Ca++/calmodulin-dependent protein kinase II: Messenger RNA in developing rat brain

Ca$\sp{++}$/calmodulin-dependent protein kinase II (CaM-KII) is highly concentrated in mammalian brain, comprising as much as 2% of the total protein in some regions. In forebrain, CaM-KII has been shown to be enriched in postsynaptic structures where it has been implicated in maintaining cytoskeletal structure, and more recently in signal transduction mechanisms and processes underlying learning and memory. CaM-KII appears to exist as a holoenzyme composed of two related yet distinct subunits, alpha and beta. The ratio of the subunits in the holoenzyme varies with different brain regions and to some degree with subcellular fractions. The two subunits also display distinct developmental profiles. Levels of alpha subunit are not evident at birth but increase dramatically during postnatal development, while levels of beta subunit are readily detected at birth and only gradual increase postnatally. The distinct regional, subcellular and developmental distribution of the two subunits of CaM-KII have prompted us to examine factors involved in regulating the synthesis of the subunit proteins.^ This dissertation addresses the regional and developmental expression of the mRNAs for the individual subunits using in situ hybridization histochemistry and northern slot-blot analysis. By comparing the developmental profile of each mRNA with that of its respective protein, we have determined that initiation of gene transcription is likely the primary site for regulating CaM-KII protein levels. Furthermore, the distinct cytoarchitecture of the hippocampus has allowed us to demonstrate that the alpha, but not beta subunit mRNA is localized in dendrites of certain forebrain neurons. The localization of alpha subunit mRNA at postsynaptic structures, in concert with the accumulation of subunit protein, suggests that dendritic synthesis of CaM-KII alpha subunit may be important for maintaining postsynaptic structure and/or function. ^

Torque efficiency of different archwires in 0.018- and 0.022-inch conventional brackets.

OBJECTIVE To compare the archwires inserted during the final stages of the orthodontic treatment with the generated moments at 0.018- and 0.022-inch brackets. MATERIALS AND METHODS The same bracket type, in terms of prescription, was evaluated in both slot dimensions. The brackets were bonded on two identical maxillary acrylic resin models, and each model was mounted on the orthodontic measurement and simulation system. Ten 0.017 × 0.025-inch TMA and ten 0.017 × 0.025-inch stainless steel archwires were evaluated in the 0.018-inch brackets. In the 0.022-inch brackets, ten 0.019 × 0.025-inch TMA and ten 0.019 × 0.025-inch stainless steel archwires were measured. A 15° buccal root torque (+15°) and then a 15° palatal root torque (-15°) were gradually applied to the right central incisor bracket, and the moments were recorded at these positions. A t-test was conducted to compare the generated moments between wires within the 0.018- and 0.022-inch bracket groups separately. RESULTS The 0.017 × 0.025-inch archwire in the 0.018-inch brackets generated mean moments of 9.25 Nmm and 14.2 Nmm for the TMA and stainless steel archwires, respectively. The measured moments in the 0.022-inch brackets with the 0.019 × 0.025-inch TMA and stainless steel archwires were 6.6 Nmm and 9.3 Nmm, respectively. CONCLUSION The 0.017 × 0.025-inch stainless steel and β-Ti archwires in the 0.018-inch slot generated higher moments than the 0.019 × 0.025-inch archwires because of lower torque play. This difference is exaggerated in steel archwires, in comparison with the β-Ti, because of differences in stiffness. The differences of maximum moments between the archwires of the same cross-section but different alloys were statistically significant at both slot dimensions.

Neurologic outcome after thoracolumbar partial lateral corpectomy for intervertebral disc disease in 72 dogs

OBJECTIVE To determine neurologic outcome and factors influencing outcome after thoracolumbar partial lateral corpectomy (PLC) in dogs with intervertebral disc disease (IVDD) causing ventral spinal cord compression. STUDY DESIGN Retrospective case series. ANIMALS Dogs with IVDD (n = 72; 87 PLC). METHODS Dogs with IVDD between T9 and L5 were included if treated by at least 1 PLC. Exclusion criteria were: previous spinal surgery, combination of PLC with another surgical procedure. Neurologic outcome was assessed by: (1) modified Frankel score (MFS) based on neurologic examinations at 4 time points (before surgery, immediately after PLC, at discharge and 4 weeks after PLC); and (2) owner questionnaire. The association of the following factors with neurologic outcome was analyzed: age, body weight, duration of current neurologic dysfunction (acute, chronic), IVDD localization, breed (chondrodystrophic, nonchondrodystrophic), number of PLCs, degree of presurgical spinal cord compression and postsurgical decompression, slot depth, presurgical MFS. Presurgical spinal cord compression was determined by CT myelography (71 dogs) or MRI (1 dog), whereas postsurgical decompression and slot depth were determined on CT myelography (69 dogs). RESULTS MFS was improved in 18.7%, 31.7%, and 64.2% of dogs at the 3 postsurgical assessments, whereas it was unchanged in 62.6%, 52.8%, and 32.0% at corresponding time points. Based on owner questionnaire, 91.4% of dogs were ambulatory 6 months postsurgically with 74.5% having a normal gait. Most improvement in neurologic function developed within 6 months after surgery. Presurgical MFS was the only variable significantly associated with several neurologic outcome measurements (P < .01). CONCLUSIONS PLC is an option for decompression in ventrally compressing thoracolumbar IVDD. Prognosis is associated with presurgical neurologic condition.

Code-switching: a touchstone of models of bilingual language production

The goal of the present thesis was to investigate the production of code-switched utterances in bilinguals’ speech production. This study investigates the availability of grammatical-category information during bilingual language processing. The specific aim is to examine the processes involved in the production of Persian-English bilingual compound verbs (BCVs). A bilingual compound verb is formed when the nominal constituent of a compound verb is replaced by an item from the other language. In the present cases of BCVs the nominal constituents are replaced by a verb from the other language. The main question addressed is how a lexical element corresponding to a verb node can be placed in a slot that corresponds to a noun lemma. This study also investigates how the production of BCVs might be captured within a model of BCVs and how such a model may be integrated within incremental network models of speech production. In the present study, both naturalistic and experimental data were used to investigate the processes involved in the production of BCVs. In the first part of the present study, I collected 2298 minutes of a popular Iranian TV program and found 962 code-switched utterances. In 83 (8%) of the switched cases, insertions occurred within the Persian compound verb structure, hence, resulting in BCVs. As to the second part of my work, a picture-word interference experiment was conducted. This study addressed whether in the case of the production of Persian-English BCVs, English verbs compete with the corresponding Persian compound verbs as a whole, or whether English verbs compete with the nominal constituents of Persian compound verbs only. Persian-English bilinguals named pictures depicting actions in 4 conditions in Persian (L1). In condition 1, participants named pictures of action using the whole Persian compound verb in the context of its English equivalent distractor verb. In condition 2, only the nominal constituent was produced in the presence of the light verb of the target Persian compound verb and in the context of a semantically closely related English distractor verb. In condition 3, the whole Persian compound verb was produced in the context of a semantically unrelated English distractor verb. In condition 4, only the nominal constituent was produced in the presence of the light verb of the target Persian compound verb and in the context of a semantically unrelated English distractor verb. The main effect of linguistic unit was significant by participants and items. Naming latencies were longer in the nominal linguistic unit compared to the compound verb (CV) linguistic unit. That is, participants were slower to produce the nominal constituent of compound verbs in the context of a semantically closely related English distractor verb compared to producing the whole compound verbs in the context of a semantically closely related English distractor verb. The three-way interaction between version of the experiment (CV and nominal versions), linguistic unit (nominal and CV linguistic units), and relation (semantically related and unrelated distractor words) was significant by participants. In both versions, naming latencies were longer in the semantically related nominal linguistic unit compared to the response latencies in the semantically related CV linguistic unit. In both versions, naming latencies were longer in the semantically related nominal linguistic unit compared to response latencies in the semantically unrelated nominal linguistic unit. Both the analysis of the naturalistic data and the results of the experiment revealed that in the case of the production of the nominal constituent of BCVs, a verb from the other language may compete with a noun from the base language, suggesting that grammatical category does not necessarily provide a constraint on lexical access during the production of the nominal constituent of BCVs. There was a minimal context in condition 2 (the nominal linguistic unit) in which the nominal constituent was produced in the presence of its corresponding light verb. The results suggest that generating words within a context may not guarantee that the effect of grammatical class becomes available. A model is proposed in order to characterize the processes involved in the production of BCVs. Implications for models of bilingual language production are discussed.

Design and evaluation of acceleration strategies for speeding up the development of dialog applications

In this paper, we describe a complete development platform that features different innovative acceleration strategies, not included in any other current platform, that simplify and speed up the definition of the different elements required to design a spoken dialog service. The proposed accelerations are mainly based on using the information from the backend database schema and contents, as well as cumulative information produced throughout the different steps in the design. Thanks to these accelerations, the interaction between the designer and the platform is improved, and in most cases the design is reduced to simple confirmations of the “proposals” that the platform dynamically provides at each step. In addition, the platform provides several other accelerations such as configurable templates that can be used to define the different tasks in the service or the dialogs to obtain or show information to the user, automatic proposals for the best way to request slot contents from the user (i.e. using mixed-initiative forms or directed forms), an assistant that offers the set of more probable actions required to complete the definition of the different tasks in the application, or another assistant for solving specific modality details such as confirmations of user answers or how to present them the lists of retrieved results after querying the backend database. Additionally, the platform also allows the creation of speech grammars and prompts, database access functions, and the possibility of using mixed initiative and over-answering dialogs. In the paper we also describe in detail each assistant in the platform, emphasizing the different kind of methodologies followed to facilitate the design process at each one. Finally, we describe the results obtained in both a subjective and an objective evaluation with different designers that confirm the viability, usefulness, and functionality of the proposed accelerations. Thanks to the accelerations, the design time is reduced in more than 56% and the number of keystrokes by 84%.

Diseño de Arrays de Ranuras Compuestas Mediante Circuito Equivalente

Results of the methodology presented in [1] is shown in this document. By means of the equivalent circuit model [2][3] of the slot, a combination of Method of Moments (MoM) and Forward Matching Procedure (FMP) is used to design a sub-array of compound slots. According to this, the system can be seen as a matched electric circuit and/or as a Nelements radiating device. Comparison between commercial solvers and proposed method are shown in this document, revealing that the mutual coupling between elements is a tiltingangle-dependant parameter.

Array Compacto De Monopolos Planos Con Plano De Tierra Ranurado Para Sistemas Mimo

A compact array of monopoles with a slotted ground plane is analyzed for being used in MIMO systems. Compact arrays suffer usually from high coupling which degrades significantly MIMO benefits. Through a matching network, main drawbacks can be solved, although it tends to provide a low bandwidth. The studied design is an array of monopoles with a slot in the ground plane. The slot shape is optimized with a Genetic Algorithm and an own electromagnetic software based on MoM in order to fulfill main figures of merit within a significant bandwidth

A simulation study on parallel backtracking with solution memoing for independent and-parallelism

Goal-level Independent and-parallelism (IAP) is exploited by scheduling for simultaneous execution two or more goals which will not interfere with each other at run time. This can be done safely even if such goals can produce multiple answers. The most successful IAP implementations to date have used recomputation of answers and sequentially ordered backtracking. While in principle simplifying the implementation, recomputation can be very inefficient if the granularity of the parallel goals is large enough and they produce several answers, while sequentially ordered backtracking limits parallelism. And, despite the expected simplification, the implementation of the classic schemes has proved to involve complex engineering, with the consequent difficulty for system maintenance and expansion, and still frequently run into the well-known trapped goal and garbage slot problems. This work presents ideas about an alternative parallel backtracking model for IAP and a simulation studio. The model features parallel out-of-order backtracking and relies on answer memoization to reuse and combine answers. Whenever a parallel goal backtracks, its siblings also perform backtracking, but after storing the bindings generated by previous answers. The bindings are then reinstalled when combining answers. In order not to unnecessarily penalize forward execution, non-speculative and-parallel goals which have not been executed yet take precedence over sibling goals which could be backtracked over. Using a simulator, we show that this approach can bring significant performance advantages over classical approaches.

A segment-swapping approach for executing trapped computations

We consider the problem of supporting goal-level, independent andparallelism (IAP) in the presence of non-determinism. IAP is exploited when two or more goals which will not interfere at run time are scheduled for simultaneous execution. Backtracking over non-deterministic parallel goals runs into the wellknown trapped goal and garbage slot problems. The proposed solutions for these problems generally require complex low-level machinery which makes systems difficult to maintain and extend, and in some cases can even affect sequential execution performance. In this paper we propose a novel solution to the problem of trapped nondeterministic goals and garbage slots which is based on a single stack reordering operation and offers several advantages over previous proposals. While the implementation of this operation itself is not simple, in return it does not impose constraints on the scheduler. As a result, the scheduler and the rest of the run-time machinery can safely ignore the trapped goal and garbage slot problems and their implementation is greatly simplified. Also, standard sequential execution remains unaffected. In addition to describing the solution we report on an implementation and provide performance results. We also suggest other possible applications of the proposed approach beyond parallel execution.

Smart parking service based on wireless sensor networks

n this paper, we present the design and implementation of a prototype system of Smart Parking Services based on Wireless Sensor Networks (WSNs) that allows vehicle drivers to effectively find the free parking places. The proposed scheme consists of wireless sensor networks, embedded web-server, central web-server and mobile phone application. In the system, low-cost wireless sensors networks modules are deployed into each parking slot equipped with one sensor node. The state of the parking slot is detected by sensor node and is reported periodically to embedded web-server via the deployed wireless sensor networks. This information is sent to central web-server using Wi-Fi networks in real-time, and also the vehicle driver can find vacant parking lots using standard mobile devices.

Controlled time of arrival feasibility analysis

Previous research studies and operational trials have shown that using the airborne Required Time of Arrival (RTA) function, an aircraft can individually achieve an assigned time to a metering or merge point accurately. This study goes a step further and investigates the application of RTA to a real sequence of arriving aircraft into Melbourne Australia. Assuming that the actual arrival times were Controlled Time of Arrivals (CTAs) assigned to each aircraft, the study examines if the airborne RTA solution would work. Three scenarios were compared: a baseline scenario being the actual flown trajectories in a two hour time-span into Melbourne, a scenario in which the sequential landing slot times of the baseline scenario were assigned as CTAs and a third scenario in which the landing slots could be freely redistributed to the inbound traffic as CTAs. The research found that pressure on the terminal area would sometimes require aircraft to lose more time than possible through the RTA capability. Using linear holding as an additional measure to absorb extensive delays, up to 500NM (5%) of total track reduction and 1300kg (3%) of total fuel consumption could be saved in the scenario with landing slots freely distributed as CTAs, compared to the baseline scenario. Assigning CTAs in an arrival sequence requires the ground system to have an accurate trajectory predictor to propose additional delay measures (path stretching, linear holding) if necessary. Reducing the achievable time window of the aircraft to add control margin to the RTA function, had a negative impact and increased the amount of intervention other than speed control required to solve the sequence. It was concluded that the RTA capability is not a complete solution but merely a tool to assist in managing the increasing complexity of air traffic.

Contributions to trajectory prediction theory and its application to arrival management for air traffic control

La gestión del tráfico aéreo (Air Traffic Management, ATM) está experimentando un cambio de paradigma hacia las denominadas operaciones basadas trayectoria. Bajo dicho paradigma se modifica el papel de los controladores de tráfico aéreo desde una operativa basada su intervención táctica continuada hacia una labor de supervisión a más largo plazo. Esto se apoya en la creciente confianza en las soluciones aportadas por las herramientas automatizadas de soporte a la decisión más modernas. Para dar soporte a este concepto, se precisa una importante inversión para el desarrollo, junto con la adquisición de nuevos equipos en tierra y embarcados, que permitan la sincronización precisa de la visión de la trayectoria, basada en el intercambio de información entre ambos actores. Durante los últimos 30 a 40 años las aerolíneas han generado uno de los menores retornos de la inversión de entre todas las industrias. Sin beneficios tangibles, la industria aérea tiene dificultades para atraer el capital requerido para su modernización, lo que retrasa la implantación de dichas mejoras. Esta tesis tiene como objetivo responder a la pregunta de si las capacidades actualmente instaladas en las aeronaves comerciales se pueden aplicar para lograr la sincronización de la trayectoria con el nivel de calidad requerido. Además, se analiza en ella si, conjuntamente con mejoras en las herramientas de predicción trayectorias instaladas en tierra en para facilitar la gestión de las arribadas, dichas capacidades permiten obtener los beneficios esperados en el marco de las operaciones basadas en trayectoria. Esto podría proporcionar un incentivo para futuras actualizaciones de la aviónica que podrían llevar a mejoras adicionales. El concepto operacional propuesto en esta tesis tiene como objetivo permitir que los aviones sean pilotados de una manera consistente con las técnicas actuales de vuelo optimizado. Se permite a las aeronaves que desciendan en el denominado “modo de ángulo de descenso gestionado” (path-managed mode), que es el preferido por la mayoría de las compañías aéreas, debido a que conlleva un reducido consumo de combustible. El problema de este modo es que en él no se controla de forma activa el tiempo de llegada al punto de interés. En nuestro concepto operacional, la incertidumbre temporal se gestiona en mediante de la medición del tiempo en puntos estratégicamente escogidos a lo largo de la trayectoria de la aeronave, y permitiendo la modificación por el control de tierra de la velocidad de la aeronave. Aunque la base del concepto es la gestión de las ordenes de velocidad que se proporcionan al piloto, para ser capaces de operar con los niveles de equipamiento típicos actualmente, dicho concepto también constituye un marco en el que la aviónica más avanzada (por ejemplo, que permita el control por el FMS del tiempo de llegada) puede integrarse de forma natural, una vez que esta tecnología este instalada. Además de gestionar la incertidumbre temporal a través de la medición en múltiples puntos, se intenta reducir dicha incertidumbre al mínimo mediante la mejora de las herramienta de predicción de la trayectoria en tierra. En esta tesis se presenta una novedosa descomposición del proceso de predicción de trayectorias en dos etapas. Dicha descomposición permite integrar adecuadamente los datos de la trayectoria de referencia calculada por el Flight Management System (FMS), disponibles usando Futuro Sistema de Navegación Aérea (FANS), en el sistema de predicción de trayectorias en tierra. FANS es un equipo presente en los aviones comerciales de fuselaje ancho actualmente en la producción, e incluso algunos aviones de fuselaje estrecho pueden tener instalada avionica FANS. Además de informar automáticamente de la posición de la aeronave, FANS permite proporcionar (parte de) la trayectoria de referencia en poder de los FMS, pero la explotación de esta capacidad para la mejora de la predicción de trayectorias no se ha estudiado en profundidad en el pasado. La predicción en dos etapas proporciona una solución adecuada al problema de sincronización de trayectorias aire-tierra dado que permite la sincronización de las dimensiones controladas por el sistema de guiado utilizando la información de la trayectoria de referencia proporcionada mediante FANS, y también facilita la mejora en la predicción de las dimensiones abiertas restantes usado un modelo del guiado que explota los modelos meteorológicos mejorados disponibles en tierra. Este proceso de predicción de la trayectoria de dos etapas se aplicó a una muestra de 438 vuelos reales que realizaron un descenso continuo (sin intervención del controlador) con destino Melbourne. Dichos vuelos son de aeronaves del modelo Boeing 737-800, si bien la metodología descrita es extrapolable a otros tipos de aeronave. El método propuesto de predicción de trayectorias permite una mejora en la desviación estándar del error de la estimación del tiempo de llegada al punto de interés, que es un 30% menor que la que obtiene el FMS. Dicha trayectoria prevista mejorada se puede utilizar para establecer la secuencia de arribadas y para la asignación de las franjas horarias para cada aterrizaje (slots). Sobre la base del slot asignado, se determina un perfil de velocidades que permita cumplir con dicho slot con un impacto mínimo en la eficiencia del vuelo. En la tesis se propone un nuevo algoritmo que determina las velocidades requeridas sin necesidad de un proceso iterativo de búsqueda sobre el sistema de predicción de trayectorias. El algoritmo se basa en una parametrización inteligente del proceso de predicción de la trayectoria, que permite relacionar el tiempo estimado de llegada con una función polinómica. Resolviendo dicho polinomio para el tiempo de llegada deseado, se obtiene de forma natural el perfil de velocidades optimo para cumplir con dicho tiempo de llegada sin comprometer la eficiencia. El diseño de los sistemas de gestión de arribadas propuesto en esta tesis aprovecha la aviónica y los sistemas de comunicación instalados de un modo mucho más eficiente, proporcionando valor añadido para la industria. Por tanto, la solución es compatible con la transición hacia los sistemas de aviónica avanzados que están desarrollándose actualmente. Los beneficios que se obtengan a lo largo de dicha transición son un incentivo para inversiones subsiguientes en la aviónica y en los sistemas de control de tráfico en tierra. ABSTRACT Air traffic management (ATM) is undergoing a paradigm shift towards trajectory based operations where the role of an air traffic controller evolves from that of continuous intervention towards supervision, as decision making is improved based on increased confidence in the solutions provided by advanced automation. To support this concept, significant investment for the development and acquisition of new equipment is required on the ground as well as in the air, to facilitate the high degree of trajectory synchronisation and information exchange required. Over the past 30-40 years the airline industry has generated one of the lowest returns on invested capital among all industries. Without tangible benefits realised, the airline industry may find it difficult to attract the required investment capital and delay acquiring equipment needed to realise the concept of trajectory based operations. In response to these challenges facing the modernisation of ATM, this thesis aims to answer the question whether existing aircraft capabilities can be applied to achieve sufficient trajectory synchronisation and improvements to ground-based trajectory prediction in support of the arrival management process, to realise some of the benefits envisioned under trajectory based operations, and to provide an incentive for further avionics upgrades. The proposed operational concept aims to permit aircraft to operate in a manner consistent with current optimal aircraft operating techniques. It allows aircraft to descend in the fuel efficient path managed mode as preferred by a majority of airlines, with arrival time not actively controlled by the airborne automation. The temporal uncertainty is managed through metering at strategically chosen points along the aircraft’s trajectory with primary use of speed advisories. While the focus is on speed advisories to support all aircraft and different levels of equipage, the concept also constitutes a framework in which advanced avionics as airborne time-of-arrival control can be integrated once this technology is widely available. In addition to managing temporal uncertainty through metering at multiple points, this temporal uncertainty is minimised by improving the supporting trajectory prediction capability. A novel two-stage trajectory prediction process is presented to adequately integrate aircraft trajectory data available through Future Air Navigation Systems (FANS) into the ground-based trajectory predictor. FANS is standard equipment on any wide-body aircraft in production today, and some single-aisle aircraft are easily capable of being fitted with FANS. In addition to automatic position reporting, FANS provides the ability to provide (part of) the reference trajectory held by the aircraft’s Flight Management System (FMS), but this capability has yet been widely overlooked. The two-stage process provides a ‘best of both world’s’ solution to the air-ground synchronisation problem by synchronising with the FMS reference trajectory those dimensions controlled by the guidance mode, and improving on the prediction of the remaining open dimensions by exploiting the high resolution meteorological forecast available to a ground-based system. The two-stage trajectory prediction process was applied to a sample of 438 FANS-equipped Boeing 737-800 flights into Melbourne conducting a continuous descent free from ATC intervention, and can be extrapolated to other types of aircraft. Trajectories predicted through the two-stage approach provided estimated time of arrivals with a 30% reduction in standard deviation of the error compared to estimated time of arrival calculated by the FMS. This improved predicted trajectory can subsequently be used to set the sequence and allocate landing slots. Based on the allocated landing slot, the proposed system calculates a speed schedule for the aircraft to meet this landing slot at minimal flight efficiency impact. A novel algorithm is presented that determines this speed schedule without requiring an iterative process in which multiple calls to a trajectory predictor need to be made. The algorithm is based on parameterisation of the trajectory prediction process, allowing the estimate time of arrival to be represented by a polynomial function of the speed schedule, providing an analytical solution to the speed schedule required to meet a set arrival time. The arrival management solution proposed in this thesis leverages the use of existing avionics and communications systems resulting in new value for industry for current investment. The solution therefore supports a transition concept from mixed equipage towards advanced avionics currently under development. Benefits realised under this transition may provide an incentive for ongoing investment in avionics.

Fenómenos de galope en piezas prismáticas con sección en H

El objetivo de esta Tesis es el estudio sistemático del fenómeno aeroelástico de galope de una viga prismática con sección transversal en H. En particular, se pretende analizar la influencia de determinados parámetros geométricos que definen la geometría de la sección y el efecto del ángulo de ataque de la corriente sobre la estabilidad del fenómeno de oscilación. El interés en el estudio de esta forma de la sección transversal de una viga se basa en el hecho de que, con cierta frecuencia, se sigue utilizando, por su buen comportamiento estructural, en construcciones civiles como tableros y tirantes de puentes de gran longitud, señalizaciones, luminarias y, en general, en grandes estructuras metálicas. Los parámetros geométricos seleccionados para su estudio son tres: el espesor de las dos alas verticales, su porosidad y el espesor de sendas ranuras en la zona de unión entre el alma y las alas de la sección. Inicialmente se han realizado ensayos estáticos en un túnel aerodinámico con objeto de obtener las cargas aerodinámicas y poder aplicar el criterio casi-estático de Glauert - Den Hartog. En estos ensayos, se han medido tanto las fuerzas de sustentación y resistencia aerodinámicas como las distribuciones de presiones en la superficie de la zona central de la sección. Posteriormente, se han realizado ensayos de visualización de flujo, utilizando un túnel de humos, para poder comprender mejor el comportamiento físico del aire alrededor del cuerpo. El estudio estático se ha completado realizando ensayos con PIV, que permiten realizar una medida precisa de la velocidad del campo fluido. Por último, se han realizado ensayos dinámicos en otro túnel aerodinámico con objeto de contrastar la aplicabilidad del criterio casi-estático, la velocidad de inicio de galope y la amplitud de las oscilaciones producidas. Los resultados muestran que el espesor de las alas verticales, aunque modifica apreciablemente la magnitud de las cargas aerodinámicas, no afecta sustancialmente a la estabilidad a galope, mientras que su porosidad sí ejerce un control efectivo que permite reducir este fenómeno e incluso evitarlo, en determinados casos. En todas las situaciones el criterio de Glauert-Glauert - Den Hartog ha resultado ser aplicable y, en ocasiones, más restrictivo que los resultados obtenidos en ensayos dinámicos. La presencia de una ranura en la zona de unión entre el alma y las dos alas, o su combinación con la porosidad en las alas, reduce la intensidad de galope, incrementando la velocidad crítica de su inicio, pero no logra hacer que desaparezca, como se justificará en el desarrollo del trabajo. ABSTRACT Galloping is a type of aeroelastic instability characterized by a large amplitude oscillation at the natural frequency of the structure, producing normal motion to wind. It usually occurs in slender bodies lightly damped at sufficiently high speeds. In this thesis an experimental study has been developed on the galloping instability of a beam with H cross section, which is inscribed in a rectangle with a slender 1: 2. A systematic study has been carried out of the influence of three different geometric parameters on galloping, in the range of 0 to 90° angle of attack of the incoming stream. These parameters are the thickness of the flanges of the section, the porosity of the flanges, the thickness of two slots along the span, in the area between the flange and the central core of the section, and the combination effect of the last two parameters. First of all, static tests have been performed in a wind tunnel to determine the lift and drag forces by using a balance and then the quasi-static stability criterion due to Glauert-Den Hartog has been determined. Later, to better understand and verify the results previously obtained, it has also been tested the pressure distribution on the surface of the model, flow visualization in a second, smoke, wind tunnel, and Particle Image Velocimetry (PIV) study of the flow around the section, in a third tunnel. Finally, dynamic tests have been performed, on a fourth wind tunnel, for determining the amplitude and frequency of the oscillations in each case. The results have been collected in stability diagrams for each geometric parameter studied. These results show that the more critical angles of attack of the stream for galloping behavior are close to 0 and 90º. It has been found that the thickness of the flanges, although changes the galloping behavior on the section, does not reduce it substantially. However, the porosity in the flanges has been proved to be an efficient control mechanism on galloping, and even above 40% porosity, it disappears. The thickness of the slot studied and its combination with the porosity in the flanges in some cases reduces the aerodynamic forces appreciably but fail to prevent galloping at all angles of attack.

Broadband active differential array for the mid-frequency SKA band

This paper presents the design and characterization process of an active array demonstrator for the mid-frequency range (i.e., 300 MHz-1000 MHz) of the future Square Kilometre Array (SKA) radio telescope. This demonstrator, called FIDA3 (FG-IGN: Fundación General Instituto Geográfico Nacional - Differential Active Antenna Array), is part of the Spanish contribution for the SKA project. The main advantages provided by this design include the use of a dielectric-free structure, and the use of a fully-differential receiver in which differential low-noise amplifiers (LNAs) are directly connected to the balanced tapered-slot antennas (TSAs). First, the radiating structure and the differential low-noise amplifiers were separately designed and measured, obtaining good results (antenna elements with low voltage standing-wave ratios, array scanning capabilities up to 45°, and noise temperatures better than 52 K with low-noise amplifiers at room temperature). The potential problems due to the differential nature of the proposed solution are discussed, so some effective methods to overcome such limitations are proposed. Second, the complete active antenna array receiving system was assembled, and a 1 m2 active antenna array tile was characterized.

Iterative bit- and power allocation in correlated MIMO systems

In this contribution a novel iterative bit- and power allocation (IBPA) approach has been developed when transmitting a given bit/s/Hz data rate over a correlated frequency non-selective (4× 4) Multiple-Input MultipleOutput (MIMO) channel. The iterative resources allocation algorithm developed in this investigation is aimed at the achievement of the minimum bit-error rate (BER) in a correlated MIMO communication system. In order to achieve this goal, the available bits are iteratively allocated in the MIMO active layers which present the minimum transmit power requirement per time slot.