Systems and certification issues for civil transport aircraft flow control systems

This article is placed here with permission from the Royal Aeronautical Society - Copyright @ 2009 Royal Aeronautical SocietyThe use of flow control (FC) technology on civil transport aircraft is seen as a potential means of providing a step change in aerodynamic performance in the 2020 time frame. There has been extensive research into the flow physics associated with FC. This paper focuses on developing an understanding of the costs and design drivers associated with the systems needed and certification. The research method adopted is based on three research strands: 1. Study of the historical development of other disruptive technologies for civil transport aircraft, 2. Analysis of the impact of legal and commercial requirements, and 3. Technological foresight based on technology trends for aircraft currently under development. Fly by wire and composite materials are identified as two historical examples of successful implementation of disruptive new technology. Both took decades to develop, and were initially developed for military markets. The most widely studied technology similar to FC is identified as laminar flow control. Despite more than six decades of research and arguably successful operational demonstration in the 1990s this has not been successfully transitioned to commercial products. Significant future challenges are identified in cost effective provision of the additional systems required for environmental protection and in service monitoring of FC systems particularly where multiple distributed actuators are envisaged. FC generated noise is also seen as a significant challenge. Additional complexity introduced by FC systems must also be balanced by the commercial imperative of dispatch reliability, which may impose more stringent constraints than legal (certification) requirements. It is proposed that a key driver for future successful application of FC is the likely availability of significant electrical power generation on 787 aircraft forwards. This increases the competitiveness of electrically driven FC systems compared with those using engine bleed air. At the current rate of progress it is unlikely FC will make a contribution to the next generation of single-aisle aircraft due to enter service in 2015. In the longer term, there needs to be significant movement across a broad range of systems technologies before the aerodynamic benefits of FC can be exploited.This work is supported by the EU FP6 AVERT (AerodynamicValidation of Emissions Reducing Technologies) project

Eltrombopag for the treatment of chronic idiopathic (immune) thrombocytopenic purpura : A Single Technology Appraisal

Evidence Review Group (ERG) final report for the National Institute for Health and Clinical ExcellencePublisher PD

Towards a historical ecology of intertidal foraging in the Mafia Archipelago: archaeomalacology and implications for marine resource management

Understanding the timing and nature of human influence on coastal and island ecosystems is becoming a central concern in archaeological research, particularly when investigated within a historical ecology framework. Unfortunately, the coast and islands of eastern Africa have not figured significantly within this growing body of literature, but are important given their historically contingent environmental, social, and political contexts, as well as the considerable threats now posed to marine ecosystems. Here, we begin developing a longer-term understanding of past marine resource use in the Mafia Archipelago (eastern Africa), an area of high ecological importance containing the Mafia Island Marine Park. Focusing on the comparatively less researched marine invertebrates provides a means for initiating discussion on potential past marine ecosystem structure, human foraging and environmental shifts, and the implications for contemporary marine resource management. The available evidence suggests that human-environment interactions over the last 2000 years were complex and dynamic; however, these data raise more questions than answers regarding the specific drivers of changes observed in the archaeomalacological record. This is encouraging as a baseline investigation and emphasizes the need for further engagement with historical ecology by a range of cognate disciplines to enhance our understanding of these complex issues

The distance and neutral environment of the massive stellar cluster Westerlund 1

The goal of this study is to determine a distance to Westerlund 1 independent of the characteristics of the stellar population and to study its neutral environment, using observations of atomic hydrogen. The HI observations are taken from the Southern Galactic Plane Survey to study HI absorption in the direction of the HII region created by the members of Westerlund 1 and to investigate its environment as observed in the HI line emission. A Galactic rotation curve was derived using the recently revised values for the Galactic centre distance of $R_\odot = 7.6$ kpc, and the velocity of the Sun around the Galactic centre of $\Theta_\odot = 214$ km s$^{-1}$. The newly determined rotation model leads us to derive a distance of $3.9\pm 0.7$ kpc to Westerlund 1, consistent with a location in the Scutum-Crux Arm. Included in this estimate is a very careful investigation of possible sources of error for the Galactic rotation curve. We also report on small expanding HI features around the cluster with a maximum dynamic age of 600,000 years and a larger bubble which has a minimum dynamic age of 2.5 million years. Additionally we re-calculated the kinematic distances to nearby HII regions and supernova remnants based on our new Galaxic rotation curve. We propose that in the early stages of the development of Wd 1 a large interstellar bubble of diameter about 50 pc was created by the cluster members. This bubble has a dynamic age similar to the age of the cluster. Small expanding bubbles, with dynamical ages $\sim 0.6$ Myr are found around Wd 1, which we suggest consist of recombined material lost by cluster members through their winds.Comment: 8 pages, accepted for publication in A&

A Spectroscopic Study of a Large Sample of Wolf-Rayet Galaxies

We analyze long-slit spectral observations of 39 Wolf-Rayet (WR) galaxies with heavy element mass fraction ranging over 2 orders of magnitude, from Zsun/50 to 2Zsun. Nearly all galaxies in our sample show broad WR emission in the blue region of the spectrum (the blue bump) consisting of an unresolved blend of N III 4640, C III 4650, C IV 4658 and He II 4686 emission lines. Broad C IV 5808 emission (the red bump) is detected in 30 galaxies. Additionally, weaker WR emission lines are identified, most often the N III 4512 and Si III 4565 lines, which have very rarely or never been seen and discussed before in WR galaxies. These emission features are characteristic of WN7-WN8 and WN9-WN11 stars respectively. We derive the numbers of early WC (WCE) and late WN (WNL) stars from the luminosities of the red and blue bumps, and the number of O stars from the luminosity of the Hbeta emission line. Additionally, we propose a new technique for deriving the numbers of WNL stars from the N III 4512 and Si III 4565 emission lines. This technique is potentially more precise than the blue bump method because it does not suffer from contamination of WCE and early WN (WNE) stars and nebular gaseous emission. The N(WR)/N(O+WR) ratio decreases with decreasing metallicity, in agreement with predictions of evolutionary synthesis models. The N(WC)/N(WN) ratios and the equivalent widths of the blue bump EW(4650) and of the red bump EW(5808) derived from observations are also in satisfactory agreement with theoretical predictions.Comment: 49 pages, 9 figures, to appear in Astrophys.