Motivated by the 2022 worldwide Monkeypox (MPox) outbreak, a compartmental model is proposed to predict the evolution of the disease. Numerous models have been proposed for infectious diseases so far, although the number of variables makes it difficult to establish causation relations between individual factors and transmission rates. In order to evaluate the reaction of susceptible people to avoid infection during the outbreak, the rate of transmission is modeled through a unique phenomenological probabilistic approach, allowing the expression of the rate of generation of new cases in terms of two characteristics of the susceptible group: the frequency of sexual encounters and the probability of transmission given that there is a sexual encounter. Transmission rates are obtained and compared for the U.S. and several other countries. Results show reductions of up to 71% in the transmissibility parameter, which may be combined with variations in the frequency of sexual encounters (obtained through behavioral research) to determine the changes in the probability of transmission during an outbreak in a much more convenient way than current alternatives. This framework presents a valuable tool to health authorities in the understanding of future sexually transmissible disease outbreaks.

The interest in flying wings dates as far as the early years of the aviation age. Early investigations of the feasibility of the concept demonstrated increased aerodynamic efficiency and reduced fuel consumption. However, structural, engine integration, and stability and control issues prevented further development. In the 1990s, a new concept, the blended wing body (BWB), was created to alleviate some of the concerns of flying wings while maintaining increased efficiency and adding further benefits, such as reduced pollutant and noise emissions. Despite the promise, technical hurdles once again proved to be a deal breaker and, as of 2024, the only successful flying wing is the B-2 Spirit, an extremely complex and expensive aircraft. Nowadays, with the world quickly transitioning towards cleaner energy, the interest in the BWB has been renewed. The latest technological advancements in the aerospace industry should make its development more plausible; however, passenger comfort issues remain. Surprisingly, the BWB development may come from an unexpected application, as a tanker aircraft. As the U.S. Air Force is seeking a replacement to hundreds of aging tankers, a startup company was recently funded to develop the concept and build a prototype. In this study, we explore the history of blended designs from its early days, highlighting its opportunities and challenges—and why the design is an intriguing fit for application as a tanker aircraft.

A ducted rotor system was used to produce turbulent jets with a Reynolds number up to 5.97 × 105 and Mach number of 0.222 based on mean streamwise velocity. Three rotors with a diameter of 11.8 cm were manufactured and tested inside a duct with a 1 mm tip clearance at a speed up to 30 000 revolutions per minute (rpm). All rotor blades contain the same aspect ratio of 2.2, a National Advisory Committee for Aeronautics 2410 airfoil, and ideal pitch distribution. However, three different blade planform shapes were used including a rectangular shape with constant chord, trapezoidal shape with a taper ratio of 0.5, and elliptical shape where the trailing edge of the blade is expressed with an elliptical function. The rotor thrust and electric power were measured, and the thrust coefficient and figure of merit was computed. The flow-field produced by the ducted rotors was measured in the near-field using laser Doppler velocimetry techniques. The inflow velocity approximately 3 mm upstream of the rotor blade leading edge was acquired and its significance on blade aerodynamics and performance is analyzed. Time-averaged contours of cross-stream vorticity reveal intense hub and blade tip vortex structures, which are impacted by the shape of the blade, particularly in the blade tip region. Tip vorticity as well as streamwise turbulence intensity and turbulent kinetic energy in this region were mitigated for the rotors with trapezoidal and elliptical blades. However, the turbulent structure of the jet produced by all three rotor blade shapes showed similarity at a mere 2.8 rotor diameters downstream of the rotor. This finding emphasizes the importance of blade design on the near-field dynamics of ducted rotor flows for aircraft propulsion.

Background: Drafting for drag reduction is a tactic commonly employed by elite athletes of various sports. The strategy has been adopted by Kenyan runner Eliud Kipchoge on numerous marathon events in the past, including the 2018 and 2022 editions of the Berlin marathon (where Kipchoge set two official world records), as well as in two special attempts to break the 2 h mark for the distance, the Nike Breaking2 (2017) and the INEOS 1:59 Challenge (2019), where Kipchoge used an improved drafting formation to finish in 1:59:40, although that is not recognized as an official record. Results: In this study, the drag of a realistic model of a male runner is calculated by computational fluid dynamics for a range of velocities. The formations employed in the past by Kipchoge, as well as alternative formations, are analyzed and systematically compared with respect to mechanical power. In a quest to show that running an official marathon in under 2 h is possible, the power analysis is extended to the pacers. We developed a simple drafting and pacing strategy that Kipchoge could have used to run the 2022 Berlin marathon in a surprising 1 h, 59 min and 48 s. Conclusions: Elite marathon runners can make better use of the pacers to experience reduced drag in races. The associated energy reduction makes it possible to run faster, finishing the race in less time. Using a better drafting strategy and a positive splitting pacing strategy, Kenyan runner Eliud Kipchoge could have broken the sub 2 h barrier in both the 2018 and 2022 editions of Berlin Marathon.