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The purpose of this paper is to simplify the preliminary design process as well as the initial evaluation of existing design parameters of civil jet aircraft; to include noise level consideration right from the start of the design process; and to form a current database of civil jet aircraft design parameters.

Simple (linear) correlations are found between key design parameters.

Direct linear relationships are found between design parameters including noise levels. Simplified preliminary design process.

New correlations which simplify the current procedures for preliminary design. In addition, the noise is included right from the beginning of the design. Finally, a new database is formed with specially selected aircraft that is current and covers a wide spectrum of sizes.

Over the last 20 years surgery has undergone significant change in the UK and emergency admissions are now beginning to exceed elective cases. There has also been consultant expansion allowing a consultant‐led emergency service. The Confidential Enquiry for Peri‐operative Deaths (CEPOD) also recommended that an emergency theatre is available 24‐hours a day. This study was undertaken to identify the current consultant management of acute surgical admissions, to investigate the impact of consultant expansion on the management of acute surgical admissions and to assess the development of CEPOD theatres throughout Wales. A telephone survey was conducted in February 2001 and repeated in February 2002. The provision of a CEPOD theatre has markedly improved throughout Wales in the last year. A consultant‐led emergency service is still only provided by 29 per cent of hospitals and this was achieved mostly by consultant expansion. In most hospitals the working pattern has been unable to change to reflect the increase in emergency work.

The purpose of this paper is to show how the implementation of the European Working Time Directive in August 2004 has dramatically decreased junior doctors' working hours, as a consequence of which new ways of working will need to be found. Traditionally both doctors and nurses record the same generic history (past medical history, social and family history, drug history and allergies) in their own notes. This is unnecessary duplication and maybe only nursing staff should record this information. This study is undertaken to identify the differences between junior doctors' and nurses' clerking to assess whether they are comparable.

A prospective study of 100 case notes from elective and emergency admissions was undertaken. The completeness of various parts of the history and the recording of the vital signs were compared between nurses and house officers.

The Past Medical History was complete in only 30 per cent of the house officers' notes and 42 per cent of nursing records. The social history was complete in all the nursing records but only 35 per cent of the doctors' notes. Nurses recorded a complete personal history more than doctors (62 per cent v. 13 per cent respectively). The drug history was poorly recorded in house officers' notes, being complete in 22 per cent, whereas this was complete in 73 per cent of nursing records. The record of the history of allergies was poor in both groups at just over 10 per cent. Finally 87 per cent of nurses managed to record vital signs but these were missing from nearly half of the house officers' notes.

The study has shown that details of the generic medical history are recorded more completely by the nursing staff and only they should record this information. This will allow junior doctors more time to deal with the increased demands and reduced hours of work.

The purpose of this paper is to analyse the complaints received from surgical patients and provide suggestions to reduce them.

The authors conducted a retrospective study of 100 complaints received from surgical patients over a two‐year period between January 2004 and December 2005. Data was obtained through the complaints department and summaries of all the complaints were analysed.

There were 47 males and the median age was 58 years (range 13‐92). Of complaints, 44 per cent were received from outpatients and 56 per cent from inpatients. The main reasons for complaints from outpatients were appointment delays or cancellations (54.6 per cent), followed by clinical treatment (20.5 per cent), communication issues (13.6 per cent), attitude of staff (9.1 per cent) and miscellaneous (2.25 per cent). For inpatients, the main reasons were clinical treatment (39.3 per cent) followed by delay in admission/investigations (25 per cent), communication (17.9 per cent), attitude of staff (10.7 per cent) and miscellaneous (7.1 per cent). The outpatients complain mostly about administrative problems whereas inpatients complain about clinical care. Communication problems and staff attitude are the next most common in either setting. Providing patients with clear patient information about admission, treatment and waiting times would help to reduce complaints.

The paper shows that adopting an empathetic approach to patients and understanding their concerns and anxieties would improve patient satisfaction.

The purpose of this paper is to define minimum cost technique of turbo fan transport aircraft in the presence of dynamic change of aircraft performance. Results can be practical applicable in airlines for achieving minimal operation costs.

Logarithmic differential is applied for defining conditions in order to achieve optimal Mach number for minimal climb cost. This condition is solved numerically by using Newton‐Ramphson method, to obtain optimal Mach number distribution with altitude. Conclusion about optimal top of climb (TOC) is defined after analyses for different aircraft mass and cost indexes.

Proposed method of minimum cost climb resulting in potential savings up to 5 per cent compared to Aircraft Flight Manual climb law. Proposed method also made correction of climb law and optimal TOC under existence of aircraft performance degradation.

Use of defined climb law and optimal TOC will minimize cost of en route flight profile.

At present, there is no definition of climb technique for minimum cost of en route flight profile, under dynamic degradation of aircraft performance. Final results are standardized to become applicable and easy to use with modern and old type of flight management system.

This paper aims to describe a recently proposed algorithm in terrain‐based cooperative UAV mapping of the unknown complex obstacle in a stationary environment where the complex obstacles are represented as curved in nature. It also aims to use an extended Kalman filter (EKF) to estimate the fused position of the UAVs and to apply the 2‐D splinegon technique to build the map of the complex shaped obstacles. The path of the UAVs are dictated by the Dubins path planning algorithm. The focus is to achieve a guaranteed performance of sensor based mapping of the uncertain environments using multiple UAVs.

An extended Kalman filter is used to estimate the position of the UAVs, and the 2‐D splinegon technique is used to build the map of the complex obstacle where the path of the UAVs are dictated by the Dubins path planning algorithm.

The guaranteed performance is quantified by explicit bounds of the position estimate of the multiple UAVs for mapping of the complex obstacles using 2‐D splinegon technique. This is a newly proposed algorithm, the most efficient and a robust way in terrain based mapping of the complex obstacles. The proposed method can provide mathematically provable and performance guarantees that are achievable in practice.

The paper describes the main contribution in mapping the complex shaped curvilinear objects using the 2‐D splinegon technique. This is a new approach where the fused EKF estimated positions are used with the limited number of sensors' measurements in building the map of the complex obstacles.

The growth in air mobility, rising fuel prices and ambitious targets in emission reduction are some of the driving factors behind research towards more efficient aircraft. The purpose of this paper is to assess the application of a blended wing body (BWB) aircraft configuration with turbo-electric distributed propulsion in the military sector and to highlight the potential benefits that could be achieved for long-range and heavy payload applications.

Mission performance has been simulated using a point-mass approach and an engine performance code (TURBOMATCH) for the propulsion system. Payload-range charts were created to compare the performance of a BWB aircraft with various different fuels against the existing Boeing 777-200LR as a baseline.

When using kerosene, an increase in payload of 42 per cent was achieved but the use of liquefied natural gas enabled a 50 per cent payload increase over a design range of 7,500 NM. When liquid hydrogen (LH2) is used, the range may be limited to about 3,000 NM by the volume available for this low-density fuel, but the payload at this range could be increased by 137 per cent to 127,000 kg.

The results presented to estimate the extent to which the efficiency of military operations could be improved by making fewer trips to transport high-density and irregular cargo items and indicate how well the proposed alternatives would compare with present military aircraft. There are no existing NATO aircraft with such extended payload and range capacities. This paper, therefore, explores the potential of BWB aircraft with turbo-electric distributed propulsion as effective military transports.

Europe has adopted the Flight Path 2050 (FP2050) challenge demanding that by 2050, 90 per cent of the travelers are able to reach door-to-door destinations in Europe within four hours. A hypothesis can be formulated that without the Small Air Transport (SAT) system, optimized for short distances and for multiple but narrow passenger flows, this challenge cannot be met.

This paper defines design goals and necessary research focused on small aircraft concepts, as a required condition to fulfil the FP2050 challenge “90 per cent d2d 4h”.

The new small aircraft concepts have been defined as SAT Aircraft Family Program. Three demonstrators with common modules could be proposed: two using the same turboprop engine (first, one engine, 9 passengers; second, two engines, 19 passengers) and third demonstrator could be with a diesel hybrid engine.

The SAT Aircraft Family Program depends on demand optimized for specific regional features (passenger flows, passenger time value spectrum and infrastructure) and a set of matured technologies as a result of Clean Sky 2 (CS2) devoted to SAT.

This practical implications consist of developing on SAT technologies in CS2, deploying the demonstrators by the small aviation industry and launching an SAT system pilot phase.

FP2050 has changed the approach to a citizen-oriented from an atomized technologies taxonomy-oriented one. The challenge “90 per cent d2d 4h” also covers the needs of remote regions. This niche could be filled by the SAT system using the small aircrafts family.

The paper value is in defining entry requirements, answering how to build the SAT Aircraft Family Program satisfying the FP2050 challenge “90 per cent d2d 4h”.