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THE LAST WORD – MAY 24TH EDITION
Posted by coltsindianapolis on May 24, 2013 – 11:59 am
This edition of The Last Word is all about Indy! Jeffrey Gorman, Bob Lamey, Jimmy Matis and Matt Taylor chat about the Indy 500 this weekend with Ed Carpenter, Marco Andretti, AJ Allmendinger and JR Hildebrand. The boys also give their thoughts on the Pacers winning tonight's big game two against the Heat in Miami.
Show starts today at 6PM on 1070 The Fan, 107.5 FM, and 1070thefan.com!
Posted by craigkelleycolts on May 24, 2013 – 11:38 am
ESPN.com is doing a series on the "Greatest Coaches in NFL History" as part of a commemoration of the 100th anniversary of Vince Lombardi's birthday.
A group of their best NFL people (one of whom, deservedly, is Bill Polian) comprises the voting panel, and checking in as the 20th-Greatest in their opinion is Tony Dungy.
First off, I am glad Tony is honored. Secondly, I wish he were rated higher. That is my brain and heart speaking.
Tony was my seventh head coach as a Colts publicist. The wonder of that number – seven – was in evidence every day around him.
Tony is one of the few people whose reality far exceeds the image. He does it daily, honestly and easily.
The quote Bum Phillips once made about Earl Campbell holds true for Tony, "I don't know if he's in a class by himself, but whatever class he's in, it don't take long to call the roll."
Passed over multiple times in head coaching interviews, Dungy joined Tampa Bay in 1996 and led the Buccaneers to the playoffs four times, once to the NFC Championship game.
He was dismissed in 2001 after consecutive first-round playoff losses, and Jim Irsay hired Tony to be our head coach quickly after that.
Tony's power and grace could be felt immediately as he entered the building. The smart suit and gold cross on the label were indicators of the man.
His first team address came in normal conversational tone, and he let the players know he never would speak at any higher volume. He never did.
Once when a fracas erupted on the practice field, Tony told players that while he could not prevent fighting in that venue that he did control who played in games. There were no more incidents.
Tony could convey more with less than anyone I've seen, and his ability to draw things from within was a special gift.
On more than one occasion, opposing players expressed their regard for him as a coach and person (NFL Films once captured Randy Moss, then with New England, doing so in a very genuine way).
People outside the club asked what it was like working with Tony, and the typical response was, "It's better than can be explained, and we get to be around him every day."
Football is a sport of numbers and people, but numbers at the time of his retirement revealed only a bit of his greatness:
Overall record of 148-79 with a 65.2 winning percentage.
148 victories ranked 19th-best in NFL history.
Had 66.8 regular-season winning percentage (139-69).
Was 85-27 in regular season with Colts, 92-33 counting playoffs (the winningest Colts head coach).
One of six head coaches to win 100+ regular-season games in first 10 years of career.
Directed 11-of-13 teams into the playoffs, reaching three conference title games and one Super Bowl (Super Bowl XLI, where he became the first African-American winner).
Only Colts head coach with 10+ wins and playoff appearances in each of first seven years.
Had 10 career double-digit victory seasons and was first coach to defeat all 32 NFL teams.
Earned 10 consecutive playoff appearances (1999-2001, Tampa Bay; 2002-08, Colts) to surpass Tom Landry (9) for the most by an NFL coach since 1970.
Earned seven straight 10+-victory seasons (2002-08), tying then the second-longest NFL streak.
From 2003-08, earned six straight seasons with 11-plus wins, tying the NFL mark, while setting the league standard for the most consecutive seasons with 12-plus victories.
Only NFL coach to win at least seven consecutive games in five straight seasons (2004-08).
Won five straight AFC South titles (2003-07).
After a particularly galling 27-point loss at Jacksonville in 2006 where the team allowed 375 rushing yards, Tony stood firmly (even proactively going on network television) to convey we had the players and scheme to win.
Seven games later, the Colts were World Champions and he was hoisting the Lombardi Trophy. Without Tony's leadership, it would not have happened.
From the Chuck Noll influence (with perhaps more than a bit of Tom Moore), Dungy left a great coaching tree, two of whom on it having Colts connections – Jim Caldwell and Leslie Frazier.
There were so many private moments I had with Tony in seven (there's that number again) years that will last a lifetime.
Maybe my favorite came after the 2007 season when we had a playoff loss at San Diego and there were rumors he would retire to go about his life's work.
It was back in Indianapolis and he was heading out of the building to return home to meet with his family. In passing as he was about to reach the door, I stopped Tony to convey what I could in words about what he meant to me in case the next time I saw him would be in a non-working capacity.
He offered thanks and a hug. Then, conveying a message without a word – a wink. I knew he was coming back. We smiled and I told no one the secret.
The way Tony molded players and affected lives is something that spans far beyond any numbers he achieved. It is a gift that keeps on giving, for me and I bet many others.
I will make sure to see the coaches the ESPN panel picks ahead of Tony. I guarantee there will be no finer man. It won't even be close.
As Ron Meyer would say, "Call off the dogs and (put) out the fire, that hunt is over."
Tags: Bill Polian, Bum Phillips, Chuck Noll, Earl Campbell, indianapolis colts, Jim Caldwell, Jim Irsay, Leslie Frazier, Tom Landry, Tom Moore, Tony Dungy, Vince Lombardi
COLTS DAILY HEADLINES: MAY 24TH EDITION
Posted by Kevin Bowen on May 24, 2013 – 9:13 am
Each morning Colts.com will take a look at the top headlines surrounding the Indianapolis Colts from around the globe. What is the local and national media saying about the Colts?
Take a look below at the top five pieces from Friday, May 24th.
26 Cities With Young Franchise-Caliber Duos
By: Staff, Indianapolis Star
Thanks to a tremendous 2012-2013 seasons for a pair of Indianapolis finest professional athletes, the state capitol is starting to garner some attention with Andrew Luck and Paul George.
The Indianapolis Star ranked the top 26 city duos taking into consideration players 26-years and younger in the four major sports.
The duo of Luck and George find themselves No. 3 on the list behind San Francisco's Buster Posey and Colin Kapernick and Washington D.C.'s Robert Griffin III and Bryce Harper.
Here is the analysis of Luck and George:
Luck (23): A Pro Bowler in his rookie season, the No. 1 overall pick in 2012 was tabbed as the best quarterback prospect since John Elway. Not bad company. Luck set a rookie record for passing yards in a single game (433 vs. Miami) and recorded the most wins by a No. 1 overall pick in his rookie season leading the Colts to the postseason. Colts fans were spoiled with Peyton Manning, but Luck has helped ease the pain of No. 18's departure… and then some.
George (23): After showing glimpses of his All-Star potential in his first two seasons, George broke through in 2013 earning All-NBA third team, the NBA's Most Improved Player and an All-Star apperance in guiding the Pacers to the Central Division title and Eastern Conference finals. Danny Granger's injury thrust George into a more prominent role and the Fresno State product has been more than up to the challenge.
Luck having fun with his first OTAs
By: Tom James, Terre Haute Tribune-Star
James followed in a similar fashion to the pieces we saw yesterday on the Colts Wednesday OTA open to the media.
He mentions about Luck finally being able to take part in all of the Colts OTA schedule, along with the quarterback's high praise for new wide receiver Darrius Heyward-Bey.
"Darrius had been great. He's been a great addition. He has great speed, obviously, and he's got a real knack for football," he said. "He's played a lot of football and he understands situations. He's a good force in the wide receiver rotation. He's done a phenomenal job so far."
James provides a brief update on who didn't participate in Wednesday's OTA and talks about running backs coach David Walker's assessment of the running back position.
On Tony Dungy changing player habits
By: Paul Kuharsky, ESPN AFC South Blog
ESPN is in the process of a project that ranks the top 20 coaches in NFL history.
At No. 20 checks former Colts leader Tony Dungy.
The piece highlights Dungy's greatest accomplishment of helping the Colts capture Super Bowl XLI.
Kuharsky points out an excerpt from the book "The Power of Habit" that mentions Dungy.
"Champions don't do extraordinary things," Dungy would explain. "They do ordinary things, but they do them without thinking, too fast for the other team to react. They follow the habits they've learned."
Tags: Andrew Luck, David Walker, Delone Carter, donald brown, Tony Dungy, vick ballard
Posted in Colts Blog, COLTS DAILY HEADLINES | No Comments »
IN THIS DAY AND AGE OF THE NFL, MORE THAN ONE RUNNING BACK IS NEEDED
The NFL is an ever-changing league.
New offensive and defensive schemes are implemented every year with trends and fads making for endless nights for coaches around the NFL.
One of those tendencies has caused for deeper and deeper backfields in the recent years.
Personnel departments all over the NFL know the need for more than one reliable threat in the running game and position coaches echo the same notion
"Most people are going to use two, if not three (running backs), unless you are fortunate enough to coach in Minnesota where you give one guy (Adrian Peterson) the ball the majority of the time," Colts running backs coach David Walker said earlier this week.
Last season the Colts utilized a trio of backs who carried the ball at least 32 times.
Player Carries Yards YPC Touchdowns
Vick Ballard 211 814 3.9 2
Donald Brown 108 417 3.9 1
Delone Carter 32 122 3.8 3
Injuries late in the season forced Walker to rely heavily on Vick Ballard and while the rookie was extremely productive, his running backs coach knows that for long-term success a stable of runners is needed.
"We've got a group of guys that have different skill sets but within the realm of offense, they all can be solid contributors," Walker said.
"So whenever your number is called, be ready to contribute and play to a high standard. We don't really look to what guys can't do, we look to what guys can do and put them into situations where they can have success."
In 2012, Brown began the season as the starter but a knee injury forced Ballard into the No. 1 role, where he thrived.
Walker knows that the guy who is getting 20+ carries in September might not be in the fold later in the season.
It's life in the NFL and to prepare for that Walker feels the Colts have a trio of established backs that will each hear their number called in 2013.
"We've got a good group and really we've got to continue to develop the third guy because just like last year and the season before, at some point, whoever is third on our depth chart is going to be starting a football game and helping us have to win," Walker said.
"What we realize is we're going to need three very capable backs to get us through the season."
Tags: David Walker, Delone Carter, donald brown, vick ballard


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Disaster Recovery Is Under Way In Jack County
(From left) Rev. Jeremy Basset (NTC Disaster Response Coordinator), Rev. Jacob Fields (Northwest District Disaster Response Coordinator), Michael Smith (Jacksboro City Manager), Frank Hefner (Jack County Emergency Management), Judge Brian Umphress and Rev. Dr. Chad Johnson (First UMC Jacksboro) sat down to discuss long-term recovery plans for the city.
Said FUMC Rev. Dr. Chad Johnson: "The support and love from everyone has just been breathtaking. I still have people contacting me asking 'What do you need?' "
On Monday, March 21 a powerful EF-3 tornado ripped through Jack County in North Texas, damaging property in Jacksboro and Bowie. Soon afterward, the North Texas Conference Disaster Response Coordinator Rev. Jeremy Basset and Northwest District Coordinator Rev. Jacob Fields met with Jack County representatives to discuss recovery efforts. The county has reported damage to hundreds of residential properties, many of which are uninsured or under-insured. This is precisely the gap that UMCOR (United Methodist Committee on Relief) and the NTC Disaster Response team seek to fill.
"We United Methodists are usually the first ones in and we're always the last ones out – until the money runs out or the job is done, and usually it's when the job is done," Rev. Basset said.
A conversation about the long-term recovery needs in the area hosted by Rev. Dr. Chad Johnson, senior pastor of First UMC Jacksboro, included County Judge Brian Keith Umphress, City Manager Michael Smith and Frank Hefner, Jack County emergency management coordinator.
In addition to assistance with coordination and logistics from the NTC disaster response team, United Methodists from across the conference are rolling up their sleeves and firing up their chainsaws. A team from Christ UMC in Plano spent a Saturday in April clearing debris and assisting neighbors in Jacksboro.
Rev. Dr. Johnson has been moved by the outpouring from his church members as they support their neighbors and from United Methodists across the connection.
"The support and love from everyone has just been breathtaking," he said. "The United Methodists in this community are receiving so much love — from fellow Methodists, from all over. I still have people contacting me asking 'What do you need? What about long term?' Just that constant outpouring says so much about what it means to be in the Body of Christ and says so much about what it means to be United Methodist."
The road to recovery will be long, and financial and volunteer support is crucial as Jacksboro recovers from this devastating tornado. If you or your church would like to get involved, email Northwest District Disaster Response Coordinator Rev. Jacob Fields.
As Rev. Fields reinforced with Jack County officials that day in April, "We're here until people are whole."
Published: Wednesday, May 18, 2022

redpajama_set_name: RedPajamaCommonCrawl


Discover how to make these decadent deep fried Indian donuts soaked in a sugar syrup and garnished with rose petals.
Heat the sugar in 300 ml water on a medium/low heat until the sugar has dissolved.
Add the cardamom pods and simmer for a further 2 minutes.
Mix the milk powder, baking powder, flour and semolina with approx. 100 ml milk.
Knead into a pliable dough. If necessary add a little more milk.
Divide the dough into 24 small balls and cover with a damp tea towel.
Heat the oil - you can tell when it is hot enough because bubble will appear on a wooden spoon held in the fat.
Fry the balls for 2-4 minutes until golden brown.
Remove with a draining spoon and place on kitchen paper to dry.
Add the rose water to the cool syrup.
Place the fried dough balls in the syrup and steep for at least 30 minutes - if not overnight.
Serve the balls on plates with some of the syrup and garnish with pistachios and rose petals.


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Home | About CSEF | About SEEP | Publications | Search | Links | Contact Us
About CSEF
Since 1992, the Center for Special Education Finance (CSEF) has addressed fiscal policy issues related to the delivery and support of special education services throughout the United States.
Major goals of CSEF are to:
Conduct policy-relevant research to improve practices related to funding special education programs and services
Provide up-to-date information about federal and state funding systems for special education
Produce and disseminate policy relevant data and reports related to special education finance through an easy-to-navigate Web site
Respond quickly to the information needs of stakeholders at the federal, state, and local levels
Since 1999, CSEF's major focus has been conducting the Special Education Expenditure Project (SEEP) — the first comprehensive, nationally representative study of special education spending to be undertaken in more than a decade. CSEF/SEEP staff are currently analyzing SEEP data and disseminating SEEP findings through this Web site.
CSEF Organization and Staff
Dr. Thomas B. Parrish directs CSEF, and Dr. Jay G. Chambers directs SEEP. Drs. Parrish and Chambers have collaborated for more than two decades on studies related to school and special education finance and policy. They direct a staff of experienced researchers, with support from a Technical Work Group and expert advisors in special education finance and policy.
Follow these links for the CSEF/SEEP organizational chart and information about staff, advisors, and the Technical Work Group.
Tom Parrish, Director of CSEF
Jay Chambers, Director of SEEP
Jenifer Harr, Deputy Director of CSEF/SEEP
This website is operated by the American Institutes for Research (AIR). The work posted on this site has been supported by AIR, the U.S. Department of Education, Office of Special Education Programs, and other public agencies. The opinions expressed in these articles are those of the authors and do not necessarily represent the views of any sponsoring agencies.
Our contact information can be found at Contact Us.


Making your own chicken stock isn't as difficult as you may think. This recipe can be used right away, chilled for up to 3 days, or frozen for up to 6 months. Make a double batch to ensure you'll always have some homemade stock on hand.
If using wings, cut each wing at joints to make three pieces. Place chicken pieces in a 6-quart pot. Add celery, carrots, onion, parsley, bay leaves, garlic, thyme, salt and peppercorns. Add the water. Bring to boiling; reduce heat. Simmer, covered, for 2½ hours. Remove chicken pieces from pot.
Line a colander with two layers of 100%-cotton cheesecloth; set in a large bowl. Pour stock into colander, straining stock into the bowl. Discard vegetables and seasonings. If desired, clarify stock (see Tip).
If using the stock while hot, skim off fat. (Or, chill stock for 6 hours; lift off fat.) If desired, when chicken is cool enough to handle, remove meat from bones, discarding bones; reserve chicken for another use. Place stock and reserved chicken in separate airtight storage containers; seal. Chill up to 3 days or freeze up to 6 months before using.
Tips: If desired, skin the chicken before cooking it. Discard skin.
To clarify hot strained stock, return the stock to the pot. In a small bowl, whisk together 1 large egg white and ¼ cup cold water. Stir egg white mixture into stock. Bring to boiling. Remove from heat; let stand for 5 minutes. Strain again, discarding any solids.


What isn't great about a map that features every rude and silly place name in Britain? Nothing, that's what.
This week a map entitled The Marvellous Map of Great British Place names was launched by Strumpshaw, Tincleton & Giggleswick which offers up the funniest and cheekiest 1400 names you can find in Britain.
Apparently the research took absolutely months and several thousand miles were travelled just to bring us this quintessentially British gift.
Names included in the map include 136 bottoms, some balls, buttocks and beavers as well as a few knobs, crack, clench and a Roger Moor, which is located in Lancashire.
While we'd love to say this would be the perfect gift for someone who's a little bit immature, we'd be kidding ourselves if we didn't think that every member of our family would find this amusing.
Take a look at the map up close by clicking on the gallery below.


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Motor Mill a National Historic Site to Visit
In 1983 the Clayton County Conservation Board (CCCB), with help from the Iowa Natural Heritage Foundation, purchased the Motor Mill Historic Site along with 100 acres of land. The purchase included 40 acres associated with the Motor Mill buildings on the north side of the Turkey River and 60 acres on the south side of the Turkey River. The buildings consist of five native limestone buildings including a Stable, an Inn, an Icehouse, Cooperage and the 90-foot Motor Mill.
The purchase was made for the purpose of preserving and restoring the buildings, along with interpreting the history of the site. Starting in 1985, the CCCB sponsored Open Houses at the Motor Mill Site. This gave county residents and visitors a chance to see inside the buildings and learn more about the history of the site.
MotorMill.org


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Have a whale of a time – your guide to whale watching in Brisbane's Moreton Bay
In migration season, majestic humpback whales swing by South East Queensland on their 10,000km trek to the warm, tropical water up north. Get up close and personal between June and November.
Whale-watching tours
Tangalooma Whale Watching Cruises
Tours kick off on 1 June departing from Holt Street Wharf at Pinkenba. Cruise-goers have the option of a 7am or 10am departure, with a 75-minute ferry ride taking you across the bay to Moreton Island. For those who would like to see more of the island, book the 7am departure as this allows about 3.5 hours to spend on the island before setting off on the three-hour whale-watching cruise. A light lunch is served on board and expert commentary is provided.
Transport to Holt Street Wharf is by taxi, or paid hotel pick-up by bus operated by Australian Day Tours. Limited spaces are available for hotel pick-ups so it is best to book in advance.
Brisbane Whale Watching
The season begins in June, departing from Redcliffe Jetty at 10am, and it's just a 30-minute drive north of Brisbane. For those without their own vehicle, pick-ups are available from selected Brisbane and Sunshine Coast hotels at an additional cost.
Enjoy the five-hour cruise around the bay, which includes a full buffet lunch with tiger prawns. A fully licensed bar, snack and souvenir counter are available. You will be a whale expert once you've stepped off the boat, with highly entertaining and informative commentary provided by skipper Kerry and her team of experts.
Land-based whale watching
Aria Cruises
If the idea of spending your whale-watching time on a boat makes you queasy, Aria Crusies offers land-based whale watching on North Stradbroke Island. You'll be whisked over from Raby Bay on a purpose-built sailing catamaran to Straddie, where you'll enjoy a buffet lunch while watching the whales frolic. Tours are running until August, so get in quick.
North Stradbroke
In just under an hour you can witness one of the greatest natural experiences on Earth, viewing the passing parade from Point Lookout on North Stradbroke Island, Queensland's most easterly point for land-based whale watching. Sea turtles and a large pod of bottle-nose dolphins also call Point Lookout home and can be spotted almost all year round.
To help you find the best vantage points, our friends at Discover Stradbroke have pulled together a great map with all the best whale-watching spots.
Cape Moreton
Cape Moreton on Moreton Island is also another great spot for land-based whale watching. While whales can only be seen from June to November, dolphins, sharks and turtles can be spotted all year round.
Get back to nature...
30 things to do this winter in Brisbane
From June through to August, Brisbane's winter scene comes alive. Read on to discover 30 ideas for things you can do, places to visit and where to eat in Brisbane this winter.
Mountains to climb around Brisbane
Step after step, hour after hour – climbing a mountain is no easy feat, but when you reach the summit the gain makes the pain all worthwhile.
Discover Brisbane's top day trips
Explore the natural beauty and interesting history of the Brisbane region on a unique day trip.
Two days in paradise – touring Brisbane's Moreton Island
From chasing starfish by day to stargazing by night, read about Visit Brisbane producer Daniela Sunde-Brown's two-day Australian Sunset Safaris adventure.
Discover the best fishing spots in Brisbane
22 things to do in Spring Hill & Roma Street Parkland
Sandboarding on Moreton Island
Sensory friendly things to do in Brisbane
Things to do New Farm Newstead and Teneriffe
A to Z of Brisbane


Assume that there are no unbreakably, unified categories of good wine and bad wine. Assume palate is subjective. Assume that being a really good sommelier is more art than science. If you go along that far, then perhaps you can be convinced that the fickle predilections of millennials might hold the key to the local industry.
But first: is wine from Texas any good?
The SWC (Standard Wine Consumer) probably would say no. The classic SWC likes Merlots, Pinot Noirs, perhaps a summertime Chardonnay. Maybe he will pony up for a big ole Cabernet to buy for his boss in hopes that he will make partner. Texas winemakers in the Hill Country and High Plains are still relatively new in the commercial wine industry.
So that's the problem. Texas wineries want to sell to the SWC because the SWC knows what he likes, looks for it and then actually buys it. The SWC will wander his grocery store's haphazardly curated wine section. Not seeing what he knows in the Texas section, he will just slink off and buy Barefoot or Yellowtail.
So perhaps you appease the SWC and grow some pinot grapes. That's door number one, and it's going to involve over-ripe Texas fruit and supplemental California grapes blended in. As long as the wine consists of 75 percent Texas grapes, it is considered a Texas wine.
Increasingly, Texas wine producers are choosing to expand the SWC's wine vocabulary and leaning on some lesser-known grapes, such as Viognier and Roussanne. The Texas climate does well for both.
Cinsault is a drought-resistant grape popular in Morocco. William Chris winery (about 60 miles north of San Antonio) has won praise for their 2017 crop of it. Trebbiano often gets blended into brandy, but Duchman Family Winery (in nearby Driftwood) won a double gold medal at the San Francisco International Wine Competition for theirs.
You can also find Sangiovese, Montepulciano and plenty of Tempranillo, Pedernales Cellars' Texas Tempranillo being a popular expression.
Texas wine tourism can be written off as know-nothings knocking around Fredericksburg for antiques and German souvenirs, but a new generation of wine consumers might be changing that.
Wine is actually the latest thing that millennials are killing. A study from The Drinks Business concluded that millennials are contributing to an overall decline in wine consumption. The 57-page report blamed millennials "delayed appreciation for wine" on cannabis legalization and — you know — being broke as hell.
The same study also found that millennials were "more willing to experiment, gravitating towards innovative products and alternative wine types."
This is the opening for Texas wines. The study vaguely suggests selling wine in cans and nodding towards a concern for a healthy lifestyle (just wait until somebody figures out that all wine is gluten-free), but the truth is that millennials simply are not the SWC.
As local-minded omni-boozers, they don't care about Pinot Noir as a thing. They just want to try some wine, man. If you believe in buzzwords, growing grapes suited for local soil is as bio-dynamic as it gets.
People are starting to figure this out. Winc, Plonk and Wine Awesomeness are all wine-subscription services marketed to millennials. Someone is going to figure out a way to get Texas terroir to that same audience. You heard it here first.


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Nano-Sized and Mechanically Activated Composites: Perspectives for Enhanced Mass Burning Rate in Aluminized Solid Fuels for Hybrid Rocket Propulsion
Determination of Serviceability Limits of a Turboshaft Engine by the Criterion of Blade Natural Frequency and Stall Margin
Minimum-Cost Drone–Nest Matching through the Kuhn–Munkres Algorithm in Smart Cities: Energy Management and Efficiency Enhancement
10.3390/aerospace6120126
Biser, S.
Wortmann, G.
Ruppert, S.
Filipenko, M.
Noe, M.
Boll, M.
Aerospace 2019, 6(12), 126; https://doi.org/10.3390/aerospace6120126
Predesign Considerations for the DC Link Voltage Level of the CENTRELINE Fuselage Fan Drive Unit
by Stefan Biser 1,2,*,† , Guido Wortmann 1,†, Swen Ruppert 3,†, Mykhaylo Filipenko 1,†, Mathias Noe 2 and Martin Boll 1,†
Rolls-Royce Limited & Co. KG, Willy-Messerschmitt-Str. 1, 82024 Taufkirchen, Germany
Karlsruhe Institute of Technology—Institute of Technical Physics, Hermann-von-Helmholtz-Platz 1, 76344 Leopoldshafen-Eggenstein, Germany
Siemens AG, Anton-Bruckner-Str. 2, 91052 Erlangen, Germany
Correspondence: [email protected]
These authors contributed equally to this work.
Received: 2 October 2019 / Accepted: 14 November 2019 / Published: 20 November 2019
Electric propulsion (EP) systems offer considerably more degrees of freedom (DOFs) within the design process of aircraft compared to conventional aircraft engines. This requires large, computationally expensive design space explorations (DSE) with coupled models of the single components to incorporate interdependencies during optimization. The purpose of this paper is to exemplarily study these interdependencies of system key performance parameters (KPIs), e.g., system mass and efficiency, for a varying DC link voltage level of the power transmission system considering the example of the propulsion system of the CENTRELINE project, including an electric motor, a DC/AC inverter, and the DC power transmission cables. Each component is described by a physically derived, analytical model linking specific subdomains, e.g., electromagnetics, structural mechanics and thermal analysis, which are used for a coupled system model. This approach strongly enhances model accuracy and simultaneously keeps the computational effort at a low level. The results of the DSE reveal that the system KPIs improve for higher DC link voltage despite slightly inferior performance of motor and inverter as the mass of the DC power transmission cable has a major share for a an aircraft of the size as in the CENTRELINE project. Modeling of further components and implementation of optimization strategies will be part of future work.
electric propulsion; aircraft; CENTRELINE; DC link voltage level; analytical model; design space exploration
While noise levels have been reduced drastically, absolute emissions from aviation, especially carbon dioxide (CO2) and nitrogen oxide (NOx), have been continuously on the rise throughout the last decades, accounting for 2–3% of global greenhouse gas emissions. The large improvements in fuel efficiency are thwarted by the steady increase in passenger numbers [1,2]. The National Aeronautics and Space Administration (NASA) N+3 fundamental technology research for subsonic fixed-wing aircraft [3,4], the Civil Aviation Organization (ICAO) [5,6] as well as the Aviation Transport Action Group (ATAG) [2] and the European Commission's Flightpath 2050 [7] set aggressive target levels for greenhouse gas emissions in the future—up to 75% less fuel burn and 90% NOx emissions by 2050.
To reach those ambitious objectives, a significant improvement in terms of fuel consumption is necessary. These objects can be seen as one of the main drivers for the development of novel propulsion systems [8], resulting in a large increase in interest on partly or fully electrified aircraft [9,10]. The change to electric-based propulsion systems not only affects current designs, it completely changes the setup. Three types of EP for aircraft can be distinguished by their level of hybridization [9]. Turbo-electric propulsion systems have a total hybridization of power, i.e., they generate all power from burning fuel in gas turbines [11,12]. Hybrid-electric concepts involve power generation from burning fuel and electric storage [8,13]. All-electric propulsion systems only have batteries on-board for energy storage [14].
An often-discussed point is the choice of the DC link voltage level for power transmission. The voltage level of state-of-the-art aircraft is currently limited to ± 270 V DC to avoid corona at typical flight altitudes [15,16]. Increasing electric power demand of aircraft requires higher voltage levels to reduce weight and keep transmission efficiency at a high level [14,16,17]. Considering DC link voltages from 1000 V to over 5000 V , several studies showed that the mass of the power transmission cable resulting from the choice of the DC link voltage level is an important driver in system mass [15,17]. Up to now, the sensitivity of the electric machine and inverter design for electric aircraft on the DC link voltage has not yet been investigated in a coupled research.
In this paper, we elaborate this problem, having a closer look on the propulsion system of the CENTRELINE project [18] where 8 M W of propulsion power are required. In contrast to conventional aircraft powered by gas turbines, especially turbo-electric and hybrid-electric propulsion systems have significantly increased complexity on the system level and mass. Due to the increased number of components with a large number of parameters influencing the mission performance, a large design space is opened up [9,12]. Brelje and Martins [9] reviewed many approaches which try to incorporate sizing methods for EP on different levels of detail into the conventional aircraft sizing procedure. However, most of them use simple correlations based on stochastic regression or fixed parameters for specific power and efficiency of the components within the electric drivetrain [8,12,19,20,21,22,23]. Accordingly, EP is still poorly understood due to the low fidelity models that are used [9]. Thus, they proposed to develop a fully coupled, multidisciplinary analysis and optimization (MDAO) for electric aircraft.
As such models require enormous calculation power and long calculation time, we follow a different approach in this paper where each component is described by a physically derived, analytical model linking several subdomain models specific to the component together; e.g., for an electric machine, these are electromagnetics, structural mechanics and thermal analysis. All such components models are finally set up as coupled model for the complete system. This approach aims to strongly enhance the prediction accuracy, especially in terms of plausibility, reliability, and traceability of the results, while at the same time keeping the computational effort low to perform large design space explorations.
The paper is structured as follows: Firstly, the CENTRELINE project and the reference propulsion architecture are shortly introduced. Secondly, the specific challenge is presented, and the sizing process of the components is explained in more detail. The results of the large design space exploration are discussed component-wise as well as for the combined system. After a discussion of the results, an outlook of future work will be given.
2. CENTRELINE Project Overview
CENTRELINE is a project funded by the European Union (EU), serving as a demonstrator for propulsion-aircraft integration with the goal of validating results of former studies on boundary layer ingestion (BLI) such as the FP7 project DisPURSAL [24]. The major change in aircraft design is the implementation of the so-called fuselage fan (FF) drive unit which will be installed in the fuselage aft-end [18]. This device ingests and re-energizes the boundary layer of the fuselage to compensate viscous drag in the fuselage boundary layer flow [18,25].
While DisPURSAL [24] focussed on a conventionally driven fuselage propulsor by a third gas turbine, CENTRELINE will evaluate the possible advantages of a fully turbo-electric drivetrain arrangement to overcome shortcomings of a gas turbine in the aft section such as flow losses associated with the air intake duct, vibration issues and high maintenance costs [26]. The electric powertrain consists of two power generation sets, an electric power transmission system as well as a single fuselage propulsor located in the rear of the aircraft, as shown in Figure 1. Each generation is composed of a wing-podded, advanced geared turbofan (GTF), an electric generator that converts mechanical to electric power, and an AC/DC rectifier. The electric generator is mechanically coupled to an additional free power turbine located in the low-pressure turbine (LPT) section of the GTF even though this is in the hot section, as this has the minimal influence on engine stability. The rectifier will be placed in the nacelle of the GTF to evaluate the potential of air-cooled power electronics [23].
A DC power transmission system is chosen, consisting of eight parallel lanes to transfer the power as well as protection and switching devices to control it. In the rear, a single propulsion unit including eight parallel DC/AC inverters, one electric motor and the fuselage fan itself is mounted. The inverter converts electric DC to AC power, while the motor converts it to mechanical power to drive the fuselage fan directly without any additional gearbox [27].
Several limitations with regards to installation space of inverter and electric motor (depicted in Figure 2), derived by aerodynamic calculations, must be considered during the sizing process.
3. Methodolgy
3.1. Problem Setup
Brelje and Martins [9] as well as Gesell et al. [12] stated that EP is not applicable as drop-in replacement of existing aircraft propulsion unit but has to be optimized for aircraft and mission requirements. As outlined in Section 1, the proposed approach of sizing components of the electric drivetrain with physically derived, analytical models systematically improves the level of model details in order to raise awareness of importance of a better understanding of EP systems for aircraft. The average run-time per system design point is within the small digits of seconds on an Intel® Core™ i7-6600U CPU @ 2.60 G Hz .
The approach was applied to the FF drive unit of the concept aircraft, considering only a reduced system with the electric motor, the DC/AC inverter and the cabling, while other components are neglected. This study aimed to investigate the influence of a change in DC link voltage level of component as well as system KPIs, especially mass and efficiency. Figure 3 shows the block diagram of the setup.
The diagram only shows the parameters which are relevant for the scope of this study, in detail:
general requirements (shaft power P E M , s h a f t , rotational speed n E M , s h a f t and diameter-to-length- ratio D r o t / L r o t of the electric machine as well as the cable length L C a b ) which must be fulfilled by the component sizing process;
global variation parameters which are relevant for more than one component (DC link voltage level V D C );
local variation parameters which only influence the design of one component (conductor current density J e f f , inverter topology T o p o I n v , allowable chip T c h i p and cable temperature T C a b );
output/input data, i.e., results from one component sizing process which are necessary for the design process of another component (line-to-line-voltage at the motor terminal V L L , power factor cos φ , electric frequency f E M , e l and the input DC current of the inverter I I n v , D C ); and
key performance indicators (KPI), representing relevant information, such as mass m and efficiency η of the components.
General requirements as well as global and local variation parameter define a unique input vector x , which results in a unique output vector KPI . The necessity of a fully coupled system sizing model is elucidated using the example of the DC link voltage level. Depending on it, the winding layout as well as insulation aspects in the motor vary, which in term influences the selection of semiconductor models during the inverter sizing process. Furthermore, the selection of the DC link voltage level has significant impact on the sizing of the cabling as it is directly proportional to the current. Those effects can only be made visible if the interdependencies between components are considered correctly.
3.2. Requirements, Constraints and Design Target
The requirements for the electric motor as well as the semiconductor technology of the inverter and the length of the transmission cable stem from the aircraft design process. The electric motor has eight parallel winding systems each fed by a DC/AC inverter and connected to a DC transmission cable, transferring an eighth of the total power, respectively. The range of the DC link voltage of the transmission system is based on a pre-assessment of available semiconductor blocking voltage levels [27]. As the semiconductor module selection is based on the chosen inverter topology and the DC link voltage, five different topologies including two-, three-, and five-level topologies, are considered. Additionally, several internal parameters for each component are varied within reasonable ranges.
Table 1 summarizes the most important global design requirements as well as global and local variation parameters.
Besides, several constraints, especially concerning the available installation space for motor and inverter, must be considered, as shown in Figure 2. Based on the given input, a large design space exploration is performed. The design target is to identify Pareto-optimal design points with respect to the specified KPIs, i.e., system mass m s y s and efficiency η s y s , for the given input sets x according to Fang and Qin [28], such that
min x ( { m s y s ( x ) , ( 1 − η s y s ( x ) ) } )
where m s y s = ∑ i m i and η s y s = ∏ i η i . Pareto-optimality is chosen as criterion to enable an evaluation of designs with concurring KPIs.
Within the next section, the sizing process of each component is explained in more detail.
3.3. Detailed Description of Sizing Process of Components
3.3.1. Electric Machine
Several machine types have been studied extensively for electric aircraft [29]. Surface-mounted, permanent magnet synchronous machines (PMSM) have been identified as the most promising technology. PMSM have several DOFs, e.g., the number of poles and slots, the choice of materials for magnets and the laminated core of rotor and stator, the diameter-length-ratio of the rotor D r o t / L r o t or the stator electric current density J e f f , which represent the local variation parameters.
The iterative design process of the electric machine includes five disciplines and starts with a defined set of requirements that the final design must fulfil. In the first step, the geometrical layout of the machine is determined. Afterwards, the electromagnetic design includes sizing the magnetic circuit under no-load and load conditions with a non-linear lumped parameter model (e.g., [30,31]), adjusting phase current to reach the required shaft torque T E M , s h a f t as well as the configuration of the winding layout. The electromagnetic calculation is done with Simcenter SPEED 13.06 [31]. The structural mechanics section covers the sizing of the retention sleeve for the magnets for different load cases as well as designing rotor shaft and stator housing. The thickness calculation is based on an analytical press-fit model which evaluates the tangential stresses with respect to the radial overclosure of the fit [32,33]. A further important part of machine design is insulation coordination based on IEC 60664 [34] to ensure secure operating voltage levels. To conclude the design process, a thermal analysis of the motor is performed to ensure that waste heat can be dissipated, which especially dimensions the cooling channels. The allowable conductor current density depends on the heat transfer into the cooling medium, which in turn is a function of the thickness of the insulation hindering heat flux and thus decreases allowable conductor current density. Considering the DC link voltage during the motor design thus facilitates a more realistic design.
Passive masses of the machine including rotor shaft, bearings, housing, and terminal box are hard to calculate as they strongly depend on the actual design as well as installation issues. According to a benchmark of several lightweight motors [35], a factor of two was used to account for the passive masses. This is a fair assumption as the power and rotational speed of the machine is fixed and thus the dimensioning torque for all designs identical.
After those design steps, the result is checked against the requirements. If they are not fulfilled the design process enters a further loop, otherwise the design is valid and the specifications are extracted, e.g., to serve as input for a further component such as the DC/AC inverter.
3.3.2. DC/AC Inverter
DC/AC inverter designs can be realized in different topologies, differing in the height of the single-step output voltage and the total harmonic distortion (THD) [27,36,37]. This study only considers two-level (2L-), three-level (T-type) neutral point clamped (3L(T)NCP-) and fly-cap (3LFC-), and five-level stacked multicell (5LSMC-) DC/AC voltage source inverters. The topologies are explained in detail by the work of Krug [36,37], on which most parts of the design process are based on.
First, the voltage configuration of switches and diodes for the given operation point are determined [36]. A scalable semiconductor characteristic is established from a database with commercially available semiconductor modules and their properties which is then used to perform a coupled calculation of electric and thermal performance. Based on the operation point, the losses of the semiconductor modules are calculated analytically [36,38,39]. The semiconductor modules as well as the heat sink, i.e., a cooling plate, are sized such that the chip temperature increase due to the losses at the calculated operating point is below a certain limit and that the waste heat can be removed via the cooling plate at steady-state conditions. As silicon-carbide MOSFETs (SiC) chips are used, a maximum chip temperature of 150 ∘ C is assumed.
Furthermore, the DC link capacity is calculated based on the expected current ripple calculated analytically using a method provided by Krug [36]. Again, a database of commercially available capacitors is used. The sizing process also includes a mass estimation of the gate driver units and a simple housing but misses a calculation of electromagnetic interference (EMI) filters on AC and DC side. To account for the additional mass of the filters, a factor of two is applied.
3.3.3. DC Power Transmission Cable
The power transmission cables are routed from the generators through pylon and wing to the fuselage center to the fuselage aft, where the motor is located. The total length of the cables adds up to 86.0 m. Due to the long distance, aluminum cables are chosen instead of copper cables because of their higher ratio of electrical conductivity to specific weight. A transmission system with eight parallel DC lanes is used to mitigate the risk of a complete power loss in the event of a cable failure [27].
The geometrical design of the DC transmission cable only consists of a circular conductor material, i.e., copper or aluminum, and a concentric layer of insulation material, as electromagnetic field effects and thus shielding can be neglected. The cable sizing process is based on a coupled model of electrical and thermal analysis as well as insulation coordination. The electrical domain covers the calculation of electrical parameters such as voltage levels, currents and resistances as well as the ohmic losses in the conductor considering the conductor material. Insulation coordination determines the necessary thickness of insulation to avoid arcing according to IEC 60664 [34]. A thermal analysis determines the size of the conductor by iteratively solving a one-dimensional, cylindrically symmetrical heat equation [40]. The size of the conductor is chosen such that the losses can be dissipated via natural convection and radiation at given ambient temperature T a m b , and the maximum admissible conductor temperature T c o n d at the insulation interface is not exceeded.
4. Results and Discussion of Design Space Exploration
The results of the design space exploration are discussed for the single components as well as for the combined system.
4.1. Results for Components
First, the results of the design space exploration for the electric motor are evaluated. Figure 4 shows the gross mass m E M (active and passive masses) of the electric machine against its electric efficiency η E M at full load for three different DC link voltages V D C , ranging from 1500 V to 3000 V . Each marker represents a valid motor design according to the design process described in Section 3.3.1; however, the graph only shows a fraction of the calculated design for better readability.
The Pareto fronts for each voltage level with respect to minimum mass and maximum efficiency (i.e., minimum losses) are depicted as line plots. As can be seen, the higher is the voltage level, the heavier are the machines for identical efficiency levels. This is a result of the increasing thickness of slot, phase, and turn insulation due to the increased voltage level, which in turn leads to a larger necessary slot area. This effect is intensified by the larger cooling channels required due to inferior heat transfer through the thicker insulation and not compensated by lower current levels.
The influence of increased DC link voltage level V D C on the machine efficiency is minor, as especially the copper losses depend on the electric current density of the wire which was unchanged in this study. The slight decrease of efficiency is due to the increased core losses as the absolute loss is proportional to the iron mass at roughly constant specific iron losses. The best machines reach power densities up to 11.0 k W k g − 1 , torque densities up to 50.0 N m k g − 1 and efficiencies up to 98.0%. The peripheral speed of the rotor is moderately high ( v r o t ≈ 90 m s − 1 ) due to the large size ( D r o t ≈ 0.4 m ), wherefore the high power density can be attributed mainly to a high electromagnetic and thermal utilization of materials. This also reflects in a high current density in the stator ( J e f f = 17.5 A m m − 2 ), a value which is challenging but not impossible with state-of-the-art cooling techniques [41].
As the design of the inverter is based on the use of databases of commercially available semiconductor modules with discrete blocking voltages and capacitors and utilizes different topologies, a different visualization method is chosen. Masses and efficiencies for different topologies are plotted against varying DC link voltage.
Figure 5 shows mass respectively efficiency of several inverter topologies against varying DC link voltage. In Figure 5a, the discrete steps at certain voltages can be seen clearly, which are determined by the allowable utilization accounting for derating at high flight altitudes [27] and the blocking voltage of the semiconductors as well as the number of inverter levels. The maximum efficiency within the different sections which can be reached increases with higher DC link voltages V D C for the different topologies except for the 2L inverter due to its inferior loss characteristic at high voltages.
Within the sections, the mass of the inverters decreases slightly due to the lower currents as well as the decreasing current ripple on DC link capacitors and the fly caps. The volatility in mass results from the discrete choice of capacitors out of a database. The absolute higher mass for further increased DC link voltage can be explained by the specifically higher mass of the semiconductor modules with higher blocking voltages (see Figure 5b).
The most lightweight inverters reach power densities up to P I n v , A C / m I n v ≈ 55 k V A k g − 1 (gravimetric) and P I n v , A C / V I n v ≈ 50 k V A d m − 3 (volumetric) at efficiencies of up to η I n v = 99.0% for maximum chip temperature T c h i p = 150 ∘ C at a fluid inlet temperature T a m b = 75 ∘ C for a specific resistance R t h , c a = 0.012 K W − 1 of the heat sink surface to ambient (in this case the liquid). Those values are in good accordance with a literature review [42].
4.1.3. DC Transmission Cable
Figure 6 shows the DC link voltage vs. the cable mass for the eight DC lane configuration specified in Section 3.2 for aluminum as well as copper conductors. While aluminum has only 60% of the electrical conductivity compared to copper, its density is roughly a third, resulting in 50% of the cable mass per ampere. The mass of the cable reduces significantly with increasing voltage as the current decreases and with that the Ohmic losses, which are the sizing parameter for the conductor cross-section.
With increasing DC link voltage level V D C , the cable mass decreases roughly indirectly. For unscreened, stranded aluminum cables with silicone rubber insulation comparable to those in [43], the absolute mass of the insulation only increases slightly for higher voltage levels as the current and thus the conductor cross-section decreases significantly. The relative mass share of the insulation compared to the total cable mass rises from roughly 15% for 1500 V to 35% for 3000 V . A high DC link voltage is thus favorable, while a point of minimum cable mass might exist for even higher voltages when insulation starts to dominate the total cable mass.
4.2. System Results
Figure 7 shows the results of the CENTRELINE DSE study. Figure 7a outlines the results with respect to the total system mass m S y s and system efficiency η S y s of the FF drive unit including the electric motor as well as eight DC/AC inverters and DC power transmission lanes.
Two effects superpose each other. First, the general trend implies that, with higher DC link voltage level V D C , lower system masses and higher system efficiencies are possible. As both motor and inverter tend to be heavier the mass of the cable must have a major share and its decrease in mass overcompensates the growth of the others. The second effect is more subtle and is explained for the two voltage levels 2100 V and 2200 V . The first effect would imply that a voltage level of 2200 V is more suitable on system level; however, this is clearly not the case. While the difference in motor and cable mass for the two voltages is negligible, it is not in terms of inverter efficiency and mass (see Figure 5) as V D C = 2100 V represents one of the above-mentioned section boundaries where the selected semiconductor blocking voltage and thus the module changes. This results in a quantifiable effect on system level.
To clarify this, Figure 7b shows the mass breakdown of the single components for the Pareto optimal points at a similar system efficiency η S y s = 94.0% for the four different voltage levels. Motor and inverter masses only feature a minor rise in absolute terms, while cable masses reduce significantly but still have a significant to dominating share (roughly 30–65% of the total mass depending on the voltage level).
It can be concluded that a high voltage level is beneficial in terms of system mass, however not for the electric machine and some inverter topologies, without considering further implications such as available semiconductor modules for even higher voltages or increasing complexity. Possible solutions might be the insertion of DC/DC converters after rectifier and before inverter to reduce the voltage level of motor and inverter and increase the one of the DC transmission system or the use of superconducting technologies [11]. This must be evaluated qualitatively.
The possibilities of coupled, analytical models for sizing EP systems have been demonstrated for the CENTRELINE project. A sensitivity study on the impact of the DC link voltage level revealed opposing effects on the component properties while on the system level the trade was clearly dominated by the DC power transmission cable. The underlying effect of discrete steps for the blocking voltages of semiconductor modules on the system performance has been made visible. Two potential technical solutions to decrease the influence of the DC power transmission system were given.
Further work will focus on the modeling of other EP components, especially heat exchangers to account for additional masses due to the thermal management needed for an electric aircraft, as well as refining existing models, e.g., passive masses of electric machines and EMI filters of inverters. Optimization strategies will be implemented.
A complete integration of the presented approach by mirroring back the results of the electric propulsion sizing process into the preliminary aircraft design loop would unlock high potential to improve quality of results as well as to optimize them.
Conceptualization, S.B., M.B. and M.F.; methodology, S.B., M.B. and M.F.; software, S.B., M.B., S.R. and G.W.; formal analysis, S.B.; investigation, S.B.; data curation, S.B.; writing—original draft preparation, S.B.; writing—review and editing, S.B., M.B. and M.F.; visualization, S.B.; supervision, M.B., M.F. and M.N.; project administration, M.B.; and funding acquisition, G.W. and M.B.
Part of this work was conducted within the CENTRELINE project, which has received funding from the European Union's Horizon 2020 research and innovation programme under Grant Agreement No. 723242.
They authors want to thank their colleagues Andreas Mayr, Christoph Marxguth, Mabroor Ahmed and Torsten Schröder for fruitful discussions.
The authors declare no conflict of interest. The funders had no role in the design of the study; in the collection, analyses, or interpretation of data; in the writing of the manuscript, or in the decision to publish the results.
The following abbreviations are used in this manuscript:
EP Electric Propulsion
DOF Degree of Freedom
DSE Design Space Exploration
KPI Key Performance Indicator
DC Direct Current
AC Alternating Current
CO2 Carbon dioxide
NOx Nitrogen oxide
NASA National Aeronautics and Space Exploration
ICAO International Civil Aviation Organization
ATAG Aviation Transport Action Group
MDAO Multidisciplinary Analysis and Optimization
BLI Boundary Layer Ingestion
GTF Geared Turbo Fan
LPT Low Pressure Turbine
EM Electric Machine
FF Fuselage Fan
SiC Silicon Carbide
PMSM Permanent Magnet Synchronous Machine
THD Total Harmonic Distortion
NPC Neutral Point Clamped
FC Fly Cap
SMC Stacked Multi Cell
EMI Electromagnetic Interference
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Coroplast GmbH & Co. KG. Wires and Cables for Automotive Applications; Coroplast GmbH & Co. KG: Wuppertal, Germany, 2016. [Google Scholar]
Figure 1. H2020 CENTRELINE architecture (turbo-electrically driven fuselage wake-filling) [18].
Figure 2. Fuselage fan drive unit integration with installation space limitations (taken from [27] and modified).
Figure 3. Block diagram of FF drive unit including motor, inverter and cable. For sake of simplicity only one inverter-cable configuration instead of all eight parallel lanes which feed the winding systems of the electric motor is shown.
Figure 4. Gross mass against efficiency of electric machine for different DC link voltage levels V D C ( P E M , s h a f t = 8.0 M W , n E M , s h a f t = 2100 min − 1 , J e f f = 17.5 A m m − 2 and f E M , e l = 420–1750 Hz ). Line plots indicate Pareto-fronts for different voltage levels. Not all results shown for better readability (≈5%).
Figure 5. Efficiency η I n v and gross mass m I n v for varying DC link voltage V D C and different inverter topologies ( P E M , e l = 1.0 M V A , cos φ = 0.85 , T c h i p = 150 ∘ C , T a m b = 75 ∘ C and f E M , e l = 1000 Hz ).
Figure 6. Cable mass m C a b vs. varying DC link voltage V D C of the DC power transmission cable ( P I n v , D C = 1.0 M W , T C a b = 120 ∘ C and L C a b = 86.0 m ).
Figure 7. CENTRELINE DSE study results: (a) Total system mass m S y s against system efficiency η S y s of FF drive unit for different DC link voltage levels V D C . Line plots indicate Pareto-front for different voltage levels. Not all results shown for better readability (≈5%). (b) Breakdown of component masses m i including electric machine, inverters, and cables for Pareto-optimal point for different DC link voltages V D C at similar system efficiency η S y s ≈ 94.0%.
Table 1. Global requirements and input ranges for global and local variation parameters.
Range/Value
Electric machine P E M , s h a f t 8000 k W mechanical shaft power
n E M , s h a f t 2100 min − 1 shaft rotational speed
τ a v g 6–8 N c m − 2 specific thrust
D r o t / L r o t 1–2 - diameter-length-ratio rotor
p 12–50 - number of polepairs
Q 36–141 - number of stator slots
h m a g 9–12 m m thickness of magnets
J e f f 17.5 A m m − 2 conductor current density
DC/AC Inverter P E M , e l 1000 k V A electric output power
n I n v 8 - number of parallel inverters
T o p o I n v 2L, 3LNPC, - topology
3LTNPC,
3LFC, 5LSMC
T e c h I n v SiC - semiconductor technology
T c o o l , i n 75 ∘ C cooling inlet temperature
T c h i p 150 ∘ C allowable chip temperature
r t h , c a 105 K m m 2 W − 1 area specific thermal resistance case to cooling fluid
DC transmission cable P I n v , D C 1000 k W DC power per transmission line
L C a b 86.0 m total length
V D C 1500–3000 V DC link voltage
T c o n d 120 ∘ C allow. conductor temperature
T a m b 55 ∘ C ambient temperature
Aerospace, EISSN 2226-4310, Published by MDPI AG


Outgoing Chancellor Prof Peter Ndimbirwe Mugyenyi.
Mbarara University of Science and Technology (MUST) has started the search for a new Chancellor to replace Prof Peter Ndimbirwe Mugyenyi whose term expires in August 2017.
Ndimbirwe has been MUST Chancellor since August 2008. The university is one of the nine public universities in Uganda.
Under section 30 (20) of the Universities and Other Tertiary Institutions Act 2001 as amended in 2003 and 2006, the Chancellor is a titular head and presides over university ceremonies as well as confers degrees and other academic titles and distinctions of the university.
The Chancellor is appointed for a four year period and is eligible for re-appointment for one more term.
Mbarara has had three chancellors since its establishment in 1989.
According to statement issued on the university website by the University Council, members of the public and stakeholders are invited to nominate persons who can fill the post.
For one to qualify for the post, he/she must a Ugandan citizen, aged 50 years and above. They must be a professional in the field of Science and Technology.
The nominees must also possess organizational leadership in executive or top management roles in either public or private sector and lastly the person should have strong public relations with the ability to engage stakeholders nationally and internationally.


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Benedict XVI's papacy has been marked by ups and downs. There was more than one colossal "faux pas" (.e.g the Regensburg speech) with regard to Muslims (and the Bishop Williamson affair). Overall, however, Benedict generally kept intact the interreligious thrust of the Catholic Church generated by Vatican II But he did not do much to advance that thrust beyond his predecessor John Paul II.
If (and that remains a big "if") the new Pope wishes to move interreligious relations to a new level I see three interrelated challenges before him. The first will be how to handle the strong emphasis on evangelization and dialogue that has been a central of the past several years of Benedict XVI's time in office. In my mind few Catholic leaders have really struggled with the question, "can you mount an evangelization campaign and still remain committed to interreligious relations?" Doesn't such an evangelization outreach place "the other" on unequal footing from the Catholic perspective? And doesn't authentic dialogue require some affirmation of the coequal status of your dialogue partner?


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Yesterday the New York Times reported that the US Government is considering legislation that would legally define a person's gender at birth, with no possibility that this could be changed. The abhorrent move seeks to 'define transgender out of existence'. It is a horrendous attack on bodily autonomy.
Read more about this on Autostraddle.
Whilst those of us not in the US look on in horror, our trans family and their allies in the US move to demonstrate and organise for the battle ahead.
URGENT: Meanwhile here in the UK, our government is consulting on the existing Gender Recognition Act – the deadline has been extended to noon today.
This consultation isn't about whether trans and nonbinary people exist – the government is clear that they do. It's about reforming the process trans people must go through in order to be legally recognised as their actual gender. The questions effectively ask if the process should become easier for trans people, or harder.
It would be easy to compare the two stories (US and UK) and imagine that trans people are safe in our country – but in reality trans rights are continually under attack from many angles. Trans-exclusionary radical feminists (TERFs) in particular – who are regularly supported by anti-abortion campaigners, and who leaning on gender essentialism to deny the existence of trans women and exclude them from women's spaces – are rallying to make the process harder.
This is indeed a battle for trans rights, and if you live in the UK, you can make a difference.
Stonewall are making the consultation process easier for trans allies. You can take the consultation via their site (remember the deadline is noon today!!) and read trans-centred explanations of the key questions.
I urge you to please do this right now.
To all my trans friends dealing with this disgusting news: The state can never, ever define your gender or erase your existence. The state can never tell you who or what you are. I see you, I love you, I will learn better how to fight for you.
Can you do tarot wrong?
There are as many ways to 'do tarot' as there are people to do it. In your hands, those cards tell your story - a story that is completely unique.


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text:
Standoff continues – Gov't reminds airline to fly
in All News / By: BVI News Online on July 20, 2017 at 9:33 AM /
The standoff between the government of the British Virgin Islands (BVI) and the cash-strapped BVI Airways appears far from over, despite both parties earlier declaring that they were trying to settle the impasse.
The dispute follows an agreement through which the BVI government contributed $7 million towards the private airline's efforts to start direct flights between the BVI and Miami in the United States.
But the airline is now maintaining that it does not have enough money to start flying, adding that its financial challenges were compounded by delays experienced in attaining the necessary regulatory approvals.
There is uncertainty as to whether the BVI government will pump more funds into the carrier. Premier Smith did not make a declaration one way or the other when he yesterday issued his second press statement since the dispute became public.
But the premier yesterday reminded BVI Airways that the government and people of the BVI are waiting for it to fulfil its end of the deal and commence service.
"The government of the [British] Virgin Islands, recognising the need to improve airlift into the territory for our visitors and residents alike, entered into an agreement with BVI Airways to provide the company with $7 million to operate direct flights between Miami and the British Virgin Islands."
"Having provided the agreed support, this government and people are awaiting the commencement of the much anticipated direct Miami/BVI flights," Premier Smith said in a release yesterday, July 19.
He, earlier this month, made a similar declaration to the airline. At the time, he said: "The government has fully discharged its responsibility to BVI Airways by providing $7 million as a subsidy in keeping with the terms of the agreement. The government therefore hopes that BVI Airways will begin flights without any further delay."
Premier defends airport work
BVI Airways, between the premier's two declarations, announced that it has laid off all pilots and flight attendants.
It also chided central government, as well as the government's BVI Airport Authority that manages the Terrence B Lettsome International Airport.
It stated that the airport has not completed the contractually agreed improvements, which would 'meet basic commercially acceptable standards for processing passenger volume of this size'.
Premier Smith, in his response yesterday, defended the pace of the works being executed at the airport.
"The Airport Authority has put in place most of what was agreed to enhance the arrivals and departure experience of BVI Airways passengers including an office, additional seating, air conditioning and two ticket counters," the premier continued. "The Airport Authority is awaiting definite word on the time of commencement of flight operations to complete any further arrangements specific to BVI Airways."


Item is not in the original box. It has been factory reset. GSM unlocked phones are compatible with all GSM carriers.
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The surge protector sale will be going through Monday, April 21st, 2014!
Surge Protector Sale Begins! Thor Schrock Makes Appearance on KMTV Morning Blend to Talk About Surge Protectors Are Your Electronics Protected With a Surge Protector? The Preventative Maintenance Special is Extended!


text:
Page-4 of Cleaning Current Affairs, GK & News
US hosts 8th International Convention of Saurashtra Patel Cultural Samaj 2018
The 8th International Convention of Saurashtra Patel Cultural Samaj 2018 has started in California, United States on July 5. Prime Minister Narendra Modi addressed International Convention through video conferencing on July 6. He appealed to NRI community to motivate at least five foreign families to visit India every year for Bharat Darshan. This can pave ..
Topics: Cleaning • Government of India • India • Members of the Lok Sabha • Narendra Modi • sanitation • Swachh Bharat Mission • Water supply and sanitation in India
Akshay Kumar launches twin pit toilet technology ad campaign for Swachh Bharat Mission (Grameen)
Film actor Akshay kumar has launched an advertisement campaign on twin pit toilet technology for the Swachh Bharat Mission (Grameen) in New Delhi on May 27, 2018. The ad campaign focuses on promoting the twin pit toilet technology in rural India. The actor appealed everybody to spread the awareness on the issue and make the ..
Topics: Akshay Kumar • Bathrooms • Cleaning • Compost • Euthenics • hygiene • Labeling of fertilizer • Pit latrine • Public health • sanitation • Swachh Bharat Mission • Toilets
Swacch Survekshan Survey, 2017: Major Findings
Minister of Housing and Urban Affairs conducts the 'Swachh Survekshan survey'. The ministry has released the rankings of the cities based on the survey. The Swachh Survekshan 2018 assessed 4,203 urban local bodies and broadened the scope to cover a record number of urban local bodies, which impacted 400 million urban citizens involving over 2,700 ..
Topics: Cleaning • India • Indore • Ministry of Housing and Urban Affairs • Quality Council of India • sanitation • Smart cities in India • Swachh Bharat Mission • Swachh Survekshan • Water supply and sanitation in India
Indore ranked as India's first cleanest city, as per latest survey report "Swachh Survekshan-2018"
Indore has been ranked India's first cleanest city, as per latest survey 'Swachh Survekshan-2018'. Bhopal has been ranked second and Chandigarh third in the survey at the national level. Besides, Vijaywada in Andhra Pradesh is India's cleanest big city with a population of over 10 lakh. Ghaziabad in Uttar Pradesh is 'Fastest Mover' big city. ..
Topics: Chandigarh • Cleaning • India • Indore • Ministry of Housing and Urban Affairs • New Delhi • Quality Council of India • sanitation • Swachh Bharat Mission • Swachh Survekshan • Water supply and sanitation in India
Madhya Pradesh hosts 8th Regional 3R Forum in Asia and Pacific
The 8th Regional 3R Forum in Asia and the Pacific has started at Brilliant Convention Centre in Indore, Madhya Pradesh on April 9, 2018. It is co-organized by the Ministry of Housing and Urban Affairs, Government of India, Japan's Ministry of the Environment and the United Nations Centre for Regional Development (UNCRD). The 4-day forum ..
Month: Current Affairs - April, 2018
Topics: Cleaning • Government of India • Indore • Legislatures • Lok Sabha • Ministry of Housing and Urban Affairs • sanitation • Sumitra Mahajan • Swachh Bharat Mission • Water supply and sanitation in India
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You know it had to be done... how could the ladies of Soiree Floral and Dawn Kelly Designs not create a pretty pink board?
If you're not much in to the color red, going for pink this Valentine's Day is equally romantic.
So today we're sharing a board all about our favorite color - pink!
Using black as an anchor for pink provides you with endless options.
Like this TopShop dress paired with dotted tights - this look is ready for a night out!
And what could be more playful than this feather skirt? Tuck in a silky tank, pair it with a fitted blazer and talk about va-va-voom!
So whether you're going for an playful, romantic or sophisticated look - here's to show that pink can do it all!
We've been adding to the Valentine's Day board on Pinterest - so be sure to check it out!
And if you've missed our first two Valentine's posts you can see them here and here.
We hope you have a great Valentine's Day!


Beaconside Primary School is a two form entry school plus a nursery with children from the ages of 3 to 11. They are committed to maintaining a warm and welcoming community for their children. The staff make sure that the environment in which they share is a high quality one, with a rich range of resources to support their work and learning.
Why did you choose ScholarPack?
We were previously using a school-based server system for a total of 18 years and our server was very old and swiftly becoming outdated. After discussing our options we decided to switch to a new system instead of updating our current server so we visited other schools who were currently using ScholarPack and found it straightforward to use.
How long have you been using ScholarPack?
We have been using ScholarPack since September 2013.
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The meals option on the register is working out nicely as we use this on a daily basis. We also input and amend the children's data and information about staff regularly, which is proving to be useful.
The support that we receive from ScholarPack is excellent. I have rang with many questions and the help is always instant and my problems are solved hastily.
ScholarPack changed over our data for us hassle-free, we simply sent across a Common Transfer File (CTF) and our information was imported onto our new system.