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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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All sourcesNASA NTRSDOE OSTI
DOE OSTI2024

Comparison of venous and pooled capillary hemoglobin levels for the detection of anemia among adolescent girls

Introduction: Blood source is a known preanalytical factor affecting hemoglobin (Hb) concentrations, and there is evidence that capillary and venous blood may yield disparate Hb levels and anemia prevalence. However, data from adolescents are scarce. Objective: To compare Hb and anemia prevalence measured by venous and individual pooled capillary blood among a sample of girls aged 10–19 years from 232 schools in four regions of Ghana in 2022. Methods: Among girls who had venous blood draws, a random subsample was selected for capillary blood. Hb was measured using HemoCue® Hb-301. We used Lin’s concordance correlation coefficient (CCC) to quantify the strength of the bivariate relationship between venous and capillary Hb and a paired t-test for difference in means. We used McNemar’s test for discordance in anemia cases by blood source and weighted Kappa to quantify agreement by anemia severity. A multivariate generalized estimating equation was used to quantify adjusted population anemia prevalence and assess the association between blood source and predicted anemia risk. Results: We found strong concordance between Hb measures (CCC = 0.86). The difference between mean venous Hb (12.8 g/dL, ± 1.1) and capillary Hb (12.9 g/dL, ± 1.2) was not significant (p = 0.26). Crude anemia prevalence by venous and capillary blood was 20.6% and 19.5%, respectively. Adjusted population anemia prevalence was 23.5% for venous blood and 22.5% for capillary ( = 0.45). Blood source was not associated with predicted anemia risk (risk ratio: 0.99, 95% CI: 0.96, 1.02). Discordance in anemia cases by blood source was not significant (McNemar p = 0.46). Weighted Kappa demonstrated moderate agreement by severity (k =0.67). Among those with anemia by either blood source (n = 111), 59% were identified by both sources. Conclusion: In Ghanaian adolescent girls, there was no difference in mean Hb, anemia prevalence, or predicted anemia risk by blood source. However, only 59% of girls with anemia by either blood source were identified as having anemia by both sources. These findings suggest that pooled capillary blood may be useful for estimating Hb and anemia at the population level, but that caution is needed when interpreting individual-level data.

59 BASIC BIOLOGICAL SCIENCES↗
NASA NTRS1972

The Philosophy which underlies the structural tests of a supersonic transport aircraft with particular attention to the thermal cycle

The information presented is based on data obtained from the Concorde. Much of this data also applies to other supersonic transport aircraft. The design and development of the Concorde is a joint effort of the British and French, and the structural test program is shared, as are all the other activities. Vast numbers of small specimens have been tested to determine the behavior of the materials used in the aircraft. Major components of the aircraft structure, totalling almost a complete aircraft, have been made and are being tested to help the constructors in each country in the design and development of the structure. Tests on two complete airframes will give information for the certification of the aircraft. A static test was conducted in France and a fatigue test in the United Kingdom. Fail-safe tests are being made to demonstrate the crack-propagation characteristics of the structure and its residual strength. Aspects of the structural test program are described in some detail, dealing particularly with the problems associated with the thermal cycle. The biggest of these problems is the setting up of the fatigue test on the complete airframe; therefore, this is covered more extensively with a discussion about how the test time can be shortened and with a description of the practical aspects of the test.

Ripley, E. L.↗
NASA NTRS1973

Measurement of the abundance of several natural stratospheric trace constituents from high altitude aircraft

A summary report of the initial results obtained from near-infrared observations of the stratosphere from the Anglo-French SST Concorde is presented, together with the most recent results from previous flights aboard an Air Force NC-135. The measurements were made with a fast Fourier interferometer spectrometer operating in the 1.2- to 7.5-micron range of the infrared with a spectral resolution of 0.25 per cm. For the Concorde experiments, flight times and trajectories were selected which allowed the sun to be viewed near the horizon with the relative solar elevation angle held constant throughout the measurements. Results reported include the identification of features due to N2O, NO, NO2, CO, CO2, CH4, H2O and indications of their latitudinal variations.

Farmer, C. B.↗
NASA NTRS1974

Cosmic-ray exposure history at the Apollo 16 and other lunar sites - Lunar surface dynamics

Concordant Kr-81/Kr exposure ages for four station 11 breccias indicate an age of 50.3 plus or minus 0.8 m.y. for North Ray Crater. Ray structures visible from orbital photography suggest that stations 8 and 9 should contain a substantial amount of South Ray ejecta. Concordant Kr-81/Kr exposure ages at these sites indicate an age for South Ray Crater of 2.04 plus or minus 0.08 m.y. Surface effects show good general agreement with this young age, but discrepancies on a sample-by-sample basis seem to indicate that extensive presurface irradiations must have occurred.

Drozd, R. J.↗
NASA NTRS1985

Thermal history of a metamorphic core complex

Fission track (FT) thermochronology studies of lower plate rocks of the Ruby Mountains-East Humbolt Range metamorphic core complex provide important constraints on the timing an nature of major middle Tertiary extension of northeast Nevada. Rocks analyzed include several varieties of mylonitic orthogneiss as well as amphibolitic orthognesses from the non-mylonitic infrastructural core. Oligocene-age porphyritic biotite granodiorite of the Harrison Pass pluton was also studied. The minerals dated include apatite, zircon, and sphene and were obtained from the same rocks that have been previously studied. FT ages are concordant and range in age from 26.4 Ma to 23.8 Ma, with all showing overlap at 1 sigma between 25.4 to 23.4 Ma. Concordancy of all FT ages from all structural levels indicates that the lower plate cooled rapidly from temperatures above approx. 285 C (assumed sphene closure temperature (2)) to below approx. 150 C (assumed apatite closure temperature) near the beginning of the Miocene. This suggests that the lower plate cooled at a rate of at least approx. 36 deg C/Ma during this event. Rapid cooling of the region is considered to reflect large-scale tectonic denudation (intracrustal thinning), the vertical complement to intense crustal extension. FT data firmly establish the upper limit on the timing of mylonitization during detachment faulting and also coincide with the age of extensive landscape disruption.

Dokka, R. K.↗
NASA NTRS1986

The effect of advanced technology on the second-generation SST

Technological developments that promise to substantially increase the efficiency of next-generation subsonic commercial aircraft, together with additional developments in supersonic aircraft aerodynamics, structures and propulsion systems, are presently evaluated in order to project the extent of performance and economic improvement obtainable for a future SST by comparison to the Concorde SST. It is demonstrated that the second-generation SST projected will double passenger-carrying capacity from 100 for the Concorde to 200, despite reducing takeoff gross weight from 400,000 to 321,000 lbs and extending range by some 2000 nm.

Coen, P. G.↗
NASA NTRS1998

Status of NASA High-Speed Research Program

This paper provides an overview of the NASA High-Speed Research (HSR) Program dedicated to establishing the technology foundation to support the US transport industry's decision for an environmentally acceptable, economically viable 300 passenger, 5000 n.mi., Mach 2.4 aircraft. The HSR program, begun in 1990, is supported by a team of US aerospace companies. The international economic stakes are high. The projected market for more than 500 High-Speed Civil Transport (HSCT) airplanes introduced between the years 2000 and 2015 translates to more than $200 billion in aircraft sales, and the potential of 140,000 new jobs. The paper addresses the history of supersonic commercial air transportation beginning with the Concorde and TU-144 developments in the early 1960 time period. The technology goals for the HSR program are derived from market study results, projections on environmental requirements, and technical goals for each discipline area referenced to the design and operational features of the Concorde. Progress since the inception of the program is reviewed and a summary of some of the lessons learned will be highlighted. An outline is presented of the remaining technological challenges. Emphasis in this paper will be on the traditional aeronautical technologies that lead to higher performance to ensure economic viability. Specific discussion will center around aerodynamic performance, flight deck research, materials and structures development and propulsion systems. The environmental barriers to the HSCT and that part of the HSR program that addresses those technologies are reviewed and assessed in a companion paper.

Allen H Whitehead Jr↗
NASA NTRS1997

The Role of HO(x) in Super- and Subsonic Aircraft Exhaust Plumes

The generation of sulfuric acid aerosols in aircraft exhaust has emerged as a critical issue in determining the impact of supersonic aircraft on stratospheric ozone. It has long been held that the first step in the mechanism of aerosol formation is the oxidation of SO2, emitted from the engine by OH in the exhaust plume. We report in situ measurements of OH and HO, in the exhaust plumes of a supersonic (Air France Concorde) and a subsonic (NASA ER-2) aircraft in the lower stratosphere. These measurements imply that reactions with OH are responsible for oxidizing only a small fraction of SO2 (2%), and thus cannot explain the large number of particles observed in the exhaust wake of the Concorde.

Hanisco, T. F.↗
NASA NTRS1997

The Role of HO(x) in Super- and Subsonic Aircraft Exhaust Plumes

The generation of sulfuric acid aerosols in aircraft exhaust has emerged as a critical issue in determining the impact of supersonic aircraft on stratospheric ozone. It has long been held that the first step in the mechanism of aerosol formation is the oxidation of SO2 emitted from the engine by OH in the exhaust plume. We report in situ measurements of OH and HO2 in the exhaust plumes of a supersonic (Air France Concorde) and a subsonic (NASA ER-2) aircraft in the lower stratosphere. These measurements imply that reactions with OH are responsible for oxidizing only a small fraction of SO2 (2%), and thus cannot explain the large number of particles observed in the exhaust wake of the Concorde.

Hanisco, T. F.↗
NASA NTRS1997

The Role of HOx in Super-and Subsonic Aircraft Exhaust Plumes

The generation of sulfuric acid aerosols in aircraft exhaust has emerged as a critical issue in determining the impact of supersonic aircraft on stratospheric ozone. It has long been held that the first step in the mechanism of aerosol formation is the oxidation of SO2 emitted from the engine by OH in the exhaust plume. We report in situ measurements of OH and HO2 in the exhaust plumes of a supersonic (Air France Concorde) and a subsonic (NASA ER-2) aircraft in the lower stratosphere. These measurements imply that reactions with OH are responsible for oxidizing only a small fraction of SO2 (2%), and thus cannot explain the large number of particles observed in the exhaust wake of the Concorde.

Hanisco, T. F.↗
NASA NTRS1999

Potential for Sonic Boom Reduction of the 2.4-H5085 Arrow Wing HSCT

Preliminary human acceptability studies of sonic booms indicate that supersonic flight is unlikely to be acceptable even at noise levels significantly below 1994 low boom designs (reference 1, p. 288). Further, these low boom designs represent considerable changes to baseline configurations, and changes translate into additional effort and uncertain structural weight penalties that may provide no annoyance benefit, increasing the risk of including low boom technology. Since over land sonic boom designs were so risky (and yet the acceptability studies highlight how annoying sonic booms are), boom softening studies were undertaken to reduce the boom of baseline configurations using minor modifications that would not significantly change the designs. The goal of this work is to reduce boom levels over water. Even though Concorde over water boom has not been found to have any adverse environmental impact, boom levels for baseline HSCT designs are 50% higher in overpressure than the Concorde (due to a doubling in configuration weight with only a 50% increase in length),

Morgenstern, John M.↗
NASA NTRS2006

HSR Overview

The leading Aeronautics program within NASA is the High Speed Research Program (HSR). The HSR program's highest priorities are high pay-off technologies for airframe and propulsion systems required for a high speed civil transport (HSCT). These priorities have been developed collaboratively with NASA, FAA and the US Industry (Boeing-McDonnell Douglas, Pratt & Whitney and General Electric). Phase one of the HSR program started on 1990, and concentrated on the environmental challenges of minimizing NOx and noise. The first program goal is to reduce the NOx emission index to less than 5 (Concord NOx index is 20 and is unacceptable), in order to have little impact on the earth's ozone layer. The second goal is to reduce noise levels to FAR Stage 3 (or better), comparable to those of subsonic aircraft (far below the Concorde noise levels that require exemptions form less stringent standards). This requirement greatly impacts the nozzle design increasing its length and complexity and poses unique sealing challenges. Phase two started in 1993 and initiated work on the technologies required for an economical HSCT. Materials technologies under development include a ceramic-matrix-composite combustion liner, lightweight materials for the nozzle, as well long-life turbomachinery disk and blade alloys. Other required materials are being developed under the DOD-IHPTET program, where there is close cooperation. Economic goals translate into the development of technologies for tri-class service, 5000 nautical mile range aircraft with a ticket price no more than 20% over the subsonic ticket price. The potential market could be as large as 1500 aircraft, according to a Boeing study. Technology alone will not enable this airplane, yet without enabling technologies "on the shelf", it will not occur. The HSCT engine will be the largest engine ever built and operate at maximum conditions for long periods of time posing a number of challenges. The HSR engine mission requires that rotating equipment stay at take-off condition temperatures for hours not minutes per flight. Hence rotating equipment and seals must operate for many thousands of hours at extreme temperatures. It is anticipated that the nozzle will be 12 feet long and roughly 4 ft. by 5 ft. in cross-section with a nominal airflow of 800 lbs/sec. The complex function of the nozzle (including an ejector for noise attenuation) combined with long life place new demands on nozzle seal design. Three inlet configurations are under consideration with attendant sealing challenges, as will be illustrated herein. Four of these engines are required to propel a 5000 nautical mile class vehicle which demand that component reliability be at the highest possible level. In response, an HSR seals session was implemented as a part of the 1997-Seals and Secondary Flow Workshop. Overview presentations were given for each of the following areas: inlet, turbomachinery, combustor and nozzle. The HSCT seal issues center on durability and efficiency of rotating equipment seals (including brush seals), structural seals (including rope seals and other advanced concepts), and high-speed bearing and sump seals. Tighter clearances, propulsion system size and thermal requirements represent extremes that challenge the component designers. This document provides an initial step toward defining HSR seal needs. The overview for HSR seal designs includes, defining seal objectives, summarizing sealing and materials requirements, presenting relevant seal cross-sections, and identifying technology needs for the HSR office.

Hendricks, R. C.↗
NASA NTRS2010

Lunar Crustal History from Isotopic Studies of Lunar Anorthosites

Anorthosites occur ubiquitously within the lunar crust at depths of approx.3-30 km in apparent confirmation of the Lunar Magma Ocean (LMO) hypothesis. [1]. We will present recent chronological studies of anorthosites [2] that are relevant both to the LMO hypothesis and also to the lunar cataclysm hypothesis. Old (approx.4.4 Ga) Sm-Nd ages have been determined for some Apollo 16 anorthosites, and primitive initial Sr-87/Sr-86 ratios have been measured for several, but well-defined Rb-Sr ages concordant with the Sm-Nd ages have not been determined until now. Lunar anorthosite 67075, a Feldspathic Fragmental Breccia (FFB) collected near the rim of North Ray Crater, has concordant Sm-Nd and Rb-Sr ages of 4.47+/-0.07 Ga and 4.49+/-0.07 Ga, respectively. Initial Nd-143/Nd-144 determined from the Sm-Nd isochron corresponds to E(sub Nd,CHUR) = 0.3+/-0.5 compared to a Chondritic Uniform Reservoir, or E(sub Nd,HEDPB) = -0.6+/-0.5 compared to the initial Nd-143/Nd-144 of the HED Parent Body [3]. Lunar anorthosites tend to have E(sub Nd) > 0 when compared to CHUR, apparently inconsistent with derivation from a single lunar magma ocean. Although E(sub Nd) < 0 for some anorthosites, if lunar initial Nd-143/Nd-144 is taken equal to HEDR for the HED parent body [3], enough variability remains among the anorthosite data alone to suggest that lunar anorthosites do not derive from a single source, i.e., they are not all products of the LMO. An anorthositic clast from desert meteorite Dhofar 908 has an Ar-39-Ar-40 age of 4.42+/-0.04 Ga, the same as the 4.36-4.41+/-0.035 Ga Ar-39-Ar-40 age of anorthositic clast Y-86032,116 in Antarctic meteorite Yamato- 86032 [3,4]. Conclusions: (i) Lunar anorthosites come from diverse sources. Orbital geochemical studies confirm variability in lunar crustal composition [1, 5]. We suggest that the variability extends to anorthosites alone as shown by the Sm-Nd data (Fig. 2) and the existence of magnesian anorthosites (MAN, [6]) and "An93 anorthosites" [3,4]. (ii) Anorthositic clasts in lunar meteorites retain "high" Ar-Ar ages compared to Apollo anorthosites. This is perhaps a hint that "cataclysmic" impacts were on average less energetic in the mostly farside source regions of these meteorites than on the lunar nearside.

Nyquist, Laurence E.↗
NASA NTRS2011

Influence of Vibrotactile Feedback on Controlling Tilt Motion After Spaceflight

We hypothesize that adaptive changes in how inertial cues from the vestibular system are integrated with other sensory information leads to perceptual disturbances and impaired manual control following transitions between gravity environments. The primary goals of this ongoing post-flight investigation are to quantify decrements in manual control of tilt motion following short-duration spaceflight and to evaluate vibrotactile feedback of tilt as a sensorimotor countermeasure. METHODS. Data is currently being collected on 9 astronaut subjects during 3 preflight sessions and during the first 8 days after Shuttle landings. Variable radius centrifugation (216 deg/s, <20 cm radius) in a darkened room is utilized to elicit otolith reflexes in the lateral plane without concordant canal or visual cues. A Tilt-Translation Sled (TTS) is capable of synchronizing pitch tilt with fore-aft translation to align the resultant gravitoinertial vector with the longitudinal body axis, thereby eliciting canal reflexes without concordant otolith or visual cues. A simple 4 tactor system was implemented to provide feedback when tilt position exceeded predetermined levels in either device. Closed-loop nulling tasks are performed during random tilt steps or sum-of-sines (TTS only) with and without vibrotactile feedback of chair position. RESULTS. On landing day the manual control performance without vibrotactile feedback was reduced by >30% based on the gain or the amount of tilt disturbance successfully nulled. Manual control performance tended to return to baseline levels within 1-2 days following landing. Root-mean-square position error and tilt velocity were significantly reduced with vibrotactile feedback. CONCLUSIONS. These preliminary results are consistent with our hypothesis that adaptive changes in vestibular processing corresponds to reduced manual control performance following G-transitions. A simple vibrotactile prosthesis improves the ability to null out tilt motion within a limited range of motion disturbances.

Wood, S. J.↗
NASA NTRS2018

Navier-Stokes Equations Based Aeroelasticity of Supersonic Transport Including Short Period Oscillations

There is renewed interest in developing new supersonic transports after the discontinuation of the Concorde supersonic jet, which was mostly limited for flights over trans-oceanic routes due to the severe noise of the sonic boom. In order to avoid the sonic boom, more slender configurations, such as the Low Boom Flight Demonstrator (LBFD) configuration, are being considered. The aeroelastic characteristics of these new supersonic transports can significantly differ from conventional aircraft. Both rigid and flexible body modes can play a significant role in aeroelastic stability. For unconventional configurations, such as aircraft with forward swept wings, the short period oscillation (SPO) has been found to significantly impact the aeroelastic response. SPO can occur due to unanticipated events such as gusts, abrupt maneuvering, etc. During the design of the Concorde, the effects of SPO was considered in detail, though its impact is not publically disclosed. Assuring stability of supersonic aircraft, particularly during descent from the supersonic Mach regime to the transonic regime, is critical. An aircraft can deviate from its normal descent trajectory due to coupling between flows and body motions. The effect of SPO needs to be considered in aeroelastic responses. Preliminary studies using quasi-steady aerodynamics show that the presence of SPO can lead to unstable response. The well-established Reynolds Averaged Navier-Stokes (RANS) equations, which are computationally feasible with current supercomputers, have been in use for aeroelastic computations for the last three decades. Recently, such efforts have begun to include trajectory motions; for instance, the effect of phugoid motion on stability is studied in Ref. 9 using the RANS equations. In this paper, the effect of SPO on aeroelastic responses of a typical supersonic transport is studied.

Guruswamy, Guru↗
NASA NTRSDate not supplied

Global Variability in Sonic Boom Exposure due to Macroscopic Effects

Supersonic flight over land has been prohibited since 1973 due to the loudness of sonic booms. NASA is building the X-59 aircraft as part of its Quesst mission to demonstrate low-loudness shaped sonic booms, or “sonic thumps.” The Quesst mission will gather human perception data via a series of community noise surveys across the USA. The noise dose and perceptual response data will be provided to the International Civil Aviation Organization (ICAO) and the Federal Aviation Administration for use in determining potential future supersonic aircraft noise certification standards, effectively changing the prohibition from a speed limit to a noise limit. These noise regulations must be globally effective, as long travel distances see the largest benefit to supersonic flight. The state of the atmosphere through which a sonic boom travels affects the size of the region exposed to sound, the “carpet width” (CW), as well as the loudness. The focus of this dissertation is to understand and quantify the expected loudness and CW of sonic booms due to the macroscopic atmospheric effects around the world. A pair of large-scale propagation simulation studies were conducted using the NASA PCBoom code to compare predicted sonic boom loudness and CW statistics first across the USA and then across the world. For the USA study, near-field data of the X-59 in steady cruise was propagated at 4 cardinal headings at 138 locations through 5 years of Climate Forecast System Version 2 (CFSv2) atmospheric profiles. Results of a bootstrap forest predictor screening model indicated the importance of climate zone, latitude, ground elevation, season, and heading. It also noted the unimportance of time of day for predicting loudness and CW. The data is visualized in aggregate, and then broken out geographically, by season and heading, and by climate zone. Multiple linear regression models were fit to the data from the 138 locations so that estimates of the loudness and CW can be produced anywhere in the US. The results can aid in planning when and where to fly the X-59. For the global study, near-field data from three aircraft, the X-59 in a quiet and loud configuration, B-58, and Concorde, were propagated at four cardinal headings through data from three atmospheric models, the CFSv2, the Global Forecast System (GFS), and the ECMWF Reanalysis Version 5 (ERA5), at 100 global locations over 1 year. Results of a bootstrap forest predictor screening model indicated the importance of climate zone, ground elevation, season, and heading. Similar to the US study, the model indicated time of day was not an important predictor. The model also indicated that choice of weather model was not important, so the atmospheric model data are effectively interchangeable. The ERA5 model was chosen for use in an extension of the study to include 18 additional locations to ensure sampling of every climate zone. Loudness and CW results are shown in aggregate, and split geographically and by heading, season, and climate. Multiple linear regression models were fit to the data from the 118 locations so that estimates of loudness and CW can be produced around the world. N-waves and shaped booms did not have the same global variability. Koppen-Geiger climate zones were used as the climate zone definition for the global study. These are available as present-day and future climate projections. Making use of the multiple linear regression models, the future climate zones were input to estimate the effect of the changing climate on sonic boom loudness and CW. Results indicate that a changing climate would have little impact on the effectiveness of noise regulations.

X-59↗
DOE OSTI2020

A nomogram for prediction of stage III/IV gastric cancer outcome after surgery: A multicenter population‐based study

Abstract Most patients with gastric cancer (GC) are first diagnosed at stage III‐IV and surgery resection remains the primary therapeutic modality for these patients. However, clinical staging used for prediction of those patients provides limited information. We collected clinicopathological data and disease‐progression information from 508 patients with stage III‐IV GC at three Chinese hospitals and 1298 patients from the Surveillance, Epidemiology, and End Results database. Based on the stepwise multivariate regression model, we constructed a novel nomogram to predict overall survival (OS). The performance of discrimination for this model was measured using Harrell's concordance index (C‐index) and receiver‐operating characteristic curve (ROC), and was validated using calibration plots. Multivariate Cox regression analyses showed that tumor size, age at diagnosis, N stage, tumor grade, and distant metastases were outstanding independent prognostic factors of stage III‐IV GC. We developed a nomogram based on these five prognostic predictors. In the training set, the C‐index of the nomogram was 0.645 (95% CI: 0.611‐0.679), which was higher than that of the American Joint Committee on Cancer TNM system alone (sixth TNM: 0.544; seventh TNM: 0.575; eighth TNM: 0.568). Similar results were observed in validation cohort. Moreover, calibration blots demonstrated good consistency between the actual and predicted OS probabilities. According to the nomogram, GC individuals could be classified into three groups (low‐, middle‐, and high‐risk) ( P < .001). Our nomogram complements the current staging system for prediction of individual prognosis with stage III‐IV GC, and may be helpful for making individualized treatment decisions.

Gao, Zhiying↗
DOE OSTI2022

Prognostic importance of the preoperative New‐Naples prognostic score for patients with gastric cancer

Abstract Background The wide applicability of the Naples prognostic score (NPS) is still worthy of further study in gastric cancer (GC). This study aimed to construct a New‐NPS based on the differences in immunity and nutrition in patients with upper and lower gastrointestinal tumors to help obtain an individualized prediction of prognosis. Methods This study retrospectively analyzed patients who underwent radical gastrectomy from April 2014 to September 2016. The cutoff values of the preoperative neutrophil‐to‐lymphocyte ratio (NLR), lymphocyte‐to‐monocyte ratio (LMR), serum albumin (Alb), and total cholesterol (TC) were calculated by ROC curve analysis. ROC and t‐ROC were used to evaluate the accuracy of the prognostic markers. The Kaplan–Meier method and log‐rank test were used to analyze the overall survival probability. Univariate and multivariate analyses based on Cox risk regression were used to show the independent predictors. The nomogram was made by R studio. The predictive accuracy of nomogram was assessed using a calibration plot, concordance index (C‐index), and decision curve. Results A total of 737 patients were included in training cohort, 411 patients were included in validation cohort. ROC showed that the New‐NPS was more suitable for predicting the prognosis of GC patients. NPS = 2 indicated a poor prognosis. Multivariate analysis showed that CEA ( P = 0.026), Borrmann type ( P = 0.001), pTNM ( P < 0.001), New‐NPS ( P < 0.001), and nerve infiltration ( P = 0.035) were independent risk factors for prognosis. Conclusion The New‐NPS based on the cutoff values of NLR, LMR, Alb, and TC is not only suitable for predicting prognosis but can also be combined with clinicopathological characteristics to construct a nomogram model for GC patients.

Wang, Hao↗