groups. Three-year overall survival was lower in the TBI group (54% versus 65%; hazard ratio [HR], .57; P = .09), with higher incidences of relapse/progression (55% versus 40%; HR, .55; P = .06), relapse-related mortality (37% versus 28%; HR, .53; P = .09), and a lower progression-free survival (36% versus 53%; HR, .56; P = .05). Median donor T cell chimerism levels were significantly lower in the TBI group at days 28 (61% versus 90%; P < .0001) and 84 (68% versus 92%; P < .0001), as was NK cell chimerism on day 28 (75% versus 96%; P = .0005). In conclusion, this randomized trial demonstrates the importance of fludarabine in augmenting the graft-versus-tumor effect by ensuring prompt and durable high-level donor engraftment early after transplantation

A new aircraft architecture based on the ACHEON Coanda effect nozzle: flight model and energy evaluation

Purpose Aeronautic transport has an effective necessity of reducing fuel consumption and emissions to deliver efficiency and competitiveness driven by today commercial and legislative requirements. Actual aircraft configurations scenario allows envisaging the signs of a diffused technological maturity and they seem very near their limits. This scenario clearly shows the necessity of radical innovations with particular reference to propulsion systems and to aircraft architecture consequently. Methods This paper presents analyses and discusses a promising propulsive architecture based on an innovative nozzle, which allows realizing the selective adhesion of two impinging streams to two facing jets to two facing Coanda surfaces. This propulsion system is known with the acronym ACHEON (Aerial Coanda High Efficiency Orienting Nozzle). This paper investigates how the application of an all-electric ACHEONs propulsion system to a very traditional commuter aircraft can improve its relevant performances. This paper considers the constraints imposed by current state-of-the-art electric motors, drives, storage and conversion systems in terms of both power/energy density and performance and considers two different aircraft configurations: one using battery only and one adopting a more sophisticated hybrid cogeneration. The necessity of producing a very solid analysis has forced to limit the deflection of the jet in a very conservative range (±15°) with respect to the horizontal. This range can be surely produced also by not optimal configurations and allow minimizing the use of DBD. From the study of general flight dynamics equations of the aircraft in two-dimensional form it has been possible to determine with a high level of accuracy the advantages that ACHEON brings in terms of reduced stall speed and of reduced take-off and landing distances. Additionally, it includes an effective energy analysis focusing on the efficiency and environmental advantages of the electric ACHEON based propulsion by assuming the today industrial grade high capacity batteries with a power density of 207 Wh/kg. Results It has been clearly demonstrated that a short flight could be possible adopting battery energy storage, and longer duration could be possible by adopting a more sophisticated cogeneration system, which is based on cogeneration from a well-known turboprop, which is mostly used in helicopter propulsion. This electric generation system can be empowered by recovering the heat and using it to increase the temperature of the jet. It is possible to transfer this considerable amount of heat to the jet by convection and direct fluid mixing. In this way, it is possible to increase the energy of the jets of an amount that allows more than recover the pressure losses in the straitening section. In this case, it is then possible to demonstrate an adequate autonomy of flight and operative range of the aircraft. The proposed architecture, which is within the limits of the most conservative results obtained, demonstrates significant additional benefits for aircraft manoeuvrability. In conclusion, this paper has presented the implantation of ACHEON on well-known traditional aircraft, verifying the suitability and effectiveness of the proposed system both in terms of endurance with a cogeneration architecture and in terms of manoeuvrability. It has demonstrated the potential of the system in terms of both takeoff and landing space requirements. Conclusions This innovation opens interesting perspectives for the future implementation of this new vector and thrust propulsion system, especially in the area of greening the aeronautic sector. It has also demonstrated that ACHEON has the potential of renovating completely a classic old aircraft configuration such as the one of Cessna 402

The feasibility and efficacy of subcutaneous plerixafor for mobilization of peripheral blood stem cells in allogeneic HLA–identical sibling donors: results of the HOVON-107 study

Background: Plerixafor (PFX) mobilizes CD34+ cells into circulation by disrupting the CXCR4 binding of the hematopoietic stem cell in its bone marr

Search for Kaluza-Klein Graviton Emission in ppˉp\bar{p} Collisions at s=1.8\sqrt{s}=1.8 TeV using the Missing Energy Signature

We report on a search for direct Kaluza-Klein graviton production in a data sample of 84 ${pb}^{-1}$ of \ppb collisions at $\sqrt{s}$ = 1.8 TeV, recorded by the Collider Detector at Fermilab. We investigate the final state of large missing transverse energy and one or two high energy jets. We compare the data with the predictions from a $3+1+n$-dimensional Kaluza-Klein scenario in which gravity becomes strong at the TeV scale. At 95% confidence level (C.L.) for $n$=2, 4, and 6 we exclude an effective Planck scale below 1.0, 0.77, and 0.71 TeV, respectively.Comment: Submitted to PRL, 7 pages 4 figures/Revision includes 5 figure

Measurement of the average time-integrated mixing probability of b-flavored hadrons produced at the Tevatron

We have measured the number of like-sign (LS) and opposite-sign (OS) lepton pairs arising from double semileptonic decays of $b$ and $\bar{b}$-hadrons, pair-produced at the Fermilab Tevatron collider. The data samples were collected with the Collider Detector at Fermilab (CDF) during the 1992-1995 collider run by triggering on the existence of $\mu \mu$ and $e \mu$ candidates in an event. The observed ratio of LS to OS dileptons leads to a measurement of the average time-integrated mixing probability of all produced $b$-flavored hadrons which decay weakly, $\bar{\chi} = 0.152 \pm 0.007$ (stat.) $\pm 0.011$ (syst.), that is significantly larger than the world average $\bar{\chi} = 0.118 \pm 0.005$.Comment: 47 pages, 10 figures, 15 tables Submitted to Phys. Rev.

Search for charged Higgs decays of the top quark using hadronic tau decays

We present the result of a search for charged Higgs decays of the top quark, produced in $p\bar{p}$ collisions at $\surd s =$ 1.8 TeV. When the charged Higgs is heavy and decays to a tau lepton, which subsequently decays hadronically, the resulting events have a unique signature: large missing transverse energy and the low-charged-multiplicity tau. Data collected in the period 1992-1993 at the Collider Detector at Fermilab, corresponding to 18.7$\pm$0.7~pb$^{-1}$, exclude new regions of combined top quark and charged Higgs mass, in extensions to the standard model with two Higgs doublets.Comment: uuencoded, gzipped tar file of LaTeX and 6 Postscript figures; 11 pp; submitted to Phys. Rev.

Search for a Fourth-Generation Quark More Massive than the Z0 Boson in ppbar Collisions at sqrt(s) = 1.8 TeV

We present the results of a search for pair production of a fourth-generation charge -1/3 quark (b') in sqrt(s)=1.8 TeV ppbar collisions using 88 pb^(-1) of data obtained with the Collider Detector at Fermilab. We assume that both quarks decay via the flavor-changing neutral current process b' -> bZ and that the b' mass is greater than m_Z + m_b. We studied the decay mode b'b'bar -> ZZ b bbar where one Z0 decays into e^+e^- or mu^+ mu^- and the other decays hadronically, giving a signature of two leptons plus jets. An upper limit on the cross section of ppbar -> b'b'bar times [BR (b' -> bZ)]^2 is established as a function of the b' mass. We exclude at 95% confidence level a b' quark with mass between 100 and 199 GeV/c^2 for BR(b' -> bZ) = 100%.Comment: 12 pages, 2 figures, submitted to Phys. Rev. Letters on 9/12/9

Inclusive jet cross section in pˉp{\bar p p} collisions at s=1.8\sqrt{s}=1.8 TeV

The inclusive jet differential cross section has been measured for jet transverse energies, $E_T$, from 15 to 440 GeV, in the pseudorapidity region 0.1$\leq | \eta| \leq$0.7. The results are based on 19.5 pb$^{-1}$ of data collected by the CDF collaboration at the Fermilab Tevatron collider. The data are compared with QCD predictions for various sets of parton distribution functions. The cross section for jets with $E_T>200$ GeV is significantly higher than current predictions based on O($\alpha_s^3$) perturbative QCD calculations. Various possible explanations for the high-$E_T$ excess are discussed.Comment: 8 pages with 2 eps uu-encoded figures Submitted to Physical Review Letter