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An anti-vortex baffle is a liquid propellant management device placed adjacent to an outlet of the propellant tank. Its purpose is to substantially reduce or eliminate the formation of free surface dip and vortex, as well as prevent vapor ingestion into the outlet, as the liquid drains out through the flight. To design an effective anti-vortex baffle, Computational Fluid Dynamic (CFD) simulations were undertaken for the NASA Ares I vehicle LOX tank subjected to the simulated flight loads with and without the anti-vortex baffle. The Six Degree-Of-Freedom (6-DOF) dynamics experienced by the Crew Launch Vehicle (CLV) during ascent were modeled by modifying the momentum equations in a CFD code to accommodate the extra body forces from the maneuvering in a non-inertial frame. The present analysis found that due to large moments, the CLV maneuvering has a significant impact on the vortical flow generation inside the tank. Roll maneuvering and side loading due to pitch and yaw are shown to induce swirling flow. The vortical flow due to roll is symmetrical with respect to the tank centerline, while those induced by pitch and yaw maneuverings showed two vortices side by side. The study found that without the anti-vortex baffle, the swirling flow caused surface dip during the late stage of drainage and hence early vapor ingestion. The flow can also be non-uniform in the drainage pipe as the secondary swirling flow velocity component can be as high as 10% of the draining velocity. An analysis of the vortex dynamics shows that the swirling flow in the drainage pipe during the Upper Stage burn is mainly the result of residual vortices inside the tank due to the conservation of angular momentum. The study demonstrated that the swirling flow in the drainage pipe can be effectively suppressed by employing the anti-vortex baffle.

Objective: Resistance to transforming growth factor (TGF)-␤-mediated cell growth inhibition is a wellknown pathogenic mechanism in epithelial neoplasia. TGF-␤ signaling requires normal function of downstream mediators such as TGF-␤ receptors (T␤Rs) and Smad proteins. The goal of this study is to investigate the expression of components of the TGF-␤ signaling pathway in follicular tumors of the thyroid. Study Design: Twenty follicular thyroid neoplasms were classified as adenomas (11) or minimally invasive follicular carcinomas (9) according to current pathological criteria. Protein expression was evaluated to identify differences between benign and malignant tumors that could be used as an adjunct to histopathological analysis. Methods: Paraffinembedded tissue sections containing tumor and adjacent nonneoplastic parenchyma were analyzed by immunohistochemistry for the expression of T␤R type II (T␤R-II) and Smad2, Smad4, Smad6, and Smad7. Expression of each protein in the tumor was compared with that of the corresponding adjacent nonneoplastic thyroid parenchyma. Results: T␤R-II expression was lost in 78% of the carcinomas. In the remaining 22%, T␤R-II was preserved but Smad2 expression was lost. In all conventional adenomas, however, T␤R-II expression was maintained. Furthermore, all tumors with normal expression of all proteins were adenomas. Conclusions: Downregulation of T␤R-II is a consistent abnormality in follicular carcinomas and can be used to differentiate minimally invasive carcinomas from adenomas. Also, downregulation of Smad proteins is another mechanism by which carcinomas can become independent from TGF-␤-mediated growth inhibition.

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Propellant slosh is a potential source of disturbance critical to the stability of space vehicles. The slosh dynamics are typically represented by a mechanical model of a spring mass damper. This mechanical model is then included in the equation of motion of the entire vehicle for Guidance, Navigation and Control analysis. Our previous effort has demonstrated the soundness of a CFD approach in modeling the detailed fluid dynamics of tank slosh and the excellent accuracy in extracting mechanical properties (slosh natural frequency, slosh mass, and slosh mass center coordinates). For a practical partially-filled smooth wall propellant tank with a diameter of 1 meter, the damping ratio is as low as 0.0005 (or 0.05%). To accurately predict this very low damping value is a challenge for any CFD tool, as one must resolve a thin boundary layer near the wall and must minimize numerical damping. This work extends our previous effort to extract this challenging parameter from first principles: slosh damping for smooth wall and for ring baffle. First the experimental data correlated into the industry standard for smooth wall were used as the baseline validation. It is demonstrated that with proper grid resolution, CFD can indeed accurately predict low damping values from smooth walls for different tank sizes. The damping due to ring baffles at different depths from the free surface and for different sizes of tank was then simulated, and fairly good agreement with experimental correlation was observed. The study demonstrates that CFD technology can be applied to the design of future propellant tanks with complex configurations and with smooth walls or multiple baffles, where previous experimental data is not available.

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