Distributed Electric Propulsion (DEP) technology uses multiple propulsors driven by electric motors distributed about the airframe to yield beneficial aerodynamic-propulsioninteraction. The NASA SCEPTOR flight demonstration project will retrofit an existing internal combustion engine-powered light aircraft with two types of DEP: small "high-lift" propellers distributed along the leading edge of the wing which accelerate the flow over the wing at low speeds, and larger cruise propellers located at each wingtip for primary propulsive power. The updated high-lift system enables a 2.5x reduction in wing area as compared to the original aircraft, reducing drag at cruise and shifting the velocity for maximum lift-to-drag ratio to a higher speed, while maintaining low-speed performance. The wingtip-mounted cruise propellers interact with the wingtip vortex, enabling a further efficiency increase that can reduce propulsive power by 10%. A tradespace exploration approach is developed that enables rapid identification of salient trades, and subsequent creation of SCEPTOR demonstrator geometries. These candidates were scrutinized by subject matter experts to identify design preferences that were not modeled during configuration exploration. This exploration and design approach is used to create an aircraft that consumes an estimated 4.8x less energy at the selected cruise point when compared to the original aircraft. Nomenclature = coefficient of drag 0 = coefficient of drag at zero lift = coefficient of lift = maximum coefficient of lift ⁄ = ratio of drag to dynamic pressure = battery specific energy = energy use per unit distance, conventional configuration = energy use per unit distance, distributed electric propulsion configuration = aircraft gross weight ℎ = altitude above mean sea level = induced drag constant ⁄ = ratio of lift to drag ( ⁄ ) = maximum ratio of lift to drag = mass of battery pack = power consumption of aircraft at cruise = specific excess power (instantaneous rate of climb capability) = rate of descent = range parameter at cruise power, no reserves = efficiency multiplier = velocity at cruise 0 = stall speed in the landing configuration , ∞ = airspeed velocity
Several classes of ligands for Protease-Activated Receptors (PARs) have shown impressive anti-inflammatory and cytoprotective activities, including PAR2 antagonists and the PAR1-targeting parmodulins. In order to support medicinal chemistry studies with hundreds of compounds and to perform detailed mode-of-action studies, it became important to develop a reliable PAR assay that is operational with endothelial cells, which mediate the cytoprotective effects of interest. We report a detailed protocol for an intracellular calcium mobilization assay with adherent endothelial cells in multiwell plates that was used to study a number of known and new PAR1 and PAR2 ligands, including an alkynylated version of the PAR1 antagonist RWJ-58259 that is suitable for the preparation of tagged or conjugate compounds. Using the cell line EA.hy926, it was necessary to perform media exchanges with automated liquid handling equipment in order to obtain optimal and reproducible antagonist concentration-response curves. The assay is also suitable for study of PAR2 ligands; a peptide antagonist reported by Fairlie was synthesized and found to inhibit PAR2 in a manner consistent with reports using epithelial cells. The assay was used to confirm that vorapaxar acts as an irreversible antagonist of PAR1 in endothelium, and parmodulin 2 (ML161) and the related parmodulin RR-90 were found to inhibit PAR1 reversibly, in a manner consistent with negative allosteric modulation.
Abstract-This paper describes the power and command system architecture of the X-57 Maxwell flight demonstrator aircraft. The X-57 is an experimental aircraft designed to demonstrate radically improved aircraft efficiency with a 3.5 times aero-propulsive efficiency gain at a "high-speed cruise" flight condition for comparable general aviation aircraft. These gains are enabled by integrating the design of a new, optimized wing and a new electric propulsion system. As a result, the X-57 vehicle takes advantage of the new capabilities afforded by electric motors as primary propulsors. Integrating new technologies into critical systems in experimental aircraft poses unique challenges that require careful design considerations across the entire vehicle system, such as qualification of new propulsors (motors, in the case of the X-57 aircraft), compatibility of existing systems with a new electric power distribution bus, and instrumentation and monitoring of newly qualified propulsion system devices.Keywords-aircraft propulsion and power, electric propulsion, experimental aircraft, failure modes and effects analysis, x-plane
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