Review of \u3cem\u3eThe SAGE Handbook of Quantitative Methodology for the Social Sciences.\u3c/em\u3e David Kaplan (Ed.). Reviewed by John G. Orme.

Book review of David Kaplan (Ed.), The SAGE Handbook of Quantitative Methodology for the Social Sciences, Thousand Oaks, CA: Sage Publications, 2005. $125.00 hardcover

Review of \u3cem\u3eThe Handbook of Social Work Research Methods.\u3c/em\u3e Bruce A. Thyer (Ed.). Review by John G. Orme.

Book review of Bruce A. Thyer (Ed.), The Handbook of Social Work Research Methods. Thousand Oaks, CA: Sage Publications, 2001. $84.95 hardcover,$ 65.00 papercover

Minimum fuel mode evaluation

The minimum fuel mode of the NASA F-15 research aircraft is designed to minimize fuel flow while maintaining constant net propulsive force (FNP), effectively reducing thrust specific fuel consumption (TSFC), during cruise flight conditions. The test maneuvers were at stabilized flight conditions. The aircraft test engine was allowed to stabilize at the cruise conditions before data collection initiated; data were then recorded with performance seeking control (PSC) not-engaged, then data were recorded with the PSC system engaged. The maneuvers were flown back-to-back to allow for direct comparisons by minimizing the effects of variations in the test day conditions. The minimum fuel mode was evaluated at subsonic and supersonic Mach numbers and focused on three altitudes: 15,000; 30,000; and 45,000 feet. Flight data were collected for part, military, partial, and maximum afterburning power conditions. The TSFC savings at supersonic Mach numbers, ranging from approximately 4% to nearly 10%, are in general much larger than at subsonic Mach numbers because of PSC trims to the afterburner

Maximum thrust mode evaluation

Measured reductions in acceleration times which resulted from the application of the F-15 performance seeking control (PSC) maximum thrust mode during the dual-engine test phase is presented as a function of power setting and flight condition. Data were collected at altitudes of 30,000 and 45,000 feet at military and maximum afterburning power settings. The time savings for the supersonic acceleration is less than at subsonic Mach numbers because of the increased modeling and control complexity. In addition, the propulsion system was designed to be optimized at the mid supersonic Mach number range. Recall that even though the engine is at maximum afterburner, PSC does not trim the afterburner for the maximum thrust mode. Subsonically at military power, time to accelerate from Mach 0.6 to 0.95 was cut by between 6 and 8 percent with a single engine application of PSC, and over 14 percent when both engines were optimized. At maximum afterburner, the level of thrust increases were similar in magnitude to the military power results, but because of higher thrust levels at maximum afterburner and higher aircraft drag at supersonic Mach numbers the percentage thrust increase and time to accelerate was less than for the supersonic accelerations. Savings in time to accelerate supersonically at maximum afterburner ranged from 4 to 7 percent. In general, the maximum thrust mode has performed well, demonstrating significant thrust increases at military and maximum afterburner power. Increases of up to 15 percent at typical combat-type flight conditions were identified. Thrust increases of this magnitude could be useful in a combat situation

Minimum fan turbine inlet temperature mode evaluation

Measured reductions in turbine temperature which resulted from the application of the F-15 performance seeking control (PSC) minimum fan turbine inlet temperature (FTIT) mode during the dual-engine test phase is presented as a function of net propulsive force and flight condition. Data were collected at altitudes of 30,000 and 45,000 feet at military and partial afterburning power settings. The FTIT reductions for the supersonic tests are less than at subsonic Mach numbers because of the increased modeling and control complexity. In addition, the propulsion system was designed to be optimized at the mid supersonic Mach number range. Subsonically at military power, FTIT reductions were above 70 R for either the left or right engines, and repeatable for the right engine. At partial afterburner and supersonic conditions, the level of FTIT reductions were at least 25 R and as much as 55 R. Considering that the turbine operates at or very near its temperature limit at these high power settings, these seemingly small temperature reductions may significantly lengthen the life of the turbine. In general, the minimum FTIT mode has performed well, demonstrating significant temperature reductions at military and partial afterburner power. Decreases of over 100 R at cruise flight conditions were identified. Temperature reductions of this magnitude could significantly extend turbine life and reduce replacement costs

Recruitment and Foster Family Service

Using data from the National Survey of Current and Former Foster Parents this study examined how foster parents first found out about the need for foster parents (mass media, other foster parents, religious organization, or civic organization) affected foster family service (number of children fostered, years of fostering service, fostering of children with special needs, and families\u27 intent to continue fostering). Respondents who became aware of the need for foster parents through religious organizations fosteredfor more years; respondents who became aware through mass media fostered for fewer years. How foster families first found out about the need for foster parents did not differentially affect other foster family service measures. Implications for foster parent recruitment and future research are discussed

Foster Parents\u27 Reasons for Fostering and Foster Family Utilization

Better utilization of foster families might be linked to parents\u27 reasons for fostering. This study used data from the National Survey of Current and Former Foster Parents to examine relationships between reasons for fostering and types of services and length of service foster parents provide. Top reasons for fostering were child-centered. The least endorsed reasons were self-oriented. Those who fostered to help children with special problems were more likely to have a child placed, had more children, and had fostered more types of special needs children. Parents who fostered because their children were grown were more likely to have a child placed, had more children, and were more likely to intend to continue fostering. Conversely, parents who wanted to be loved or who wanted companionship fostered fewer children. Implications for improving foster family utilization are discussed

Rapid deceleration mode evaluation

Aircraft with flight capability above 1.4 normally have an RPM lockup or similar feature to prevent inlet buzz that would occur at low engine airflows. This RPM lockup has the effect of holding the engine thrust level at the intermediate power (maximum non-afterburning). For aircraft such as military fighters or supersonic transports, the need exists to be able to rapidly slow from supersonic to subsonic speeds. For example, a supersonic transport that experiences a cabin decompression needs to be able to slow/descend rapidly, and this requirement may size the cabin environmental control system. For a fighter, there may be a desire to slow/descend rapidly, and while doing so to minimize fuel usage and engine exhaust temperature. Both of these needs can be aided by achieving the minimum possible overall net propulsive force. As the intermediate power thrust levels of engines increase, it becomes even more difficult to slow rapidly from supersonic speeds. Therefore, a mode of the performance seeking control (PSC) system to minimize overall propulsion system thrust has been developed and tested. The rapid deceleration mode reduces the engine airflow consistent with avoiding inlet buzz. The engine controls are trimmed to minimize the thrust produced by this reduced airflow, and moves the inlet geometry to degrade the inlet performance. As in the case of the other PSC modes, the best overall performance (in this case the least net propulsive force) requires an integrated optimization of inlet, engine, and nozzle variables. This paper presents the predicted and measured results for the supersonic minimum thrust mode, including the overall effects on aircraft deceleration

High Stability Engine Control (HISTEC) Flight Test Results

The High Stability Engine Control (HISTEC) Program, managed and funded by the NASA Lewis Research Center, is a cooperative effort between NASA and Pratt & Whitney (P&W). The program objective is to develop and flight demonstrate an advanced high stability integrated engine control system that uses real-time, measurement-based estimation of inlet pressure distortion to enhance engine stability. Flight testing was performed using the NASA Advanced Controls Technologies for Integrated Vehicles (ACTIVE) F-15 aircraft at the NASA Dryden Flight Research Center. The flight test configuration, details of the research objectives, and the flight test matrix to achieve those objectives are presented. Flight test results are discussed that show the design approach can accurately estimate distortion and perform real-time control actions for engine accommodation

The unconventional myosin CRINKLED and its mammalian orthologue MYO7A regulate caspases in their signalling roles

Caspases provide vital links in non-apoptotic regulatory networks controlling inflammation, compensatory proliferation, morphology and cell migration. How caspases are activated under non-apoptotic conditions and process a selective set of substrates without killing the cell remain enigmatic. Here we find that the Drosophila unconventional myosin CRINKLED (CK) selectively interacts with the initiator caspase DRONC and regulates some of its non-apoptotic functions. Loss of CK in the arista, border cells or proneural clusters of the wing imaginal discs affects DRONC-dependent patterning. Our data indicate that CK acts as substrate adaptor, recruiting SHAGGY46/GSK3-β to DRONC, thereby facilitating caspase-mediated cleavage and localized modulation of kinase activity. Similarly, the mammalian CK counterpart, MYO7A, binds to and impinges on CASPASE-8, revealing a new regulatory axis affecting receptor interacting protein kinase-1 (RIPK1)>CASPASE-8 signalling. Together, our results expose a conserved role for unconventional myosins in transducing caspase-dependent regulation of kinases, allowing them to take part in specific signalling events