bluuebunny/crossref_metadata_2025_split huggingface dataset:
A Modular, High‐Fidelity Tool to Model the Utility of Fractionated Space Systems
Authors: Maciuca Dragos B. , Chow Jonathan K. , Siddiqi Afreen , de Weck Olivier L. , Alban Santiago , Dewell Larry D. , Howell Adam S. , Lieb Joseph M. , Mottinger Benjamin P. , Pandya Julie , Simon Michael J. , Yang Paul P. , Zimdars Andrew L. , Saeed Salma I. , Ramirez Jaime , Saenz‐Otero Alvar , Miller David W. , Hubbard G. Scott 
Published: December 2010

AbstractA value‐centric system design tool has been developed as part of the DARPA F6 (future fast, flexible, fractionated, free‐flying spacecraft united by information eXchange) Phase 1 architecture studies. This system value modeling (SVM) tool supports F6 Program goals by aiding value‐centric systems engineering decision‐making in the areas of architecture design, technology inclusion, and risk mitigation approaches. SVM evaluates the net present value utility, variance, cost, and revenue of the candidate fractionated architectures as applied to a design reference mission using a combination of two methods: generalized information network analysis (GINA) and time‐expanded decision networks (TDN). The tool is designed to be modular to allow for piece‐wise improvement of model fidelity, and covers all aspects of the fractionated system's design, development, deployment, and operation over time. The net present value of the utility is calculated as the difference between the discounted monetized the value of the operational system and the discounted programmatic costs involved to design, build, launch, and operate it. Risk is identified through the variance of the net present values of utility found in the results of Monte Carlo simulations that test the architectures against various programmatic uncertainties such as late payload delivery and on‐orbit failures. The tool is applied to an architecture study for a low earth orbit (LEO) weather monitoring system and compared against the traditional monolithic spacecraft architecture. The study identified several fractionated architectures that delivered higher utility over time compared to the monolith, along with several technologies, operational strategies, and fractionation rules of thumb that enhance fractionation's ability to deliver superior utility.
System Reconfigurability
Authors: Siddiqi Afreen 
Published: December 2010

AbstractReconfigurable systems can repeatedly achieve distinct configurations and achieve different functional capabilities. The configuration changes allow the system to carry out different roles, evolve in capability, and survive through environmental disturbances or internal failures. System reconfigurability has been of focus in computing, communications, robotics, unmanned aircraft, and spacecraft architectures. The design of these systems has mostly been based on software accessibility, modularity, and distributed (instead of monolithic) architectures. It is expected that future design trajectories in reconfigurable systems will increasingly be on the path of self‐reconfigurability in which the systems will have greater autonomy for reconfigurations.
Aircraft Maintenance Engineering
Authors: Ghobbar Adel A. 
Published: December 2010

Abstract
The airframe maintenance cost, taking into account nondestructive inspections, safety, and the repair and replacement of crack components, has a high priority in the practical fleet management of airplanes. In technical terms, the service lifetime of an aircraft can be extended for a long period by performing inspections, repairs, and making feasible replacements with appropriate frequency. However, maintenance costs tend to increase and prolonging aircraft life can become uneconomic, as can the management of older fleets. A repairable or maintained system is a system that, after failing to perform one or more of its functions satisfactorily, can be restored to fully satisfactory performance by any method, other than replacement of the entire system. Effective and efficient maintenance management is essential not only for production systems but also for large‐scale service systems, such as air and surface transport systems. These repairable systems are subject to aging mechanisms such as wear, fatigue, creep, and stress corrosion. Inspection and diagnostic activities are integral components of an effective maintenance strategy in an attempt to ensure system safety, reliability, and availability.
Value‐Driven Design and Operational Value
Authors: Curran R. 
Published: December 2010

AbstractThe basic methodology for a Value‐Driven Design (VDD) approach within life‐cycle‐oriented context is presented:Definition,Analysis,Evaluation,andImprovement. This chapter concludes that VDD presents a deeper conceptual quality over the traditional Systems Engineering approach, and offers a step improvement, in that VDD optimizes toward an optimal solution rather than finding one that fits into a broad box of potential solutions that are all equally good. And secondly, it is shown that VDD focuses MDO on the need to actually maximize value rather than losing site of the original goal due to the infinite complexity in deepening the analysis of independent variables, over and above the main issue of predicting and influencing the dependant variable that is identified through the objective value function. However, in terms of VDD delivering true operational value potential, the most important insight highlighted relates to the establishment of three clear principles that include: (1) the Differential Value Principle, (2) the Additive Value Principle, and (3) the Subjective Value Principle. These three Value Principles are proposed in order to help in the formulation of Value Models that truly capture the nature of value analysis and VDD. A case study is presented to demonstrate the application of the VDD approach in terms of an aircraft manufacturers' profit.
Challenges and Opportunities in the Next Two Decades of Aerospace Engineering
Authors: Dahm Werner J.A. , Allen Ned , Razouk Rami R. , Shyy Wei 
Published: December 2010

Abstract
Over the next two decades, aerospace engineers face a remarkable set of new challenges involving applications of technology in airborne and spaceborne systems to meet demands that society is placing on this field. At the same time, aerospace engineering will see an equally remarkable set of exciting opportunities for providing entirely new systems and capabilities to society that most today cannot yet envision. Throughout its history, this field has undergone a continuing series of such transformations, each enabled by major technology advances that have often involved an extraordinarily close coupling of military and commercial developments. This chapter presents a summary of some of the key challenges and opportunities in aerospace engineering over the next two decades. As the field continues to evolve during this time to meet these challenges and develop these opportunities, it will continue its history of using technologically‐rooted advances to transform our society in ways that have, over time, consistently served to inspire the most innovative minds of successive generations.
Human Space – Space Tourism
Authors: Whitesides Loretta H. 
Published: December 2010

Abstract
This article discusses the very early days of space “tourism,” the initial X Prize efforts to accelerate private suborbital spaceflight development and where that effort is now, the people who have paid to fly on the Russia Soyuz vehicle to the International Space Station, and the companies working to expand opportunities for the general public to experience space (both suborbital and orbital). There is also a discussion of potential training experiences, space activities, and medical and technical challenges of space tourism as well as the locations of current and possible future spaceports. Lastly it touches on what it would take to create a suborbital point to point transportation system that would enable people to travel to any point on the globe in less than 90 minutes.
Fundamental Physics in Space
Authors: Everitt C. W. Francis , Mester John C. 
Published: December 2010

Abstract
Space has brought opportunities for an impressively wide range of new experiments in fundamental physics, and done so in an unexpected variety of ways. Important results have already been obtained in gravitational physics, particle physics, and condensed matter physics. Another arena where much can be expected is laser cooling and atomic physics, especially the area of Bose–Einstein condensation. From the engineering view, one of the most remarkable features of this field is the range of new technologies it has developed: large scale cryogenics, new gyroscopes, new star trackers, new kinds of thermometer, advanced attitude and translational control systems, new metrology and quartz manufacturing techniques, ultra‐low magnetic field systems, advanced particle detectors, and proportional thrusters, many with applications far beyond the missions for which they were originally conceived. Particularly interesting from a management and educational view has been the intense required collaboration between engineers and physicists and the successful connections established between space agencies, universities, and aerospace industry.
The Effect of the Space Environment on Spacecraft Technologies
Authors: Tribble Alan C. 
Published: December 2010

Abstract

The operational environment imposes design constraints on any system, whether it is a ground, air, or space system. This chapter will examine the effect of the space environment upon spacecraft systems. In particular, we will examine the various interactions that spacecraft systems may be susceptible to, and will discuss the mitigation techniques that spacecraft designers must take to ensure successful on orbit operation. These environmental interactions are categorized as:

vacuum environment effects – solar ultraviolet radiation damage; molecular contamination; and particulate contamination;

neutral environment effects – aerodynamic drag and erosion of surface materials by atomic oxygen;

plasma environment effects – spacecraft charging, which may in turn give rise to arc discharging (e.g., electrostatic discharge or dielectric breakdown) or biasing of electrical instruments;

radiation environment effects – total dose effects such as solar array power loss, and single event effects such as corruption of data in memory devices, and

micrometeoroid/orbital debris effects – hypervelocity impact damage, such as erosion of surface materials and possibly penetration of/damage to underlying subsystems.
Space Responsiveness
Authors: Dubos Gregory F. , Saleh Joseph H. 
Published: December 2010

AbstractCustomers' needs are dynamic and evolve in response to unfolding environmental uncertainties. The ability of a company or an industry to address these changing needs in a timely and cost‐effective manner is indicative of its responsiveness. In the space industry, a systemic discrepancy exists between the time constants associated with the change of customers' needs, and the response time of the industry in delivering on‐orbit solutions to these needs. There are important penalties associated with such delays, and space responsiveness, or “Responsive Space” as it has come to be known, is recognized as a strategic imperative in military and commercial competitive environments.This chapter provides a review and synthesis of the literature on responsive space. A conceptual framework is provided for thinking about and addressing issues of space responsiveness. Also discussed are tools for identifying and prioritizing responsiveness‐improvement efforts. Finally, the levers of responsiveness, or means for improving space responsiveness are presented including spacecraft design and operational levers, launch levers, and “soft” levers of responsiveness (e.g., acquisition policies).
Hypersonic Missions and Vehicle Configurations
Authors: Lewis Mark J. 
Published: December 2010

AbstractHypersonic vehicles, operating at Mach numbers in excess of approximately five times the speed of sound, will play a role in a variety of current and future military and civilian missions. Hypersonic applications include both blunt‐body reentry craft and high‐lift, low drag forms. Vehicles in this second category fall into four basic applications: weapons, aircraft, reentry systems, and various types of access‐to‐space vehicles. Each of these applications has the fundamental attribute of sustained high‐speed flight in the atmosphere, with requirements for efficient aerodynamic performance. Such hypersonic vehicles are best designed as highly efficient lifting bodies that can minimize drag while surviving the extreme heating rates associated with high‐velocity flight. If the vehicle is to be powered by an airbreathing engine, full coupling of the external aerodynamic configuration with the engine flowpath will be required, and this puts significant constraints on the design and performance of the resulting platform.
Commercial Propulsion Engines Emissions
Authors: Mongia Hukam C. 
Published: December 2010

AbstractThe US aviation's landing‐takeoff emissions of carbon monoxide (CO), oxides of nitrogen (NOx), volatile organic compounds (VOC) and fine particulate matter less than 2.5 microns (PM2.5) are 0.44, 0.66, 0.48, and 0.15, respectively, all expressed as percentages of the United States' total annual emissions rate. These numbers may be compared to the on road vehicles' emissions contributions of 26 %, 59 % and 36 %, respectively for CO, NOx, VOC, and 22 % from road dust. Propulsion engines emissions technology evolution since the middle to late 1970s is summarized and shows that both the low emission and rich‐quench lean combustion (LEC/RQL) technologies produce similar levels of reduction. NOxemissions of LEC/RQL have been reduced by more than 50 % since the middle and late 1970s Gen‐1 engines. The average emissions of these engines was 28 % below the Committee on Aviation Environmental Protection (CAEP) CAEP‐1 regulatory standard, whereas the LEC/RQL are only 12 % below the most recent CAEP‐6 standard, indicating that the NOxstringencies have kept pace with the best available technology. Hydrocarbons (HC), CO, and smoke emissions have come down by factors of 30, 4, and 2, respectively from the Gen‐1 engines. The propulsion engines' manufacturers continue to develop innovative technologies for further reducing NOxemissions by a factor of 2.
Integration of Lean Enterprise System, Total Quality Management and Six Sigma
Authors: Bozdogan Kirkor 
Published: December 2010

AbstractThe lean enterprise system, total quality management, six sigma, theory of constraints, agile manufacturing, and business process reengineering have been introduced as universally applicable best methods to improve the performance of enterprise operations through continuous process improvement and systemic planned enterprise change. Generally speaking, they represent practice‐based, rather than theory‐grounded, methods with common roots in manufacturing. Most of the literature on them is descriptive and prescriptive, aimed largely at a practitioner audience. Despite certain differences among them, they potentially complement each other in important ways. The lean enterprise system, total quality management and six sigma, in particular, are tightly interconnected as highly complementary approaches and can be brought together to define a first‐approximation “core” integrated management system, with the lean enterprise system serving as the central organizing framework. Specific elements of the other approaches can be selectively incorporated into the “core” enterprise system to enrich its effectiveness. Concrete theoretical and computational developments in the future through an interdisciplinary research agenda centered on the design and development of networked enterprises as complex adaptive socio‐technical systems, as well as the creation of a readily accessible observatory of evidence‐based management practices, would represent important steps forward.
Aircraft Design and Qualification for Resilience to Lightning
Authors: Jones Chris 
Published: December 2010

Abstract
The chapter covers the direct effects of lightning which are considered to be the structural damaging effects of arc attachment. In addition, the issue of the threat of fuel explosion in tanks is covered which is of particular concern in nonmetallic airframes (e.g., carbon fiber composite (CFC)). The phenomena of “lightning” attachment to aircraft is explained and quantified in terms of the waveforms of attached current which can possibly arise at different parts of the aircraft, known as zones. The way in which an aircraft shape can be divided into zones is described. A Lightning protection assessment is described based on the “zoning diagram” for the aircraft. A set of questions about the electrical behavior of the structural components is given which leads to the assessment outcome. A range of protection techniques are described to lead from the assessment to a reasonable protection philosophy, although the point is made that the rapid growth of computational techniques has led to the enabling of resilient designs for the complex situation of mixed materials (including metals, CFC, glass fiber etc.). Finally, testing for direct effects resilience in both structural components and fuel tank components is covered. This leads naturally to a conclusion covering the “lightning” aspects of certification.
Adhesion Selectivity Using Rippled Surfaces
Authors: Vajpayee Shilpi , Khare Krishnacharya , Yang Shu , Hui Chung‐Yuen , Jagota Anand 
Published: December 2010

AbstractHighly selective adhesion can be achieved between surfaces by patterning them with ripples. Materials with such surfaces are fabricated by successive molding of an elastomer, poly(dimethylsiloxane) (PDMS), against a master with a surface rippled by instability of a residually stressed surface thin film. Adhesion of interfaces between both complementary and non‐complementary rippled surfaces was measured. Complementary surfaces showed significantly enhanced interfacial adhesion with increasing ripple amplitude. In contrast, interfaces with mismatched amplitudes had nearly negligible adhesion. Rate‐dependence of adhesion in these surfaces was also studied. For complementary surfaces with low amplitudes we found a multiplicative coupling between the structure and rate enhancement of adhesion. A quantitative model developed for adhesion between complementary surfaces explains these observations.
Multiple myeloma: 2011 update on diagnosis, risk‐stratification, and management
Authors: Rajkumar S. Vincent 
Published: December 2010

AbstractDisease overview:Multiple myeloma is malignant plasma‐cell disorder that accounts for ∼∼10% of all hematologic malignancies.Diagnosis:The diagnosis requires (1) 10% or more clonal plasma cells on bone marrow examination or a biopsy‐proven plasmacytoma plus (2) evidence of end‐organ damage felt to be related to the underlying plasma cell disorder.Risk stratification:Patients with 17p deletion, t(4;14), t(14;16), t(14;20), and karyotypic deletion 13 or hypodiploidy are considered to have high‐risk myeloma. All others are considered to have standard‐risk disease.Risk‐adapted therapy:Standard‐risk patients are treated with nonalkylator‐based therapy such as lenalidomide plus low‐dose dexamethasone (Rd) followed by autologous stem‐cell transplantation (ASCT). If patients are tolerating the induction regimen treatment well, an alternative strategy is to continue initial therapy after stem‐cell collection, reserving ASCT for first relapse. High‐risk patients are treated with a bortezomib‐based induction followed by ASCT and then bortezomib‐based maintenance. Patients not eligible for ASCT can be treated with Rd for standard risk disease or a bortezomib‐based regimen if high‐risk features are present. To reduce toxicity, when using bortezomib, the once‐weekly dose is preferred; similarly, when using dexamethasone, the low‐dose approach (40 mg once a week) is preferred, unless there is a need for rapid disease control.Management of refractory disease:Patients with indolent relapse can be treated first with lenalidomide, bortezomib, or alkylators plus low‐dose corticosteroids. Patients with more aggressive relapse often require therapy with a combination of multiple active agents. The most promising new agents in development are pomalidomide and carfilizomib. Am. J. Hematol. 86:57–65, 2011. © 2010 Wiley‐Liss, Inc.
Mitochondrial polymorphisms associated with differential longevity do not impact lifetime‐reproductive success
Authors: Castrì Loredana , Madrigal Lorena , Melendez‐Obando Mauricio , Villegas‐Palma Ramon , Barrantes Ramiro , Raventos Henriette , Pereira Reynaldo , Luiselli Donata , Pettener Davide 
Published: December 2010

AbstractObjectiveTo determine if individuals who carry mitochondrial markers which have been previously shown to affect longevity also have differential lifetime reproductive success (LRS).MethodsWe extracted the mtDNA from living subjects residing in Atenas, Costa Rica. Since mtDNA does not recombine, and its probability of mutation is low, we assume that all maternal ancestors of the living subjects have the same mtDNA. We reconstructed the maternal genealogy of the living subjects, so that we have information on the LRS and longevity of the maternal ancestors of the living subjects. We compared the LRS of women who carried the 5178A marker in haplogroup D (associated with decreased longevity) and who carried the 150T polymorphism (associated with increased longevity) with the LRS of controls born in the same half century time period from 1750 to 1939.ResultsWe found that the LRS of neither group of women with a longevity‐associated polymorphism (LAP) differed from the LRS of controls, even if these women differed significantly from the controls in their longevity.ConclusionsAlthough LAPS significantly affect longevity, such differential longevity does not result in differential lifetime reproductive success. From an evolutionary perspective, these longevity‐associated polymorphisms do not affect the carriers' Darwinian fitness. Am. J. Hum. Biol., 2011. © 2010 Wiley‐Liss, Inc.
Fetal growth restriction and 18‐year growth and nutritional status: Aboriginal birth cohort 1987–2007
Authors: Sayers Susan , Mott Susan , Singh Gurmeet 
Published: December 2010

AbstractThe main objective of the work is to compare the growth and nutritional status of Australian Aboriginal term infants born with (n = 81) and without fetal growth restriction (n = 260). A prospective birth cohort study of 341 Aboriginal babies from the Top End of the Northern Territory of Australia was recruited at birth (1987–1990) and re‐examined at a mean age of 18.3 years (2006–2008) for outcome measures of growth and nutrition status. Those with growth restriction at birth were 3 cm shorter (P = 0.0026) and 9 kg lighter (P = 0.0001) with head circumferences 0.95 cm smaller (P = 0.0008) than those without growth restriction. The proportions of growth restricted participants with body mass index <18.5 kg/m2 were significantly greater (P = 0.028), and those with BMI > 25 kg/m2 and with fat percentage >85th percentile were significantly smaller (P = 0.012 and 0.004, respectively). In this cohort, those Aboriginal babies born smaller and lighter have remained smaller and lighter at 18 years of age. However, the highest risk of later chronic noncommunicable disease has been reported in subjects who were born small and become relatively larger in later life. The continued study of this Aboriginal birth cohort will give us an opportunity to determine if and when in later life the effects of birth weight are modified by environmental nutritional factors. Am. J. Hum. Biol., 2011. © 2010 Wiley‐Liss, Inc.