O objetivo no presente estudo foi avaliar, por meio de tomografia computadorizada cone beam, o transporte do canal, o aumento da área do canal e o desgaste da dentina intrarradicular na região voltada para a furca de molares inferiores com diferentes instrumentos e verificar a influência do desgaste na determinação do instrumento apical inicial (IAI) por meio de MEV. Os dentes foram dispostos (n=10) em três bases de resina (corpos de prova) de acordo com o tipo de preparo cervical e submetidos ao escaneamento em tomógrafo computadorizado de feixe cônico. Em seguida foi realizado o preparo cervical nos canais mesiais G1: Gattes-Glidden 2 e 3 nos canais mesiais e 3 e 4 no distal; G2 LA Axxess 20.06 e 35.06 nos canais mesiais e 35.06 e 45.06 no canal distal. Concluído o preparo do terço cervical os corpos de prova foram submetidos a novo exame tomográfico. O IAI foi determinado inserindo-se passivamente limas tipo K de aço inox, seqüencialmente a partir da lima #10 até obter a sensação de travamento do instrumento no comprimento de trabalho, em seguida este instrumento foi fixado utilizando-se adesivo à base de cianoacrilato para posterior corte apical e observação em MEV. O índice de centralização não mostrou diferença estatística entre os grupos estudados. O aumento percentualda área do canal pós preparo apresentou diferença estatisticamente significante apenas no canal mesio-lingual (p=0,023), o desgaste da dentina intraradicular na região voltada para a furca foi estatisticamente diferente somente na raiz distal. Os resultados mostraram que o percentual médio de ocupação da área do canal pelo IAI não apresentou diferença estatística entre os grupos estudados. Concluiu-se que o desgaste da região de cervical com Gates-Glidden e LA Axxxes não influenciou na determinação precisa do diâmetro anatômico apical nos canais de molares inferiores. / The aim of this study was to evaluate, by means of cone beam computed tomography, the transportation, the increased of the area, and the dentine thickness of the cervical third of the root canal of thirty lower first molars prepared with different instruments and the influence of this preparation to determining the initial apical file to bind (IAI), through scanning electron microscopy. The teeth (n = 10) were fixed on three resin plates (samples) according to the instrumentsused in the cervical preflaring and scanned with a cone beam computed tomography device. Then, preparation was performed in the cervical third of the canals: G1 Gattes-Glidden burs #2 and #3 in the mesial canals and #3 and #4 in the distal canal; G2 - LA Axxess #20.06 and #35.06 in the mesial canals and #35.06 and #45.06 in the distal canal. After preparation, the specimens were submitted to a new CT scan. Each canal was sized using manual K-files, starting with size 08 files, until the working length (WL) was reached. File sizes were increased until a binding sensation was felt at the WL, and the instrument sizewas recorded for each canal. The files were fixed with methylcyanacrylate at the WL. Teeth were then sectioned transversally 1 mm from the apex, with the binding file in the position. The apical region was then observed under a scanning electron microscope. The centering ratio showed no statistical difference between groups; the percentage of area increase after preparation showed statistical significance only in the mesio-lingual canal (P = 0.023); the thickness of the dentine in the region facing the furcation showed statistical difference only in the distal root. SEM analysis showed that the mean percentage area of the IAI in relation to the root canal area at the WL showed no statisticalsignificant difference between groups. It was concluded that cervical preflaring with Gates-Glidden or LA Axxess did not influence the determination of the apical gauging in lower molars.

Yes / Global manufacturing industry mostly depends on new product development and processes to become competitive. The product development process for automotive industry is normally complicated, lengthy, expensive, and risky. Hence, a study of lean manufacturing processes for low volume manufacturing in automotive industry is proposed to overcome this issue by eliminating all wastes in the lengthy process. This paper presents a conceptual design approach to the development of a hybrid Knowledge Based (KB) system for lean process in Low Volume Automotive Manufacturing (LVAM). The research concentrates on the low volume processes by using a hybrid KB system, which is a blend of KB system and Gauging Absences of Pre-requisites (GAP). The hybrid KB/GAP system identifies all potential waste elements of low volume process manufacturing. The KB system analyses the difference between the existing and the benchmark standards for lean process for an effective implementation through the GAP analysis technique. The proposed model explores three major lean process components, namely Employee Involvement, Waste Elimination, and Kaizen (continuous improvement). These three components provide valuable information in order for decision makers to design and implement an optimised low volume manufacturing process, but which can be applied in all process manufacturing, including chemical processing.

Yes / The current healthcare systems have numerous gaps that need to be filled to reach the best practice. This paper presents a novel approach to design and validate a hybrid knowledge-based system (KBS) to evaluate QM of healthcare environment (QMHE) using a hybrid system that has not been used before. It will be combined with gauge absence perquisite (GAP) method to sustain a successful operation of the large number of key performance indicators (KPIs) that involved in QMHE and to detect the gap between each KPI and the anticipated point. Out of 354 KB rules answered, the system has categorised 225 as GPs and the remaining 128 as BPs. The 128 bad points are categorised into different problem categories (20 PC-1, 34 PC-2, 34 PC-3, 40 PC-4, and 0 PC-5) where they represent the actions that need to be enhanced to reach the desired level of quality management.

No description available.

Yes / The cost of medical care is snowballing at an alarming and unmaintainable rate universally. Consequently, the need for a trusted quality management (QM) system at healthcare organizations is a must. Such system will aid the healthcare governance to increase the effectiveness and decrease the cost. It will help in minimizing the risk and enhancing patient safety. Several challenges facing healthcare QM in Oman are creating computerizing monitoring tool and confirming commitment of decision makers at all levels. The Report of Quality and Patient Safety (RQPS) in Oman 2016 highlighted the low level of patient safety and quality culture among staff. It recommended to inaugurate a well-defined organizational chart based on each healthcare organization’s vision and mission. Therefore, it is important to design a national accreditation system that is accredited by an international accreditation body. Such step will help in prioritizing the needs and minimizing the cost of maintaining and upgrading systems. To overcome these challenges, this article is presenting a novel methodology of hybrid knowledge-based (KB) system to assess QM in healthcare environment (QMHE) using gauging absence of prerequisites tool for benchmarking and analytical hierarchy process for prioritizing. The KB-QMHE model can be used as a standard to assess QM at any healthcare organization around the globe. The results showed that 852 questions were answered by the quality managers in a tertiary hospital in Oman; the percentage of bad points in this hospital was 32%. The KB-QMHE model has clearly shown that the priority 1, in level 0, is to focus on the patient-centered dimension in the healthcare quality dimensions submodule. Output, also, suggested a prioritized action plan covering healthcare governance module, healthcare leadership module and healthcare organization’s resources module in level 1–3.

The telescoping cantilever beam structure is applied in many different engineering sectors to achieve weight/space optimisation for structural integrity. There has been limited theory and analysis in the public domain of the stresses and deflections involved when applying a load to such a structure. This thesis proposes (a) The Tip Reaction Model, which adapts classical mechanics to predict deflection of a two and a three section steel telescoping cantilever beam; (b) An equation to determine the Critical buckling loads for a given configuration of the two section steel telescoping cantilever beam assembly derived from first principles, in particular the energy methods; and finally (c) the derivation of a design optimization methodology, to tackle localised buckling induced by shear, torsion and a combination of both, in the individual, constituent, hollow rectangular beam sections of the telescopic assembly. Bending stress and shear stress is numerically calculated for the same structure whilst subjected to inline and offset loading. An FEA model of the structure is solved to verify the previous deflection, stress and buckling predictions made numerically. Finally an experimental setup is conducted where deflections and stresses are measured whilst a two section assembly is subjected to various loading and boundary conditions. The results between the predicted theory, FEA and experimental setup are compared and discussed. The overall conclusion is that there is good correlation between the three sets of data.

Estimation of the total mission life of a spacecraft is an important issue for the communication satellite industries. For accurate determination of the remaining mission life of the satellite it is essential to estimate the amount of propellant present in the propellant tank of the spacecraft at various stages of its mission life. Because the annual revenue incurred from a typical communication satellite operating at its full capacity is on the order of millions of dollars, premature removal of spacecraft from their orbits results in heavy losses. Various techniques such as the bo okkeeping method, the gas law method, numerical modeling techniques, and use of capacitive sensors have been employed in the past for accurate determination of the amount of propellant present in a spacecraft. First half of the thesis is concerned with sensitivity analysis of the various propellant gauging techniques, that is, estimating the e ects of the uncertainty in the instruments employed in the propellant gauging system on the onboard propellant estimation. This sensitivity analysis is done for three existing propellant gauging techniques – gas injection method, book-keeping method and the propellant tank heating method. A comparative study of the precision with which the onboard propellant is estimated by the three techniques is done and the primary source of uncertainty for all the three techniques is identified. It is illustrated that all the three methods — the gas injection method, the book-keeping method and the propellant tank heating method — are inherently indirect methods of propellant gauging, as a consequence of which, the precision with which the three techniques estimate the residual propellant decreases towards the end of mission life of the spacecraft. The second half of the thesis explores the possibility of using a new propellant tank configuration, consisting of a truncated cone centrally mounted within a spherical propellant tank, to measure the amount of liquid propellant present within the tank. The liquid propellant present within the propellant tank orients itself in a geometry, by virtue of its dominant surface tension force in zero-g condition, which minimizes its total surface energy. Study reveals that the amount of liquid propellant present in the tank can thus be estimated by measuring the height of the propellant meniscus within the central cone. It is also observed that, unlike gas law metho d, bookkeeping method or the propellant tank heating metho d, where the precision of the estimated propellant fill-fraction decreases towards the end-of-life of the spacecraft, for the proposed new configuration the precision increases.

Estimation of the total mission life of a spacecraft is an important issue for the communication satellite industries. For accurate determination of the remaining mission life of the satellite it is essential to estimate the amount of propellant present in the propellant tank of the spacecraft at various stages of its mission life. Because the annual revenue incurred from a typical commu-nication satellite operating at its full capacity is on the order of millions of dollars, premature removal of spacecraft from their orbits results in heavy losses. Various techniques such as the bookkeeping method, the gas law method, numerical modeling techniques, and use of capacitive sensors have been employed in the past for accurate determination of the amount of propellant present in a spacecraft. First half of the thesis is concerned with sensitivity analysis of the various propellant gauging techniques, that is, estimating the effects of the uncertainty in the instruments employed in the propellant gauging system on the onboard propellant estimation. This sensitivity analysis is done for three existing propellant gauging techniques – gas injection method, book-keeping method and the propellant tank heating method. A comparative study of the precision with which the onboard propellant is estimated by the three techniques is done and the primary source of uncertainty for all the three techniques is identified. It is illustrated that all the three methods — the gas injection method, the book-keeping method and the propellant tank heating method — are inherently indirect methods of propellant gauging, as a consequence of which, the precision with which the three techniques estimate the residual propellant decreases towards the end of mission life of the spacecraft. The second half of the thesis explores the possibility of using a new propellant tank configuration, consisting of a truncated cone centrally mounted within a spherical propellant tank, to measure the amount of liquid propellant present within the tank. The liquid propellant present within the propellant tank orients itself in a geometry, by virtue of its dominant surface tension force in zero-g condition, which minimizes its total surface energy. Study reveals that the amount of liquid propellant present in the tank can thus be estimated by measuring the height of the propellant meniscus within the central cone. It is also observed that, unlike gas law method, bookkeeping method or the propellant tank heating method, where the precision of the estimated propellant fill-fraction decreases towards the end-of-life of the spacecraft, for the proposed new configuration the precision increases.

The automotive manufacturing facility is extremely complex and expensive system. Managing and understanding the dynamics of automotive manufacturing is a challenging endeavour. In the current era of dynamic global competition, a new concept such as Collaborative Lean Manufacturing Management (CLMM) can be implemented as an alternative for organisations to improve their Lean Manufacturing Management (LMM) processes. All members in the CLMM value chain must work together towards common objectives in order to make the LMM achievable in the collaborative environment. The novel research approach emphasises the use of Knowledge-Based (KB) approach in such activities as planning, designing, assessing and providing recommendations of CLMM implementation, through: a) developing the conceptual CLMM model; b) designing the KBCLMM System structure based on the conceptual model; and c) implementing Gauging Absences of Pre-requisites (GAP) analysis and Analytic Hierarchy Process (AHP) approach in the hybrid KBCLMM. The development of KBCLMM Model is the most detailed part in the research process and consists of five major components in two stages. Stage 1 (Planning stage) consists of Organisation Environment, Collaborative Business and Lean Manufacturing components. Stage 2 (Design stage) consists of Organisation CLMM Capability and Organisation CLMM Alignment components. Each of these components consists of sub-components and activities that represent particular issues in the CLMM development. From the conceptual model, all components were transformed into the KBCLMM System structure, which is embedded with the GAP and AHP techniques, and thus, key areas of potential improvement in the LMM are identified for each activity along with the identification of both qualitative and quantitative aspects for CLMM implementation. In order to address the real situation of CLMM operation, the research validation was conducted for an automotive manufacturer¿s Lean Manufacturing Chain in Malaysia. Published case studies were also used to test several modules for their validity and reliability. This research concludes that the developed KBCLMM System is an appropriate Decision Support System tool to provide the opportunity for academics and industrialists from the fields of industrial engineering, information technology, and operation management to plan, design and implement LMM for a collaborative environment. / Universiti Utara Malaysia and Ministry of Higher Education of Malaysia

The automotive manufacturing facility is extremely complex and expensive system. Managing and understanding the dynamics of automotive manufacturing is a challenging endeavour. In the current era of dynamic global competition, a new concept such as Collaborative Lean Manufacturing Management (CLMM) can be implemented as an alternative for organisations to improve their Lean Manufacturing Management (LMM) processes. All members in the CLMM value chain must work together towards common objectives in order to make the LMM achievable in the collaborative environment. The novel research approach emphasises the use of Knowledge-Based (KB) approach in such activities as planning, designing, assessing and providing recommendations of CLMM implementation, through: a) developing the conceptual CLMM model; b) designing the KBCLMM System structure based on the conceptual model; and c) implementing Gauging Absences of Pre-requisites (GAP) analysis and Analytic Hierarchy Process (AHP) approach in the hybrid KBCLMM. The development of KBCLMM Model is the most detailed part in the research process and consists of five major components in two stages. Stage 1 (Planning stage) consists of Organisation Environment, Collaborative Business and Lean Manufacturing components. Stage 2 (Design stage) consists of Organisation CLMM Capability and Organisation CLMM Alignment components. Each of these components consists of sub-components and activities that represent particular issues in the CLMM development. From the conceptual model, all components were transformed into the KBCLMM System structure, which is embedded with the GAP and AHP techniques, and thus, key areas of potential improvement in the LMM are identified for each activity along with the identification of both qualitative and quantitative aspects for CLMM implementation. In order to address the real situation of CLMM operation, the research validation was conducted for an automotive manufacturer's Lean Manufacturing Chain in Malaysia. Published case studies were also used to test several modules for their validity and reliability. This research concludes that the developed KBCLMM System is an appropriate Decision Support System tool to provide the opportunity for academics and industrialists from the fields of industrial engineering, information technology, and operation management to plan, design and implement LMM for a collaborative environment.