In-Flight Cost Index Optimisation Upon Weather Forecast Updates

This paper presents an optimisation framework to compute the altitude and speed profiles of a trajectory in the execution phase of the flight, such that the expected total cost (ETC) of the operation is minimised (i.e., modelling the expected cost of delay and fuel – including arrival uncertainties – at the arrival gate). This is achieved with a two-stage optimisation strategy: a trajectory optimiser that minimises a generalised direct operating cost function, for a given cost index; and an upper-level optimiser, which obtains the best cost index that minimises the ETC. Several case studies are presented for different departure delays, while considering the impact of two different weather forecast updates too: a region with relative high head-winds appearing half way across the flight; and a cold atmosphere scenario, with a tropopause altitude lower than standard conditions

Considering TMA holding uncertinaty into in-flight trajectory optimisation

Aircraft crew are aware of the delay they have experienced at departure. However, uncertainties ahead, and in particular holdings at arrival, can have an impact on the final performance of their operations. When optimising a trajectory the expected cost at the arrival gate should be considered. Consequently, taking into account potential congestion and extra delay at the arrival airspace is paramount to avoid taking sub-optimal decisions at the early stages of the flight. This paper presents a framework to optimise trajectories in the execution phase of the flight considering expected delays at arrival. A flight from Athens (LGAV) to London Heathrow (EGLL) is used as illustrative example, systematically exploring a range of departure delays and expected holdings at arrival

A software engine for multi-criteria decision support in flight management - Use of dynamic cost functions - Architecture and first results

Tactical trajectory optimisation should consider the total expected cost of the flight (fuel and delay). The cost of fuel can be estimated from the expected fuel usage. The cost of delay can be approximated by simple non-linear functions but, we propose a methodology to explicitly consider its different components: passenger related (regulation 261, duty of care, missed connections and soft costs), crew and maintenance, and reactionary costs (delay and curfew). This explicit modelling captures the non-continuous aspects of the cost function, which can significantly impact the optimisation profile, e.g. ensure that missed connections are reduced. The cost of delay, dependent on the arrival time at the gate, can be subject to uncertainties which are inherent (e.g. if a passenger will or not miss a connection) and external (e.g. taxi-in or holding times). Therefore, the optimisation framework should estimate the arrival time to the gate (not the runway) while considering these associated uncertainties. The described architecture models the processes affecting the cost (e.g. considering probabilities of missed connections or explicit propagation of delay) and operational aspects at arrival which impact the realisation of the planned optimised trajectory (holding time, sequencing and merging distance (tromboning), and taxi-in time). The consideration of the operational uncertainties enables the estimation of the probability of achieving the flight on-time performance. All these operational uncertainties are integrated into the cost function producing a total expected cost as a function of arrival to FL100 during the descent at the arrival airport. The trajectory is then optimised in its vertical and speed profile finding the cost index which is expected to minimise the total costs with a simulated annealing framework. The first results presented describe how the cost functions are generated, uncertainties considered and trajectories optimised for a flight in the LEDM-EDDF route

Review of parameters influencing the structural response of a submerged body under cavitation conditions

Submerged structures that operate under extreme flows are prone to suffer large scale cavitation attached to their surfaces. Under such conditions the added mass effects differ from the expected ones in pure liquids. Moreover, the existence of small gaps between the structure and surrounding bodies filled with fluid also influence the dynamic response. A series of experiments and numerical simulations have been carried out with a truncated NACA0009 hydrofoil mounted as a cantilever beam at the LMH-EPFL cavitation tunnel. The three first modes of vibration have been determined and analysed under various hydrodynamic conditions ranging from air and still water to partial cavitation and supercavitation. A remote nonintrusive excitation system with piezoelectric patches has been used for the experiments. The effects of the cavity properties and the lateral gap size on the natural frequencies and mode shapes have been determined. As a result, the significance of several parameters in the design of such structures is discussed

Numerical investigation into the influence on hydrofoil vibrations of water tunnel test section acoustic modes

High-speed water tunnels are typically used to investigate the single-phase and two-phase flows around hydrofoils for hydraulic machinery applications but their dynamic behavior is not usually evaluated. The modal analysis of an NACA0009 hydrofoil inside the test section was calculated with a coupled acoustic fluid–structure model, which shows a good agreement with the experimental results. This numerical model has been used to study the influence on the hydrofoil modes of vibration of the acoustic properties of the surrounding fluid and of the tunnel test section dimensions. It has been found that the natural frequencies of the acoustic domain are inversely proportional to the test section dimensions. Moreover, these acoustic frequencies decrease linearly with the reduction of the speed of sound in the fluid medium. However, the hydrofoil frequencies are not affected by the change of the speed of sound except when they match an acoustic frequency. If both mode shapes are similar, a strong coupling occurs and the hydrofoil vibration follows the linear reduction of natural frequency induced by the acoustic mode. If both mode shapes are dissimilar, a new mode appears whose frequency decreases linearly with speed of sound while keeping the acoustic mode of vibration. This new fluid–structure mode of vibration appears in between two hydrofoil structure modes and its evolution with sound speed reduction has been called “mode transition.” Overall, these findings reinforce the idea that fluid–structure interaction effects must be taken into account when studying the induced vibrations on hydrofoils inside water tunnels.Postprint (author's final draft

Impact of the COVID-19 pandemic on the care of cancer patients in Spain

Coronavirus SARS-CoV-2; COVID-19; 2019-nCoV; Càncer; EspanyaCoronavirus SARS-CoV-2; COVID-19; 2019-nCoV; Cáncer; EspañaCoronavirus SARS-CoV-2; COVID-19; 2019-nCoV; Cancer; SpainBackground Studies evaluating the effects of the COVID-19 pandemic on public healthcare systems are limited, particularly in cancer management. As no such studies have been carried out in Spain, our objective is to describe and quantify the impact of the COVID-19 pandemic on cancer patients in Spanish hospitals during the first wave of the pandemic. Materials and methods This retrospective, multicenter, nationwide study collected information from hospital departments treating oncology patients. An electronic questionnaire comparing outcomes and management of oncohematological patients for the March-June 2019 and March-June 2020 periods was used. Results Information from 78 departments (36 tertiary hospitals) was analyzed. Forty-four departments implemented adapted protocols during March 2020. Most of these (n = 38/44; 86.4%) carried out COVID-19 triage, while 26 of 44 (59.1%) carried out onsite polymerase chain reaction tests for clinically suspected cases. A shift from in-person to telephone visits was observed in 43 of 44 (97.7%) departments. Comparing the March-June 2019 and March-June 2020 periods, the number of new patients decreased by 20.8% (from 160.2 to 126.4). Decreases were also seen in the mean number of total (2858.2 versus 1686.1) and cancer (465.5 versus 367.2) biopsies, as well as the mean number of bone marrow biopsies (30.5 versus 18.6). Concerning the number of patients visiting specific cancer care departments, a decrease from 2019 to 2020 was seen for mean number of chemotherapy treatments (712.7 versus 643.8) and radiation therapy (2169.9 versus 2139.9). Finally, a reduction from 2019 to 2020 of 12.9% (from 8.6 to 7.4) in the mean number of patients included in clinical trials was noted. Conclusions This study provides the first comprehensive data concerning the impact of COVID-19 on cancer care in Spain. The pandemic caused a 20.8% decrease in newly diagnosed patients, which may impact future outcomes. Measures must be taken to ensure cancer management receives priority in times of healthcare emergencies.This work was supported by funding from the AECC, a non-profit organization, whose medical department funded the study and the medical writing (no grant number)

Clinical relevance of monitoring serum levels of adalimumab in patients with rheumatoid arthritis in daily practice

[Objectives]: We aimed to assess the usefulness of measuring serum levels of adalimumab (ADL) and anti-ADL antibodies in 57 patients with rheumatoid arthritis (RA) treated with ADL for at least 3 months in daily practice. [Methods]: All patients received concomitant disease-modifying anti-rheumatic drug (DMARD). Receiver-operator characteristics (ROC) analysis was used to obtain the cut-off value of ADL for low disease activity (DAS28-ESR ≤3.2). [Results]: Anti-ADL antibodies were detected in 4 (7%) patients with a mean (SD) DAS28 score of 4.6 (0.9). Patients with positive anti-ADL antibodies had significantly lower levels of ADL and higher DAS28 scores than those with negative antibodies. Patients with DAS28 ≤3.2 as compared with patients with DAS28 >3.2 showed significantly better SDAI score, higher serum concentrations of ADL and none of them showed anti-ADL antibodies. The cut-off of serum level of ADL for DAS28 11.3 mg/L. Patients in the medium group were closed to clinical remission (median DAS28 2.7) and patients in the high group were on clinical remission (DAS28 2.1). [Conclusion]: Serum levels of ADL should be maintained >4.3 mg/L. In patients with ADL levels >11.3 mg/L, a decrease of the dose of ADL or an increase in the interval between doses may be planned. The presence of anti-ADL antibodies was associated with a loss of clinical efficacy of ADL.Peer Reviewe

First GIS analysis of modern stone tools used by wild chimpanzees (Pan troglodytes verus) in Bossou, Guinea, West Africa

Stone tool use by wild chimpanzees of West Africa offers a unique opportunity to explore the evolutionary roots of technology during human evolution. However, detailed analyses of chimpanzee stone artifacts are still lacking, thus precluding a comparison with the earliest archaeological record. This paper presents the first systematic study of stone tools used by wild chimpanzees to crack open nuts in Bossou (Guinea-Conakry), and applies pioneering analytical techniques to such artifacts. Automatic morphometric GIS classification enabled to create maps of use wear over the stone tools (anvils, hammers, and hammers/anvils), which were blind tested with GIS spatial analysis of damage patterns identified visually. Our analysis shows that chimpanzee stone tool use wear can be systematized and specific damage patterns discerned, allowing to discriminate between active and passive pounders in lithic assemblages. In summary, our results demonstrate the heuristic potential of combined suites of GIS techniques for the analysis of battered artifacts, and have enabled creating a referential framework of analysis in which wild chimpanzee battered tools can for the first time be directly compared to the early archaeological record.Leverhulme Trust [IN-052]; MEXT [20002001, 24000001]; JSPS-U04-PWS; FCT-Portugal [SFRH/BD/36169/2007]; Wenner-Gren Foundation for Anthropological Researc