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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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At least 145 records · Page 8
All sourcesNASA NTRSDOE OSTI
NASA NTRS1988

Test stand performance of a convertible engine for advanced V/STOL and rotorcraft propulsion

A variable inlet guide vane (VIGV) convertible engine that could be used to power future high-speed V/STOL and rotorcraft was tested on an outdoor stand. The engine ran stably and smoothly in the turbofan, turboshaft, and dual (combined fan and shaft) power modes. In the turbofan mode with the VIGV open, fuel consumption was comparable to that of a conventional turbofan engine. In the turboshaft mode with the VIGV closed, fuel consumption was higher than that of present turboshaft engines because power was wasted in churning fan-tip air flow. In dynamic performance tests with a specially built digital engine control and using a waterbrake dynamometer for shaft load, the engine responded effectively to large steps in thrust command and shaft torque.

Mcardle, Jack G.↗
NASA NTRS2005

Long-Duration Testing of a Temperature-Swing Adsorption Compressor for Carbon Dioxide for Closed-Loop Air Revitalization Systems

This paper describes the results of long-duration testing of a temperature-swing adsorption compressor that has application in the International Space Station (ISS) and future spacecraft for closing the air revitalization loop. The air revitalization system of the ISS operates in an open loop mode and relies on the resupply of oxygen and other consumables from Earth for the life support of astronauts. A compressor is required for delivering the carbon dioxide from a removal assembly to a reduction unit to recover oxygen and thereby closing the air-loop. The TSAC is a solid-state compressor that has the capability to remove CO2 from a low-pressure source, and subsequently store, compress, and deliver at a higher pressure as required by a processor. The TSAC is an ideal interface device for CO2 removal and reduction units in the air revitalization loop of a spacecraft for oxygen recovery. The TSAC was developed and its operation was successfully verified in integration tests with the flight-like Carbon Dioxide Removal Assembly (CDRA) at Marshall Space Flight Center prior to the long-duration tests. Long-duration tests reveal the impacts of repeated thermal cycling on the compressor components and the adsorbent material.

Rosen, Micha↗
NASA NTRS1995

SOFIA 2 model telescope wind tunnel test report

This document outlines the tests performed to make aerodynamic force and torque measurements on the SOFIA wind tunnel model telescope. These tests were performed during the SOFIA 2 wind tunnel test in the 14 ft wind tunnel during the months of June through August 1994. The test was designed to measure the dynamic cross elevation moment acting on the SOFIA model telescope due to aerodynamic loading. The measurements were taken with the telescope mounted in an open cavity in the tail section of the SOFIA model 747. The purpose of the test was to obtain an estimate of the full scale aerodynamic disturbance spectrum, by scaling up the wind tunnel results (taking into account differences in sail area, air density, cavity dimension, etc.). An estimate of the full scale cross elevation moment spectrum was needed to help determine the impact this disturbance would have on the telescope positioning system requirements. A model of the telescope structure, made of a light weight composite material, was mounted in the open cavity of the SOFIA wind tunnel model. This model was mounted via a force balance to the cavity bulkhead. Despite efforts to use a 'stiff' balance, and a lightweight model, the balance/telescope system had a very low resonant frequency (37 Hz) compared to the desired measurement bandwidth (1000 Hz). Due to this mechanical resonance of the balance/telescope system, the balance alone could not provide an accurate measure of applied aerodynamic force at the high frequencies desired. A method of measurement was developed that incorporated accelerometers in addition to the balance signal, to calculate the aerodynamic force.

Keas, Paul↗
DOE OSTI2025

Hydraulic Conductivity Measurements, Utqiagvik (Barrow), Alaska, 2014

Six individual ice cores were collected from the Barrow Environmental Observatory in Barrow, Alaska, in May of 2013 as part of the Next Generation Ecosystem Experiment (NGEE). Each core was drilled at a different location to varying depths. After drilling, the cores were stored in coolers packed with dry ice and flown to Lawrence Berkeley National Laboratory (LBNL) in Berkeley, CA. 3-dimensional images of the cores were constructed using medical X-ray computed tomography (CT) scanner at 120kV. Hydraulic conductivity samples were extracted from these cores at LBNL Richmond Field Station in Richmond, CA, in February 2014 by cutting 5 to 8 inch segments using a chop saw. Samples were packed individually and stored at -20C freezing temperatures to minimize any changes in structure or loss of ice content prior to analysis. Hydraulic conductivity was determined through falling head tests using a permeameter [ELE International, Model #: K-770B] (Appendix A). Samples were placed in a latex membrane via a membrane stretcher while frozen. Use of a membrane stretcher made the membranes easier to secure and minimized contact with the sample. A clear polycarbonate sleeve, fabricated with a stainless steel ring at the bottom to keep the sleeve from floating, was placed around the sample inside the permeameter to minimize deformation during analysis. The permeameter was filled with water and 1.0 PSI of air was applied for confining pressure during sample defrost. Outflow valves were left open to allow for incremental thawing and samples were left to thaw for approximately 12 hours. After approximately 12 hours of thaw, initial falling head tests were performed. When the flow was significantly too fast or too slow, the analysis was stopped and the burette size was adjusted accordingly (i.e. a larger diameter burette was used for flows that were faster than desired or a smaller diameter burette was used for flows that were slower than desired). Two to four measurements were collected on each sample and collection stopped when the applied head load exceeded 25% change from the original load. Analyses were performed between 2 to 3 times for each sample. The final hydraulic conductivity calculations were computed using methodology of Das et al., 1985.The Next-Generation Ecosystem Experiments: Arctic (NGEE Arctic), was a 15-year research effort (2012-2027) to reduce uncertainty in Earth System Models by developing a predictive understanding of carbon-rich Arctic ecosystems and feedbacks to climate. NGEE Arctic was supported by the Department of Energy's Office of Biological and Environmental Research. The NGEE Arctic project had two field research sites: 1) located within the Arctic polygonal tundra coastal region on the Barrow Environmental Observatory (BEO) and the North Slope near Utqiagvik (Barrow), Alaska and 2) multiple areas on the discontinuous permafrost region of the Seward Peninsula north of Nome, Alaska. Through observations, experiments, and synthesis with existing datasets, NGEE Arctic provided an enhanced knowledge base for multi-scale modeling and contributed to improved process representation at global pan-Arctic scales within the Department of Energy's Earth system Model (the Energy Exascale Earth System Model, or E3SM), and specifically within the E3SM Land Model component (ELM).

54 ENVIRONMENTAL SCIENCES↗
NASA NTRS2005

Drive Motor Improved for 8- by 6-Foot Supersonic Wind Tunnel/9- by 15-Foot Low-Speed Wind Tunnel Complex

An operational change made recently in the drive motor system for the 8- by 6-Foot Supersonic Wind Tunnel (8x6 SWT)/9- by 15-Foot Low-Speed Wind Tunnel (9x15 LSWT) complex resulted in dramatic power savings and expanded operating range. The 8x6 SWT/9x15 LSWT complex offers a unique combination of wind tunnel conditions for both high- and low-speed testing. Prior to the work discussed in this article, the 8- by 6-ft test section offered airflows ranging from Mach 0.36 to 2.0. Subsonic testing was done in the 9-ft high, 15-ft wide test area in the return leg of the facility. The air speed in this test section can range from 0 to 175 mph (Mach 0.23). In the past, we varied the air speed by using a combination of the compressor speed and the position of the tunnel flow-control doors. When very slow speeds were required in the 9x15 LSWT, these large tunnel flow control doors might be very nearly full open, bleeding off large quantities of air, even with the drive system operating at its previous minimum speed of about 510 rpm. Power drawn during this mode of operation varied between 15 and 18 MW/hr, but clearly much of this power was not being used to provide air that would be used for testing in the test section. The air exiting these large doors represented wasted power. Early this year, the facility's tunnel drive system was run on one motor instead of three to see if lower drive speeds could be achieved that would, in turn, result in large power savings because unnecessary air would not be blown out of the flow-control doors unnecessarily. In addition, if the drive could be run slower, then slower speeds would also be possible in the 8x6 SWT test section as an added benefit. Results of the first tests performed early last year showed that in fact the drive, when operating on only one motor, actually reached a steady-state speed of only 337 rpm and drew an amazingly small 6 MW/hr of electrical power. During daytime operation of the drive, this meant that it would be possible to save as much as 10 MW/hr, or nearly $600 per hour of operation, for many of the 9x15 LSWT's testing regimes. An added benefit of this power-saving venture was that since the 8x6 SWT and 9x15 LSWT are indeed on a common loop, if the compressor is slowed down to benefit the 9x15 LSWT, then the air moving through the 8x6 SWT is also moving slower than ever before. In fact, testing has proven that the 8x6 SWT can now achieve Mach 0.25, whereas its previous lower limit was Mach 0.36. This added benefit has attracted additional customers

Source record↗
NASA NTRS1976

Overall and blade element performance of a 1.20 pressure ratio fan stage with rotor blades reset -7 deg

A 51-cm-diam model of a fan stage for short haul aircraft was tested in a single stage compressor research facility. The rotor blades were set 7 deg toward the axial direction (opened) from the design setting angle. Surveys of the air flow conditions ahead of the rotor, between the rotor and stator, and behind the stator were made over the stable operating range of the stage. At the design speed and a weight flow of 30.9 kg/sec, the stage pressure ratio and efficiency were 1.205 and 0.85, respectively. The design speed rotor peak efficiency of 0.90 occurred at a flow rate of 32.5 kg/sec.

Lewis, G. W., Jr.↗
NASA NTRS1976

Overall and blade element performance of a 1.20-pressure-ratio fan stage with rotor blades reset -5 deg

A 51-cm-diam model of a fan stage for a short haul aircraft was tested in a single stage-compressor research facility. The rotor blades were set 5 deg toward the axial direction (opened) from design setting angle. Surveys of the air flow conditions ahead of the rotor, between the rotor and stator, and behind the stator were made over the stable operating range of the stage. At the design speed of 213.3 m/sec and a weight flow of 31.5 kg/sec, the stage pressure ratio and efficiency were 1.195 and 0.88, respectively. The design speed rotor peak efficiency of 0.91 occurred at the same flow rate.

Lewis, G. W., Jr.↗
NASA NTRS2021

A Data & Reasoning Fabric to Enable Advanced Air Mobility

A Data & Reasoning Fabric (DRF) is envisioned to enable the full potential of advanced air mobility by providing all data and reasoning where they are needed. The DRF marketplace is based on an open foundational ecosystem of data and reasoning exchange between the many systems that must seamlessly interplay to manage the envisioned highly complex and dense airspace operations. DRF activities will identify, test and - as needed - research and develop critical core technologies, and collaboratively test these technologies, open standards and architectures, and the integrated framework with end-users so as to deliver reference designs and development environments that catalyze broad private and public sector buy-in and self-sustaining development of it and associated standards.

Urban Air Mobility↗
NASA NTRS1999

The MSP 2001 Mars Environmental Compatibility Assessment (MECA)

The Mars Environmental Compatibility Assessment (MECA) will evaluate the Martian environment for soil and dust-related hazards to human exploration as part of the Mars Surveyor Program 2001 Lander. Sponsored by the Human Exploration and Development of Space (HEDS) enterprise, MECA's goal is to evaluate potential geochemical and environmental hazards that may confront future Martian explorers, and to guide HEDS scientists in the development of high fidelity Mars soil simulants. The integrated MECA payload contains a wet-chemistry laboratory, a microscopy station, an electrometer to characterize the electrostatics of the soil and its environment, and arrays of material patches to study the abrasive and adhesive properties of soil grains. The instrument will acquire soil samples with a robotic arm equipped with a camera. MECA will examine surface and subsurface soil and dust in order to characterize particle size, shape, hardness, and also physical characteristics that may provide clues to mineralogy. MECA will characterize soil/water mixtures with respect to pH, redox potential, total dissolved ions, and trace toxins. MECA will determine the nature of electrostatic charging associated with excavation of soil, and the influence of ionizing radiation on material properties. It will also observe natural dust accumulation on engineering materials. To accomplish these objectives, MECA is allocated a mass of 10 kg within an enclosure of 35 x 25 x 15 cm. The Wet Chemistry Laboratory (WCL) consists of four identical cells that will accept samples from surface and subsurface regions accessible to the Lander's robotic arm, mix them with water, and perform extensive analysis of the solution. Ion-selective electrodes and related sensors will evaluate total dissolved solids, redox potential, pH, and the concentration of many soluble ions and gases in wet Martian soil. These electrodes can detect potentially dangerous heavy-metal ions, emitted pathogenic gases, and the soil's corrosive potential. Experiments will include cyclic voltammetry and anodic stripping voltammetry. Complementary to the Viking experiments, the chemical laboratory will characterize the water-soil solution rather than emitted gases. Nonetheless, through analysis of dissolved gases it will be able to replicate many of the Viking observations related to oxidants. MECA's microscopy station combines optical and atomic-force microscopy (AFM) in an actively focused, controlled illumination environment to image particles from millimeters to nanometers in size. Careful selection of substrates allows controlled experiments in adhesion, abrasion, hardness, aggregation, magnetic and other properties. Special tools allow primitive manipulation (brushing and scraping) of samples. Soil particle properties including size, shape, color, hardness, adhesive potential (electrostatic and magnetic), will be determined using an array of sample receptacles and collection substrates. The simple, rugged atomic-force microscope will image in the submicron size range and has the capability of performing a particle-by-particle analysis of the dust and soil. On Earth, the earliest forms of life are preserved as microfossils. The atomic-force microscope will have the required resolution to image down to the scale of terrestrial microfossils and beyond. Mounted on the end of the robot arm, MECA's electrometer actually consists of four types of sensors: an electric field meter, several triboelectricity monitors, an ion gauge, and a thermometer. Tempered only by ultraviolet-light-induced ions and a low-voltage breakdown threshold, the dry, cold, dusty martian environment presents an imposing electrostatic hazard to both robots and humans. The field meter will measure the ambient field on nearby objects while the triboelectric sensors, using identical circuitry, will measure the charge accumulated on test substances as they are dragged through the soil by the arm. The ion chamber, open to the environment, will sense both charged dust and free ions in the air. Over and above the potential threat to electronics, the electrostatic environment holds one of the keys to transport of dust and, consequently, Martian meteorology. Viewed with the robot arm camera, the abrasion and adhesion plates are strategically placed to allow direct observation of the interaction between materials and soils on a macroscopic scale. Materials of graded hardness are placed directly under the robot arm scoop to sense wear and soil hardness. A second array, placed on the lander deck, is deployed after the dust plume of landing has settled. It can be manipulated in a primitive fashion by the arm, first having dirt deposited on it from the scoop and subsequently shaken clean. A third array will passively collect dust from the atmosphere. In addition to objectives related to human exploration, the MECA data set will be rich in information relevant to basic geology, paleoclimate, and exobiology issues. To understand both contemporaneous and ancient processes on Mars, the mineralogy, petrology, and reactivity of Martian surface materials should be constrained. The MECA experiment will shed light on these quantities through its combination of chemistry and microscopy. MECA will be capable of measuring the composition of ancient surface water environments, observing microscopic evidence of geological (and biological?) processes, inferring soil and dust transport, comminution and weathering mechanisms, and characterizing soil horizons that might be encountered during excavation.

Hecht, M. H.↗
NASA NTRS2001

Compressor Stall Recovery Through Tip Injection Assessed

Aerodynamic stability is a fundamental limit in the compressor design process. The development of robust techniques for increasing stability has several benefits: enabling higher loading and fewer blades, increasing safety throughout a mission, increasing tolerance to stage mismatch during part-speed operation and speed transients, and providing an opportunity to match stages at the compressor maximum efficiency point, thus reducing fuel burn. Mass injection upstream of the tip of a high-speed axial compressor rotor is a stability enhancement approach known to be effective in suppressing stall in tip-critical rotors if the injection is activated before stall occurs. This approach to stall suppression requires that a reliable stall warning system be available. Tests have recently been performed to assess whether steady injection can also be used to recover from fully developed stall. If mass injection is effective in recovering from stall quickly enough to avoid structural damage or loss of engine power, then a stall warning system may not be required. The stall recovery tests were performed on a transonic compressor rotor at its design tip speed of 1475 ft/sec using four injectors evenly spaced around the compressor case upstream of the rotor. The injectors were connected to an external air source. In an actual engine application, the injected air would be supplied with compressor bleed air. The injectors were isolated from the air source by a fast-acting butterfly valve. With the injectors turned off, the compressor was throttled into stall. Air injection was then activated with no change in throttle setting by opening the butterfly valve. The compressor recovered from stall at a fixed throttle setting with the aid of tip injection. The unsteady operating characteristic of the rotor was measured during these tests using high-response pressure sensors located upstream and downstream of the rotor. The figure shows the results, where the unsteady pressure and mass flow are superimposed on the steady operating characteristic. The total injected mass flow was equal to 1.3 percent of the compressor flow. The solid line with no solid squares on it denotes the operating point during the beginning of throttle closure and the initial drop into stall. The gray traces denote the operating point during an additional throttle closure that occurred over the next 1200 rotor revolutions (4 sec). The dashed line denotes the recovery from stall that occurred during 90 rotor revolutions (0.3 sec) after the injectors were activated with no change in throttle setting. Tip injection not only recovers the compressor from stall, but also restores the compressor to its pre-stall level of pressure rise. In contrast, standard stall recovery schemes such as compressor bleed, stator vane actuation, or engine throttle modulation result in a loss of pressure rise across the compressor, which results in a loss of engine power.

Suder, Ken L.↗
NASA NTRS1938

Wind-Tunnel Investigation of Air Inlet and Outlet Openings for Aircraft, Special Report

An investigation was made in the NACA 5-foot vertical wind tunnel of a large variety of duct inlets and outlets to obtain information relative to their design for the cooling or the ventilation systems on aircraft. Most of the tests were of openings in a flat plate but, in order to determine the best locations and the effects of interference, a few tests were made of openings in an airfoil. The best inlet location for a system not including a blower was found to be at the forward stagnation point; for one including a blower, the best location was found to be in the region of lowest total head, probably in the boundary layer near the trailing edge. Design recommendations are given, and it is shown that correct design demands a knowledge of the external flow and of the internal requirements in addition to that obtained from the results of the wind tunnel tests.

Rogallo, Francis M.↗
NASA NTRS2015

Analysis and Testing of a Composite Fuselage Shield for Open Rotor Engine Blade-Out Protection

The Federal Aviation Administration is working with the European Aviation Safety Agency to determine the certification base for proposed new engines that would not have a containment structure on large commercial aircraft. Equivalent safety to the current fleet is desired by the regulators, which means that loss of a single fan blade will not cause hazard to the Aircraft. The NASA Glenn Research Center and The Naval Air Warfare Center (NAWC), China Lake, collaborated with the FAA Aircraft Catastrophic Failure Prevention Program to design and test lightweight composite shields for protection of the aircraft passengers and critical systems from a released blade that could impact the fuselage. In the test, two composite blades were pyrotechnically released from a running engine, each impacting a composite shield with a different thickness. The thinner shield was penetrated by the blade and the thicker shield prevented penetration. This was consistent with pre-test predictions. This paper documents the live fire test from the full scale rig at NAWC China Lake and describes the damage to the shields as well as instrumentation results.

safety↗
NASA NTRS2016

Analysis and Testing of a Composite Fuselage Shield for Open Rotor Engine Blade-Out Protection

The Federal Aviation Administration is working with the European Aviation Safety Agency to determine the certification base for proposed new engines that would not have a containment structure on large commercial aircraft. Equivalent safety to the current fleet is desired by the regulators, which means that loss of a single fan blade will not cause hazard to the Aircraft. The NASA Glenn Research Center and The Naval Air Warfare Center (NAWC), China Lake, collaborated with the FAA Aircraft Catastrophic Failure Prevention Program to design and test lightweight composite shields for protection of the aircraft passengers and critical systems from a released blade that could impact the fuselage. LS-DYNA® was used to predict the thickness of the composite shield required to prevent blade penetration. In the test, two composite blades were pyrotechnically released from a running engine, each impacting a composite shield with a different thickness. The thinner shield was penetrated by the blade and the thicker shield prevented penetration. This was consistent with pre-test LS-DYNA predictions. This paper documents the analysis conducted to predict the required thickness of a composite shield, the live fire test from the full scale rig at NAWC China Lake and describes the damage to the shields as well as instrumentation results.

Composite↗
NASA NTRS1973

Trajectory description

The Mariner 9 spacecraft was launched by an Atlas/Centaur launch vehicle (AC-23) on a direct-ascent trajectory from the Air Force Eastern Test Range (AFETR) launch complex 36B on May 30, 1971. Liftoff occurred at 22 h 23 min 04.5 s GMT, slightly more than 6 min after the opening of a 60-min launch window. The vehicle rose vertically for approximately 15 s, during which time, a programmed roll to a launch azimuth of 92.74 deg was performed. After the initial vertical rise, the vehicle, guided by the open-loop Atlas autopilot, began to pitch over into a zero-lift trajectory. The first of three main powered phases was terminated by booster engine cutoff (BECO) at 22 h 25 min 35.5 s. After the Atlas booster engine package was jettisoned 3 s later, the flight continued under the power of the Atlas sustainer engine and guided by the Centaur guidance system operating in a closed-loop mode.

Webb, W. A.↗
DOE OSTI2021

Final CTAP Report

Sandia will provide technical assistance to Helpful Engineering to develop and test the Universal Citizen Protection Device (UCPD) which is a UV-based filter-less PPE concept that aims to keep the Sars-CoV-2 virus out of eyes, nose and mouth with a 99%+ reliability. The heart of the device would be a concealed UV Chamber that decontaminates all air going in and out of the PPE. Helpful Engineering’s goal is to build this device to be reusable and cost less than $100 to construct and can be worn for 8 hours. The UCPD is an open source project, and once developed, prototyped, tested and approved, it will be shared with interested manufacturers globally.

42 ENGINEERING↗
NASA NTRS1961

The Development of an 8-inch by 8-inch Slotted Tunnel for Mach Numbers up to 1.28

An 8-inch by 8-inch transonic tunnel model with test section slotted on two opposite walls was constructed in which particular emphasis -was given to the development of slot geometry, slot-flow reentry section, and short-diffuser configurations for good test-region flow and minimum total-pressure losses. Center-line static pressures through the test section, wall static pressures through the other parts of the tunnel, and total-pressure distributions at the inlet and exit stations of the diffuser were measured- With a slot length equal to two tunnel heights and 1/14 open-area-ratio slotted walls) a test region one tunnel height in length was obtained in which the deviation from the mean Mach number was less than +/- 0.01 up to Mach number 1.15. With 1/7 open-area-ratio slotted walls, a test region 0.84 tunnel heights in length with deviation less than +/- O.01 was obtained up to Mach number 1.26. Increasing the tunnel diffuser angle from 6.4 to 10 deg. increased pressure loss through the tunnel at Mach number 1.20 from 15 percent to 20 percent of the total pressure. The use of other diffusers with equivalent angles of 10 deg. but contoured so that the initial diffusion angle was less than 10 deg. and the final angle was 200 reduced the losses to as low as 16 percent. A method for changing the test-section Mach number rapidly by controlling the flow through a bypass line from the tunnel settling chamber to the slot-flow plenum chamber of the test section was very effective. The test-section Mach number was reduced approximately 5 percent in 1/8 second by bleeding into the test section a flow of air equal to 2 percent of the mainstream flow and 30 percent in 1/4 second with bleed flow equal to 10 percent of the mainstream flow. The rate of reduction was largely determined by the opening rate of the bleed-flow-control valve.

Little, B. H., Jr.↗
NASA NTRS1929

The Twenty-Foot Propeller Research Tunnel of the National Advisory Committee for Aeronautics

This report describes in detail the new propeller research tunnel of the National Advisory Committee for Aeronautics at Langley Field, Va. This tunnel has an open jet air stream 20 feet in diameter in which velocities up to 110 M. P. H. Are obtained. Although the tunnel was built primarily to make possible accurate full-scale tests on aircraft propellers, it may also be used for making aerodynamic tests on full-size fuselages, landing gears, tail surfaces, and other aircraft parts, and on model wings of large size. (author)

Weick, Fred E↗
NASA NTRSDate not supplied

Data and Reasoning Fabric (DRF) Phase I & Phase II Report

A Data & Reasoning Fabric (DRF) is envisioned to enable the full potential of advanced air mobility by providing all data and reasoning where they are needed. The DRF marketplace is based on an open foundational ecosystem of data and reasoning exchange between the many systems that must seamlessly interplay to manage the envisioned highly complex and dense airspace operations. DRF activities will identify, test and - as needed - research and develop critical core technologies, and collaboratively test these technologies, open standards and architectures, and the integrated framework with end-users so as to deliver reference designs and development environments that catalyze broad private and public sector buy-in and self-sustaining development of it and associated standards.

UAM↗