The median forehead flap reviewed: a histologic study on vascular anatomy

Local skin flaps can be divided into two types: random flaps and axial flaps. An axial flap is defined as a flap containing a named artery in its pedicle. For the paramedian forehead flap (PMFF) a lot of surgeons insist on the point that the pedicle must contain the supratrochlear artery. To demonstrate that median forehead flaps (MFF) need not contain a named artery, we selected first 8 patients with a PMFF and further 12 patients who had undergone reconstructive surgery using a MFF. After division, we analysed the pedicle of the flap histologically and measured the diameter of the arteries or arterioles and compared them to anatomical descriptions of the frontal arteries. In none of the 12 cases could we find a functional artery of approximately 1 mm in diameter that could correspond to the supratrochlear artery. The MFF is an axial flap but not in accordance with the current definition of this term. In contrast to published literature, we show that only in a part of cases a named artery was present in the pedicle. Despite this fact, the MFF is a secure flap for full thickness defect repair on the nose.

Four years follow-up after clavicle reconstruction in a child: a case report.

Clavicle reconstruction is a rare operation. In most cases a mid-shaft defect of the clavicle is bridged by using different grafting techniques or musculo-osteous flaps. In some clinical situations where reconstruction is not a suitable option claviculectomy as a salvation procedure has proven to be an acceptable solution. In the paediatric population the challenge of both the cosmetic and the functional result attempting reconstruction of large bone defects is of higher demand. To our knowledge, this is the first case of a successful clavicle reconstruction with a sufficient follow-up using a free vascularised fibula graft in a child. This case provides a technique description, considerations in the paediatric population, an overview of other techniques used, and a long-term follow-up.

Successful pacing using a batteryless sunlight-powered pacemaker.

AIMS Today's cardiac pacemakers are powered by batteries with limited energy capacity. As the battery's lifetime ends, the pacemaker needs to be replaced. This surgical re-intervention is costly and bears the risk of complications. Thus, a pacemaker without primary batteries is desirable. The goal of this study was to test whether transcutaneous solar light could power a pacemaker. METHODS AND RESULTS We used a three-step approach to investigate the feasibility of sunlight-powered cardiac pacing. First, the harvestable power was estimated. Theoretically, a subcutaneously implanted 1 cm(2) solar module may harvest ∼2500 µW from sunlight (3 mm implantation depth). Secondly, ex vivo measurements were performed with solar cells placed under pig skin flaps exposed to a solar simulator and real sunlight. Ex vivo measurements under real sunlight resulted in a median output power of 4941 µW/cm(2) [interquartile range (IQR) 3767-5598 µW/cm(2), median skin flap thickness 3.0 mm (IQR 2.7-3.3 mm)]. The output power strongly depended on implantation depth (ρSpearman = -0.86, P < 0.001). Finally, a batteryless single-chamber pacemaker powered by a 3.24 cm(2) solar module was implanted in vivo in a pig to measure output power and to pace. In vivo measurements showed a median output power of >3500 µW/cm(2) (skin flap thickness 2.8-3.84 mm). Successful batteryless VVI pacing using a subcutaneously implanted solar module was performed. CONCLUSION Based on our results, we estimate that a few minutes of direct sunlight (irradiating an implanted solar module) allow powering a pacemaker for 24 h using a suitable energy storage. Thus, powering a pacemaker by sunlight is feasible and may be an alternative energy supply for tomorrow's pacemakers.

The first batteryless, solar-powered cardiac pacemaker

BACKGROUND: Contemporary pacemakers (PMs) are powered by primary batteries with a limited energy-storing capacity. PM replacements because of battery depletion are common and unpleasant and bear the risk of complications. Batteryless PMs that harvest energy inside the body may overcome these limitations. OBJECTIVE: The goal of this study was to develop a batteryless PM powered by a solar module that converts transcutaneous light into electrical energy. METHODS: Ex vivo measurements were performed with solar modules placed under pig skin flaps exposed to different irradiation scenarios (direct sunlight, shade outdoors, and indoors). Subsequently, 2 sunlight-powered PMs featuring a 4.6-cm2 solar module were implanted in vivo in a pig. One prototype, equipped with an energy buffer, was run in darkness for several weeks to simulate a worst-case scenario. RESULTS: Ex vivo, median output power of the solar module was 1963 μW/cm2 (interquartile range [IQR] 1940-2107 μW/cm2) under direct sunlight exposure outdoors, 206 μW/cm2 (IQR 194-233 μW/cm2) in shade outdoors, and 4 μW/cm2 (IQR 3.6-4.3 μW/cm2) indoors (current PMs use approximately 10-20 μW). Median skin flap thickness was 4.8 mm. In vivo, prolonged SOO pacing was performed even with short irradiation periods. Our PM was able to pace continuously at a rate of 125 bpm (3.7 V at 0.6 ms) for 1½ months in darkness. CONCLUSION: Tomorrow's PMs might be batteryless and powered by sunlight. Because of the good skin penetrance of infrared light, a significant amount of energy can be harvested by a subcutaneous solar module even indoors. The use of an energy buffer allows periods of darkness to be overcome.

Post-operative monitoring of free muscle transfers by Laser Doppler Imaging: A prospective study.

PURPOSE Despite different existing methods, monitoring of free muscle transfer is still challenging. In the current study we evaluated our clinical setting regarding monitoring of such tissues, using a recent microcirculation-imaging camera (EasyLDI) as an additional tool for detection of perfusion incompetency. PATIENTS AND METHODS This study was performed on seven patients with soft tissue defect, who underwent reconstruction with free gracilis muscle. Beside standard monitoring protocol (clinical assessment, temperature strips, and surface Doppler), hourly EasyLDI monitoring was performed for 48 hours. Thereby a baseline value (raised flap but connected to its vascular bundle) and an ischaemia perfusion value (completely resected flap) were measured at the same point. RESULTS The mean age of the patients, mean baseline value, ischaemia value perfusion were 48.00 ± 13.42 years, 49.31 ± 17.33 arbitrary perfusion units (APU), 9.87 ± 4.22 APU, respectively. The LDI measured values in six free muscle transfers were compatible with hourly standard monitoring protocol, and normalized LDI values significantly increased during time (P < 0.001, r = 0.412). One of the flaps required a return to theatre 17 hours after the operation, where an unsalvageable flap loss was detected. All normalized LDI values of this flap were under the ischaemia perfusion level and the trend was significantly descending during time (P < 0.001, r = -0.870). CONCLUSION Due to the capability of early detection of perfusion incompetency, LDI may be recommended as an additional post-operative monitoring device for free muscle flaps, for early detection of suspected failing flaps and for validation of other methods.

Long-distance transport of alkali metals in maturing wheat

The alkali metals cesium, rubidium, lithium and sodium were introduced together with strontium via flaps into leaf laminas or into the stem of maturing, intact winter wheat (Triticum aestivum L. cv. Arina) grown in a field. Long-distance transport of these elements and the influence of the application date and of different application positions were investigated. The phloem-immobile Sr served as a marker for the distribution of the xylem sap in the plants. Dry matter accumulation in the grains and the transpiration per shoot were not markedly affected by the treatments as compared to control plants. The phloem mobility was rather high for Cs and Rb. Li was almost immobile in the phloem (similarly to Sr). An application into the cut stem xylem below the second leaf node contributed more to the contents in the grains than an application into the flag leaf. An earlier feeding date led to a higher accumulation in the grains. The marked losses of the elements applied during maturation (most pronounced for Li) can be explained by leakage in the rain.

Long-distance transport of cobalt and nickel in maturing wheat

Cobalt, nickel and strontium were introduced via flaps into leaf laminas or into the stem of maturing, intact winter wheat (Triticum aestivum L., cv. `Arina') grown under natural conditions in a field. Long-distance transport of these elements and the influence of the application date and of different application positions were investigated. The dry-matter accumulation in the grains was not markedly affected by the treatments as compared to untreated control plants. The phloem-immobile strontium served as a marker for the distribution of the xylem sap in the plants. After foliar application, nickel accumulated more rapidly and in higher quantities in the grains than cobalt. Therefore, nickel has a slightly better phloem mobility than cobalt. Regardless of the application date, a higher percentage of the two elements was transported from the flag leaf lamina than from the second or third lamina from the top to the grains. These results indicate that the leaf position is highly relevant for the transfer of the heavy metals investigated to the ear. Introduction into the stem led to a higher accumulation of nickel and cobalt in the grains than introduction into one of the leaves. An earlier feeding date caused a higher accumulation of nickel and cobalt in the grains when introduced into the stem. In contrast, no major differences between earlier and later feeding dates were detected when the elements were introduced into the leaves. Losses of the applied elements were detected during maturation and can be explained by leakage in the rain.

Analysis of Thematic Classified Aerial Images Trough Multispectral and LIDAR Data

The application of thematic maps obtained through the classification of remote images needs the obtained products with an optimal accuracy. The registered images from the airplanes display a very satisfactory spatial resolution, but the classical methods of thematic classification not always give better results than when the registered data from satellite are used. In order to improve these results of classification, in this work, the LIDAR sensor data from first return (Light Detection And Ranging) registered simultaneously with the spectral sensor data from airborne are jointly used. The final results of the thematic classification of the scene object of study have been obtained, quantified and discussed with and without LIDAR data, after applying different methods: Maximum Likehood Classification, Support Vector Machine with four different functions kernel and Isodata clustering algorithm (ML, SVM-L, SVM-P, SVM-RBF, SVM-S, Isodata). The best results are obtained for SVM with Sigmoide kernel. These allow the correlation with others different physical parameters with great interest like Manning hydraulic coefficient, for their incorporation in a GIS and their application in hydraulic modeling.

BaTboT: a biologically inspired flapping and morphing bat robot actuated by SMA-based artificial muscles

Bats are animals that posses high maneuvering capabilities. Their wings contain dozens of articulations that allow the animal to perform aggressive maneuvers by means of controlling the wing shape during flight (morphing-wings). There is no other flying creature in nature with this level of wing dexterity and there is biological evidence that the inertial forces produced by the wings have a key role in the attitude movements of the animal. This can inspire the design of highly articulated morphing-wing micro air vehicles (not necessarily bat-like) with a significant wing-to-body mass ratio. This thesis presents the development of a novel bat-like micro air vehicle (BaTboT) inspired by the morphing-wing mechanism of bats. BaTboT’s morphology is alike in proportion compared to its biological counterpart Cynopterus brachyotis, which provides the biological foundations for developing accurate mathematical models and methods that allow for mimicking bat flight. In nature bats can achieve an amazing level of maneuverability by combining flapping and morphing wingstrokes. Attempting to reproduce the biological wing actuation system that provides that kind of motion using an artificial counterpart requires the analysis of alternative actuation technologies more likely muscle fiber arrays instead of standard servomotor actuators. Thus, NiTinol Shape Memory Alloys (SMAs) acting as artificial biceps and triceps muscles are used for mimicking the morphing wing mechanism of the bat flight apparatus. This antagonistic configuration of SMA-muscles response to an electrical heating power signal to operate. This heating power is regulated by a proper controller that allows for accurate and fast SMA actuation. Morphing-wings will enable to change wings geometry with the unique purpose of enhancing aerodynamics performance. During the downstroke phase of the wingbeat motion both wings are fully extended aimed at increasing the area surface to properly generate lift forces. Contrary during the upstroke phase of the wingbeat motion both wings are retracted to minimize the area and thus reducing drag forces. Morphing-wings do not only improve on aerodynamics but also on the inertial forces that are key to maneuver. Thus, a modeling framework is introduced for analyzing how BaTboT should maneuver by means of changing wing morphology. This allows the definition of requirements for achieving forward and turning flight according to the kinematics of the wing modulation. Motivated by the biological fact about the influence of wing inertia on the production of body accelerations, an attitude controller is proposed. The attitude control law incorporates wing inertia information to produce desired roll (φ) and pitch (θ) acceleration commands. This novel flight control approach is aimed at incrementing net body forces (Fnet) that generate propulsion. Mimicking the way how bats take advantage of inertial and aerodynamical forces produced by the wings in order to both increase lift and maneuver is a promising way to design more efficient flapping/morphing wings MAVs. The novel wing modulation strategy and attitude control methodology proposed in this thesis provide a totally new way of controlling flying robots, that eliminates the need of appendices such as flaps and rudders, and would allow performing more efficient maneuvers, especially useful in confined spaces. As a whole, the BaTboT project consists of five major stages of development: - Study and analysis of biological bat flight data reported in specialized literature aimed at defining design and control criteria. - Formulation of mathematical models for: i) wing kinematics, ii) dynamics, iii) aerodynamics, and iv) SMA muscle-like actuation. It is aimed at modeling the effects of modulating wing inertia into the production of net body forces for maneuvering. - Bio-inspired design and fabrication of: i) skeletal structure of wings and body, ii) SMA muscle-like mechanisms, iii) the wing-membrane, and iv) electronics onboard. It is aimed at developing the bat-like platform (BaTboT) that allows for testing the methods proposed. - The flight controller: i) control of SMA-muscles (morphing-wing modulation) and ii) flight control (attitude regulation). It is aimed at formulating the proper control methods that allow for the proper modulation of BaTboT’s wings. - Experiments: it is aimed at quantifying the effects of properly wing modulation into aerodynamics and inertial production for maneuvering. It is also aimed at demonstrating and validating the hypothesis of improving flight efficiency thanks to the novel control methods presented in this thesis. This thesis introduces the challenges and methods to address these stages. Windtunnel experiments will be oriented to discuss and demonstrate how the wings can considerably affect the dynamics/aerodynamics of flight and how to take advantage of wing inertia modulation that the morphing-wings enable to properly change wings’ geometry during flapping. Resumen: Los murciélagos son mamíferos con una alta capacidad de maniobra. Sus alas están conformadas por docenas de articulaciones que permiten al animal maniobrar gracias al cambio geométrico de las alas durante el vuelo. Esta característica es conocida como (alas mórficas). En la naturaleza, no existe ningún especimen volador con semejante grado de dexteridad de vuelo, y se ha demostrado, que las fuerzas inerciales producidas por el batir de las alas juega un papel fundamental en los movimientos que orientan al animal en vuelo. Estas características pueden inspirar el diseño de un micro vehículo aéreo compuesto por alas mórficas con redundantes grados de libertad, y cuya proporción entre la masa de sus alas y el cuerpo del robot sea significativa. Esta tesis doctoral presenta el desarrollo de un novedoso robot aéreo inspirado en el mecanismo de ala mórfica de los murciélagos. El robot, llamado BaTboT, ha sido diseñado con parámetros morfológicos muy similares a los descritos por su símil biológico Cynopterus brachyotis. El estudio biológico de este especimen ha permitido la definición de criterios de diseño y modelos matemáticos que representan el comportamiento del robot, con el objetivo de imitar lo mejor posible la biomecánica de vuelo de los murciélagos. La biomecánica de vuelo está definida por dos tipos de movimiento de las alas: aleteo y cambio de forma. Intentar imitar como los murciélagos cambian la forma de sus alas con un prototipo artificial, requiere el análisis de métodos alternativos de actuación que se asemejen a la biomecánica de los músculos que actúan las alas, y evitar el uso de sistemas convencionales de actuación como servomotores ó motores DC. En este sentido, las aleaciones con memoria de forma, ó por sus siglas en inglés (SMA), las cuales son fibras de NiTinol que se contraen y expanden ante estímulos térmicos, han sido usados en este proyecto como músculos artificiales que actúan como bíceps y tríceps de las alas, proporcionando la funcionalidad de ala mórfica previamente descrita. De esta manera, los músculos de SMA son mecánicamente posicionados en una configuración antagonista que permite la rotación de las articulaciones del robot. Los actuadores son accionados mediante una señal de potencia la cual es regulada por un sistema de control encargado que los músculos de SMA respondan con la precisión y velocidad deseada. Este sistema de control mórfico de las alas permitirá al robot cambiar la forma de las mismas con el único propósito de mejorar el desempeño aerodinámico. Durante la fase de bajada del aleteo, las alas deben estar extendidas para incrementar la producción de fuerzas de sustentación. Al contrario, durante el ciclo de subida del aleteo, las alas deben contraerse para minimizar el área y reducir las fuerzas de fricción aerodinámica. El control de alas mórficas no solo mejora el desempeño aerodinámico, también impacta la generación de fuerzas inerciales las cuales son esenciales para maniobrar durante el vuelo. Con el objetivo de analizar como el cambio de geometría de las alas influye en la definición de maniobras y su efecto en la producción de fuerzas netas, simulaciones y experimentos han sido llevados a cabo para medir cómo distintos patrones de modulación de las alas influyen en la producción de aceleraciones lineales y angulares. Gracias a estas mediciones, se propone un control de vuelo, ó control de actitud, el cual incorpora información inercial de las alas para la definición de referencias de aceleración angular. El objetivo de esta novedosa estrategia de control radica en el incremento de fuerzas netas para la adecuada generación de movimiento (Fnet). Imitar como los murciélagos ajustan sus alas con el propósito de incrementar las fuerzas de sustentación y mejorar la maniobra en vuelo es definitivamente un tópico de mucho interés para el diseño de robots aéros mas eficientes. La propuesta de control de vuelo definida en este trabajo de investigación podría dar paso a una nueva forma de control de vuelo de robots aéreos que no necesitan del uso de partes mecánicas tales como alerones, etc. Este control también permitiría el desarrollo de vehículos con mayor capacidad de maniobra. El desarrollo de esta investigación se centra en cinco etapas: - Estudiar y analizar el vuelo de los murciélagos con el propósito de definir criterios de diseño y control. - Formular modelos matemáticos que describan la: i) cinemática de las alas, ii) dinámica, iii) aerodinámica, y iv) actuación usando SMA. Estos modelos permiten estimar la influencia de modular las alas en la producción de fuerzas netas. - Diseño y fabricación de BaTboT: i) estructura de las alas y el cuerpo, ii) mecanismo de actuación mórfico basado en SMA, iii) membrana de las alas, y iv) electrónica abordo. - Contro de vuelo compuesto por: i) control de la SMA (modulación de las alas) y ii) regulación de maniobra (actitud). - Experimentos: están enfocados en poder cuantificar cuales son los efectos que ejercen distintos perfiles de modulación del ala en el comportamiento aerodinámico e inercial. El objetivo es demostrar y validar la hipótesis planteada al inicio de esta investigación: mejorar eficiencia de vuelo gracias al novedoso control de orientación (actitud) propuesto en este trabajo. A lo largo del desarrollo de cada una de las cinco etapas, se irán presentando los retos, problemáticas y soluciones a abordar. Los experimentos son realizados utilizando un túnel de viento con la instrumentación necesaria para llevar a cabo las mediciones de desempeño respectivas. En los resultados se discutirá y demostrará que la inercia producida por las alas juega un papel considerable en el comportamiento dinámico y aerodinámico del sistema y como poder tomar ventaja de dicha característica para regular patrones de modulación de las alas que conduzcan a mejorar la eficiencia del robot en futuros vuelos.

Assessment of Narrow-Body Transport Airplane Evacuation by Numerical Simulation

This paper presents the results obtained with a new agent-based computer model that can simulate the evacuation of narrow-body transport airplanes in the conditions prescribed by the airworthiness regulations for certification. The model, described in detail in a former paper, has been verified with real data of narrow-body certification demonstrations. Numerical simulations of around 20 narrow-body aircraft, representative of current designs in various market segments, show the capabilities of the model and provide relevant information on the relationship between cabin features and emergency evacuation. The longitudinal location of emergency exits seems to be even more important than their size or the overall margin with respect to the prescribed number and type of exits indicated by the airworthiness requirements

Non invasive moisture measurement in agricultural fiel using a rolling spherical robot

Irrigation management in large crop fields is a very important practice. Since the farm management costs and the crop results are directly connected with the environmental moisture, water control optimization is a critical factor for agricultural practices, as well as for the planet sustainability. Usually, the crop humidity is measured through the water stress index (WSI), using imagery acquired from satellites or airplanes. Nevertheless, these tools have a significant cost, lack from availability, and dependability from the weather. Other alternative is to recover to ground tools, such as ground vehicles and even static base stations. However, they have an outstanding impact in the farming process, since they can damage the cultivation and require more human effort. As a possible solution to these issues, a rolling ground robot have been designed and developed, enabling non-invasive measurements within crop fields. This paper addresses the spherical robot system applied to intra-crop moisture measurements. Furthermore, some experiments were carried out in an early stage corn field in order to build a geo-referenced WSI map.

Bridge for the airbus A-380 in Barajas airport (Spain)

During the years 2004 and 2005 is has been constructed in Barajas airport of Madrid a special bridge for the new plane AIRBUS A380. This new airplane has a weight of 1,500,000 pounds and 18 wheels with a reaction of 39.2 tonnes per each one and the braking force is about 600 tonnes. The enormous loads transmitted for the airplane made this bridge a special structure. The present article exposes the most important characteristics of project and construction, of one of the special bridges in the airport Brajas of Madri. This bridge was constructed for the access to the hangar of airplanes in Barajas, known "La Muñoza". The structure has a width of 48m, two spans of 13 m each one and a vertical clearance of 5.50 m to allow passing vehicles under it, along thhe new motorway in Brajas (Madrid).

Aerodynamic study of a blended wing body, comparison with a conventional transport airplane.

Blended-wing-body (BWB) aircraft are being studied with interest and effort to improve economic efficiency and to overcome operational and infrastructure related problems associated to the increasing size of conventional transport airplanes. The objective of the research reported here is to assess the aerodynamic feasibility and operational efficiency of a great size, blended wing body layout, a configuration which has many advantages. To this end, the conceptual aerodynamic design process of an 800 seat BWB has been done completed with a comparison of performance and operational issues with last generation of conventional very large aircraft. The results are greatly encouraging and predict about 20 percent increase in transport productivity efficiency, without the burden of new or aggravated safety or operational problems.

Instability Analysis of Incompressible Open Cavity Flows

El problema del flujo sobre una cavidad abierta ha sido estudiado en profundidad en la literatura, tanto por el interés académico del problema como por sus aplicaciones prácticas en gran variedad de problemas ingenieriles, como puede ser el alojamiento del tren de aterrizaje de aeronaves, o el depósito de agua de aviones contraincendios. Desde hace muchos a˜nos se estudian los distintos tipos de inestabilidades asociadas a este problema: los modos bidimensionales en la capa de cortadura, y los modos tridimensionales en el torbellino de recirculación principal dentro de la cavidad. En esta tesis se presenta un estudio paramétrico completo del límite incompresible del problema, empleando la herramienta de estabilidad lineal conocida como BiGlobal. Esta aproximación permite contemplar la estabilidad global del flujo, y obtener tanto la forma como las características de los modos propios del problema físico, sean estables o inestables. El estudio realizado permite caracterizar con gran detalle todos los modos relevantes, así como la envolvente de estabilidad en el espacio paramétrico del problema incompresible (Mach nulo, variación de Reynolds, espesor de capa límite incidente, relación altura/profundidad de la cavidad, y longitud característica de la perturbación en la dirección transversal). A la luz de los resultados obtenidos se proponen una serie de relaciones entre los parámetros y características de los modos principales, como por ejemplo entre el Reynolds crítico de un modo, y la longitud característica del mismo. Los resultados numéricos se contrastan con una campaña experimental, siendo la principal conclusión de dicha comparación que los modos lineales están presentes en el flujo real saturado, pero que existen diferencias notables en frecuencia entre las predicciones teóricas y los experimentos. Para intentar determinar la naturaleza de dichas diferencias se realiza una simulación numérica directa tridimensional, y se utiliza un algoritmo de DMD (descomposición dinámica de modos) para describir el proceso de saturación. ABSTRACT The problem of the flow over an open cavity has been studied in depth in the literature, both for being an interesting academical problem and due to the multitude of industrial applications, like the landing gear of aircraft, or the water deposit of firefighter airplanes. The different types of instabilities appearing in this flow studied in the literature are two: the two-dimensional shear layer modes, and the three-dimensional modes that appear in the main recirculating vortex inside the cavity. In this thesis a parametric study in the incompressible limit of the problem is presented, using the linear stability analysis known as BiGlobal. This approximation allows to obtain the global stability behaviour of the flow, and to capture both the morphological features and the characteristics of the eigenmodes of the physical problem, whether they are stable or unstable. The study presented here characterizes with great detail all the relevant eigenmodes, as well as the hypersurface of instability on the parameter space of the incompressible problem (Mach equal to zero, and variation of the Reynolds number, the incoming boundary layer thickness, the length to depth aspect ratio of the cavity and the spanwise length of the perturbation). The results allow to construct parametric relations between the characteristics of the leading eigenmodes and the parameters of the problem, like for example the one existing between the critical Reynolds number and its characteristic length. The numerical results presented here are compared with those of an experimental campaign, with the main conclusion of said comparison being that the linear eigenmode are present in the real saturated flow, albeit with some significant differences in the frequencies of the experiments and those predicted by the theory. To try to determine the nature of those differences a three-dimensional direct numerical simulation, analyzed with Dynamic Mode Decomposition algorithm, was used to describe the process of saturation.

Airplane materials compatibility with blends of fossil kerosene jet a1 with biokerosenes from babassu, palm kernel and coconut oils

El desarrollo de bioqueroseno de diferentes orígenes y su uso creciente, hacen necesario el estudio de la compatibilidad estos nuevos combustibles con los materiales y recubrimientos con los que se encuentra en contacto. Por tanto, el presente proyecto estudia la compatibilidad de los bioquerosenos mezclados en diferentes proporciones con queroseno mineral, para evaluar posteriormente su compatibilidad con diferentes polímeros y composites presentes en la estructura de un avión.Currently there is a big interest to increase the sources of alternative fuels for aviation to get a reduction of their carbon footprint and the deep energetic dependence from fossil fuels of different countries. Although there are studies about how to produce this alternative fuel and how to accomplish the standards for a good performance in the aircraft turbines, there are no studies about how these fuels could affect the different materials of airplanes. In this context this work describes the compatibility of biokerosene blends of coconut, babassu and palm kernel with commercial Jet A-1 testing airplane polymeric materials, metals and composites. As a conclusion, all material samples show a good compatibility with the fuel blends tested.