Modified guidance laws for escaping a microburst with turbulence

Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/77343/1/AIAA-2000-4250-542.pd

Some Remarks on a Class of Finite Projective Klingenberg Planes

In this article, we deal with a class of projective Klingenberg planes constructed over a plural algebra of order m. Thanks to this, the incidence matrices for some special cases of the class are obtained. Next, the number of collineations of the certain classes are found. Besides, an example of a collineation for these classes are given. Finally, we achieve to carry the obtained results to more general case

A Note on Projective Klingenberg Planes over Rings of Plural Numbers

This paper deals with a certain class of projective Klingenberg planes over the local ring F[eta]/lteta^{m}gt with F an arbitrary field, known as the plural algebra of order m. In particular addition and multiplication of points on a line is defined geometrically and interpreted algebraically, by using the coordinate ring

Nonlinear Control for Reconfiguration of Unmanned-Aerial-Vehicle Formation

Peer Reviewedhttp://deepblue.lib.umich.edu/bitstream/2027.42/76757/1/AIAA-8760-121.pd

Reducing the environmental impact of surgery on a global scale: systematic review and co-prioritization with healthcare workers in 132 countries

Abstract Background Healthcare cannot achieve net-zero carbon without addressing operating theatres. The aim of this study was to prioritize feasible interventions to reduce the environmental impact of operating theatres. Methods This study adopted a four-phase Delphi consensus co-prioritization methodology. In phase 1, a systematic review of published interventions and global consultation of perioperative healthcare professionals were used to longlist interventions. In phase 2, iterative thematic analysis consolidated comparable interventions into a shortlist. In phase 3, the shortlist was co-prioritized based on patient and clinician views on acceptability, feasibility, and safety. In phase 4, ranked lists of interventions were presented by their relevance to high-income countries and low–middle-income countries. Results In phase 1, 43 interventions were identified, which had low uptake in practice according to 3042 professionals globally. In phase 2, a shortlist of 15 intervention domains was generated. In phase 3, interventions were deemed acceptable for more than 90 per cent of patients except for reducing general anaesthesia (84 per cent) and re-sterilization of ‘single-use’ consumables (86 per cent). In phase 4, the top three shortlisted interventions for high-income countries were: introducing recycling; reducing use of anaesthetic gases; and appropriate clinical waste processing. In phase 4, the top three shortlisted interventions for low–middle-income countries were: introducing reusable surgical devices; reducing use of consumables; and reducing the use of general anaesthesia. Conclusion This is a step toward environmentally sustainable operating environments with actionable interventions applicable to both high– and low–middle–income countries

Guidance strategies for microburst escape.

This study compares three escape guidance laws for microburst encounters during final landing approach: Altitude-Guidance, Dive-Guidance, and Pitch-Guidance from the point of view of safety. It also introduces Modified Altitude- and Dive-Guidance laws. In this study, we use a full, 6-DOF, nonlinear, rigid-body aircraft model, including the effects of windshear and wind vorticity, and a model of microburst with turbulence. We also model the effect of stall prevention on the escape path. We first construct a new safety metric that quantifies the aircraft upward force capability in a microburst encounter. In the absence of turbulence, the safety factor is analytically proven to be a decreasing function of altitude. This suggests that descending to a low altitude may improve safety in the sense that the aircraft will have more upward force capability to maintain its altitude. In the presence of stochastic turbulence, the safety factor is treated as a random variable and its probability distribution function is analytically approximated as a function of altitude. This approximation reveals that the probability of safety factor being less than a given value has a minimum, i.e. safety increases as the altitude decreases up to a certain altitude, then starts decreasing. In the dissertation, two different approaches are used for comparison. (1) In a sample analysis approach, typical samples of the time histories of various variables are analyzed. Additionally, an animation of an aircraft escaping a microburst is produced and the behavior of the aircraft along with its inertial velocity and airspeed vectors are studied. (2) In a statistical approach, the probability distribution of the minimum altitude is estimated by the Monte Carlo Method when the statistical properties of the microburst parameters are known. Both approaches suggest that, within the modeling assumptions of this dissertation, and in the absence of human factors, altitude and dive guidance with low commanded altitude may provide better safety than pitch guidance. That is, once the escape maneuver is initiated, the aircraft should be directed to a low recovery altitude with full thrust as long as the recovery altitude is higher than an optimal value. However, the drawback of descending to the so-called optimal altitude is that the aircraft may unnecessarily descend to the optimal altitude even when it is possible to safely recover from a microburst with a higher recovery altitude. The analytic approximation of the probability distribution function of the safety factor is used to determine the highest safe altitude at which the aircraft may descend, hence avoiding to descend too low. This highest safe altitude is used as the commanded altitude in Modified Altitude- and Dive-Guidance. Monte Carlo simulations show that these Modified Altitude- and Dive-Guidance strategies decrease the probability of minimum altitude being less than a given value without compromising the probability of crash. That is, an aircraft with Modified Altitude-- or Dive-Guidance generally has a higher recovery altitude without increasing the risk of ground contact or stall.Ph.D.Aerospace engineeringApplied SciencesUniversity of Michigan, Horace H. Rackham School of Graduate Studieshttp://deepblue.lib.umich.edu/bitstream/2027.42/132560/2/9977147.pd

Modified guidance laws to escape microbursts with turbulence

This paper introduces Modified Altitude- and Dive-Guidance laws for escaping a microburst with turbulence. The goal is to develop a procedure to estimate the highest altitude at which an aircraft can fly through a microburst without running into stall. First, a new metric is constructed that quantifies the aircraft upward force capability in a microburst encounter. In the absence of turbulence, the metric is shown to be a decreasing function of altitude. This suggests that descending to a low altitude may improve safety in the sense that the aircraft will have more upward force capability to maintain its altitude. In the presence of stochastic turbulence, the metric is treated as a random variable and its probability distribution function is analytically approximated as a function of altitude. This approximation allows us to determine the highest safe altitude at which the aircraft may descend, hence avoiding to descend too low. This highest safe altitude is used as the commanded altitude in Modified Altitude- and Dive-Guidance. Monte Carlo simulations show that these Modified Altitude- and Dive-Guidance strategies can decrease the probability of minimum altitude being lower than a given value without significantly increasing the probability of crash

Modified guidance laws to escape microbursts with turbulence

This paper introduces Modified Altitude- and Dive-Guidance laws for escaping a microburst with turbulence. The goal is to develop a procedure to estimate the highest altitude at which an aircraft can fly through a microburst without running into stall. First, a new metric is constructed that quantifies the aircraft upward force capability in a microburst encounter. In the absence of turbulence, the metric is shown to be a decreasing function of altitude. This suggests that descending to a low altitude may improve safety in the sense that the aircraft will have more upward force capability to maintain its altitude. In the presence of stochastic turbulence, the metric is treated as a random variable and its probability distribution function is analytically approximated as a function of altitude. This approximation allows us to determine the highest safe altitude at which the aircraft may descend, hence avoiding to descend too low. This highest safe altitude is used as the commanded altitude in Modified Altitude- and Dive-Guidance. Monte Carlo simulations show that these Modified Altitude- and Dive-Guidance strategies can decrease the probability of minimum altitude being lower than a given value without significantly increasing the probability of crash.</p

Relationship Between Mean Platelet Volume and Hypertrophic Cardiomyopathy: Reply

WOS: 000342636800020PubMed ID: 24989041