Lateral approach to the ankle and distal leg

Fractures of the distal tibia are usually high-energy injuries and are well known for their soft tissue complications after surgery. Various factors have been studied regarding the possibility of them reducing the incidence of such damage, including timing of surgery, staged surgery, fixation method, and surgical approach. Less invasive surgical techniques with vascularity preserving approaches were proposed as reasonable solutions to this problem. The aim of this study was to investigate the presence of minor vascular structures, which can be preserved during anterolateral approach, possibly contributing to the success of the approach. Lateral approach for the distal tibia was performed in 22 cadaver feet. The mean distance between the lateral malleolus and the superficial peroneal nerve was 12.2 cm. Two different vascular pedicles, from peroneal vessels to muscles of the anterior compartment, were 4.3 and 8.2 cm away from the lateral malleolus, respectively. We conclude that preserving greater vascularity was possible in the lateral approach for the distal tibia, placing the plate in a completely submuscular plane. (Folia Morphol 2011; 70, 2: 91–94

Neurovascular relationship between abducens nerve and anterior inferior cerebellar artery

We aimed to study the neurovascular relationships between the anterior inferior cerebellar artery (AICA) and the abducens nerve to help determine the pathogenesis of abducens nerve palsy which can be caused by arterial compression. Twenty-two cadaveric brains (44 hemispheres) were investigated after injected of coloured latex in to the arterial system. The anterior inferior cerebellar artery originated as a single branch in 75%, duplicate in 22.7%, and triplicate in 2.3% of the hemispheres. Abducens nerves were located between the AICAs in all hemispheres when the AICA duplicated or triplicated. Additionally, we noted that the AICA or its main branches pierced the abducens nerve in five hemispheres (11.4%). The anatomy of the AICA and its relationship with the abducens nerve is very important for diagnosis and treatment. (Folia Morphol 2010; 69, 4: 201-203

Déficits en dihydropyrimidine déshydrogénase et toxicité aux fluoropyrimidines

La fréquence de prescription des fluoropyrimidines pour le traitement d'un nombre important de tumeurs solides depuis 1957, l'utilisation de frotes doses, l'extension des indications et la sévérité des toxicités aiguës dues à des déficits enzymatiques en dihydropyrimidine déshydrogénase (DPD), font du dépistage des déficits en DPD une pririté médicale et de santé publique. Les fluoropyrimidines (5-fluorouracile et ses prodrogues orales, UFT, capécitabine) peuvent provoquer des accidents aigus (diarrhée, mucite, syndrome "main-pied", accidents cardiaques, leucopénie...) particulièrement sévères chez les individus mutés sur la DPD. Des cas cliniques observés au cours de mon stage de 5ème année illustreront la nécessité de surveiller les patients à risque et proposeront des solutions de traitement.STRASBOURG ILLKIRCH-Pharmacie (672182101) / SudocSudocFranceF

The Potential of Microalgal Biodiesel in Turkey

Turkey has limited petroleum reserves which causes the country to become a foreign dependent in respect to energy. As a result, the dependency level of Turkey on foreign fossil fuel suppliers reaches around 70%. Biodiesel, which has a more favorable combustion emission profile, relatively high flash point, and good lubrication properties, can be an effective alternative energy source. However, to provide the necessary amount of oil from agricultural products may affect food production and require a high amount of water and fertilizer. With their high oil content and high productivity rates, microalgae seems to be the best source of fuel which can replace petroleum products totally. This article introduces methods of microalgae production and discusses the potential of Turkey to pass microalgal biodiesel technology. Copyright © Taylor and Francis Group, LLC

The Significance Of The Neurovascular Structures Passing Through The Spinoglenoid Notch

Objective: To define the detailed anatomy of the neurovascular bundle at the spinoglenoid notch and to report the dimensions of these structures in cadavers. Methods: In the present study, the external diameters of suprascapular artery, vein and nerve were measured at the spinoglenoid notch region in 18 formalin fixed cadavers (36 shoulders) by using a caliper. The study was carried out in the dissection laboratory of Anatomy Departments of Hacettepe University, Ankara University, Ankara and Mersin University, Mersin, Turkey, between 2002 and 2003. Results: The average external diameter for the suprascapular vein was 2.6 mm, artery was 2.2 nun and nerve was 2.2 mm. The spinoglenoid notch was roofed by the spinoglenoid ligament and appeared as a fibroosseous foramen in all cadavers. We found that the vascular structures (suprascapular artery and vein) occupied 68.5% and the suprascapular nerve occupied 31.5% of this foramen. Conclusion: Although the diameters of the vascular structures at the spinoglenoid notch measured by magnetic resonance imaging have been reported, to our knowledge, external diameters of these structures at the spinoglenoid notch have not been described in cadavers. We believe that detailed anatomy of suprascapular neurovascular bundle at the spinoglenoid notch should be appreciated for better understanding of risk factors possibly causing the suprascapular nerve entrapment syndrome, specially for those who are involved in violent overhead sports activities such as volleyball and baseball.Wo

Investigation of effects ofinlet boundary conditions on the flow behaviour in a diesel injector

Orleans University, France;Samara State Aerospace University, Russia5th International Conference on Mechanical and Aerospace Engineering, ICMAE 2014 --18 July 2014 through 19 July 2014 -- Madrid --Diesel engines become popular from this point of view because of their high thermal efficiency. However, new and developing technologies are expected to lower their emission levels. Atomization of the fuel has a vital importance in order to control heat release rate and exhaust emission during combustion. With the known injection devices, atomization of the fuel is realized with high pressure systems such as common rail direct injectors (CRD) which operate at pressures exceeding 1300 bar. However, atomization of the fuel by simply increasing injection pressure can create cavitation erosion which may lead to mechanical failure of the nozzle. Utilization of air in diesel engine injectors will increase fuel atomization, provides more complete combustion of any diesel fuel consumed, enhance fuel economy and results in lower engine emissions. Therefore the aim of this study is to design a special injection device for use in a diesel engine which improves combustion by mixing air and fuel inside itself at optimum ratio. Proper air inlet pressure was determined for favorable diesel air mixing by investigation of the flow behavior in a newly designed injection device with the help of computational fluid dynamics based software. Three different air inlet pressures (20, 30 and 40 bar) are simulated and the contours of turbulence intensity, velocity and volume fraction of diesel fuel are discussed, and compared with each other. © (2014) Trans Tech Publications, Switzerland

Prediction of emissions of a diesel engine fueled with soybean biodiesel using artificial neural networks

Recently, the usage of biodiesel as an alternative energy source instead of fossil-based fuels becomes very popular because biodiesel is totally renewable and has more favorable combustion emission profile, however; to determine exhaust emission values at different loads and engine speeds is an important challenge and requires both time consuming and expensive experiments. Instead of conducting experiments, artificial neural network (ANN) models which are computing systems composed of neurons are used to solve complex functions can be used. Therefore, in this study an ANN model was prepared in order to predict the exhaust emissions values of 100% soybean biodiesel using diesel engine for different engine speeds at varying load conditions. Engine speed, torque and exhaust temperature values were used as input in order to predict CO, CO 2, NO x and NO 2 emissions and coefficient of correlation (R), mean absolute percentage error (MAPE) values were calculated in order to define correlation between the target value and output value and identify the convergence between the target and the output values. Calculated R values are in the range of 0,9979-0, 9999 and MAPE values are in the range of 0,69-2,55%. According to results, the usage of ANNs is highly recommended to predict the engine's emissions of a diesel engine fueled with pure soybean biodiesel. © Sila Science

Biodiesel production from tea seed (camellia sinensis) oil and its blends with diesel fuel

Biodiesel has been produced from various vegetable oils, such as palm, canola (rapeseed), cottonseed, sunflower, and soybean oils as well as a variety of less common oils. This study evaluated the production of biodiesel using tea seed (Camellia sinensis) oil as a raw material. Methyl ester was produced by transesterification of tea seed oil with methanol in the presence of a catalyst (NaOH). The fuel properties such as pour point (PP), kinematic viscosity, cetane number, flash point, density, copper strip corrosion, and heating value were determined and discussed in light of American (ASTM D6751) and European (EN 14214) biodiesel standards. Not only the specifications of pure biodiesel but also its blends with diesel fuel were analyzed. Biodiesel produced from tea seed oil exhibit a low pour point value of -5°C, one of the lowest found for a biodiesel fuel. The cold flow properties of tea seed methyl ester (TSME) demonstrate its operational viability during the cold weather conditions. As a result, tea seed oil, as agricultural crop, might be a reasonable raw material for the biodiesel production. © 2013 Copyright Taylor & Francis Group, LLC

Impact of Oncoming Headlight Glare With Cataracts: A Pilot Study

Purpose: Oncoming headlight glare (HLG) reduces the visibility of objects on the road and may affect the safety of nighttime driving. With cataracts, the impact of oncoming HLG is expected to be more severe. We used our custom HLG simulator in a driving simulator to measure the impact of HLG on pedestrian detection by normal vision subjects with simulated mild cataracts and by patients with real cataracts. Methods: Five normal vision subjects drove nighttime scenarios under two HLG conditions (with and without HLG: HLGY and HLGN, respectively), and three vision conditions (with plano lens, simulated mild cataract, and optically blurred clip-on). Mild cataract was simulated by applying a 0.8 Bangerter diffusion foil to clip-on plano lenses. The visual acuity with the optically blurred lenses was individually chosen to match the visual acuity with the simulated cataract clip-ons under HLGN. Each nighttime driving scenario contains 24 pedestrian encounters, encompassing four pedestrian types; walking along the left side of the road, walking along the right side of the road, crossing the road from left to right, and crossing the road from right to left. Pedestrian detection performances of five patients with mild real cataracts were measured using the same setup. The cataract patients were tested only in HLGY and HLGN conditions. Participants’ visual acuity and contrast sensitivity were also measured in the simulator with and without stationary HLG. Results: For normal vision subjects, both the presence of oncoming HLG and wearing the simulated cataract clip-on reduced pedestrian detection performance. The subjects performed worst in events where the pedestrian crossed from the left, followed by events where the pedestrian crossed from the right. Significant interactions between HLG condition and other factors were also found: (1) the impact of oncoming HLG with the simulated cataract clip-on was larger than with the plano lens clip-on, (2) the impact of oncoming HLG was larger with the optically blurred clip-on than with the plano lens clip-on, but smaller than with the simulated cataract clip-on, and (3) the impact was larger for the pedestrians that crossed from the left than those that crossed from the right, and for the pedestrians walking along the left side of the road than walking along the right side of the road, suggesting that the pedestrian proximity to the glare source contributed to the performance reduction. Under HLGN, almost no pedestrians were missed with the plano lens or the simulated cataract clip-on (0 and 0.5%, respectively), but under HLGY, the rate of pedestrian misses increased to 0.5 and 6%, respectively. With the optically blurred clip-on, the percent of missed pedestrians under HLGN and HLGY did not change much (5% and 6%, respectively). Untimely response rate increased under HLGY with the plano lens and simulated cataract clip-ons, but the increase with the simulated cataract clip-on was significantly larger than with the plano lens clip-on. The contrast sensitivity with the simulated cataract clip-on was significantly degraded under HLGY. The visual acuity with the plano lens clip-on was significantly improved under HLGY, possibly due to pupil myosis. The impact of HLG measured for real cataract patients was similar to the impact on performance of normal vision subjects with simulated cataract clip-ons. Conclusion: Even with mild (simulated or real) cataracts, a substantial negative effect of oncoming HLG was measurable in the detection of crossing and walking-along pedestrians. The lowered pedestrian detection rates and longer response times with HLGY demonstrate a possible risk that oncoming HLG poses to patients driving with cataracts