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This chapter proposes a place atmosphere model, which can be used for all types of space, from the landscape to the municipality to the property. In addition to the emotional aspects, this atmosphere model also describes the socio-cultural, economic and ecologic dimensions that can shape an atmosphere. It is modelled in such a way to permit connecting to the theory and practice of brand and destination management in particular and to the model and process ideas of the planning, design and construction industries.

For actors in a tourism destination, the atmospheric turn initially means looking at themselves in a more holistic and differentiated way. Through the analysis of strategic visitor flows, it is possible to identify subspaces with high frequency, which thus become identification spaces of a destination. Together with other identification fields, they shape the destination brand understood as spatial and atmospheric entity. This enables a different view of a destination, its structure and generates new opportunities for destination management, which wll be discussed in the form of an outlook. A destination manager, for example, could in the future collaborate with governmental bodies responsible for spatial planning and with private builders on spatial design projects and introduce the perspective of the destination as a branded space.

This introduction to the volume Atmospheric Turn in Culture and Tourism: Place, Design and Process Impacts on Customer Behaviour, Marketing and Branding (Emerald) positions the atmospheric turn in the context of recent paradigmatic turns such as the linguistic turn, iconic turn, cultural turn, spatial turn, mobility turn and design turn. The specific contribution of the atmospheric turn is its profoundly holistic interest in overarching connections which are perceived with all senses and include both matter and idea. With its 22 chapters, this volume sets out to sharpen the atmospheric gaze and perception in research and beyond.

Brand theory and practice have remained quite two-dimensional to this day and focus on logos, corporate design, website design, etc. As with atmospheres, it was the sales room where the brand idea was spatialised early on. This chapter discusses how to spatialise brand theory and to connect it with the place atmosphere model. Moreover, the chapter works out how the bridge between the strategy of an organisation (company, hotel, destination, etc.), its brand personality and the strategy of spatial design can be built. The brand personality shows itself in the long-term handling of the eight W questions of the brand space strategy (Who, Where, Wherein, What, Whom, Way to, What for and Why).

This paper aims to optimize the mass of a tethered aerostat to achieve optimum hull volume, and fins to generate aerodynamic lift to reduce the blow-by.

The design code of aerostat involving structure, aerostatics, aerodynamics and stability has been developed using MATLAB®. The design code is used to obtain the baseline configuration for a tactical aerostat mission by using the statistical values of the hull fineness ratio and the fin parameters of in-service aerostats. The effect of the design variables that include the hull fineness ratio, fin area and fin position on the aerostat mass and blow-by is determined through sensitivity analysis. The aerostat is optimized with an objective function of minimization of mass for the bounded values of design variables and taking blow-by limit as a constraint.

This study reveals that the simultaneous optimization of the aerostat hull fineness ratio, fin area and fin position results in an improvement in the design. The aerostat design with optimum values of these parameters helps in a reduction in its size and mass without compromising the blow-by limits.

This study has been conducted by keeping the hull shape constant by selecting standard National Physics Laboratory envelope shape. The aerodynamic model used in the design code is based on empirical relationships that can be improved in future studies that can use high fidelity aerodynamic models using CFD based surrogate models.

The previous studies on optimization of aerostats are limited to hull envelope shape only, whereas this paper presents the optimization of the hull and fin together. The optimized configuration obtained has a reduced mass and can operate within the specified blow-by limits.

This paper aims to present the results of a design optimization study for the impeller of a small mixed‐flow compressor. The objective of the optimization is to obtain an impeller geometry that could minimize a cost function based on the specific thrust and the thrust specific fuel consumption of a small turbojet engine.

The design methodology is based on an optimization process that uses a configurational database for various compressor geometries. The database is constructed using design of experiments and the compressor configurations are generated using one‐dimensional in‐house design codes, as well as various tools and programs of the Agile Engineering Design System^®, which is a commercially available turbomachinery design system developed at Concepts NREC. The cost function variations within the design space are represented through a neural network. The optimum configuration that minimizes the cost function is obtained using a direct search optimization procedure.

The optimization study generated a small 86 mm diameter mixed‐flow impeller with a 50° meridional exit angle. The optimized compressor, as well as the engine that it is designed for, were shown to have improved performance characteristics.

Preliminary performance and flow analysis of the optimized impeller show shock structures and possible shock‐boundary layer interactions within the blade passages indicating further geometrical fine tuning may be required based on more detailed computational studies or experimental tests.

A further study including the effect of diffuser is required to carry the results to a more practical level.

The originality and the value of the paper comes mainly from two different aspects: combining various in‐house and commercial turbomachinery design codes in one robust methodology to obtain an optimum mixed‐flow compressor impeller that will maximize the performance requirements of a small unmanned air vehicle (UAV) turbojet engine under restricted size and power conditions; and investigation of the design optimization and analysis of a mixed‐flow compressor that could have potential applications in small jet engines to be used in high‐performance UAV applications. Design optimization studies on this type of compressor are very limited in the open literature. For many years, these compressors have been disregarded because of their bulky design in large‐scale engines. However, as mentioned above, they present a great potential for small‐scale jet engines by supplying enough pressure rise, as well as high mass flow rate compared to their centrifugal counterparts.

High Altitude Long Endurance Unmanned Aerial Vehicle (HALE UAV) driven by a hybrid power between battery and solar panel have attracted many researchers. The HALE UAV which develops at Bandung Institute of Technology has design requirements of a 63 kg MTOW with a cruise velocity of 22.1 m/s at an altitude of 60,000 ft propelled by two propellers. The main problems that arise with the propellers gained from the market are these propellers cannot operate properly at the cruise phase due to inadequate thrust and high drag value. This paper aims to design a propeller that solves those problems.

The Larrabee method is used to design this propeller geometry with an output in the form of a chord and twist distribution. The CFD approach method is used to improve the design resulting from the Larrabee method.

This study shows that the inputted thrust value of the propeller designed using the Larrabee method is always higher than the thrust value resulting from the CFD simulation with a difference of around 20% so a design improvement process using CFD is required.

The analysis of propeller implementation in various mission profiles shows that this propeller can operate fully from climbing at sea level to cruising flight at an altitude of 60,000 ft. The same procedure can be applied in other HALE UAV cases to generate a propeller design with different objectives.

The purpose of this paper is to deal with the study of an innovative unmanned mission to Mars, which is aimed at acquiring a great amount of detailed data related to both Mars’ atmosphere and surface.

The Mars surface exploration is conceived by means of a fleet of drones flying among a set of reference points (acting also as entry capsules and charging stations) on the surface. The three key enabling technologies of the proposed mission are the use of small satellites (used in constellation with a minimum of three), the use of electric propulsion systems for the interplanetary transfer (to reduce the propellant mass fraction) and lightweight, efficient, drones designed to operate in the harsh Mars environment and with its tiny atmosphere.

The low-thrust Earth-Mars transfer is designed by means of an optimization approach resulting in a duration of slightly more than 27 months with a propellant amount of about 125 kg, which is compatible with the choice of considering a 500 kg-class spacecraft. Four candidate drone configurations have been selected as the result of a sensitivity analysis. Flight endurance, weight and drone size have been considered as the driving design parameters for the selection of the final configuration, which is characterized by six rotors, a total mass of about 6.5 kg and a flight endurance of 28 minutes. In the mission scenario proposed, the drone is assumed to be delivered on the Mars surface by means of a passive entry capsule, which acts also as a docking station and charging base. Such a capsule has been sized both in terms of mass (68 kg) and power (80 W), showing to be compatible with 500 kg-class spacecraft.

As a general conclusion, the study shows the mission concept feasibility.

The concept would return incomparable scientific data and can be also be potentially implemented with a relatively low budget exploiting of the shelf components to the larger extent, small identical spacecraft buses and modular low-cost drones.

The innovative mission architecture proposed in this study aims at providing a complete coverage of the surface and lowest atmospheric layers. The main innovation factor of the proposed mission consists in the adoption of small multi-copter UAVs, also called “drones,” as remote-sensing platforms.

Until the Loma Prieta earthquake of 17 October 1989, also known as the “World Series earthquake” or the “San Francisco earthquake,” many of us may have considered earthquakes a remote danger. But instantaneous television transmission from the interrupted World Series game and frightening images of the collapsed Cypress Viaduct and the burning Marina district transformed this incident from a distant disaster into a phenomenon that touched us all. The Loma Prieta earthquake was followed in December 1990 by the inaccurate but widely publicized New Madrid earthquake prediction. Despite its inaccuracy, this prediction alerted the public to the fact that the largest earthquake ever to have occurred in the United States occurred not in California or Alaska, but in Missouri, and that a large earthquake could occur there again. Americans are discovering that few places are immune to the possibility of an earthquake.