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Master of Science / Department of Mechanical and Nuclear Engineering / Mohammad H. Hosni / Byron W. Jones / In 2010, over 786 million passengers flew on commercial flights in the United States according to the Bureau of Transportation Statistics (2011). With the average flight length over 1300 miles for domestic flights, this amounts to billions of hours spent aboard airliners by passengers each year. During these flights, diseases and other harmful contaminates, some malicious, can spread throughout aircraft cabins, harming passengers. Aircraft ventilation systems are designed to remove these harmful contaminates as quickly as possible to minimize spread in cabin air. Disruptions to the design airflow pattern can hinder the effectiveness of contamination removal efforts. A common form of this airflow disruption is longitudinal air movement through cabin aisles. To examine the effect of contaminate transport down aircraft aisles by a moving body, a motorized beverage cart is past by a contamination source as it traverses the length of the cabin aisle. An experimental study is performed in a mockup Boeing 767 cabin section consisting of eleven rows with seven seats per row. Carbon Dioxide (CO2) tracer gas is injected at a constant flow rate at a location of interest until concentrations in the cabin reach steady state. Ventilation equipment and flow rates representative of an actual aircraft are used for all experiments. Seats in the mockup are occupied by thermal manikins to simulate passenger heat load. A motorized beverage cart traverses the length of the cabin aisle passing by the injection location. The concentrations of tracer gas displaced by the cart are measured at locations throughout the cabin. Comparing these measurements to baseline readings taken with no cart movement, a map of the degree to which contaminant transport is affected by the beverage cart is calculated. The cabin mockup is supplied by 100% outdoor air through actual Boeing supply ductwork and linear diffusers along the cabin length above the aisles. The CO2 level is measured in the inlet air, measurement locations in the cabin, and exhaust air using nondispersive infrared (NDIR) sensors. Measured results are reported for all (54) seat locations downstream of the cart traverse/injection location for an injection location near the rear of the cabin. Analogous measurements are also conducted examining the effect of variations in cart speed and modified injection location. It was found the beverage cart movement had an effect of up to a 35% increase in tracer gas concentration relative to the local steady state concentration for several seat locations adjacent to the aisle. This increased concentration continued for only a few minutes in all cases, but was generally less than the steady state exposure one row closer to the injection location. Moving in the lateral direction away from the aisle, the variance in tracer gas concentration due to the cart movement diminished quickly. The significance of increased concentration for such short periods of time in comparison to the length of actual commercial flights may require further biological analysis. The data showed general tracer gas concentration increases due to cart movement in a small section of the cabin mockup which could warrant further analysis, but increases were generally insignificant when considering entire flight contamination exposure levels.

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Evolution and form of the three-aisle hall type layout in Bohemian sacral architecture to the mid-15th century The hall church with two, three and rarely more aisles in German described as "Hallenkirche" is usually defined as having the aisles of the same or almost the same height as opposed to the basilica. With this type of organization the main nave is lit only indirectly because there is no space for basilica type windows. Other variants or transitional types are pseudohalls, sometimes also called pseudobasilicas (in German terminology Staffenhalle and Stufenhalle), which differ from the main type by having an elevated nave without the aforementioned direct light sources. These distinctions stem from a thought construct of art history which strives for strict taxonomy in their source material. The diversity of medieval architecture nevertheless proves that there is cannot be drawn a clear and decisive line between the basilical and hall type layouts, just as the distinction between the longitudinal and central floor plans. This is connected to the cultural semantics of the different types and the even more complicated question of the intentions of the choice. The hall type is spread all across medieval Europe from the Romanesque era to the end of the Middle Ages. This type of architecture was...

Permobil Produktion AB är världsledande tillverkare av elektriska rullstolar. Produktionsanläggningen i Timrå har verksamhet i två byggnader: en produktionslokal där stolarna monteras, anpassas och levereras till kund och ett produktionslager som förser monteringen med material. Dessa två byggnader ligger 600 meter separerade, vilket innebär slöseri i materialförsörjningen. Påfyllnadstiden av material från produktionslagret till produktionslinan är avtalad till fyra timmar. Syftet med arbetet är att minska ledtiden för påfyllning av material för att skapa ett jämnare produktionsflöde. Genom detta kan sekvensen som stolar tillverkas i låsas senare, vilket innebär att sekvensen kan optimeras. På grund av problem med saldodifferenser påbörjas stolar i produktionslinan som inte kan slutföras när materialbrist uppstår. Med en kortare ledtid för påfyllning av material kan man i större utsträckning undvika att plocka ur stolen från produktionslinan, vilket är en bidragande faktor till ryckigt flöde. I arbetet har en nulägesstudie genomförts för att skapa en förståelse för problemet. Därefter besöktes tre olika motormonteringar; Scania, Volvo Cars Engine och Volvo Group Trucks Operations för att skapa inblick i möjliga lösningar. Till sist utvecklades olika lösningar för lager- och produktionslokal. Arbetet har resulterat i tre lösningsförslag, varav ett är kortsiktigt och två långsiktiga. Samtliga innehåller ett materialtorg med plockyta placerad i produktionslokalen. De långsiktiga förslagen innefattar även smalgångslager med olika automationsgrad. Längsta ledtiden för materialpåfyllning är uppskattad till 56 minuter i samtliga lösningar. Lösningsförslagen presenteras för Permobil Produktion AB med återbetalningstider och rekommendationer på vidare arbete för att säkerställa utrymmeskrav med mer omfattande data. / Permobil Produktion AB is a world leading manufacturer of electric wheelchairs. The production site in Timrå consists of two main buildings: the production factory where chairs are assembled, customised and delivered to customer and the production warehouse that provides the production line with material. These two buildings are situated 600 meters apart which results in wastes in the material supply chain. The lead time of material refill, from warehouse to production line, is contracted to four hours. The purpose of this thesis is to reduce the lead time for material refill to create a more even production flow. Hereby, the sequence to manufacture chairs can be frozen later giving opportunity to optimise the sequence better. Due to problem with balance differences chairs are initiated at the production line without being possible to complete due to material shortage. With a shorter lead time for material refill more chairs will be possible to complete without being taken off the line which is a contributing factor to an uneven production flow. Included in the thesis work are an analysis of the current situation and visits to three engine assemblies, Scania, Volvo Cars Engine and Volvo Group Trucks Operations. This was to collect useful information about the problem and ways to solve it. Finally, solutions where developed for the warehouse and for the production. The thesis has resulted in three solutions, one-short term and two long-term solutions. All consisting of a supermarket for manual material picking placed next to the production line. The long-term solutions also include a narrow aisle warehouse with differing levels of automation. The longest lead time for material refill is estimated to 56 minutes for all solutions. The solutions are presented to Permobil Produktion AB accompanied with payback times and recommendations of further work to ensure restriction of areas with more comprehensive data.

The thesis "Load testing of non-IT parts data centers" deals with the theoretical analysis of data centers with a focus on non-IT part and theoretical preparation for measuring stress tests focused mainly on cooling. The theory is followed by a practical part of the PEC measurement by CATEGORY a.s .. This sample measurement carried out at the company premises clearly outlines the importance of performing similar tests. The measurement is thoroughly evaluated and suggestions are made to improve the operation. The next part of the practical part contains simulation of sample measurement. This simulation serves as a convenient addition and comparison. Also this simulation, the importance of similar stress tests can be justified.

This thesis solves the project of materniti house in moderate terrain. Materniti house is located on the grounds numbers 1475 in the village Jezeřany - Maršovice. The building has two floors. Materniti house is designed for 60 children and 15 employees. Building serves as a pre-school institution for the education of children. The buiding has a load-bearing wall system. The outer walls, load–bearing walls and partitions are from ceramic blocks POROTHERM. Wall is insulated with mineral wool BAUMIT thickness of 100 mm. The ceilings are made of prestressed hollow panels Spiroll HCE 250 thickness of 250 mm. The roof of building is part of the aisle, made of wooden trusses with an inclination of 12°. Truss consists of hunter cased sloping roof. The second part of building consists of single-layer flat roof. The facade is part of non-ventilated and ventilated by fiber-cement boards CEMBRIT. Windows are plastic DESIGN by VEKRA. Balcony two-doors are plastic VEKRA CLASITIC VD. Entrance two-doors are wooden VEKRA NATURA 68.

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As the demand for wireless communication systems has exploded over the past few years, many researchers have taken on the challenge to model wireless channels more accurately. These models are very useful for enhancing the design of all aspects of wireless communications. Smart antennas and systems used in position location are among the most popular new studies that require signal information such as the amplitude, phase, and angle-of-arrival (AOA) of multipath delay spreads. For proper and efficient implementation of future systems, emerging wireless systems must be able to exploit processing of spatial information. The goal of the work presented in this thesis is to further improve two channel modeling tools, SMRCIM and SIRCIM, by implementing new geometrical models that provide users with angle-of-arrival information as well as amplitude and phase data for wideband wireless communication channels. The new angle-of-arrival models are explained and pseudo code is provided to demonstrate the software implementation of the models. Likewise, the channel models are explained and the usage and results of the simulation tools are described. The SMRCIM and SIRCIM tools are currently being used by researchers throughout the world. <i>[Vita removed March 5, 2012. Gmc]</i> / Master of Science

ITC/USA 2011 Conference Proceedings / The Forty-Seventh Annual International Telemetering Conference and Technical Exhibition / October 24-27, 2011 / Bally's Las Vegas, Las Vegas, Nevada / This paper describes new concepts of test mean and processes to perform flight test for all Airbus aircraft family. The FTI (Flight Test Installation) designed for A320, A340, A380 and A350 programs include acquisition system, recorder, data processing, visualisation, Flight Test Engineer Station and optional functionalities (video acquisition, DGPS, telemetry ...) In the past, these test means were specific for each test aircraft. Due to the large number of Aircraft development in parallel Airbus has designed and standardized new tests means for development and production aircraft. The first goal is to generate significant benefits regarding time and costs savings by simplifying installation and reusing all the test installations components. This paper shows the opportunities and challenges of these new concepts.