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At least 109 records · Page 6
All sourcesNASA NTRSDOE OSTI
NASA NTRS2023

Advanced Air Mobility Missions for Public Good

Advanced Air Mobility (AAM) brings together novel technologies to produce innovative capabilities that have the potential to enhance the current aviation market and transportation network. However, other AAM missions may provide direct benefits to the public while also supporting the advancement of the commercial AAM market. This assessment explores AAM missions for public good, defining what public good means in the context of AAM and detailing use cases, metrics, and requirements to determine similarities to the broader AAM industry.

advanced air mobility↗
DOE OSTI2026

Airports as Energy Nodes (ÆNodes) Project Report

Aviation is experiencing an influx of electrified aircraft in the advanced air mobility (AAM) space. The goal of Airports as Energy Nodes (ÆNodes) is to evaluate the impact of AAM and other advanced aircraft adoption growth on the electrical system of existing small to medium hub regional airports to better prepare them for the future while also enhancing resiliency and helping surrounding communities. AAM small passenger air service encompasses vertical takeoff and landing (VTOL), general aviation (GA) and flight training, and nine to thirty passenger conventional aircraft for regional air mobility (RAM) applications all of which include electrical, hybrid, or hydrogen powered varieties. Some challenges that ÆNodes is trying to address include how to utilize existing airport infrastructure to meet the energy needs of AAM growth in a way that is robust to aid in the growth of AAM while also leveraging any airport-hosted energy assets for the surrounding community in emergency situations.

24 POWER TRANSMISSION AND DISTRIBUTION↗
NASA NTRSDate not supplied

Simulated Vision-based Approach and Landing System for Advanced Air Mobility

Advanced Air Mobility (AAM) aircraft require precision approach and landing systems (PALS) in several environments, such as urban, suburban, and rural. It is challenging to implement current state-of-the-art methods approved for automated approach and landing for AAM operations with challenges such as GPS degradation in urban environments and visual navigation aids like the glideslope and localizer being narrow and not allowing alternative incoming landing angles at vertiports. However, existing technology and systems, i.e., the instrument landing system (ILS) with glideslope and localizer indicators that use vision, IR, radar, or GPS methods, provide baseline perception and sensing requirements for AAM aircraft approach and landing. This paper focuses on vision-based PAL and computer vision feature correspondence methods to demonstrate a baseline navigation system while adhering to the Federal Aviation Administration requirements and regulations about heliport design (FAA AC 150/5390-2C), which is one of the closest references for vertiport requirements and regulations. The coplanar pose from orthography and scaling with iterations (COPOSIT) algorithm determines pose estimation, which feeds into an Extended Kalman filter that combines IMU with vision to create a vision-based approach and landing (VAL) sensor fusion navigation solution for GPS-denied environments. The VAL navigation solution provides promising simulation results for AAM PALS with Hough circle detection and feature correspondence, which demonstrate robustness to false positives. This paper incorporates moderately high- fidelity simulations with computer graphics rendering to show a distributed sensor network to track an AAM aircraft during approach and landing to compare with the aircraft’s onboard vision-based navigation solution.

distributed sensing↗
NASA NTRSDate not supplied

VSLAM and Vision-based Approach and Landing for Advanced Air Mobility

Advanced Air Mobility (AAM) aircraft have many challenges in landing accurately and safely in urban, suburban, and rural environments. Localization in large and open rural environments could utilize GPS, but AAM aircraft in urban environments will encounter GPS degradation. Another challenge involves flight operation time, i.e., flying during the day or at night. There are different guidelines, landmarks, and landing light configurations at runways, heliports, and vertiports for daytime and nighttime applications. Tailoring feature detection methods for AAM approach and landing during the day and night pose different issues and challenges. It is easier to detect edges, lines, and other runway markers during the day than at night. Conversely, it is easier to see landing light configurations and patterns at nighttime than daytime. Consequently, utilizing the same feature detector for daytime and nighttime operations may not be feasible. This paper focuses on a vision-based precision approach and landing (PAL) by comparing ORB SLAM 2, a Vision Simultaneous Localization and Mapping (VSLAM) algorithm, and a novel EKF that combines onboard IMU measurements with coplanar pose from orthography and scaling with iterations (COPOSIT). Conducting unmanned aerial system (UAS) flight tests at NASA Armstrong Flight Research Center (AFRC) with landmarks and fiducials distributed around the landing zone provides a simulated AAM approach and landing data to test vision-based PAL methods to provide Alternative Position, Navigation, and Timing (APNT) solutions for AAM PAL applications. The novel vision-based PAL EKF with IMU and COPOSIT provides accurate state estimation when distributed landmarks and fiducials are in the field of view.

distributed sensing↗
DOE OSTI2021

Cu- and Zn-doped alkali activated mortar – Properties and durability in (bio)chemically aggressive wastewater environments

Metakaolin-based alkali activated mortars (AAM) - with and without CuSO{sub 4}·5H{sub 2}O and ZnO addition (mass ratio M{sup n+}/solid binder 0.08% to 1.7%) - were casted and exposed within an extensive long-term field campaign over the period of 20 months to a sewer basin, strongly affected by biogenic acid corrosion. (Un-)exposed AAM were tested regarding their physicochemical and microstructural properties, bioreceptivity and overall durability. Metal addition led to a retarding effect during alkali-activation reaction, as well as to an increase in open porosity of up to 3.0% and corresponding lower compressive strength of up to 10.9%. Reduced microbial colonization and diversity were observed on AAM with Cu, while Zn addition led to increased biodiversity. We propose that the observed higher durability of Cu-doped AAM is due to antibacterial effects and associated reduction of biogenic acid production, superseding overall negative effects of metal-dosage on physical material properties. Observed lower durability of Zn-doped AAM was related to combined negative physicochemical and microbial effects.

36 MATERIALS SCIENCE↗
DOE OSTI2014

Persistence of systematic errors in the Asian-Australian monsoon precipitation basic states in climate models: a way forward

The annual cycle of the Asian-Australian monsoon (AAM) system can be regarded as the seasonal displacement of the large-scale Intertropical Convergence Zone (ITCZ), which is anchored by the north-south migration of the Indo-Pacific warm pool. In the respective hemispheres, intense solar heating over land during spring and early summer provide the necessary thermodynamic conditions for the occurrence of deep convection off the equator. The rainfall and diabatic heating associated with the AAM is perhaps the most vigorous of all the regional monsoon components in the globe. Yet, skill in monsoon prediction (days to seasons) by dynamical models remains low, partly due to our lack of understanding of the entirety of the monsoon system and our inability to model the interactive processes that govern it. Simulating the monsoon precipitation climatology remains a grand challenge. The multi-model mean (MMM) errors for summertime precipitation relative to GPCP observations have shown little improvement in CMIP5 as compared to CMIP3. For the Asian Summer Monsoon, the MMM monsoon rainfall is weaker over South Asia, the western equatorial Indian Ocean and tropical West Pacific. For the Australian summer monsoon, it is excessive over most of the Maritime Continent, and deficient over northern Australia. Throughout the year, excessive rainfall is simulated over South China Sea – Maritime Continent regions, and CMIP5 models do not capture the annual cycle of the AAM. One implication is that uncertainties in future projections (e.g., IPCC 2013) of AAM mean rainfall may not have reduced from CMIP3 to CMIP5. Solutions from an intermediate model show that diabatic heating (Q) associated with the AAM influences the global circulation. Compared to the reanalysis, many models tend to have maxima at the mid-troposphere but their simulated amplitude is overestimated in the lower troposphere (900-700 hPa) and underestimated from 600-300 hPa, a feature readily apparent in the MMM composite (dashed black line). The lower troposphere peak may be attributed to misrepresentations in shallow convection. Some outliers, such as CSIROMk3- 6-0 and ACCESS1-3, do not show any appreciable vertical structure, and the simulated monsoon over South Asia is virtually absent in these models. TRMM observations indicate that over the monsoon region the contribution from stratiform rainfall is about 40% to the Q intensity. In contrast, most of the CMIP3 models produce too much convective rainfall (95% of the total) and too little stratiform precipitation. Given the persistence of errors, we speculate that errors in the partitioning of total rainfall into convective-stratiform still persist in CMIP5, and may be one of the reasons for underestimation (overestimation) of Q in the layer 600-300 (900-700) hPa. In summary, the rather slow progress in modeling in the last decade or so led us to wonder: Has the scientific community reached a “plateau” in modeling mean monsoon precipitation?

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS1995

High-frequency variations in Earth rotation and the planetary momentum budget

The major focus of the subject contract was on helping to resolve one of the more notable discrepancies still existing in the axial momentum budget of the solid Earth-atmosphere system, namely the disappearance of coherence between length-of-day (l.o.d.) and atmospheric angular momentum (AAM) at periods shorter than about a fortnight. Recognizing the importance of identifying the source of the high-frequency momentum budget anomaly, the scientific community organized two special measurement campaigns (SEARCH '92 and CONT '94) to obtain the best possible determinations of l.o.d. and AAM. An additional goal was to analyze newly developed estimates of the torques that transfer momentum between the atmosphere and its underlying surface to determine whether the ocean might be a reservoir of momentum on short time scales. Discrepancies between AAM and l.o.d. at sub-fortnightly periods have been attributed to either measurement errors in these quantities or the need to incorporate oceanic angular momentum into the planetary budget. Results from the SEARCH '92 and CONT '94 campaigns suggest that when special attention is paid to the quality of the measurements, better agreement between l.o.d. and AAM at high frequencies can be obtained. The mechanism most responsible for the high-frequency changes observed in AAM during these campaigns involves a direct coupling to the solid Earth, i.e, the mountain torque, thereby obviating a significant oceanic role.

Rosen, Richard D.↗
NASA NTRS1997

Interannual Fluctuations in Atmospheric Angular Momentum Simulated by the National Centers for Environmental Prediction Medium Range Forecast Model

An earlier study established the existence of globally coherent interannual fluctuations in atmospheric angular momentum (AAM), associated with the El Nino-Southern Oscillation (ENSO) cycle. In this paper, we pursue the origin and the structure of these fluctuations using an ensemble of experiments generated by the National Centers for Environmental Prediction, medium range forecast model version 9. In the control experiments, where the observed sea surface temperatures (SSTs) were used as the lower boundary conditions, the model captures the characteristic V-like structure in time-latitude plots of zonally averaged AAM, while experiments with climatological SSTs and those with either perpetual warm or cold ENSO conditions superimposed on the climatological SSTs failed to reproduce this structure. The numerical results indicate that these AAM structures are related to SST variations associated with transitions between different phases of the ENSO cycle and have both propagating and standing components. The largest zonal wind contribution from the levels studied (850, 500, and 200 hPa) is at 200 hPa, where the tropical convective outflow is the strongest. Composites of zonal wind and geopotential height show a clear relationship between the stages of the global AAM oscillation and the ENSO cycle. The strong similarity between the simulated and observed AAM series attests to the model's ability to realistically simulate the interannual response of the atmosphere to ENSO SST anomalies.

Mo, Kingtse C.↗
NASA NTRSDate not supplied

Informing New Concepts for UAS and Autonomous System Safety Management using Disaster Management and First Responder Scenarios

As emerging flight operations become more prevalent and increasingly automated and distributed, the capabilities for managing safety of vehicles and operations will also need to evolve. To address this challenge, the National Academies has envisioned an In-Time Aviation Safety Management System (IASMS) capability for a wide range of aviation operations including current commercial operations as well as new entrants envisioned with advanced air mobility (AAM). The suite of IASMS services, functions, and capabilities (SFCs) would be implemented in a federated approach and would address trends as well as individual operations. Through predictive modeling and data analysis, IASMS is envisioned to identify arising risks so that they can be mitigated, in-time, before a safety incident occurs. IASMS and its requisite set of SFCs must leverage a wide range of information to perform. To better understand these new needs, FSF worked with the aviation and humanitarian communities to develop and validate scenarios that include traditional aviation operations and UAS operations intermingled as they are deployed for disaster management and first responder (DMFR) situations. The three scenarios developed include: • Post Natural disaster response, such as a hurricane, involving multiple parties utilizing traditional aviation and UAS to support rescue operations, surveil damage, and locate survivors needing assistance. • Wildfire fighting in remote locations with traditional aircraft for transport and fire-retardant delivery combined with UAS for surveillance of fire locations as well as to track individual firefighter locations. • Medical Operations and AAM in Urban Environments including passenger-carrying helicopters and AAM vehicles, medical missions (such as transport of radio-pharmaceuticals), and other UAS delivery operations (such as the delivery of defibrillators). Each scenario was developed and validated by representatives with expertise in humanitarian operations, urban and rural emergency response, air traffic management, UAS operations, and traditional flight operations. The scenario definitions address roles and responsibilities of individual actors, the appropriate utilization of UAS, and the actions taken by those actors to appropriately manage risks associated with the mission and environment. The risks to aviation traffic and to people on the ground explored included potential risks arising from incompatibilities in calculating reference altitudes (eg, differing uses of AGL, MSL, barometric, or GPS-derived values), loss of command and control (C2) communications, rapid changes in weather and winds, and physical interference. For each risk, IASMS SFCs were postulated in the context of monitoring services, risk assessment capabilities, and identifying appropriate mitigation strategies. The identified SFC capabilities were envisioned from known services postulated for IASMS and for UTM. For these unique environments, IASMS SFCs are needed to address conditions such as hazardous payloads, micro-climates and urban canyons, and the need to keep uninvolved air traffic out of the area where DMFR operations are being conducted. The second phase of analysis focused on inferring the specific information needs and the SFCs for IASMS, utilizing a structure of 16 information classes to organize requirements. For each of the risks identified in the workshops, it was postulated what data sources would be necessary to monitor critical aspects of the risk (eg, surrounding air traffic, ground population, terrain, etc). to be directly measured as well as data that would be derived, which implies additional SFCs for different actors to understand what information would likely be exchanged between parties. For an IASMS to be effective, additional research is needed to develop the advanced algorithms that can address the increasingly autonomous and complex operations in differing environments and to develop means of identifying unknown risks. Looking at these scenarios highlighted a number of research issues. These include the ability to quickly "cordon off" airspace thru temporary flight restrictions (TFRs) or other means, developing clear definitions to enable automation-based algorithms for prioritizing operations, defining airspace density metrics, standardization of altitude reporting, and establishing a basis for safety data metrics definition and collection. This paper seeks to outline the development of an IASMS in the context of the DMFR scenarios and resulting demonstrations. Utilizing this contextual approach, NASA will generate recommendations for an assured safety framework for AAM operations that enables AAM operations to safely access the NAS.

In Time Aviation Safety Management System↗
NASA NTRSDate not supplied

Community Integration of Advanced Air Mobility

This presentation was given on November 8, 2021 at a pre-Showcase Webinar prior to the November 10, 2021 Ohio AAM Showcase. Topics covered in the presentation include NASA's AAM Partnership Strategy including the AAM partnerships, NASA's AAM National Campaign Timeline, and how NASA is working with Community Partners to integrated AAM into their communities.

Nancy Mendonca↗
NASA NTRS2022

Vision-Based Precision Approach and Landing for Advanced Air Mobility

Advanced Air Mobility (AAM) aircraft require perception systems for precision approach and landing systems (PALS) in urban, suburban, rural, and regional environments. The current state-of-the-art methods approved for automated approach and landing will be difficult to utilize in support of AAM operational concepts. However, there are technology and systems from other applications and lower-TRL research that use vision, IR, radar, and GPS methods to provide baseline perception and sensing requirements for AAM aircraft approach and landing. This paper focuses on vision-based PAL to demonstrate a closed-loop baseline controller while adhering to the Federal Aviation Administration requirements and regulations. The coplanar algorithm determines pose estimation, which feeds into an Extended Kalman filter. Combining IMU with vision creates a sensor fusion navigation solution for GPS-denied environments. The state estimate leads to glideslope and localizer error computations, which will be pertinent for designing and deriving guidance laws and control laws for AAM PALS. The IMU and vision navigation solution provides promising simulation results for AAM PALS, and higher fidelity simulations will include computer graphics rendering and feature correspondence.

Evan Kawamura↗
NASA NTRSDate not supplied

NASA’s MBSE Approach for Advanced Air Mobility

NASA’s Aeronautics Research Mission Directorate (ARMD) has a significant research effort for advanced air mobility (AAM). AAM involves bringing aviation closer to where people live and work and offers the possibility of making aviation a normal part of everyday life. The scope of AAM is broad, including transformations in aircraft, airspace operations, and in how these new aviation capabilities will integrate into local communities. Due to the nature of AAM cutting across multiple aspects of the aircraft, airspace, and community domains, NASA is applying tools and techniques aligned with a model-based systems engineering approach. These are intended to capture and organize applicable system architectures and potential requirements in order to deliver a validated system architecture and recommended set of requirements that enable sustainable and scalable medium density AAM operations.

Advanced Air Mobility↗
NASA NTRSDate not supplied

National Association of State Aviation Officials (NASAO)

AAM Mission presentation given by the ARMD Associate Administrator, Robert Pearce, to the National Association of State Aviation Officials (NASAO) on March 2, 2022. The presentation includes an overview of the ARMD missions, AAM use cases, NASA's role to address AAM challenges and AAM mission priorities, National Campaign status, and the community partnerships for AAM.

Advanced Air Mobility↗
NASA NTRSDate not supplied

A Simulation Architecture for Air Traffic Over Urban Environments Supporting Autonomy Research in Advanced Air Mobility

NASA is conducting investigations into Advanced Air Mobility (AAM) concepts, aircraft, and operations. One of the most challenging scenarios for AAM will be enabling safe routine access into densely populated urban centers. To address challenges in the urban environment, a moderately high-fidelity simulation capability is needed to investigate AAM flight operations over a regional area for the development and evaluation of autonomy technologies. This paper describes a system to simulate flight operations around regions such as the San Francisco-Oakland Bay area at a moderately-high scale (10's-100's of flights) that incorporates detailed vehicle models and control necessary to support research in airborne autonomy. The flight vehicle utilizes NASA AAM concept vehicle dynamics integrated with a custom flight management system and flight control system to accurately simulate all phases of flight. Glass cockpit displays have been developed for monitoring aircraft operation over a detailed simulated urban environment. Simulation models have been integrated to simulate air and ground-based sensors, such as radar and LIDAR. The commercial X-Plane software package is used as a rendering engine to mimic vision-based sensors (such as onboard and ground-based cameras) at various times of day and in various weather conditions over a relatively detailed graphical model of the city. The paper presents a detailed illustration of the simulation and software architecture used for traffic over this urban region. This system is enabling the evaluation of NASA research concepts in autonomy for urban AAM operations on the path toward aircraft flight test evaluation.

Keerthana Kannan↗
NASA NTRSDate not supplied

A Structurally-Adaptive Framework for Distributed Airborne Sensing over Real-time Collaborative Information Sharing Networks

The emergence and maturation of wireless communication technologies continue to transform the aviation industry and are enabling new solutions to challenges faced by NASA’s Advanced Air Mobility (AAM) initiative. AAM is leading towards high-density autonomous aircraft operations in areas underserved by traditional aviation, such as over densely populated urban centers. In this paper, we build on concepts from Smart Spaces - where sensing, processing, and communication are embedded in an environment, and agents are operating within the space can exploit these capabilities in real-time through collaborative information sharing networks. Building from these concepts, we propose a framework to enable a dynamic, topologically-adaptive, and distributed estimation system for man-rated aviation to address challenges faced by autonomous AAM operations. This paper presents the initial concept of operations and system design for this framework, presents a mathematical formulation for abstraction of the problem, identifies requirements and constraints for operation, and presents algorithmic constructs and mathematical formalisms to demonstrate operation. The proposed framework will be evaluated on a regional AAM flight scenario and will focus on two initial applications: (1) GPS-free navigation supporting precision approach and landing (PAL), and (2) surveillance and conformance monitoring of aircraft in vertiport airspaces. Such approaches show promise in addressing gaps in current technologies needed to enable future AAM concepts, while promising greater capabilities, performance, robustness, and safety over current aviation systems and operations.

Structurally-Adaptive↗
NASA NTRSDate not supplied

Enhancements, Verification, and VMS Integration of VTOL Concept Vehicle Simulation Models

Advanced Rotorcraft Technology (ART) and the NASA Ames Aeromechanics branch have jointly developed FLIGHTLAB simulation models for Advanced Air Mobility (AAM) VTOL concept vehicles. The overarching purpose of the simulation model development is to establish a set of well defined reference vehicles for FLIGHTLAB users and the rotorcraft community. The ongoing research effort and enhancement of these AAM simulation models to fulfill the role of quality reference vehicles is this paper’s focus. The content of this paper expands on the established characteristics of these AAM models in three primary areas. First, enhancement of the lift+cruise and tiltwing models with elastic airframe properties is discussed. The process of setting up the elastic airframe model in FLIGHTLAB, as well as the impacts on flight characteristics are explained. The introduction of the elastic airframe modeling allows these models to be used in flight dynamics, loads, and vibration analysis of the configuration designs. Next, linear model generation from the enhanced simulation model is covered. Confirming the validity of the linearized models is of importance, as these linear models are utilized for flight control design and tuning for these experimental configurations. For the final focus, the progress towards implementation of these models into the NASA Ames Vertical Motion Simulator (VMS) is described. This task seeks to demonstrate the procedures of integrating a FLIGHTLAB flight simulation in the VMS environment, test fully integrated simulation with communication between flight dynamics, control, and propulsion models, and explore the essential aspects of simulation model integration in a full flight simulator environment. This includes I/O definition, initialization, trim, flying, etc. By expanding the capabilities of the AAM simulation models, they continue to develop as valuable and approachable modeling references.

VMS↗
DOE OSTI2021

Evidence of formation of an amorphous magnesium silicate (AMS) phase during alkali activation of (Na-Mg) aluminosilicate glasses

Highlights: • No hydrotalcite-group phase is formed as Al preferentially incorporates into zeolites. • Mg forms an amorphous Mg silicate (AMS) phase. • AMS is a more depolymerized phase when compared to Mg silicate hydrate (M-S-H). • High charge density of Mg effectively stabilizes depolymerized silicates in AMS phase. • Existence of AMS phase should be considered as possibility in Mg-rich AAMs. There is some ambiguity regarding the fate of Mg during the alkali activation of Mg-rich precursors within the broader field of alkali activated materials (AAMs). The present work addresses this issue by studying the reaction products in AAMs synthesized from (Na-Mg) aluminosilicate glasses. Here, instead of magnesium silicate hydrate (M-S-H) phase, Mg exclusively forms an amorphous magnesium silicate (AMS) phase. Compared to M-S-H, AMS is a more depolymerized phase, which has not previously been well documented. The formation of AMS seems to be driven by the high charge density of the Mg cation which effectively stabilizes the depolymerized silicate species. We also show that the lack of hydrotalcite-group phases is due to aluminum depletion by zeolite formation. This work highlights the need to consider the existence of the AMS phase in Mg-containing AAMs, especially in complex systems, where its identification may be difficult.

36 MATERIALS SCIENCE↗
DOE OSTI2016

Evaluation of microRNAs − 208 and 133a/b as differential biomarkers of acute cardiac and skeletal muscle toxicity in rats

Conventional circulating biomarkers of cardiac and skeletal muscle (SKM) toxicity lack specificity and/or have a short half-life. MicroRNAs (miRNAs) are currently being assessed as biomarkers of tissue injury based on their long half-life in blood and selective expression in certain tissues. To assess the utility of miRNAs as biomarkers of cardiac and SKM injury, male Sprague–Dawley rats received a single dose of isoproterenol (ISO); metaproterenol (MET); allylamine (AAM); mitoxantrone (MIT); acetaminophen (APAP) or vehicle. Blood and tissues were collected from rats in each group at 4, 24 and 48 h. ISO, MET, and AAM induced cardiac and SKM lesions and APAP induced liver specific lesions. There was no evidence of tissue injury with MIT by histopathology. Serum levels of candidate miRNAs were compared to conventional serum biomarkers of SKM/cardiac toxicity. Increases in heart specific miR-208 only occurred in rats with cardiac lesions alone and were increased for a longer duration than cardiac troponin and FABP3 (cardiac biomarkers). ISO, MET and AAM induced increases in MyL3 and skeletal muscle troponin (sTnl) (SKM biomarkers). MIT induced large increases in sTnl indicative of SKM toxicity, but sTnl levels were also increased in APAP-treated rats that lacked SKM toxicity. Serum levels of miR-133a/b (enriched in cardiac and SKM) increased following ISO, MET, AAM and MIT treatments but were absent in APAP-treated rats. Our results suggest that miR-133a/b are sensitive and specific markers of SKM and cardiac toxicity and that miR-208 used in combination with miR-133a/b can be used to differentiate cardiac from SKM toxicity. - Highlights: • MiR-208 is specifically expressed in rat hearts. • MiR-133a/b are enriched in rat cardiac/skeletal muscle. • MiR-133a/b are sensitive and specific markers of muscle/cardiac toxicity. • MiR-208 can be used to differentiate cardiac toxicity from skeletal muscle toxicity.

60 APPLIED LIFE SCIENCES↗