Albumin Affinity Biomaterial Surfaces

Recently, considerable progress has been made in designing biomaterial surfaces which possess enhanced albumin affinity. Two derivatization methods for producing albumin binding biomaterial surfaces, based on an albumin affinity dye, cibacron blue, have been developed. Both surface derivatization methods were found to enhance the binding of albumin to an implant grade polyetherurethane. Evaluations of the enhanced albumin affinity demonstrated the binding to be both selective and reversible. Surfaces having such enhanced albumin affinity were found to be minimally thrombogenic and to discourage the adhesion of bacteria which might otherwise cause device-centered infections. We conclude that albumin affinity surfaces, such as these, may be useful in the design of non-thrombogenic and infection resistant biomaterials

Snatch trajectory of elite level girevoy (Kettlebell) sport athletes and its implications to strength and conditioning coaching

Girevoy sport (GS) has developed only recently in the West, resulting in a paucity of English scientific literature available. The aim was to document kettlebell trajectory of GS athletes performing the kettlebell snatch. Four elite GS athletes (age = 29-47 years, body mass = 68.3-108.1 kg, height 1.72-1.89 m) completed one set of 16 repetitions with a 32.1 kg kettlebell. Trajectory was captured with the VICON motion analysis system (250 Hz) and analysed with VICON Nexus (1.7.1). The kettlebell followed a ‘C’ shape trajectory in the sagittal plane. Mean peak velocity in the upwards phase was 4.03 ± 0.20 m s –1, compared to 3.70 ± 0.30 m s–1 during the downwards phase, and mean radial error across the sagittal and frontal planes was 0.022 ± 0.006 m. Low error in the movement suggests consistent trajectory is important to reduce extraneous movement and improve efficiency. While the kettlebell snatch and swing both require large anterior-posterior motion, the snatch requires the kettlebell to be held stationary overhead. Therefore, a different coaching application is required to that of a barbell snatch

The aerodynamic effects on a cornering Ahmed body

As a vehicle travels through a corner, the flowfield observed from the vehicle׳s frame of reference becomes curved. This condition results in the relative flow angle and freestream velocity changing both across the width and along the length of the body. Wall-resolved Large Eddy Simulations were used to simulate a simple vehicle shape through three different radii corners. The variable flow angle and acceleration affected the pressure distribution along either side of the body and caused an increase in the size of the outboard C-pillar vortex, and an inboard decrease. Furthermore, an outboard extension of the separation bubble at the bluff trailing face resulted in a gentler downwash angle off the backlight surface, with the opposite occurring inboard. At a Reynolds number of 1.7×106, a 19.2% increase in aerodynamic drag occurred for a five car-length radius corner when compared to the straight-line condition. In addition, a yawing moment acted against the rotation of the body through the corner, and a side force acted towards the centre of the corner. An exponential trend related the curvature of a vehicle׳s path to the increase in aerodynamic drag, with a linearity exhibited for the increase in yawing moment and side force

A new type of wind tunnel for the evaluation of curved motion

While aerodynamic analysis of the flow conditions during cornering can be an important design parameter for applications such as automobiles, vessels, and highly maneuverable aircraft, it can be difficult to simulate. This type of motion requires controlled and repeatable flow curvature, relative to the model. A new design to allow experimental testing for this condition has been developed, and by testing in a non-inertial reference frame, flow curvature is achieved in the absence of a static pressure gradient. Initial results have demonstrated the ability of the concept to produce the correct flowfield and the new design offers potential for new experimental investigations that were previously unachievable

The influence of cornering on the vortical wake structures of an inverted wing

The aerodynamic performance of inverted wings on racing-car configurations is most critical when cornering; however, current wind tunnel techniques are generally limited to the straight-line condition. The true cornering condition introduces complexity because of the curvature of the freestream flow. This results in an increase in the tangential velocity with increasing distance from the instantaneous centre of rotation and causes the front wing to be placed at a yaw angle. Numerical simulations were used to consider an 80% scale front wing when steady-state cornering with radii ranging from 60m to 7.5 m, and yaw angles ranging from 1.25° to 10°. The changes to the pressure distribution near the end-plates caused the wake structure to become highly asymmetric. Both the primary longitudinal vortices and the secondary longitudinal vortices differed in strength, and the vortex core positions shifted in the vertical direction and the spanwise direction. The change in the position became more substantial further downstream as the structures tended toward the freestream direction. The effects on the wing surface pressure distribution resulted in the introduction of yawing and rolling moments, as well as a side force and an increase in drag. The results demonstrate the importance of evaluating the cornering condition if that is where a good performance is most sought after

On the Use of Inertial Sensors in Educational Engagement Activities

Wearable sensors have been successfully used for a few decades in different sporting applications and its use has been constrained mostly to research projects. However, its positive impact has been recently adding other directions towards education, commercial and servicing. The establishment of Sports Engineering as a discipline is playing an important role in Australian universities where relevant material and emerging technologies are required to be taught and in certain circumstances developed. Some of these technologies include the adoption of inertial sensors (accelerometers and gyroscopes). This paper shares the impact of inertial sensors in building engagement in different educational activities at secondary level, with the purpose of engaging them into Sports Engineering disciplines, and at tertiary level through teaching undergraduate and post-graduate programs

Reliability of kettlebell swing one and five repetition maximum

BACKGROUND: Research into the kettlebell swing has increased in the last decade. There has been a paucity of literature assessing an individual’s ability to perform the kettlebell swing exercise. The purpose of this study was to determine the test-retest reliability of the one and five repetition maximum (1RM and 5RM) kettlebell swing. MATERIALS & METHODS: Twenty four recreational resistance-trained participants performed an isometric mid-thigh pull (IMTP) and two familiarization sessions followed by three test sessions for each RM load approximately one week apart, using a custom-built plate-loaded kettlebell. On each test occasion, subjects completed a series of warm-up sets followed by 3–4 progressively heavier kettlebell swings to a standardized height until 1RM or 5RM was reached. Test-retest reliability was calculated using the intra-class correlation (ICC) and typical error was represented as the coefficient of variation (CV%) with 90% confidence limits (90% CL). The smallest worthwhile change (SWC%) representing the smallest change of practical importance, was calculated as 0.2 × between-subject standard deviation. The relationship of kettlebell swing performance and maximum strength was determined by Pearson correlation with ±90% CL between the absolute peak force recorded during IMTP and 1RM or 5RM. RESULTS: Results demonstrated a high test-retest reliability for both the 1RM (ICC = 0.97, 90% CL [0.95–0.99]; CV = 2.7%, 90% CL [2.2–3.7%]) and 5RM (ICC = 0.98, 90% CL [0.96–0.99]; CV = 2.4%, 90% CL [1.9–3.3%]), respectively. The CV% was lower than the SWC for both the 1RM (SWC = 2.8%, 90% CL [1.9–3.5]) and 5RM (SWC = 2.9%, 90% CL [1.9–3.6]) kettlebell swing. The correlation between IMTP absolute peak force and the 1RM (r = 0.69, 90% CL 0.43–0.83) was large and very large for the 5RM (r = 0.75, 90% CL [0.55–0.87]). CONCLUSIONS: These results demonstrate the stability of 1RM and 5RM kettlebell swing performance after two familiarization sessions. Practitioners can be confident that changes in kettlebell swing 1RM and 5RM performance of >3.6 kg represent a practically important difference, which is the upper limit of the 90% CL

Techniques for aerodynamic analysis of cornering vehicles

When a vehicle travels through a corner it can experience a significant change in aerodynamic performance due to the curved path of its motion. The yaw angle of the flow will vary along its length and the relative velocity of the flow will increase with distance from the central axis of its rotation. Aerodynamic analysis of vehicles in the cornering condition is an important design parameter, particularly in motorsport. Most racing-cars are designed to produce downforce that will compromise straight-line speed to allow large gains to be made in the corners. Despite the cornering condition being important, aerodynamicists are restricted in their ability to replicate the condition experimentally. Whirling arms, rotary rigs, curved test sections and bent wind tunnel models are experimental techniques capable of replicating some aspects of the cornering condition, but are all compromised solutions. Numerical simulation is not limited in the same way and permits investigation into the condition. However, cornering introduces significant change to the flowfield and this must be accommodated for in several ways. Boundary conditions are required to be adapted to allow for the curved flow occurring within a non-inertial reference frame. In addition, drag begins to act in a curved path and variation in Re occurs within the domain. Results highlight the importance of using correct analysis techniques when evaluating aerodynamic performance for cornering vehicles