bluuebunny/crossref_metadata_2025 huggingface dataset:
Extended applications of the endoscopic modified Lothrop procedure
Authors: Choudhury N , Hariri A , Saleh H
Published: July 2016

Objective:

The endoscopic modified Lothrop procedure is mainly used for refractory frontal sinusitis. However, we have used it as an access procedure to facilitate treatment for an extended range of additional frontal sinus pathologies.

Methods:

A retrospective review of patients who underwent the endoscopic modified Lothrop procedure for ‘alternative’ frontal sinus pathologies was conducted. Patient data were reviewed. The main outcome parameter measured was signs of recurrence.

Results:

Twelve patients (6 males, 6 females) from a 7-year study period, with a mean age of 45.2 years (range, 16–78 years), were analysed. The surgical indications included frontoethmoidal mucoceles, cerebrospinal fluid leaks within the frontal sinus, cystic fibrosis, frontal sinus osteoma, frontal sinus ossifying fibroma and frontal silent sinus syndrome. The mean follow-up period was 33.3 months. There were no known recurrences.

Conclusion:

We have used the endoscopic modified Lothrop procedure for a range of frontal sinus pathologies, safely and effectively, with no peri-operative complications.
Orientation of the X-line in asymmetric magnetic reconnection
Authors: Aunai N. , Hesse M. , Lavraud B. , Dargent J. , Smets R.
Published: July 2016

Magnetic reconnection can occur in current sheets separating magnetic fields sheared by any angle and of arbitrarily different amplitudes. In such asymmetric and non-coplanar systems, it is not yet understood what the orientation of the X-line will be. Studying how this orientation is determined locally by the reconnection process is important to understand systems such as the Earth magnetopause, where reconnection occurs in regions with large differences in upstream plasma and field properties. This study aims at determining what the local X-line orientation is for different upstream magnetic shear angles in an asymmetric set-up relevant to the Earth’s magnetopause. We use two-dimensional hybrid simulations and vary the simulation plane orientation with regard to the fixed magnetic field profile and search for the plane maximizing the reconnection rate. We find that the plane defined by the bisector of upstream fields maximizes the reconnection rate and this appears not to depend on the magnetic shear angle, domain size or upstream plasma and asymmetries.
Old age expectations are related to how long people want to live
Authors: BOWEN CATHERINE E. , SKIRBEKK VEGARD
Published: July 2016

How long do people want to live? Why do some people want to live a very long time, and others would rather die relatively young? In the current study we examine the extent to which the preference to die young (<80 years, less than average life expectancy) or to live somewhat longer or much longer than average life expectancy (90-99 years or 100+ years, respectively) is related to a person's positive and negative expectations of what their life will be like in old age. We use multinomial regression analysis based on survey data from a large sample of younger and middle-aged adults in the United States of America (USA) (N = 1,631, age 18-64 years). We statistically control for socio-demographic characteristics as well as self-reported happiness and health. We find that having fewer positive expectations for their own old age distinguishes people who prefer to die relatively young, while having fewer negative expectations distinguishes people who want to live beyond current levels of life expectancy. The results provide evidence that pessimistic expectations of life in old age can undermine the desire to live up to and beyond current average life expectancy. The study also provides descriptive data about how young and middle-aged adults in the USA anticipate their own ageing.
The Royal Aeronautical Society The First Fifty Years
Authors: Laurence Pritchard J.
Published: July 2016

“There was a considerable attendance of members,” says the Sixth Annual Report of the Society of the meeting held on 17th July 1871, with James Glaisher in the Chair.

The “considerable attendance” was not unexpected. The siege of Paris had drawn attention to the value of using the air for transport and mail in time of war. It was true that the besieged in Paris had to rely upon the way the wind blew and balloons, but enthusiasts of the Aeronautical Society were convinced that a heavier-than-air machine was not only possible, but would avoid all the drawbacks of the balloon being blown where the wind listeth. A large number of attempts had been made to make the balloon steerable, but with insignificant success.
Future Possibilities
Authors: Cornford E. C.
Published: July 2016

MR. Hazell has outlined some of the future improvements both in performance and in experimental facilities—such as attitude measurement or control— which it is hoped to be able to offer for Upper Atmosphere Research in the sounding rocket Skylark. I propose to try to look further ahead and, in particular, into the future possibilities in the United Kingdom of upper atmosphere and space research in earth satellites.

But before doing this I should like to rehearse briefly some of the arguments which suggest that sounding rockets and earth satellites will have a complementary part to play in upper atmosphere and space research in the future.
Future Developments in Agricultural Aviation
Authors: Wheeler A. H.
Published: July 2016

When one considers future developments in Agricultural Aviation there are two questions which need explaining from the past and present and they are difficult to reconcile with one another. One is “Why did not agricultural aviation come into fairly general use 40 years ago in, say, 1920?” The other is “Why has it begun to come into general use now?”
A Refined Estimate for the Damping Coefficient
Authors: Gladwell G. M. L.
Published: July 2016

In the “Peak Amplitude” method of resonance testing the total amplitude of vibration is plotted against frequency or (frequency). The method is unreliable for systems which are heavily damped and for systems with close natural frequencies (for both of which a vector plot such as that suggested by Kennedy and Pancu should be used) but for many systems it provides a rough guide to the resonance properties. One of the principal difficulties attending the analysis of the amplitude plots is to find which part of a given peak is due to the resonant mode and which to the off-resonant vibration. In the note a method is described for analysing a peak assuming that:—

(i)

only a single resonant mode is involved

(ii)

the contribution to the amplitude from the off-resonant vibration is constant in the neighbourhood of the peak.
A Review of the Aero Engine Industry in the West Since the End of the Second World War
Authors: Pearson J. D.
Published: July 2016

I had intended to begin my lecture in a non-controversial manner by referring to the engine which the Wright Brothers used in their historic flight. It has been my understanding that they approached a number of automotive manufacturers in an endeavour to get an engine made which would meet their requirements, but on each occasion were told that their specifications could not be met. Eventually they were forced into designing their own power plant and this, I felt, provided an excuse for my subject this evening, should any of my audience feel one were needed. I subsequently find, however, that some doubt has been cast upon the suitability of this introduction by the writings of Israel Katz of Cornell University, who states that the Wright Brothers, in fact, used a re-worked Pope-Toledo automobile engine at Kitty Hawk. I do not propose to enter the argument which I am sure will ensue, and which I hope will result in the records being put right.
A New Empirical Relationship Between The Form-Parameters H32 and H12 in Boundary Layer Theory
Authors: Fernholz Hans
Published: July 2016

Provided the relationship between the form-parameters H32 and H12is known, the two-dimensional turbulent boundary layer may be calculated by means of the approximate theories of Walz and Truckenbrodt without the necessity for an explicit law for the velocity profile. This relationship H32=f(H12) introduces the influence of the velocity profiles into the calculation. It is the third empirical relationship—beside those for skin friction and dissipation— which is needed to solve the momentum and energy integral equations. The formulae or curves for H32=f(H12) which are given in published papers show considerable deviations from each other so that it was felt necessary to investigate this relationship again. Fig. 1 shows the different curves.
NATO's Firstborn: The Atlantic
Authors: Bloch René
Published: July 2016

The Seventh Sir Henry Royce Memorial Lecture of the Derby Branch of the Society —"NATO's Firstborn: The Atlantic" by Captain R. Bloch, F.N., F.R.Ae.S., A.F.A.I.A.A., given on 5th November 1962—was also the 53rd Main Lecture of the Society to be given at a Branch Centre. Mr. A. A. Rubbra, F.R.Ae.S., Chairman of the Derby Branch opened the proceedings by welcoming the members of Council who were present, the visitors from other Branches and, especially, their distinguished visitors from Belgium, France and Germany. He expressed the regrets of the Branch that the President was unable to be present because of his absence overseas, but welcomed the President-elect, Professor A. R. Collar, M.A., D.Sc, F.R.Ae.S., F.A.I.A.A., F.C.A.S.I., Professor of Aeronautical Engineering at Bristol University, who would preside for the rest of the evening.

Professor Collar said how delighted he was to be at Derby again on such an occasion; it was also the first time he had presided at a Main Lecture of the Society. Introducing Captain Bloch, Professor Collar said that although he was not yet 40 years of age he had had a distinguished career. He had achieved distinction at the Ecole Polytechnique, and at the Licencié es-Sciences and was also an M.A. of Harvard University. Captain Bloch was an Ingénieur du Génie Maritime and Ingénieur de l'Aéronautique and held the Diploma du Centre de Perfectionnement dans l'Administration des Affairs. He was a Chevalier de la Legion d'Honneur and a Combatant Volontaire de la Resistance and held the Médaille de la France Libre and the Médaille de l'Aéronautique. From 1952 to 1961 Captain Bloch had been head of Research and Development for French Naval Aviation and since 1961 had been Assistant Director of Aeronautics for International Affairs in the French Defence Ministry. He was also the French Representative of the NATO Maritime Patrol Aircraft Steering Committee and Permanent Chairman of the Technical SubCommittee; since 1957 he had been French Co-Chairman of the Anglo-French Naval Aviation Committee. He was an Associate Fellow of the American Institute of Aeronautics and Astronautics, a member of the American Institute of Radio Engineers, a member of AFITAE and a Fellow of the Society.
Interaction Between Membrane and Edge Stresses for Thin Cylinders Under Axially Symmetrical Loading
Authors: Wittrick W. H.
Published: July 2016

The effect of the longitudinal membrane stress on the flexural edge stresses in a thin cylinder under axially symmetrical loading is considered. A general solution is given, and applied to two specific problems to illustrate the magnitude of the effect.
Estimation of Maximum Lift of Swept Wings at Low Mach Number.
Authors: Bore C. L. , Boyd A. T.
Published: July 2016

A semi-empirical method is given, together with systematic data sufficient for estimating the maximum lift characteristics of wings at Mach numbers below 0·6. The method gives the effect of sweep, aspect ratio, taper ratio, camber, leading-edge radius, maximum-thickness position and Reynolds number. The accuracy is good for most wings at full-scale Reynolds numbers, but deteriorates for wings with trailing-edge angles greater than about 12° (which for conventional sections correspond with thickness/chord ratios about 0·140), and for heavily cambered sections.
Flight Requirements for the Operation of Rotorcraft.
Authors: Scanlon John
Published: July 2016

Throughout the years that rotorcraft have been on the British Register of Civil Aircraft, the single reciprocating engined, single main rotor helicopter has been the predominant representative of this particular family of aircraft. These helicopters were certificated to the British Civil Airworthiness Requirements (BCAR), Section G, “Rotorcraft,” issued in January 1954, which was written in terms of such helicopters.

During the past few years there have been significant changes in rotorcraft design—the turbine engine has been introduced and the multi-engined type has become a reality.

Basic changes in the design trends of any type of aircraft must inevitably involve a re-appraisal of the appropriate requirements by the responsible airworthiness authority. The BCAR are subjected to a constant process of refinement and revision and, as a result of the development of new types, the Air Registration Board has been considering the airworthiness implications and preparing amendments to most parts of Section G, but I wish to discuss only Flight Requirements which are in the main contained in one Sub-Section of Section G—Sub-Section G2. From the recent revisions I have extracted only the significant changes, although there are still problem areas I would like to put on record.
Education of the Airline Engineer
Authors: Wilkinson K. G.
Published: July 2016

I have approached this topic from the point of view of an airline, but the conclusions may be of value over a number of industries. In order to make the approach clear, it is worth defining some terms and also giving a simplified map of the subject.

I have referred in a number of places to “operational” engineering as opposed to “design and manufacture”; the term operational used in this sense should be understood to cover any activity based primarily on the use of machines to produce a service or material of some kind, rather than the design and creation of machines themselves. For example, transport as a whole would come in this category, as would the distribution of goods, the distribution of power in the form of electricity, and possibly mining operations and the production and distribution of crude petroleum.
A Method of Measuring Helicopter Landing Loads
Authors: Harding M. J. H.
Published: July 2016

Tests have been made to examine the dynamic response of representative heliport structures to helicopter landing loads. The loads applied by an S.5S helicopter were measured by British European Airways and the corresponding strains, reactions and deflections occurring in the instrumented test platform were recorded by the Building Research Station.

This paper describes the specially designed recording equipment fitted to the helicopter and discusses the data obtained from over 400 heavy landings. It is concluded that:—

(a)The tyre deflection method used to measure applied load was better than the others considered.

(b) Overall accuracy achieved was in the order of ± 10 to 15 percent.

(c) Accuracy could have been improved if more time had been available to eliminate the effects of follower bounce and to establish the exact degree of sideloading present on the mainwheels.

(d) There was inconsistency in oleo performance which had a marked effect on the time-history of load application.

(e) The time-history of load application also depended on whether or not the rotor was running and providing lift.

(f) In very few of the landings from a low hover and in none of the 30 or so run-on landings did all four wheels touch together; this is the most critical loading of the structure.

(g) Despite the large number of heavy landings earlier in the trial the undercarriage finally failed at 19 fps which was considerably in excess of its design velocity.
The Effect of Base Bleed on a Periodic Wake
Authors: Wood C. J.
Published: July 2016

Summary:—

Measurements of profile drag, base pressure, wake turbulence and vortex shedding frequency have been made on a 9 per cent thick aerofoil in the presence of a secondary air flow, ejected from the blunt trailing edge. It is shown that the decrease in profile drag caused by the base bleed is associated with a decrease in the strength of the vortex street. The initial formation of the vortices occurs further downstream as the bleed quantity is increased. As a result, a greater proportion of the shed vorticity is diffused before the street is formed.
The Speed of Sound and Mach Number Effects
Authors: Watson W. G.
Published: July 2016

Since I have not been concerned with matters thermo-dynamic for some years, I have hesitated to enter the lists on the recent discussions on “The Speed of Sound and Mach Number Effects,” but I cannot let the comments of Mr. Naylor (Journal, January 1964, p. 63) and the reply by Messrs. Bragg and Smith stand without further comment.

I am in agreement with Mr. Naylor in the specific circumstances with which he deals, but I believe his concentration upon the polytropic efficiency obscures the more fundamental approach.
The Damped Vibration Absorber as a Problem in Closed Loop Control
Authors: James J. I.
Published: July 2016

It is of interest to investigate the design of a damped vibration absorber as a problem in feedback control. The method can then be compared with the vector solution presented in reference 2.

The auxiliary system M2, K2, c is regarded as a feedback element modifying the response of the main system. The method leads to the use of approximations to construct the response curve and for optimising the design of the damper.
Theoretical and Experimental Investigation of Indoor Flying Models
Authors: Hacklinger Max
Published: July 2016

The development of a special model aeroplane technique is reviewed which renders possible easy and illustrative experimenting In the Reynolds number regime from 1 to 5000. The models are built in extremely light-weight construction; with wing span from 0·1 to 1 metre and all-up weights from 0·01 to 2 grammes, flight velocities between 0·1 and 1 m/ sec are reached. The requirement of extremely low wing loading, together with the special air flow characteristics in this region, leads to rather unconventional construction principles with the materials balsa wood, nichrome wire and cellulose film. These principles are reviewed briefly. The problem of optimum propulsion for such model aeroplanes is treated analytically. Some results are given for flight performance optimisation. By combining theory and experiment there has been evolved, e.g. the Schwebeleistungs method (power required for horizontal flight) for optimising the duration of indoor model aeroplanes without exact knowledge of their aerodynamic characteristics. Flight characteristics with some elasticity of the structure present formidable problems and are reviewed in some examples. Finally, some problems of hangar meteorology are mentioned.
The Sampling of Rocket Combustion Gases
Authors: Bryan R.
Published: July 2016

Summary:—

In the past, attempts have been made to evaluate injectors for rocket engine combustion chambers by the use of water analogy rigs and model combustion systems that simulated the injection and combustion phase change occurring in the actual engine. To confirm that conditions in the engine were being correctly simulated, a technique was evolved for determining the mixture ratio distribution achieved by the combustion system of a Spectre variable thrust rocket engine. Gas samples extracted from the rocket-efflux were analysed, and the technique has been applied to evaluate the Spectre's standard central mushroom type injector and also a multi-head injector.

Tests have been conducted over a thrust range of 2000 lb to 8000 lb and at oxidant/fuel ratios from 7·5 to 13·0.

In parallel with this external sampling, a probe has been designed and developed for extracting gas samples from selected points across a diameter of the combustion chamber itself. This probe has been successfully operated for several minutes under combustion conditions of 500 p.s.i.a. and 2600°K, without sustaining any damage.

Analysis of the oxidant/fuel ratio pattern within the combustion chamber and in the efflux, at comparable operating conditions, indicates that little change in distribution occurs between these two points of the system. Also, the distribution found with the standard injector was that for which the combustion system was designed. It is demonstrated that loss of performance depends on the degree of non-uniformity of mixing. A 5 per cent loss in performance at full thrust and optimum mixture ratio occurs with the standard injector.
A Draft Code of Behaviour in Outer Space
Authors: Fawcett J. E. S.
Published: July 2016

It has been remarked that in half a century the bomber aircraft has risen from insignificance to be a prime weapon of war and is sinking again into obsolescence without any general rules having ever been agreed setting limits to its use. What the First World War did for the aircraft the Second World War did for the rocket. Will it too be replaced by even more fearsome engines and reach its decline, escaping any general control?

In little over 20 years, the rocket has passed from being the smiled-on object of amateur experiment and failure to become a vehicle of enormous speed and range, with expenditure and engineering effort the only limits to its potentialities. The steps are worth recalling quickly. The first serious use of rockets was as short range missiles by the Red Army in the Second World War. There followed the successive breakthroughs of the V.2, the first satellites in orbit in 1957, impact on the Moon in 1959, men in orbit in 1961, a successful Venus probe in 1962,a manoeuvrable spacecraft in 1963 and, in February 1964, the launching of Saturn by the United States far surpassing any previous launching achievement either American or Russian.
Display Research and Its Application to Civil Aircraft
Authors: Naish J. M.
Published: July 2016

Recent work on the Head-Up Display (HUD) has shown properties of continuous transition, easy learning and accurate use, when certain design principles are followed. Use of HUD in manual landing has suggested application as a monitor for automatic landing and another use is for the directed take-off.

Developments in display techniques have led to a proposal for an electronic flight instrument display (EFID), suitable for head-down, as well as head-up presentation. Economy in presentation area may result from compressing a number of displays into a single format, and from using the same area for a number of displays presented in sequence.

Similar flexible techniques applied to the topographical map display suggest a general-purpose plan position display, complementing the “front elevation” display of flight instruments. These ideas are combined in a proposal for an advanced cockpit layout.
Air Transport Engineering—The Task Ahead
Authors: Wilkinson K. G.
Published: July 2016

The work of the Engineering Department of an airline covers four main functions which are interdependent:

1.

The maintenance in service of the airline's fleet in a manner which optimises the economy of the airline and prevents reduction in the inherent design levels of safety and reliability.

2.

(a) Develops ideas and specifications for future equipment in consultation with other departments in the airline, or

(b) Analyses the suitability of available or projected equipment offered by manufacturers, again in consultation with other departments.

3.

Purchases the equipment finally selected, together with the backing stores necessary for the planned operation, and creates the necessary maintenance facilities (or contracts with someone else to do the work, where this is more efficient).

4.

Integrated with (1) is the task of engineering develop ment of the fleet to correct deficiencies found in service or to improve its performance of the required task.
A New Spraying Process
Authors: Gill R. E.
Published: July 2016

Pesticides are commonly applied either as aqueous solutions or emulsions, using spray tips designed to break up the liquid into a relatively fine spray. One consequence of this practice is that a variable proportion of the spray, composed of smaller droplets, drifts out of the target area. Some weedkillers, such as the derivatives of 2,4-D, are effective in minute quantities and a small amount of drifting spray can, therefore, cause considerable damage to sensitive crops grown down-wind. If the spray contains an insecticide the same amount of drift will take place under the same conditions. The insecticide is not likely to damage adjoining crops but it may not be wanted, it may cause undesired contamination of pasture land, it may be harmful to domestic animals or to wild life, and it can be said to contribute to the much-discussed problem of environmental contamination. However, it is not the purpose, here, to pursue the controversy about the use and misuse of pesticides. Sufficient to say that drift always results in some wastage of valuable spray liquid, it detracts from the efficiency of spraying operations and it is a problem which everyone would like to overcome.
Light Aviation—Problems, Prospects and Performance
Authors: Masefield Peter G.
Published: July 2016

The Nineteenth Louis Blériot Lecture was given in Paris on 25th April 1966 under the auspices of L’Association Françaises des Ingénieurs et Techniciens de L’Aéronautique et L’Espace. The Lecture was attended by Sir George Gardner, KBE, CB, HonDSc, CEng, HonFRAeS, President of the Society, and Lady Gardner, by the Rt. Hon. Julian Snow, MP, Parliamentary Secretary to the Ministry of Aviation, by Mr. A. D. Baxter, MEng, CEng, FRAeS, President-Elect, Air Cdre. F. R. Banks, CB, OBE, CEng, CGIA, HonFAIAA, FRAeS, RAF (retd), Vice-President and First Louis Blériot Lecturer, Mr. S. D. Davies, BSc(Eng), CEng, FRAeS, member of Council, Dr. A. M. Ballantyne, OBE, TD, BSc, CEng, FAIAA, HonFCASI, FRAeS, Secretary, and by other members of Council and of the Aircraft Industry and by several former Louis Blériot lecturers, both English and French.

Monsieur Blum, President of AFITAE, presided at the Meeting which was attended by a large and distinguished audience. Monsieur S. Jarry, President d'Honneur, AFITAE, read the list of previous Louis Blériot Lecturers and Sir George Gardner expressed his pleasure and that of his colleagues at this reunion with their friends of AFITAE. Monsieur Blum then introduced the lecturer, Mr. Peter Masefield, Managing Director of Beagle Aircraft Ltd and Chairman of the British Airports Authority and a Past President of the Society. Mr. Masefield said a few words in French and the lecture was then read on his behalf, in French, by Monsieur Peyrelevade. A vote of thanks was proposed after the Lecture by Monsieur Potez.

The Lecture was followed by a reception and cocktail party and later by a dinner.
Body-Wing Interference at Supersonic Speeds Part II. Overall Body-Wing Characteristics
Authors: Phythian J. E.
Published: July 2016

By integration of the pressure distributions of Part I of this paper values for the normal force and centre of pressure position (or moment) are obtained herein for the three effects; interference on the body, interference on the wing, and overall body-wing. In order to estimate overall body-wing characteristics the net wing alone and body alone normal forces and centre of pressure positions are also required, methods of estimating these quantities are readily available in the literature (e.g. ref. 2). The present method gives an estimate of overall body-wing normal force which is usually accurate to within 10 per cent and an estimate tor overall cp position which is usually accurate to half a calibre. Comparison of the present method with the method of Nielsen, Kaatari and Pitts shows that there is little to choose between the two so tar as overall estimates are concerned; the present method has the advantage of an associated pressure field.
Escape, Survival, Search and Rescue
Authors: Townshend B. W.
Published: July 2016

Unsuccessful attempts to obtain active service in the 1914-18 War led, in 1917, to my first serious job in aviation, in the D.O. at Handley Page, on the 0/400 and V 1500 bombers. As an eyewitness of the spectacular crash of the V prototype—just before my own first flight, on an 0400—I was sharply faced with the first essentials of air safety. Over the next 20 years, on design, strength, performance and stability investigations, flight-testing, etc. of many types of landplanes, flying-boats, autogyros and aero engines, where attainment of acceptable performance was the primary aim, the needs of safety were always much in my mind. Close involvement in various air accidents, near-drowning, frostbite, immersion in a glacial lake, mountaineering, etc., formed a valuable background to subsequent work on survival.
Increased Use of Helicopters in Commercial Agriculture
Authors: Moore R. A.
Published: July 2016

The past few years have evidenced a remarkable increase in the use of helicopters in agriculture. There are any number of individual reasons for this: helicopters are more plentiful, for example, but the primary reason is one of simple economics combined with a capability to meet new demands. The demands have been generated by the overwhelming population explosion. Sometimes hard to imagine and even more difficult to cope with, but the facts remain that:

1.

25 % of all the people that ever existed on earth are living on it today,

2.

The world population increases at a rate of 5400 people every hour; and

3.

This staggering number of people will double again within the next 40 years.
Early Reminiscences
Authors: Cardew Wood L. J.
Published: July 2016

I was in No. 2 course at Denham in 1916 and flew Longhorns, Shorthorns, Henry Farmans and Vickers gun buses. I was in the last pusher training squadron but was stopped flying before I obtained my wings. I became Navigation Officer at Heliopolis and taught aerial navigation and later went to Palestine on the same job.

I remember plenty of amusing incidents of the First World War days. For example, I was standing with General Brancker when the first SE5 arrived at Palestine airfield. The pilot forgot to close his extra air, overshot, and couldn't pick up and went straight through the line of tents (luckily we dug in about 4 ft for coolness) and a yell went up—“keep down”.
A Review of Flight Optimisation Along Synergic Paths in the Period 1945-1960
Authors: Bell D. J.
Published: July 2016

During the period 1945-1960 many journals contained papers in which flight optimisation problems were solved by several different methods, The author has long felt that a review of these methods and the assumptions under which solutions have been obtained is needed, particularly by research workers who are new to this field of study and also because many of the techniques used for optimising flight within the atmosphere are applicable to the space flight problems of today.
Predicting sexual coercion in early adulthood: The transaction among maltreatment, gang affiliation, and adolescent socialization of coercive relationship norms
Authors: Ha Thao , Kim Hanjoe , Christopher Caroline , Caruthers Allison , Dishion Thomas J.
Published: July 2016

This study tested a transactional hypothesis predicting early adult sexual coercion from family maltreatment, early adolescent gang affiliation, and socialization of adolescent friendships that support coercive relationship norms. The longitudinal study of a community sample of 998 11-year-olds was intensively assessed in early and middle adolescence and followed to 23–24 years of age. At age 16–17 youth were videotaped with a friend, and their interactions were coded for coercive relationship talk. Structural equation modeling revealed that maltreatment predicted gang affiliation during early adolescence. Both maltreatment and gang affiliation strongly predicted adolescent sexual promiscuity and coercive relationship norms with friends at age 16–17 years. Adolescent sexual promiscuity, however, did not predict sexual coercion in early adulthood. In contrast, higher levels of observed coercive relationship talk with a friend predicted sexual coercion in early adulthood for both males and females. These findings suggest that peers have a socialization function in the development of norms prognostic of sexual coercion, and the need to consider peers in the promotion of healthy relationships.
Self-Reported Cardiac Risk Factors in Emergency Department Nurses and Paramedics
Authors: Barrett Tyler W. , Norton Valerie C. , Busam Matthew , Boyd Julie , Maron David J. , Slovis Corey M.
Published: July 2016

Study Objective:

Our objective was to assess the prevalence of cardiac risk factors in a sample of urban paramedics and emergency department (ED) nurses.

Methods:

We asked 175 paramedics and ED nurses working at a busy, urban ED to complete a cardiovascular risk assessment. The survey asked subjects to report smoking history, diet, exercise habits, weight, stress levels, medication use, history of hypertension or cardiac disease, family history of cardiovascular disease (CVD), and cholesterol level (if known)

Results:

129 of 175 surveys were returned (74% return rate) by 85 paramedics and 44 nurses. The percentages of paramedics and nurses at high or very high risk for cardiac disease were 48% and 41%, respectively. Forty-one percent of female respondents and 46% of male respondents were at high or very high risk. Cigarette smoking was reported in 19% of the paramedics and 14% of the nurses. The percentages of paramedics and nurses who reported hypertension were 13% and 11%, respectively. High cholesterol was reported in 31% of paramedics and 16% of nurses.

Conclusions:

Forty-eight percent of paramedics and 41% of ED nurses at this center are at high or very high risk for cardiovascular disease, by self-report. Efforts should be made to better educate and intervene in this population of health-care providers in order to reduce their cardiac risk.
Lesson 10: Group Dynamics in Disasters: Managing Work Groups
Authors: Cuny Fred C.
Published: July 2016

Groups are assigned or formed to perform tasks that one person cannot accomplish alone. This lesson describes the classification of work groups, group unity, leadership, motivation, recognition, conflict resolution, and remediation associated with managing groups and their activities. Advantages associated with group process include 1) the generation of better ideas, 2) ability to assume greater risks; make fewer errors; 3) the capacity for greater knowledge and 4) information, and for some problems, production of better decisions. Groups may be formal or informal. Formal groups may be organic, task-directed, or committees. Informal groups arise when it becomes obvious that a group will work better or may be formed by a discipline within the organization or through friendships. The size of the group its status within the organization, the goals established, and the dependence of the members on the group all may affect the cohesiveness of the group. Leadership of the group must keep the group focused on the objectives and enhancement of the efficiency of its operation and the quality of the decisions made by the group. Motivation of a group often is more difficult than is that for individuals and generally positive inducements work better than do negative measures such as coercion and reprimands. Roles are often informal and conferred by the group collectively. Often norms are established within groups that help the group deal with conflict. Inadequate performance within a formal group may require changes in the leadership, removal of a member or clique within the group, reduction of group size, and/or dissolution of the group. Understanding the dynamics of groups is an essential skill required of good managers.
Theme 2. Telehealth and Communication Technologies in Health: Summary and Action Plan
Authors: Anderson Peter , Ho Kendall , Braham Stephen , Brownsword Patrick , Delooz Hermann , Flanagan John , Jorgenson Dexada , Landers Ruth E. , Mathew Dolly , McLeod Doug , Miller Glen , Nadeau Ray , Rasmussen Eric , Rudyanto Bambang , Schouton John , Wang Lee-Min , Woodworth Brent
Published: July 2016

Introduction:

Rapid innovations and improvements in communication technologies have opened many new channels for health education and delivery, as well as disaster management. Theme 2 examined the role and applicability of these technologies to Disaster Medicine and Management and the various issues involved in their use.

Methods:

Details of the methods used are provided in the introductory paper. The chairs moderated all presentations and produced a summary that was presented to an assembly of all of the delegates. The chairs then presided over a workshop that resulted in the generation of a set Action Plans that then were reported to the collective group of all delegates.

Results:

Main points developed during the presentations and discussion included harnessing convergence, seeking interoperability, building partnerships and making it appropriate. This group identified four Principles of Action underlying its plan: (1) investigate possibilities, (2) identify stake-holders, (3) invite participation, and (4) involve discussants in activities.

Discussion:

Action plans were categorized into three areas that included “thinking globally, acting regionally”, forming a telehealth advisory group, and increasing corporate partnerships.

Conclusions:

Technology is opening many opportunities that have applications in disaster management. To optimize benefits, goals and standards must be agreed upon and implemented.
Racial and Ethnic Patterns in the Utilization of Prehospital Emergency Transport Services in the United States
Authors: McConnel Charles E. , Wilson Rosemary W.
Published: July 2016

Introduction:

This descriptive research used a large, urban population-based data set for prehospital emergency medical transports to examine racial/ethnic patterns of access and utilization for several broad categories of emergency medical transport services.

Methods:

Fire department files of approximately 39,000 reports on service provision were used to establish rates of transport utilization per 1,000 population in 1990, the most recent year for which reliable citylevel census data were available. Data were categorized by three age groups (< 25 years 25–64years,≥ 65years), three racial/ethnic groups (non-Hispanic whites, African-Americans, Hispanics), and gender. Transport rates were computed for total utilization, trauma incidents, and incidents due to medical conditions. Racial/ethnic rates were analyzed for each age and gender group and age- and gender-standardized rates were analyzed and presented in a graphical comparison. Statistical analyses of racial/ethnic differences were conducted using Tukey-type tests of multiple comparisons of proportions, with significant differences evaluated at the p = 0.001 level of significance.

Results:

Significant differences between racial/ethnic groups in the utilization of emergency transport services existed for all pair-wise comparisons including comparisons by each of the three age groups and gender. For total utilization, unadjusted rates are highest for African-Americans (65.9/1,000) and lowest for Hispanics (25.8/1.000). Likewise, African-American rates were substantially higher for both gender groups and across all age groups. Categorized by gender and age group under age ≥ 65 years, non-Hispanic whites are observed to have the lowest rates for both males and females under the age 65 years, while Hispanics have the lowest rates in the group 65 years old However, when rates are age- and gender- standardized, compared to African-Americans and Hispanics, rates for non-Hispanic whites are significantly lower for total transports and for trauma and medically related transports (p = 0.001).

Conclusion:

Age- and gender- standardized rates for emergency medical transport were found to be lowest for non-Hispanic whites, moderately higher for Hispanics, and subsantially higher for African-Americans, who experienced transport rates nearly three times higher than were the rates for non-Hispanic whites. Further research is required to establish the extent to which racial/ethnic differences observed in this geographically restricted study reflect variations between racial/ethnic groups in the underlying need for services.
An Israeli Model of a Hospital Emergency Information Center
Authors: Drory Margalit , Posen Jennie , Vilner Doron , Ginzburg Karni , Lederman Bianca
Published: July 2016

The Emergency Information Center model developed by the social work department of Tel Aviv Sourasky Medical Center is activated in cases of mass casualties following disasters. It aims to provide reliable information to help the public cope with confusion and uncertainty, and to enable the medical staff to concentrate on treating the casualties. The Information Center is comprised of several interrelated units within the hospital, and maintains contact with a range of community organizations. The article describes the structure and activities of the various units, and discusses a number of aspects relevant to personnel organization in crisis intervention.
Triage and Its Ethical Problems
Authors: Roding H.
Published: July 2016

Mass disasters are exceptional situations, requiring exceptional efforts of medical services and institutions, to overcome the problems and consequences of those affected. According to a commonly accepted definition, a disproportion between objectively required and actually possible aid is the main distinguishing mark. In such a situation, the target function of health systems must change as much as possible to help save injured persons lives and to avoid severe consequences, because simultaneous aid for all is temporarily impossible.
Total Blood Exchange with Pyridoxalated Polyhemoglobin
Authors: Hobbhahn J. , Jesch F. , Vogel H. , Madler Ch. , Peter K.
Published: July 2016

There is a great clinical need for readily available volume replacement fluids with the property of oxygen transport. From the fluorocarbone emulsions only stromafree hemoglobin solutions seem to meet the essential requirements of oxygen transport and delivery at the tissue level. However, the high oxygen affinity and the short intravascular persistence have been preventing, up until now, the application of hemoglobin solutions for blood replacement.

Recently, a modified hemoglobin solution with a decreased oxygen affinity and a long intravascular persistence, has been produced by binding pyridoxalphosphate to the hemoglobin and its subsequent crosslinking. The hemodynamics and oxygen unloading capacity of this pyridoxalated polyhemoglobin have been investigated in a model of total blood exchange.
Relief Work in the Wave of the Cyclone “Kamisy”
Authors: Korver Adriaan J.H.
Published: July 2016

On the night of April 11, 1984, the cyclone “Kamisy” struck the northern part of Madagascar. Because of the alarming reports from the disaster area, the League of Red Cross and Red Crescent Societies decided to send a disaster stand-by team. The results of the survey of the disaster area and the medical assistance are discussed. Attention is also given to the objectives of the disaster stand-by team.
Multisystem Trauma: Relevance of the Injury Pattern to the Prognosis
Authors: Singbartl G.
Published: July 2016

Although road accidents account for about 17% of hospital emergencies, they are the third commonest cause of death. Polytrauma is the main cause of death below the age of 40 years. Legislative action and safety measures (i.e. speed restriction, safety belts, safety helmets) and improvement in the hospital emergency care system in Germany resulted in a continuous reduction in road accident victims from about 19,000 in 1979 to about 12,000 in 1983. Additionally, the fall in personal injury resulted in savings of about 7,900 DM (US $3,000) in cases of minor injury, 79,000 DM (30,000 US$) in cases of severe injury and about 685,000 DM (280,000 US$) in cases where lives were saved.
Editorial: Military-Civilian Collaboration in Disaster Medicine
Authors: Safar Peter
Published: July 2016

This is an editorial comment for Volume 1, Number 1. Medical disasters are “events in which the number of acutely ill or injured persons exceeds the capacity of the local emergency medical services (EMS) system to provide basic and advanced medical care according to prevalent regional standards.” There are multi-casualty incidents, such as transportation accidents, in which the local EMS system is overwhelmed; mass disasters, such as major earthquakes and wars, in which the local EMS system is severely damaged; and endemic disasters, such as combinations of famine, epidemics and revolutions which often occur in world regions without EMS systems. Nuclear war has become recognized as the “ultimate disaster” which is beyond disaster medicine systems' capacities to save lives. Military medicine, however, which is organized for “conventional” war, offers the maximal life-saving potential for mass disasters in peace time.
Editorial: Prevention of Nuclear War and Disaster Preparedness
Authors: Safar Peter
Published: July 2016

The above contributions by Professors Chazov and Lown, the comments by Dr. Rebentisch, and the Resolutions by the WAEDM, the Red Cross and the WHO indicate that disaster medicine planning for a response to and civil defense protection in case of nuclear war is senseless, wasteful of resources (which are needed for current vital social programs worldwide), and also dangerous, by giving national leaders the impression that some individuals' medical protection in a nuclear war is possible. Most people, including some national leaders and military experts, believe that limited use of nuclear weapons would escalate to a global nuclear holocaust, and that any medical planning for nuclear war might encourage the irrational belief that nuclear was is winnable. Even if it were “winnable” the resulting death and torture of millions of innocent people and the damage of our planet's ecologic balance, make any consideration of the military use of nuclear explosions morally and medically unacceptable.
The Civilian-Military Contingency Hospital System (CMCHS) in the USA
Authors: Bisgard Jay C. , Mullaly C.F.
Published: July 2016

The Department of Defense (DOD) must be prepared to deal with the most likely contingency situations. In developing plans, certain medical factors must be considered. One of these is mobilization time. In prior conflicts, we had sufficient time to expand the military medical system to meet the needs of military operations. We did this by organizing medical units, building hospitals, and training personnel. But, given the high state of readiness and mobility of current combat forces, a future conventional conflict could begin with very little warning. If the USA were to be involved in this kind of a situation, our military forces would have to be supported with our present medical capabilities.