Conditional density estimation: an application to the Ecuadorian manufacturing sector

This note applies conditional density estimation as a visual method to present results. The proposed method is illustrated by application to a firm-level manufacturing data set from Ecuador in 2002.Density Estimation

Uniform in Bandwidth Consistency of Smooth Varying Coefficient Estimators

We prove the strong consistency, uniformly in the bandwidth, of the smooth varying coefficient conditional least squares estimator. Our results justify data-driven choices of bandwidths, such as Silverman's rule-of thumb, or standard cross-validation, that are usually implemented by most practitioners.Kernel estimators, empirical processes, varying coefficient models

Generic hypersonic vehicle performance model

An integrated computational model of a generic hypersonic vehicle was developed for the purpose of determining the vehicle's performance characteristics, which include the lift, drag, thrust, and moment acting on the vehicle at specified altitude, flight condition, and vehicular configuration. The lift, drag, thrust, and moment are developed for the body fixed coordinate system. These forces and moments arise from both aerodynamic and propulsive sources. SCRAMjet engine performance characteristics, such as fuel flow rate, can also be determined. The vehicle is assumed to be a lifting body with a single aerodynamic control surface. The body shape and control surface location are arbitrary and must be defined. The aerodynamics are calculated using either 2-dimensional Newtonian or modified Newtonian theory and approximate high-Mach-number Prandtl-Meyer expansion theory. Skin-friction drag was also accounted for. The skin-friction drag coefficient is a function of the freestream Mach number. The data for the skin-friction drag coefficient values were taken from NASA Technical Memorandum 102610. The modeling of the vehicle's SCRAMjet engine is based on quasi 1-dimensional gas dynamics for the engine diffuser, nozzle, and the combustor with heat addition. The engine has three variable inputs for control: the engine inlet diffuser area ratio, the total temperature rise through the combustor due to combustion of the fuel, and the engine internal expansion nozzle area ratio. The pressure distribution over the vehicle's lower aft body surface, which acts as an external nozzle, is calculated using a combination of quasi 1-dimensional gas dynamic theory and Newtonian or modified Newtonian theory. The exhaust plume shape is determined by matching the pressure inside the plume, calculated from the gas dynamic equations, with the freestream pressure, calculated from Newtonian or Modified Newtonian theory. In this manner, the pressure distribution along the vehicle after body expansion surface is then determined. The aerodynamic modeling, the engine modeling, and the exhaust plume analysis are described in more detail. A description of the computer code used to perform the above calculations is given and an input/output example is then given. The computer code is available on a Macintosh floppy disk

Adelson v. Harris, 133 Nev. Adv. Op. 67 (Sept. 27, 2017) (en banc)

The Nevada Supreme Court (en banc) held that (1) a hyperlink to source material concerning a judicial proceeding may qualify as a report within the common law fair report privilege; and (2) Nevada’s anti-SLAPP statute, as effective prior to the 2013 amendment, reaches communication “aimed at procuring any governmental or electoral action,” even if it is not addressed to a government agency

Estimation of fuel inefficiencies due to early descents

In this project, early descents have been modeled as a combination of two stages. Firstly, a constant - vertical - speed segment beginning at a certain distance, k , before the optimal top of descent (TOD); that eventually intercepts the secon d stage: a nominal (ideal) continuous descent trajectory that would have begun at the optimal TOD and wo uld have then descended at idle thrust until reaching FL100. In both cases, an optimal Mach/CAS profile is maintained. The aforementioned two stages ha ve been simulated separately for several mass ( m ), cruise altitude ( z ) and cost index ( CI ) values using AIRBUS’ Performance Engineering Programs (PEP). In the proposed model, these two trajectories begin at the same point with the same input settings . H owe ver, they do not start descending at the same time, with the TOD of the second stage laying a k distance away from the TOD o f the first. For this reason, an initial k distance cruise segment has been added to the second stage when simulating. T he fuel con sumption of both cases was analyzed and compared using custom Python scripts in order to get a preliminary understanding of the se nsitivity of fuel consumption to the independent variables; and to check for identifiable patterns. Fuel inefficiency was thus defined as the extra fuel consumption resulting from anticipating descent initialization , and calculated as the difference in aircraft mass ( m ) between the TOD of the first stage and the point in which the constant - vertical - speed trajectory intercepts the idle - thrust type. For the aircraft used in this study, the A320 - 232, the extra fuel consumptio n incurred by an early descent reached a maximum relative value of 22.63 % and a maximum absolute value of 116 .9 kg (when k = 75 NM); showing the importance of f urther research into this topic

Sustainability Transitions in Tourism in the Margaret River Region (Western Australia, Australia)

Sustainability Transitions Research (STR) investigates shifts in sociotechnical systems towards sustainability. Despite tourism's socioenvironmental impact, it has been neglected in STR. This thesis addresses this gap by applying multi-level perspective and path-dependence theory to analyse the move towards sustainable tourism in the Margaret River region (WA). This thesis identifies a historical transition (1950s-1990s) followed by a sustainability transition (early 2000s-present) as well as complex factors influencing the ongoing sustainability transition in this wine-tourism destination

Efficacy of curcumin in ameliorating the toxic effects of ochratoxin A and aflatoxin in young broilers [abstract]

Abstract only availableTwo experiments (hatch to 21 days) were conducted to evaluate the efficacy of curcumin to ameliorate the toxic effects of aflatoxin (AF; Exp.1) and ochratoxin A (OA; Exp. 2). Food grade turmeric powder (Curcuma longa) containing 2.55% (Exp. 1) and 1.90% (Exp. 2) total curcuminoids (TCMN) was the source of curcumin. In Exp. 1, six pen replicates of 5 chicks each were assigned to each of 6 dietary treatments: A) basal diet with no TCMN or AF (BD); B) BD plus 444 mg/kg TCMN;C) BD plus 1.0 mg/kg AF; D) BD plus 74 mg/kg TCMN and 1.0 mg/kg AF;E) BD plus 222 mg/kg TCMN and 1.0 mg/kg AF; and F) BD plus 444 mg/kg TCMN and 1.0 mg/kg AF. Compared with controls, the addition of 1 mg/kg AF to the basal diet decreased (P < 0.05) feed intake (FI) and weight gain (WG). The addition of 74 and 222 mg/kg TCMN to the AF diet improved (P < 0.05) WG. In Exp. 2, five pen replicates of 5 chicks each were assigned to each of 5 dietary treatments: A) basal diet with no TCMN or OA (BD); B) BD plus 2.5 mg OA/kg diet; C) BD plus 2.5 mg OA/kg and 75 mg/kg TCMN; D) BD plus 2.5 mg OA/kg and 150 mg/kg TCMN; and E) BD plus 2.5 mg OA/kg diet and 225 mg/kg TCMN. Compared to controls, chicks fed OA had reduced (P < 0.001) feed FI and WG. The addition of up to 225 mg/kg to the OA diet was not effective in preventing the toxic effects of OA. Addition of 222 mg/kg TCMN to the AF diet was partially effective in protecting chicks from the toxic effects of AF, but 225 mg/kg TCMN was not effective in protecting chicks from the toxic effects of OA.CAFNR On Campus Research Internshi

Master\u27s Recital

Program listing performers and works performe