Three coronary arteries arising from the right coronary cusp with a malignant sub-pulmonary course of the left anterior descending artery

AbstractWe describe a case of a 45-year-old man presenting with acute myocardial infarction investigated by computed tomography coronary angiography. Interestingly all three coronary arteries arose from the right coronary cusp. The left anterior descending artery (LAD) subtended an acute angle from the aortic root, associated with significant kinking and stenosis at the ostium, before passing anteriorly, taking a sub-pulmonic course and descending in the anterior interventricular groove. The distal vessel was small with an atrophic appearance. The circumflex artery followed a retro-aortic route, before trifurcating to supply the lateral and posterior walls of the left ventricle. The right coronary artery was normal. Given his unstable presentation and the potentially lethal course of the LAD, he was referred for grafting of the LAD vessel which successfully ameliorated his symptoms and has thus far prevented recurrent myocardial infarction.<Learning objective: Computed tomography coronary angiography is becoming increasingly accessible to physicians for the investigation of patients with suspected coronary disease and the planning of surgery. As such, coronary anomalies are likely to be encountered more frequently, and it is important to appreciate their clinical significance.

myCopter: Enabling Technologies for Personal Air Transport Systems

This paper describes the European Commission Framework 7 funded project myCopter (2011-2014). The project is still at an early stage so the paper starts with the current transportation issues faced by developed countries and describes a means to solve them through the use of personal aerial transportation. The concept of personal air vehicles (PAV) is briefly reviewed and how this project intends to tackle the problem from a different perspective described. It is argued that the key reason that many PAV concepts have failed is because the operational infrastructure and socio-economic issues have not been properly addressed; rather, the start point has been the design of the vehicle itself. Some of the key aspects that would make a personal aerial transport system (PATS) viable include the required infrastructure and associated technologies, the skill levels and machine interfaces needed by the occupant or pilot and the views of society as a whole on the acceptability of such a proposition. The myCopter project will use these areas to explore the viability of PAVs within a PATS. The paper provides an overview of the project structure, the roles of the partners, and hence the available research resources, and some of the early thinking on each of the key project topic areas

Towards fully simulated ship-helicopter operating limits: the importance of ship airwake fidelity

This paper describes the use of Computational Fluid Dynamics (CFD) data to improve the fidelity of helicopter-ship dynamic interface simulation. Two different ship geometries have been investigated and compared in terms of flow topology and pilot workload to determine acceptable fidelity criteria. Time-accurate airwakes for the simple frigate shape (SFS2) and a Type 23 Frigate have been computed for a number of wind-over-deck (WOD) angles to provide a realistic flow field in which to perform simulated deck landings within the FLIGHTLAB flight simulation environment CFD predictions show good agreement with both wind tunnel data and full scale at-sea experimental data. Results from piloted flight trials using the University of Liverpool full-motion simulator are presented in detail. Pilot workload ratings resulting from the trials have been used to generate two Ship-Helicopter Operating Limits (SHOL) diagrams for a Lynx-like helicopter: one operating from the SFS2 and the other from a Type 23 Frigate. By comparing the two SHOLs, assessing pilot workload ratings and analysing flow topology, it can be seen that at certain WOD angles relatively small-scale geometric features give rise to significantly different flow features. Although it is shown that these ship-specific features may not result in different ratings on the five-point deck interface pilot effort scale (DIPES), differences can be detected on finer workload scales. It is suggested that in order to improve fidelity of CFD generated airwakes, geometric features should be included such that any resulting medium to large scale flow features may be captured. Copyright © 2008 by the American Helicopter Society International, Inc. All rights reserved

Towards fully simulated ship-helicopter operating limits: the importance of ship airwake fidelity

This paper describes the use of Computational Fluid Dynamics (CFD) data to improve the fidelity of helicopter-ship dynamic interface simulation. Two different ship geometries have been investigated and compared in terms of flow topology and pilot workload to determine acceptable fidelity criteria. Time-accurate airwakes for the simple frigate shape (SFS2) and a Type 23 Frigate have been computed for a number of wind-over-deck (WOD) angles to provide a realistic flow field in which to perform simulated deck landings within the FLIGHTLAB flight simulation environment CFD predictions show good agreement with both wind tunnel data and full scale at-sea experimental data. Results from piloted flight trials using the University of Liverpool full-motion simulator are presented in detail. Pilot workload ratings resulting from the trials have been used to generate two Ship-Helicopter Operating Limits (SHOL) diagrams for a Lynx-like helicopter: one operating from the SFS2 and the other from a Type 23 Frigate. By comparing the two SHOLs, assessing pilot workload ratings and analysing flow topology, it can be seen that at certain WOD angles relatively small-scale geometric features give rise to significantly different flow features. Although it is shown that these ship-specific features may not result in different ratings on the five-point deck interface pilot effort scale (DIPES), differences can be detected on finer workload scales. It is suggested that in order to improve fidelity of CFD generated airwakes, geometric features should be included such that any resulting medium to large scale flow features may be captured. Copyright © 2008 by the American Helicopter Society International, Inc. All rights reserved.</p