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

The use of cytochrome P450 inhibitors in sport. A new generation of doping masking agents?

The activity of the CYP450 enzymes responsible for the phase I metabolism of most of the compounds included in the World Anti-Doping Agency (WADA) list of prohibited substances and methods could be strongly modified by the combined administration of other drugs such as, for example, the antidepressant, the antifungal and the H2 receptor antagonist agents. These compounds act as inhibitors of the CYP450 isoforms and it has been demonstrated that their co-administration with a drug that is also a CYP450 substrate may lead to a substantial alteration of the latter drug bioavailability, metabolism and excretion kinetics. In sports some classes of non-banned drugs, and primarily among them antidepressants, antifungals and the H2 receptor antagonists are extensively used, according to the information available on the doping control forms. Athletes may intentionally combine the CYP450 inhibitors with doping agents to modify in urine the time window of detection of the selected marker(s) of drug abuse, especially in those cases where the parent drugs are extensively metabolized

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)

Chemotherapeutic agent 5-fluorouracil increases survival of SOD1 mouse model of ALS

Amyotrophic lateral sclerosis (ALS) is a lethal motor neuron disease with no cure. Currently there are only two ALS drugs approved by the FDA, both with a limited therapeutic effect. In the search for drug candidates for ALS, we studied the effect of known stem cell mobilizing agents (treatment) and antimetabolite 5-fluorouracil (5-FU) (anti-treatment) in SOD1G93A model of ALS. Surprisingly, we found that anti-cancer drug 5-FU increases lifespan, delays the disease onset and improves motor performance in ALS mice. Although we were not able to demonstrate the mechanistic basis of the beneficial 5-FU action in ALS mice, our findings suggest that 5-FU or similar drugs are possible drug candidates for the treatment of motor neuron diseases through drug repurposing

Universality of pseudogap and emergent order in lightly doped Mott insulators

It is widely believed that high-temperature superconductivity in the cuprates emerges from doped Mott insulators. The physics of the parent state seems deceivingly simple: The hopping of the electrons from site to site is prohibited because their on-site Coulomb repulsion U is larger than the kinetic energy gain t. When doping these materials by inserting a small percentage of extra carriers, the electrons become mobile but the strong correlations from the Mott state are thought to survive; inhomogeneous electronic order, a mysterious pseudogap and, eventually, superconductivity appear. How the insertion of dopant atoms drives this evolution is not known, nor whether these phenomena are mere distractions specific to hole-doped cuprates or represent the genuine physics of doped Mott insulators. Here, we visualize the evolution of the electronic states of (Sr1-xLax)2IrO4, which is an effective spin-1/2 Mott insulator like the cuprates, but is chemically radically different. Using spectroscopic-imaging STM, we find that for doping concentration of x=5%, an inhomogeneous, phase separated state emerges, with the nucleation of pseudogap puddles around clusters of dopant atoms. Within these puddles, we observe the same glassy electronic order that is so iconic for the underdoped cuprates. Further, we illuminate the genesis of this state using the unique possibility to localize dopant atoms on topographs in these samples. At low doping, we find evidence for much deeper trapping of carriers compared to the cuprates. This leads to fully gapped spectra with the chemical potential at mid-gap, which abruptly collapse at a threshold of around 4%. Our results clarify the melting of the Mott state, and establish phase separation and electronic order as generic features of doped Mott insulators.Comment: This version contains the supplementary information and small updates on figures and tex