A Study of Using the Central Line Prevention Bundle for Reducing the Research Paper

A Study of Using the Central Line Prevention Bundle for Reducing the Risk of Infections for Patients in the Intensive Care Ward - Research Paper Example These hospitals not only keep their facilities and equipment clean and sterile but they also follow certain procedures or protocol that ensures that there are no further complications or infections for the patient.   Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚  Ã‚   One such infection-control procedure or protocol is the Central line bundle. This particular protocol was created in order to help prevent or control central-line infections in the intensive care unit. According to an article by nursezone.com â€Å"central lines† are the catheters inserted into major veins and are used to deliver medication or to replenish body fluids. These are great life support mechanisms; however the article also states that they â€Å"are also dangerous infection risks, responsible for as many as 28,000 deaths each year†. This figure is quite alarming, and this is also the same reason why this paper was created. It is meant to review the Central line bundle protocol and through medical data as well as articles, this paper will attempt to determine just how effective the Central line bundle is in terms of preventing infections for patients in the intensive care ward. This paper will use the PICO(T) method in trying to asses the Central line bundle’s effectiveness in preventing infections. ... Any death on its own has a very alarming effect, but even more so for those deaths that come from the very equipment that were expected to help the patient out in the first place. It now becomes hard to imagine that the very thing that was meant to help alleviate your struggle could potentially cost you more than you bargained for.   This is why the process of making sure that the central line bundle is effective at preventing these types of issues and effective at controlling central-line infections. These steps that have been developed in order to control these types of issues may be the difference between life and death for most patients. This paper’s significance comes in its assessment of the protocol and its conclusion of weather it really is effective or if not doing the protocol will provide the same results. According to the same article by nursezone.com, this protocol is one result of some efforts to reduce central-line infections in the intensive care ward, as wel l as an effort to save 100,000 lives in American hospitals. This paper’s main purpose is to validate if the protocol is effective and in effect, also attempts to validate the efforts made towards saving 100,000 lives in American hospitals. This is one of the main driving forces behind the paper as well as to provide a positive image on the procedures ad effectiveness of hospitals and other intensive care facilities. This is because as we may already know, there are many negative connotations regarding confinement in a medical facility and if the protocol is assessed to be effective, this will shed a positive note on the protocols of medical institutions, as well as remove any negative connotations regarding these types of equipments or procedures. This is very significant to patient outcomes

What Is Dry Needling Essay Example for Free

What Is Dry Needling Essay Recently, Physical Therapists have been seeking to incorporate what is being named Dry Needling into their patient treatment regimens. Dry Needling is indistinguishable from acupuncture, yet is often based on two or three day seminars, featuring only 16 to 24 hours of classroom education with no needle technique clinical internship training being included. Is Dry Needling the same as Acupuncture? â€Å"Yes,† according to all major state and national organizations involved in the certification, professional representation and educational development of the field of Acupuncture and Oriental Medicine. The Council of Colleges of Acupuncture and Oriental Medicine (CCAOM) states â€Å"It is the position of the CCAOM that any intervention utilizing dry needling is the practice of acupuncture, regardless of the language utilized in describing the technique.† 1 Medicare agrees. â€Å"The only code for Medicare that would cover something like dry -needling would be an acupuncture code,† said Assistant U.S. Attorney Kevin Doyle .† Will Dry Needling practice affect Acupuncture practice? Patients do not discern between types of needling treatments. When a patient receives a therapy involving needling, their perception is that they have received acupuncture. When acupuncture is performed by practitioners without adequate classroom and clinical education, the experience of acupuncture is not optimal. When acupuncture is performed by practitioners without needling technique education, without Clean Needle Technique certification, and without needle technique clinical internship, the experience of needling can be hazardous. Adversely performed acupuncture negatively impacts all those practitioners who are licensed to practice acupuncture. Negative patient feedback especially affects the availability of new patients for Licensed Acupuncturists. It makes good business sense for practitioners of Traditional Chinese Medicine and acupuncture to safeguard, protect and regulate the teaching and practice of their chosen healing art, Acupuncture. Coalition for Safe Acupuncture Practice seeks to inform and warn the public of the healthcare hazards and the potential for serious injury that exists in undergoing Dry Needling treatment by any healthcare practitioners, including Physical Therapists, who are not also fully trained and licensed as Acupuncturists.

Higher Education Essay -- College University Money Knowledge Essays

Higher Education A college education. Many parents and even parents-to-be are bombarded with this goal, sometimes before their child is even born. How will they save? What is the best way to save? How much should they save? Magazines for new parents deal with this issue on a regular basis. Parents are warned in American Baby, "Start early...Eighteen years from now...a college education will cost close to $85,000 at a public university and just over $200,000 at a private institution." Parents are also advised to save around $115-284 a month from their child's birth. Another issue of American Baby suggests that parents "Start saving as soon as you can, and put money in regularly." These magazines work on the assumption that parents will be sending their children to college. It is just a given. Why is it just understood that we will be sending the next generation to college? What has changed so much since the days when only the wealthy (and male) went to college? Today a college education is available to many more people, with the availability of grants and Stafford (guaranteed student) loans, given they have the desire, some level of intelligence, and often a willingness to go into debt for their education. According to www.house.gov, "Over the last 15 years, the cost of a public 4-year college education has increased by 234%. In comparison, the Consumer Price Index (CPI) increased by 74% and family incomes have risen only 82%." They also state that "The price of a college education has increased two to three times the rate of inflation since the early 1980's." The Global Institute, at www.edgorg.com, says that today there exists a "growing difficulty of moderate income families to pay for college" with st... ...order to get better jobs and earn more money, to get to the good life, yet influenced by what colleges want them to learn and what employers want them to know: these all may or may not be the same thing. What employers want out of college graduates is also based on money: who can do the job the fastest and best, who can save or make money for the business. What is clear is that the university or college which is purely a "meeting of the minds," a place for people to gather and learn for the sake of learning, seems to be becoming a thing of the past. It is being replaced by an increasingly commercialized system of higher education: one that costs more and more each year--with the cost rising much faster than the rate of household incomes, and one that is being altered by the needs of an increasingly diverse student population and the needs of the business world.

Race Car Aerodynamics

Race Car Aerodynamics Gregor Seljak April 8, 2008 1 Introduction First racing cars were primarily designed to achieve high top speeds and the main goal was to minimize the air drag. But at high speeds, cars developed lift forces, which a? ected their stability. In order to improve their stability and handling, engineers mounted inverted wings pro? les1 generating negative lift. First such cars were Opel’s rocket powered RAK1 and RAK2 in 1928. However, in Formula, wings were not used for another 30 years. Racing in this era 1930’s to 1960’s occured on tracks where the maximum speed could be attained over signi? ant distance, so development aimed on reducing drag and potencial of downforce had not been discovered until the late 1960’s. But since then, Formula 1 has led the way in innovative methods of generating downforce within ever more restrictive regulations. Figure 1: Opel’s rocket powered RAK2, with large side wings 2 Airfoils Airfoil can be de? nead as a shape of wing, as seen in cross-section. In order to describe an airfoil, we must de? ne the following terms(Figure 2) †¢ The mean camber line is a line drawn midway between the upper and lower surfaces. †¢ The leading and trailing edge are the most forward an rearward of the mean camber line. Compared to an aircraft 1 †¢ The chord line is a line connecing leading an trailing edge. †¢ The chord length is the distance from the leading to the trailing edge, measured along the chord line. †¢ The camber is the maximum distance between mean camber line and chord line. †¢ The thickness is the distance between the upper and lower surfaces. Figure 2: Airfoil nomenclature The amount of lift L produced by the airfoil, can be expressed in term of lift coe? cient CL 1 2 (1) L = V? SCL 2 where V? denotes the freestrem velocity, ?uid density and S the airfoil area. 2. 1 Flow over an airfoilProperties of an airfoil can be measured in a wind tunnel, where constantchord wing spannes the entire test section, from one sidewall to the other. In this conditions, the ? ow sees a wing without wing tips. Such wing is called in? nite wing and streches to in? nity along the span. Because the airfoil section is identical along the wing, the properties of the airfoil and the in? nite wing are identical. Therefore the ? ow over an airfoil can be described as a 2D incompressible inviscid ? ow over an in? nite wing. Lift per unit span L? generated by an arbitrary airfoil(or any other body) moving at speed V? through the ? ud with density and circulation ? is 2 given by Kutta-Joukowsky theorem L? = V? ? . (2) Circulation around an airfoil, can be calculated with the concept of a vortex sheet, which was ? rst introduced by Prandtl an his colleagues. Consider an airfoil of arbitrary shape and thickness as shown in Figure 3. Circulation can be distributed over the whole airfoil area with surface density(vortex sheet strength) d? /ds = ? (s), where ? (s) must satisfy Kutta condition ? (trailing edge) = 0 (3) Entire circulation is then given by ?= ? (s)ds , (4) where the integral is taken around the complete surface of the airfoil.However, there is no general solution for ? (s) for an airfoil of arbitrary shape and it must be found numericaly, but analytical solutions can be found with some aproximations. Figure 3: Simulation of an arbitrary airfoil by distributing a vortex sheet over the airfoil surface. 2. 2 Thin airfoil theory Here we discuss thin airfoil in freestream of velocity V? under small angle of attack ?. Camber and thickness are small in relation with chord length c. In such case, airfoil can be described with a single vortex sheet distributed over the camber line(Figure 4). Our goal is to calculate the variation of ? s), such that the chamber line becomes streamline and Kutta condition at trailing edge, ? (c) = 0, is satis? ed. 3 Figure 4: Thin airfoil approximation. Vortex sheet is distributed over the chamber line The velocity at any point in the ? ow is the sum of the uniform freestream velocity and velocity induced by the vortex sheet . In order the camber line to be a streamline, the component of velocity normal to the camber line must be zero at any point along the camber line. w ? (s) + V? ,n = 0 , (5) where w ? (s) is the component of velocity normal to the chamber line induced by the vortex sheet and V? n the component of the freestrem velocity normal to the camber line. Considering small angle of atack and de? ning ? (x) = dz/dx as the slope of the chamber line, V? ,n can be written as (Figure 5) V? ,n = V? ? ? dz dx (6) Because airfoil is very thin, we can make the approximation w ? (s) ? w (x) , (7) where w (x) denotes the component of velocity normal to the chord line and can be, using the Biot-Savart law, expressed as c w (x) = ? 0 ? (? )d? 2 ? (x ? ? ) (8) Substituting equations (6), (7) and (8) into (5) and considering Kutta condition, we obtain 1 2? c 0 ? (? )d? dz = V? ? ? x dx ? (c) = 0 undamental equations of thin airfoil theory. 4 (9) Figure 5: Determination of the component of freestrem velocity normal to the chamber line In order to satisfy this conditions , we ? rst transform our variables x and ? into c c x = (1 ? cos ? 0 ) (10) ? = (1 ? cos ? ) 2 2 and equation (9) becomes 1 2? ? 0 ? (? ) sin ? d? dz = V? ? ? cos ? ? cos ? 0 dx (11) with a solution that satis? es Kutta condition ? (? ) = 0 ? (? ) = 2V? A0 ? 1 + cos ? An sin(n? ) + sin ? n=1 (12) In order to ? nd coe? cients A0 and An , we substitute equation (12) into equation (11) and use the following trigonometric relations ? 0 sin(n? ) sin ? ? = cos(n? 0 ) cos ? ? cos ? 0 (13) ? sin(n? 0 ) cos(n? )d? = cos ? ? cos ? 0 sin ? 0 (14) ? 0 and ? nnaly obtain ? dz An cos(n? 0 ) = (? ? A0 ) + dx n=1 5 (15) This equation is in form of a Fourier cosine series expansion for the function dz/dx. Comparing it to the general form for the Fourier cosine expansion we obtain 1 ? dz A0 = ? ? d? 0 (16) ? 0 dx 2 ? dz cos(n? 0 )d? 0 (17) An = ? 0 dx The total circulation due to entire vortex sheet from leading to the trailing edge is c cc ? (? ) sin ? d? (18) ? (? )d? = ?= 20 0 Substituting equation (12) for ? (? ) into equation (18) and carrying out the integration, we obtain ? = cV? ? A0 + A1 (19) 2 hence the lift per unit span, given by Kutta-Joukowski is 2 L? = V? ? = c V? ? A0 + ? A1 2 (20) This equation leads to to the lift coe? cient in form cl = ? (2A0 + A1 ) = 2? ? + 1 ? ? 0 dz (cos(n? 0 ) ? 1)d? 0 dx (21) and lift slope dcL = 2? (22) d? Last two results are important. We can see, that lift coe? cient is function of the shape of the pro? le dz/dx and angle of attack ? , and that even symmetrical wing produces lift, when set under an angle of attack. Lift slope is constant, independently of the shape of the pro? le, while the zero lift angle lS ? ?L=0 = ? 1 ? 0 dz (cos(n? 0 ) ? 1)d? 0 dx (23) depends on the shape. The more highly chambered the airfoil, the larger is ? L=0 2. 3 Vi scid ? ow By now, we have studied the inviscid incompressible ? ow. But in real case, ? ow is viscous. It is time to compare our theoretical results with real one. In Figure 6, we can see variation of lift coe? cient with the angle of attack. 6 At low angles of attack cl varies linearly with ? , as predicted by the theory. However, at certain angle of attack, cl reaches it’s maximum value cl,max and starts to decrease. This is due to viscous e? ect of the ? uid (air). First, the ? w moves smoothly over the airfoil and is attached over most of the surface, but at certain value of ? seperates from the top surface, creating a wake of turbulent ? ow behind the airfoil, which results in drop in lift and increase in drag. Figure 6: Variation of lift coe? cient with the angle of atack. To increase lift of the airfoil, we must increase cl,max . As we have seen, the cl,max of the airfoil primarily depends on it’s shape. Airfoil’s shape can be changed with use of multiele ment ? aps at the trailing edge and slats at leading edge. They increase chamber of the airfoil and therefore its cl,max .The streamline pattern for the ? ow over such airfoil can be seen in Figure 7. 3 Finite wings Properies of airfoils are the same as the properties of a wing of in? nite span. However, all real wing are of ? nite span and the ? ow over ? nite wing is 3 dimensional. Because of higher pressure on the bottom surface of the wing, the ? ow tends to leak around the wing tips. This ? ow establishes a circulary motion that trails downstream of the wing. A trailing vortex is created at each wing tip. These wing-tip vortices induce a small downward component of air velocity, called downwash . It produces a local relative wind which is Figure 7: Flow over multielement airfoil. directed downward in the vicinity of the wing, which reduces the angle of attack that each section of the wing e? ectively sees ?ef f = ? ? ? i (24) and it creates a component of drag, de? ned as induc ed drag. 3. 1 Prandtl’s classical lifting-line theory The idea of lifting line theory, is to use two dimensional results, and correct them for the in? uence of the trailing vortex wake and its downwash. Let’s replace a ? nite wing of span b, with a bound vortex 2 extending from y = ? b/2 to y = b/2. But due to the Helmholtz’s theorem, a vortex ? ament can’t end in a ? uid. Therefore assume the vortex ? lament continues as two free vortices trailing downstream from the wing tips to in? nity(Figure 8). This vortex is due to it’s shape called horseshoe vortex. Downwash induced by such vortex, does not realistically simulate that of a ? nite wing, as it aproaches at wing tips. Instead of representing the wing by a single horseshoe vortex, Prandtl superimposed an in? nite number of horseshoe vortices, each with an in? nitesimally small strength d? , and with all the bound vortices coincident along a single line, called the lifting line.In this model, w e have a continious distribution of circulation ? (y ) along the lifting line with the value ? 0 at the origin. The two trailing vortices in single horseshoe vortex model, have now 2 A vortex bound to a ? xed location in ? ow 8 Figure 8: Replacement of the ? nite wing with single horseshoe vortex. Figure 9: Superposition of an in? nite number of horseshoe vortices along the lifting line. became a continious vortex sheet trailing downstream of the lifting line,and the total downstream velocity w , induced at the coordinate y0 by the entire trailing vortex sheet can be expressed as w (y 0 ) = ? 4? b/2 ?b/2 (d? /dy )dy y0 ? y (25) The induced angle of attack at the arbitrary spanwise location y0 is given by ? i (y0 ) = arctan ?w (y0 ) ?w (y0 ) = , V? V? (26) where we considered V? ? w (y0) and arctan(? ) ? ? for small values of ?. Now we can obtain an expression for the induced angle of attack in term of the circulation distribution along the wing ?i (y0) = ? 1 4? V? 9 b/2 ?b/2 (d? /dy )dy y0 ? y (27) Combining results cl = 2? (y0) V? (28) and cl = 2? [? ef f (y0 ) ? ?L=0 ] (29) for coe? cient of lift per unit span from thin airfoil theory, we obtain ? ef f = ?(y0 ) + ? L=0 ?V? c(y0 ) (30)Substituting equations (27) and (30) into (24), we ? nally obtain the fundamental equation of Prandtl’s lifting line theory. ? (y 0 ) = 1 ?(y0 ) + ? L=0 (y0 ) + ?V? c(y0 ) 4? V? b/2 ?b/2 (d? /dy )dy y0 ? y (31) Just as in thin airfoil theory, this integral equation can be solved by assuming a Fourier series representation for the distribution of vorticity N An sin n? ?(? ) = 2bV? (32) n=1 where we considered transormation y = (? b/2) cos ? , with 0 ? ? ? ? and coe? cients An must satisfy Equation (31). With such vorticity distribution, Equation (31) becomes ?(? 0 ) = N N 2b sin n? 0 nAn An sin n? 0 + ?L=0 (? 0 ) + ?c(? 0 ) n=1 sin ? 0 n=1 (33) The total lift distribution is obtained by integrating equation for lift distribution over the span L= b/2 ?b/2 V? ?(y )dy (34) C oe? cients of lift and induced drag3 , can be calculated via equations CL = and CD = 2 L = q? S V? S D 2 = q? S V? S 3 b/2 ?(y )dy (35) ?i (y )? (y )dy (36) ?b/2 b/2 ?b/2 Note the di? erence in nomenclature. For 2D bodies, coe? cients have been denoted with lowercase letters. In 3D case, we use capital letters 10 respecteviliy. Considering expressions (32) and (33), they can be written as CL = A1 ? AR (37) and 2 CL (1 + ? ) (38) ?AR here AR is aspect ratio of ? nite ? ng, de? ned as AR = b2 /S , and ? = N 2 2 (An /A ? 1) . Note that CL depends only on the leading coe? cient in Fourier series expansion and that ? ? 0. Therefore, the lowest induced drag will be produced by a wing where ? = 0, that is, n = 1. Such circulation distribution is given by ? (? ) = 2bV? A1 sin ? and is known as elliptical circulation distribution CD,i = 4 Ground e? ect The main di? erece between wing application in aviation and car racing is, that cars are in contact with the ground. Therefore, wing experien ces some additional e? ects due to ground proximity.Remember the wing tip vortices we mentioned at the beginning of the previous section. They do nothing but harm, as they increase drag and decrease lift at given angle of attack. When ?ying near to the ground, the ground partially blocks(Figure 10) the trailing vortices and decreases the amount of downwash generated by the wing. This reduction in downwash increases the e? ective angle of attack of the wing so that it creates more lift and less drag than it would otherwise. This e? ect is greater, the closer to the ground the wing operates. Figure 10: E? ect of the ground proximity on creation of the trailing vortices.Another way to create downforce is to create low pressure area underneath the car, so that the higher pressure above the car will apply a downward force. The area between car’s underbody and the ground, can be thougth as an example of Venturi nozzle. The Venturi e? ect may be derived from 11 a combination of Bern oulli’s principle and the equation of continuity. The ? uid velocity increases through the constriction to satisfy the equation of continuity, while it’s pressure decreases due to conservation of energy. The gain in kinetic energy is supplied by a drop in pressure.The main advantage of ground e? ect is, that it produces almost no drag. 5 Applications in car racing Now summarize what we have learned so far. The coe? cient of lift increases with increasing angle of attack. At some angle, ? ow seperates from the wing, which causes drop of lift coe? cient. With use of multidimensional ? aps, we increase chamber of the airfoil and thus maximum coe? cent of lift. In 3 dimensional case, vortices appear at wing tips. They reduce wing’s e? ciency and increase drag. The lowest drag can be achieved with elliptically shaped wing. Dimensions of the wing are also important.Wing with greater surface, produces more lift and wing with higher aspect ratio induces less air resista nce. In the next sections, we will see, how engineers used this principles at developing the main aerodynamical parts of racing cars. 5. 1 Rear wing First rear wing appeared in 1966, when Jim Hall equiped his Chaparral 2E with a rear wing. From then on, use of wings grew quickly. First wings were mounted high over the rear end of the car to operate in indisturbed ? ow. They were also mounted on pivots, so the driver was able to change the angle of attack during the ride. High mounted wings often broke o? uring the race and were therefore prohibited by FIA. In Formula 1, wings were ? rst introduced in 1968 at the Belgium grand prix, when Ferrari used full inverted rear wings, and Brabham did likewise, just one day after the Ferrari’s wings ? rst appeared. Modern rear wings produce approximately 30-35 % of the total downforce of the car. A typical con? guration(Figure) consists of two sets of airfoils connected to each other by the wing endplates. The most downforce is provided by the upper airfoil. To achieve the greatest possible lift coe? cient, it consists of multiple high aspect ratio elements, which prevent ? w separation. Angle of attack depends on circuit con? guration. On tracks with many turns, more downforce is needed, therefore the wing is set at higher angle of attack. Conversely, on tracks with long straights, wing has small angle attack, thus reducing air drag and allowing higher top speeds. Lower airfoil section ac12 Figure 11: Chapparal 2E (left) and Ferrari 312 (right). tually reduces the downforce produced by total rear wing, but it creates a low-pressure region just below the wing to help the di? user4 to create more downforce below the car. Ususally it consists of two elements.Another important part of rear wing are endplates . They provide a convenient way of mounting wings, but also have aerodynamic function. They reduce the 3D e? ect of the wing by preventing air leakage around the wing tips and thus formation of trailing vortices. An additional goal of the rear endplates is to help reduce the in? uence of up? ow from the rear wheels. The U-shaped cutout from the endplate further alleviates the development of trailing vortices. 5. 2 Front wing The front wing on the car produces about 1/3 of the car’s downforce and it has experienced more modi? ations than rear wing. It is the ? rst part of the car to meet the air mass, therefore, besides creating downforce, it’s main task is to e? ciently guide the air towards the body and rear of the car, as the turbulent ? ow impacts the e? ciency of the rear wing. Front wings appeared in Formula 1 just two weaks after the ? rst rear wings, on Lotus 49B. First front wings were quite simple with single rectangular airfoil with ? at vertical endplates to reduce wing tip vortices. First improvement appeared in 1971, with so-called Gurney ? ap. This is a ? at trailing edge ? p perpendicular to the chord and projects about 2% of the chord. It can improve the perfor mance of a simple airfoil to nearly the same level as a complex design. The same year, the concept of elliptical wing was applied. March equiped it’s 711 with elliptical front wing. Two years later Ferrari avoided wing-body interaction with wing mounted quite far ahead 4 See section 5. 3 13 Figure 12: Modern rear wing consists of upper(2) an lower(3) airfoil section mounted on endplates (1) with U-shaped cutout (4). from the body. Multi element wings were introduced in 1984 by McLaren.The angle of attack of the second element was allowed to be modi? ed so that the load applied on the front wing could be changed to balance the car according to the driver’s wishes. In 1990 Tyrell raised the nose of it’s 019 to increase the ? ow under the nose cone and improve ? ow conditions under the car. This concept avoids wing-body interaction and allows the front wing to operate in undisturbed ? ow. It also enlarges e? ective area of the wing. After Imola 1994, the FIA regula tions do not allow any chassis parts under a minimum ground height. This clearance is di? erent between the centre and the side of the car.Teams used this to curve front wing in the centre of the span and regain some of the lost ground e? ect. In 1998, regulations decreased the width of Formula 1 car, so the front wings overlapped the front wheels. This created unnecessary turbulence in front of the wheels and reducing aerodynamic e? ciency of the wing. With reducing wing’s span this could be avoided, but it would also decrease wing’s aspect ratio. Insted this, teams use wing tips to direct the air around the wheels. 14 Figure 13: Con? guration of modern front wing. Two element airfoil (1 & 2) is mounted under the nose of the car (5).Endplates (4) direct air around the wheels and curved area (4) under the nose increases wing’s e? ciency. 5. 3 Ground e? ect The second revolution in Formula 1 aerodynamics occurred about a decade after the ? rst, with the introucti on of the Lotus T78 in 1977. Lotus T78 and it’s further development, Lotus T79, were ? rst cars to use ground e? ect. The underbody took shape of inverted wing pro? le(Figure). The decreasing crosssectional area accelerated the air? ow and created low pressure underneath the car. The gap between the bottom of the sidepods and the ground was sealed with so-called sidepods. They helped to maintain 2D ? w characteristics that provide increased downforce and reduced drag, compared to a typical 3D wing. Skirts enabled very high cornering speeds and were prohibited by the rules, due to safety reasons and from 1983 onwards, the tehnical regulations in Formula 1 require the underbody panel between the wheels to be completely level. The ? ow wolume between the vehicle and the ground is strongly dependent on the car’s attitude relative to the ground. This correlation is illusrtated in Figure. Very small ground clearence results in positive lift, since there is almost no air? ow between the underbody and the ground. With in- 15Figure 14: Some historical milestones in front wing develpment. Lotus 49B, March 711, Ferrari 312 T2 and Tyrrell 019. Figure 15: Lotus T79 and sketch of it’s underbody creasing ground clearence the air? ow produces low pressures causing overall lift to be lowered to negative values and then to rise again as ground clearence continues to increase. This is due to the fact that the ? ow velocity under the car decreases as ground clearence increases. More downforce can be generated using a di? usor between the wheels at the rear of the car. The air enters the di? user in a low-pressure, high-velocity state after accelerating under the 16 ar. By gradually increasing the cross-sectional area of the di? user, the air gradually slows down and returns to its original free-stream speed and pressure. The di? user’s aim is to decelerate the air without it separating from the tunnel walls, which would cause a stall, reducing the down force and inducing a large drag force. By installing an inverted wing close to the di? user exit 5 it is possible to create a low-pressure area, which essentially sucks the air from the di? user. The di? user and wing combination permits a higher air mass ? ow rate through the di? user, thus resulting in higher downforce.Sharp edges on the vertical tunnel walls generate vortices from entrained air and help con? ne the air through the di? user and reduce the chance it will separate. Figure 16: Correlation between lift coe? cient and ground clearence(left) and di? user on Ferrari F430(right) Again Chaparral, showed completely new way to create downforce. The Chaparral 2J in 1969 used two rear fans to suck in air from under the car, thus creating low pressure under the car. Big advantage of this concept is, that downforce can be generated independently of the speed. Fans were also used in Formula 1. Brabham BT46 used a rear mounted fan driven o? he gearbox. It won it’s debut rac e in 1978, but was promptly banned by the governing body. Barge boards were ? rst seen in 1993 and their purpose is to smooth the air? ow around the car and into the radiator intakes. They are most commonly mounted between the front wheels and the sidepods (See Figure) . Their main purpose is to direct relatively clean air into the sidepods. Clean air is from the low section of the front wing where air? ow is fairly una? ected 5 See rear wing section 17 Figure 17: Two cars which used fans to create downforce. The Chaparral 2J â€Å"sucker car† (left) and Brabham BT46 â€Å"fan car† y the wing and far away from tires, which may throw stones and debris in to the radiator. Bargeboards also produce vortices, to seal the area between the sidepots and the surface. They work as a substitude for skirts. Figure 18: Bargeboards on McLaren MP4/8 6 Conclusion References [1] J. D. Anderson; Fundamentals of Aerodynamics 18 [2] Applied Aerodynamics: A Digital Textbook, http://www. de sktopaero. com/appliedaero/preface/welcome. html [3] W-H Hucho: Aerodynamics of Road Vehicles [4] Peter Wright: Formula 1 Technology [5] Milliken,Milliken: Race Car Vehicle Dynamics [6] F. Mortel: Cran? eld Team F1: The Front Wing 19

Should a Woman Be More Educated

SHOULD A WOMAN BE MORE EDUCATED THAN A MAN OR SHOULD A MAN BE MORE EDUCATED THAN A WOMAN? August 13, 2012 SHOULD A WOMAN BE MORE EDUCATED THAN A MAN OR SHOULD A MAN BE MORE EDUCATED THAN A WOMAN? Thesis: Education is the key to success and therefore every woman or a man should be equally allowed to be educated if they so desire, the reason is society achieves more with both educated women and men and also educated women can make a family stronger whiles educated men can influence the nation with their leadership skills and enthusiasm.Another reason is that women are like role models in their homes and also in the eyes of their children. Their passion and love they have for their children is so unique that nothing can stop a mother’s love and care for children and society. I. Keeping a girl child in the kitchen as some societies do and some cultures accept is not a better way to raise a great generation, For as the saying goes, educating a woman will help you raise a nation but educating a man will help you give good counsel. II. It is true that men are known as the head of the family yet without an educated woman in the house, the house is always empty.III. Research have proven that at a time when women are consistently outperforming men in college enrollment and completion, women tend to value higher education more highly than men do and believe it has had a more positive impact on their lives, according to the results of a survey that was released in march 2010 by the Pew Research Center. IV. Some part of this world do not agree that a woman should be educated especially where I come from In Africa called Ghana, the belief is that a woman’s place is in the kitchen and the man needs to be more educated but I on’t agree to that and my stand in this argument is that â€Å"The woman should be more educated or equally educated because the pride of a nation is how their women are educated as well as the men. The public seems to be undecided ab out the impact of changes in the gender makeup of the student body. A majority of people surveyed welcomed the fact that more women than men were graduating from college and this makes me happy as woman because society makes us feel like we belong to the kitchen but not to be highly educated in some parts of the world. .Conclusion: I believe that everyone should be given the chance to a higher education regardless of culture traits, country or tribal differences, for when you raise a woman, you have raised a nation, even though men still take their positions in the home as the leaders and the decision makers, without an educated woman, a house will collapse and loose its sense of great direction. REF: http://chronicle. com/article/Women-Value-Higher-Education/12871http://www. statcan. gc. ca/pub/89-503-x/2010001/article/11542-eng. htm http://www. good. is/post/women-make-less-than-men-at-every-education-level/

Compare and contrast the poems The Lady of Shalott and The Highway Man Essay Example

Compare and contrast the poems The Lady of Shalott and The Highway Man Essay Example Compare and contrast the poems The Lady of Shalott and The Highway Man Paper Compare and contrast the poems The Lady of Shalott and The Highway Man Paper Essay Topic: Poetry In this essay, Im going to compare and contrast the two poems The Lady of Shalott and The Highway Man. I will be looking at their points of similarity and difference. The Lady of Shalott The Lady of Shalott is set in the fairy land of Shalott. She is a prisoner in an isolated castle with four grey towers and four grey walls. There is a river which flows down to Camelott. The castle in which shes imprisoned is on an island in the middle of the river. She is like a fairy not seen by anybody. She has a curse placed on her. She can only look at the world in reflection. She looks into a mirror and weaves a tapestry of the world outside. She sees the highway near winding down to Camelott, the red cloaks of market girls, a curly Shepherd lad, a long-haired page in crimson clad and the knights come riding two and two. Then she sees Sir Lancelot, a handsome, wealthy noble knight, ride between the barley sheaves. He flashed into the crystal mirror. She left the web, she left the loom she looked down to Camelott. Out flew the web and floated wide; the mirror cracked from side to side. The curse was now broken. She left the castle and found a boat beneath the willow afloat; she lay robed in snowy white in this boat and gently drifted down stream to Camelott and died. They heard her singing her last song, The Lady of Shalott. The Lady of Shalott is mainly set in the day as she looks into the mirror at the pastoral world outside. It is also mainly warm and sunny. The weather changes (pathetic fallacy) moves to night; she freezes to death. Lancelot is a noble knight, handsome, wealthy, honorable and has a high status. Lady of Shalott has a lovely face robed in snowy white. The Lady of Shalott dies peacefully, she just drifts off. She dies by accident for her imaginary love. The Lady of Shalott is divided into two parts each a chapter of the story. It is very methodical each stanza is nine lines. It has a very definite rhyme pattern. Every 5th line Camelot there is two exceptions Lancelot; he disrupts the pattern of her life. This breaks the pattern. The 9th line Shalott this echoes the gentle flow of the river ever towards Camelot. Alliteration is used to give the sound of the gentle breeze; willows whiten. Repetition is used to heighten effect four grey four grey. There is very little life (realism) about the poem but it is about a fairy lady. There are only three examples of direct speech. There is very little by the way of imagery Like to some branch of stars simile. Some bearded meteor trailing light metaphor with some degree of personification. There is the use of pathetic fallacy at the start of section IV, this is where the weather mirror events stormy east wind straining but the death itself is peaceful, and so there is little sound. The only onomatopoeia is the mirror cracked and this is at the dramatic climax of the poem; she has broken the curse and there is no going back. The Highway Man This poem is set in an isolated pub in the middle of the moors. It is as lonely and cut off as the castle of which The Lady of Shalott is imprisoned. There is a road outside the pub, just as by the river there is a road. In both cases the road brings destiny. In the pub lives Bess the landlords black-eyed daughter, Tim the Osler and the landlord. The Highway man rides down to the pub to see Bess, whereas in The Lady of Shalott floats down the river to see Lancelot. Lancelot is a law-abiding knight and the Highway man is a criminal but both look handsome. The Highway man plans to do a robbery and take Bess away to start a new life together. They seal it with a kiss which is real, whereas The Lady of Shalott has never been kissed in her life. Just as The Lady of Shalott has a curse, Bess also has a curse, her beauty. Because of her curse she attracts the Highway man and Tim. Tim overhears the conversation between Bess and the Highway man. He tells the soldiers that the Highway man is planning a robbery. The soldiers have a few beers in the pub and go upstairs. They tie up and gag Bess and put a musket up against her. They sexually torment Bess and behave like cowards. This poem is nearly all set at night a time of evil and it is cold, dark and windy whereas The Lady of Shalott is mainly set in the day and it is warm and sunny. Bess dies at night but the Highway man dies in broad daylight. The Lady of Shalott female has no name gives title to the poem. The Highway man male gives title to the poem. The main male character in The Highway man is a criminal whereas in The Lady of Shalott the main male character is an honorable noble Knight. The Lady of Shalott has a lovely face and is robed in snowy white and Bess is black-eyed; long black hair; love knot; red-lipped; cascade of perfume. In The Highway man Bess dies violently bloody, where as the Lady of Shalott dies peacefully. Bess deliberately kills herself to warn her lover whereas The Lady of Shalott dies by accident for her imaginary love. The Highway man is written in two parts (same as The Lady of Shalott) corresponding to before and after the robbery. It also has a regular rhyme pattern but the rhythms are much less even, suggesting the varying pace of action. The Highway man opens with a threatening metaphor torment of darkness. There is immediate movement tossed and the alliteration adds to the unease. The repetition Riding, riding suggest urgency, something relentless. There is much more life (realism) in this poem. It also has onomatopoeia plus alliteration cobbles clattered clashed. There is much more dialogue one kiss my bonny sweetheart. The use of punctuation devices; parentheses, dashes and exclamation marks adds to the reality of this poem. The use of italics adds emphasis to certain sections. The characters are described in greater detail and the beauty of Bess, the black cascade of perfume, is in contrast with the unhealthy appearance of Tim, his hair like moldy hay (a very effective simile. ) The poem is good at implying things with a simple line; they (Soldiers) kissed her says a lot about their values and invites comparison with the behaviour of the highway man. I think that The Highway man is much more effective and moved me more because it is more realistic, where as The Lady of Shalott is more like a fairy tale.

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buy custom Ballistics essay This is an ordered field of study that deals with flights, their behaviors and the resultant effects of the projectiles. Projectiles in this field include; rockets, bullets and bombs. Ballistics may also refer to an art of designing as well as accelerating projectiles so as to achieve the desired outcome. A ballistic body is an entity that can move and its appearance texture and shape can be modified. It can also be forces or substances for instance, pressure in gases which are typically used in guns. Ballistics is a pertinent subject which helps crime investigators to determine the type of the gun used during the crime. This is because the path and the damage caused by the bullet can be assessed. (Hamilton, 1908) All weapons involve shooting the ammunitions which traditionally have cartridge cases, explosive chemical, powder and a bullet; there is also the mixing of chemicals in a pellet known as primer. In these weapons, the gunpowder and the ball are fitted inside the case and the primer is at the base of the cartridge casing of the gun. Thus, when a gun is pulled, a spark is the one that explodes the chemical powder, and the blast drives the bullet to fly forward. This happens at the end of the barrel known as the muzzle. Guns and other projectiles use kinetic energy and bullets are to resist external forces acting on them during acceleration to avoid easy deceleration. These two factors are always taken into consideration during the construction of bullets and other ammunitions. Bullets are classified according to their structure and thus there are solid ones, which are sometimes referred to as homogeneous bullets since they consist of only one material or element. There are jacketed bullets which have cores coated with a thin layer of a material of another substance and there are tracer bullets, which can be either, fully jacketed or solid bullets. In weapons, propellants are the main source of acceleration energy which enables a projectile to attain a maximum velocity. This energy is normally produced in a variety of ways, and its combustion generates a gas pressure to propel the projectile. A cartridge case serves the following function; it directs the projectile in the first section of the flight, it acts as a container for transportation of the primer and the propellants, it positions the projectile and the whole weapon, and it provides an accommodation to the extractors resistance of the missile which is responsible for a uniform combustion of the chemical powder. (Moss, 1995) The field of ballistics is subdivided into three namely; interior ballistics, exterior ballistics and terminal ballistics. Interior ballistics This is concerned with what normally happens between the cartridge that is fired and the projectile that leaves the muzzle. When the primer lights the propellant, a gas is produced which quickly builds up a greater amount of pressure. This pressure in turn pushes the projectile out of the casing and upward the barrel. The distinguishing feature of the propellant powder is that the pressure generated by the gas when at its peak is normally at the same time when the projectile commences its journey up the barrel. This explains why the gun is thicker at this part than other parts for it to withstand pressure. (Ackey, 1971) When the projectile moves up the barrel, it tends to create a space for the gas to expand and on the other hand, the same gas decreases. This same gas is vital as the projectile move away from the muzzle, and this result to a rapid expansion in the air causing a gun fire. This last expansion plus the end of the friction that existed between the projectile and the barrel boosts the projectile so that its maximum velocity is achieved beyond the guns muzzle. In essences, weapons function at different gas pressures for instance shot guns and pistols act at lower pressures while automatic cannons and rifle act at higher pressures. For higher velocities to be achieved, magnum and military pistols ammunitions that are used in sub machine guns are loaded with high pressures than the normal ones. This, therefore, shows that it is dangerous to use these ammunitions in normal guns. Cannon and rifle ammunitions are put to a practical pressure since the barrel risk of tear and wear is taken into consideration as well as chances of the case sticking to the chamber and other technical problems that are likely to occur. The chamber pressure is normally measured in the metric system which uses, Kg/cm2, bar which is an atmospheric pressure measurement also the scientific mgapascal (MPa). These measurements can be converted as; 1MPa=10bar=10.2kg/cm2. The chamber pressure for shot guns is 75-90MPa, for the pistols rounds are 100-240 MPa and for rifle rounds is 310-380 MPa. The extreme loading can be up to 450MPa. In this subfield, bolt thrush is a cartridge element that influence the gun design since it refers to the rearwards push on the gun bolt that is caused by the gun firing. This usually relies on two things; the chamber pressure and the inner diameter of the base of the case. This means that the wider the case to be, the larger the surface area of the pressure to act. Thus, if a cartridge case is long and thin, it can develop the same chamber pressure like a short flat one with twice the internal base area. This short flat one develops twice a bolt thrust than the long thin one, meaning that the greater the bolt thrush the stronger the guns locking mechanisms. In interior ballistics, a suppressor is an indispensable tool since it allows for the expansion of the gas within a controlled manner. This suppressor is attached to the muzzle of the weapon so that during expansion the gas is cooled, the pressure drops, and the ammunition are released slowly by slowly to avoid violent bursting. This explains why suppressors are bulky and if the propellants are more, big suppressors are needed. On the other hand, if a weapon is unsuppressed, the muzzle report becomes a source of noise. Supersonic projectiles with muzzle velocities of over 340m/s generate supersonic cracks which can be heard from far. An example of supersonic projectiles is the rifle ammunition while pistol ammunitions are subsonic. The suppressors have been found to be the best on subsonic ammunitions. When suppressors are used with rifles, the foe can hear the cracking sound but can not establish the direction of origin unless sophisticated equipment is used to detect the direction. (Heard, 2008) In interior ballistics, muzzle energy is developed by the cartridge and is measured in joules. Joules is arrived at by multiplying the weight of the projectile by the square of the muzzle velocity in m/s hence dividing it by 2000 which is a constant. This muzzle energy is generated by a certain amount of a propellant powder, and this relies on the caliber of the weapon. This means that the bigger the caliber, the higher the energy to be produced by a given amount of the powder. The law of diminishing returns applies to the production of muzzle energy since there is a practical limit of the powder in any caliber. This is highlighted by the fact that using a larger cartridge case which has a lot of propellant attains a slighter increase in velocity from the extra powder used. If a cartridge does not use its propellant efficiently, it is normally termed as an over-bore. In conjunction with this, different projectile weights produce different energy levels. Another important element in interior ballistics is the recoil effect which is determined by the gun characteristics and the cartridges ballistics. The recoil impulse of a weapon is usually created when a cartridge is fired. Recoil has two fundamental components namely; the momentum of the projectile and the rocketing effect of the disappearing gas. The recoil of any weapon is calculated by (bullet weight multiplied by muzzle velocity) + (propellant weight multiplied by 1200 m/s). This means that a cartridge firing at 5g bullet at 500m/s it has the same bullet momentum with that firing at 10g bullet at 250 m/s. The recoil caused by the disappearing gas is not easy to calculate since it relies on the relationship that exists between the length of the barrel and the burning features of the powder. This shows that a barrel with a normal length produces high-muzzle velocity which in turn leads to higher recoil through the bullet momentum and vice-versa. Exterior ballistics This is determined by the muzzle velocity and the coefficient of ballistics. The co-efficiency of ballistics is vita; since it establishes the rate at which the projectile slows down. As it goes with the muzzle velocity, it determines the maximum range and the actual moment to fly to any distance. This time of flight then depicts the rate at which it falls as it normally occurs at a constant rate because of the velocity. This co-efficiency of ballistics, the curved path produced, and the gravitational dropping of the projectile is known as trajectory. (Carculli, 2007) In long range shootings, a minimal time flight is recommended since it maximizes the chances of hitting by decreasing thee time of flight and the flattening of the projectiles trajectory. This in turn, enables the projectile to strike the intended target at a higher velocity with an immediate effect. For this to be achieved more propellant is needed and the barrel of the weapon should be longer than the desired. Ballistics co-efficiency is determined by sectional density (SD) and the form factor (FF). Sectional density is the ratio that exists between the projectiles weight and the caliber of the weapon. It is usually calculated by multiplying the projectiles weight by 1.422 then dividing it by the caliber square which is in millimeters. FF is the element which measures the aerodynamic efficiency of the projectiles shape. Thus, it is not easy to calculate unless there are manufacturers data provided. FF varies among the supersonic and the subsonic velocities since the shape that acts best at subsonic speeds are not adept at supersonic velocities. Streamlining can be done at subsonic velocities since drags are caused by low- pressure zones created at the base of the projectile while with supersonic speeds, a nose shaped structure is needed but the rear end do not matter a lot. Addition of tracers helps generate a gas which in turn aids to fill the low-pressure zone at the base of the projecti le thus dragging can be reduced. This in the long run gives them a different trajectory. (Rollins, 2004) Terminal ballistics In terminal ballistics, there are two significant aspects namely; the effect against the armour and the effect of the projectile strike against a soft surface or the target. When a projectile is directed towards a soft surface, it is destabilized as compared to a hard target. The underlying reason is its shape which is towards the centre of gravity of the ammunition is always towards the rear end, and as such prefers naturally to fly when the base is at the fore front. When the bullet is being released and starts travelling base first, it is normally referred to as tumbling. It is a scenario caused when a bullet spins by means of the rifling maintaining the flying bullet tumble at the same time since small bullets tumbles faster than the large ones given that other things are kept constant and equal. Small identical bullets with different internal constructions tumble at different speeds. For instance, a bullet manufacture in Yugoslavia which has a lead core tumbles much faster than a bullet from Russia which is steel cored and uses the same cartridge. Thus, various tricks have been used to improve the chances of a bullet tumbling. For example, the current Russian bullet is 5.45mm, and has a hollow tip while a British one has a light weight tip filler and the weight is concentrated at the rear end of the bullet. On the other hand, if the bullet has a weaker coating, the stresses caused by the tumbling may break this process is termed as fragmentati on and usually enhance the wounding effect caused. Bullets do so when in higher velocities, and this limits them to achieve a longer range especially when fired from carbines of lower muzzle velocities. Thus, fragmentation is not a requirement of any military bullet since 7.62*51 NATO bullet does not fragment while a Germany one do so by accident and not by design (NRA Firearms Fact Book, 3rd edition, 1989). Hunters often have claimed that the striking velocity of the bullet goes higher beyond 700m/s, and the result is that the hydrostatic shock starts to appear and this effect does not replicate itself among the people. There are instances where soldiers have fought continually despite receiving serious wounds from high- speed bullets. Critical shocks impacts only occur if the bullets go beyond the speed of sound in the flesh which is just around 1500m/s. (Karl, 1994) In conjunction to this, there is stopping power which refers to the opponent so that no further fighting continues. Low powered weapons are deadly and more power is needed for it to attain an effective stopping capacity. Hence bullets placement may be significant in achieving this. This is because of it is much effective to hit an immediate area with a low powered bullet than to cause a small injury with high powered weapons. Conclusion In conclusion, ballistics is crucial since it aids in the construction of effective weapons since several measures can be followed. For instance, the size of the caliber, the amount of the propellant powder to be used, the weight of the cartridge and other factors that determine the acceleration of the projectiles. Buy custom Ballistics essay