Academic literature on the topic 'HAPMOEA'

ABSTRACT The 4-hydroxyacetophenone monooxygenase (HAPMO) from Pseudomonas fluorescens ACB catalyzes NADPH- and oxygen-dependent Baeyer-Villiger oxidation of 4-hydroxyacetophenone to the corresponding acetate ester. Using the purified enzyme from recombinant Escherichia coli, we found that a broad range of carbonylic compounds that are structurally more or less similar to 4-hydroxyacetophenone are also substrates for this flavin-containing monooxygenase. On the other hand, several carbonyl compounds that are substrates for other Baeyer-Villiger monooxygenases (BVMOs) are not converted by HAPMO. In addition to performing Baeyer-Villiger reactions with aromatic ketones and aldehydes, the enzyme was also able to catalyze sulfoxidation reactions by using aromatic sulfides. Furthermore, several heterocyclic and aliphatic carbonyl compounds were also readily converted by this BVMO. To probe the enantioselectivity of HAPMO, the conversion of bicyclohept-2-en-6-one and two aryl alkyl sulfides was studied. The monooxygenase preferably converted (1R,5S)-bicyclohept-2-en-6-one, with an enantiomeric ratio (E) of 20, thus enabling kinetic resolution to obtain the (1S,5R) enantiomer. Complete conversion of both enantiomers resulted in the accumulation of two regioisomeric lactones with moderate enantiomeric excess (ee) for the two lactones obtained [77% ee for (1S,5R)-2 and 34% ee for (1R,5S)-3]. Using methyl 4-tolyl sulfide and methylphenyl sulfide, we found that HAPMO is efficient and highly selective in the asymmetric formation of the corresponding (S)-sulfoxides (ee > 99%). The biocatalytic properties of HAPMO described here show the potential of this enzyme for biotechnological applications.

ABSTRACT While the number of available recombinant Baeyer-Villiger monooxygenases (BVMOs) has grown significantly over the last few years, there is still the demand for other BVMOs to expand the biocatalytic diversity. Most BVMOs that have been described are dedicated to convert efficiently cyclohexanone and related cyclic aliphatic ketones. To cover a broader range of substrate types and enantio- and/or regioselectivities, new BVMOs have to be discovered. The gene encoding a BVMO identified in Pseudomonas putida JD1 converting aromatic ketones (HAPMO; 4-hydroxyacetophenone monooxygenase) was amplified from genomic DNA using SiteFinding-PCR, cloned, and functionally expressed in Escherichia coli. Furthermore, four other open reading frames could be identified clustered around this HAPMO. It has been suggested that these proteins, including the HAPMO, might be involved in the degradation of 4-hydroxyacetophenone. Substrate specificity studies revealed that a large variety of other arylaliphatic ketones are also converted via Baeyer-Villiger oxidation into the corresponding esters, with preferences for para-substitutions at the aromatic ring. In addition, oxidation of aldehydes and some heteroaromatic compounds was observed. Cycloketones and open-chain ketones were not or poorly accepted, respectively. It was also found that this enzyme oxidizes aromatic ketones such as 3-phenyl-2-butanone with excellent enantioselectivity (E ≫100).

Abstract Introduction Tourniquet application is an urgent life-saving procedure. Previous studies demonstrated several drawbacks in tourniquet design and application methods that limit their efficacy; among them, loose application of the device before windlass twisting is a main pitfall. A new generation of modern combat tourniquets was developed to overcome these pitfalls. The objective of this study was to assess the effectiveness of three new tourniquet designs: the CAT Generation 7 (CAT7), the SAM Extremity Tourniquet (SAM-XT), and the SOF Tactical Tourniquet Wide (SOFTT-W) as well as its correlation to the degree of slack. Materials and Methods The three tourniquet models were applied in a randomized sequence on a HapMed leg tourniquet trainer, simulating an above-the-knee traumatic amputation by 60 military medicine track cadets. Applied pressure, hemorrhage control status, time until the bleeding stopped, estimated blood volume loss, and slack were measured. Results The mean (±SD) pressure applied using the SAM-XT (186 mmHg ±63) or the CAT7 (175 mmHg ±79) was significantly higher compared to the pressure applied by the SOFTT-W (104 mmHg ±101, P < 0.017), with no significant difference between the first two (P > 0.05). Hemorrhage control rate was similar (P > 0.05) with SAM-XT (73.3%) and CAT7 (67.7%), and both were significantly better than the SOFTT-W (35%, P < 0.017). Slack was similar between CAT7 and SAM-XT (5.2 mm ± 3.4 vs. 5 mm ± 3.5, P > 0.05), yet significantly lower compared to the SOFTT-W (9 mm ± 5, P < 0.017). A strong negative correlation was found between slack and hemorrhage control rate (3.2 mm ± 1.5 mm in success vs. 10.5 mm ± 3.4 mm in failure, P < 0.001) and applied pressure (Pearson’s correlation coefficient of −0.83, P < 0.001). Conclusions Both SAM-XT and CAT7 demonstrated a better pressure profile and hemorrhage control rate compared to SOFTT-W, with no significant difference between the two. The better outcome measures were strongly correlated to less slack.

The overall objective of this research was to realise the practical application of Hierarchical Asynchronous Parallel Evolutionary Algorithms for Multi-objective and Multidisciplinary Design Optimisation (MDO) of UAV Systems using high fidelity analysis tools. The research looked at the assumed aerodynamics and structures of two production UAV wings and attempted to optimise these wings in isolation to the rest of the vehicle. The project was sponsored by the Asian Office of the Air Force Office of Scientific Research under contract number AOARD-044078. The two vehicles wings which were optimised were based upon assumptions made on the Northrop Grumman Global Hawk (GH), a High Altitude Long Endurance (HALE) vehicle, and the General Atomics Altair (Altair), Medium Altitude Long Endurance (MALE) vehicle. The optimisations for both vehicles were performed at cruise altitude with MTOW minus 5% fuel and a 2.5g load case. The GH was assumed to use NASA LRN 1015 aerofoil at the root, crank and tip locations with five spars and ten ribs. The Altair was assumed to use the NACA4415 aerofoil at all three locations with two internal spars and ten ribs. Both models used a parabolic variation of spar, rib and wing skin thickness as a function of span, and in the case of the wing skin thickness, also chord. The work was carried out by integrating the current University of Sydney designed Evolutionary Optimiser (HAPMOEA) with Computational Fluid Dynamics (CFD) and Finite Element Analysis (FEA) tools. The variable values computed by HAPMOEA were subjected to structural and aerodynamic analysis. The aerodynamic analysis computed the pressure loads using a Boeing developed Morino class panel method code named PANAIR. These aerodynamic results were coupled to a FEA code, MSC.Nastran® and the strain and displacement of the wings computed. The fitness of each wing was computed from the outputs of each program. In total, 48 design variables were defined to describe both the structural and aerodynamic properties of the wings subject to several constraints. These variables allowed for the alteration of the three aerofoil sections describing the root, crank and tip sections. They also described the internal structure of the wings allowing for variable flexibility within the wing box structure. These design variables were manipulated by the optimiser such that two fitness functions were minimised. The fitness functions were the overall mass of the simulated wing box structure and the inverse of the lift to drag ratio. Furthermore, six penalty functions were added to further penalise genetically inferior wings and force the optimiser to not pass on their genetic material. The results indicate that given the initial assumptions made on all the aerodynamic and structural properties of the HALE and MALE wings, a reduction in mass and drag is possible through the use of the HAPMOEA code. The code was terminated after 300 evaluations of each hierarchical level due to plateau effects. These evolutionary optimisation results could be further refined through a gradient based optimiser if required. Even though a reduced number of evaluations were performed, weight and drag reductions of between 10 and 20 percent were easy to achieve and indicate that the wings of both vehicles can be optimised.

Master of Engineering (Research)
The overall objective of this research was to realise the practical application of Hierarchical Asynchronous Parallel Evolutionary Algorithms for Multi-objective and Multidisciplinary Design Optimisation (MDO) of UAV Systems using high fidelity analysis tools. The research looked at the assumed aerodynamics and structures of two production UAV wings and attempted to optimise these wings in isolation to the rest of the vehicle. The project was sponsored by the Asian Office of the Air Force Office of Scientific Research under contract number AOARD-044078. The two vehicles wings which were optimised were based upon assumptions made on the Northrop Grumman Global Hawk (GH), a High Altitude Long Endurance (HALE) vehicle, and the General Atomics Altair (Altair), Medium Altitude Long Endurance (MALE) vehicle. The optimisations for both vehicles were performed at cruise altitude with MTOW minus 5% fuel and a 2.5g load case. The GH was assumed to use NASA LRN 1015 aerofoil at the root, crank and tip locations with five spars and ten ribs. The Altair was assumed to use the NACA4415 aerofoil at all three locations with two internal spars and ten ribs. Both models used a parabolic variation of spar, rib and wing skin thickness as a function of span, and in the case of the wing skin thickness, also chord. The work was carried out by integrating the current University of Sydney designed Evolutionary Optimiser (HAPMOEA) with Computational Fluid Dynamics (CFD) and Finite Element Analysis (FEA) tools. The variable values computed by HAPMOEA were subjected to structural and aerodynamic analysis. The aerodynamic analysis computed the pressure loads using a Boeing developed Morino class panel method code named PANAIR. These aerodynamic results were coupled to a FEA code, MSC.Nastran® and the strain and displacement of the wings computed. The fitness of each wing was computed from the outputs of each program. In total, 48 design variables were defined to describe both the structural and aerodynamic properties of the wings subject to several constraints. These variables allowed for the alteration of the three aerofoil sections describing the root, crank and tip sections. They also described the internal structure of the wings allowing for variable flexibility within the wing box structure. These design variables were manipulated by the optimiser such that two fitness functions were minimised. The fitness functions were the overall mass of the simulated wing box structure and the inverse of the lift to drag ratio. Furthermore, six penalty functions were added to further penalise genetically inferior wings and force the optimiser to not pass on their genetic material. The results indicate that given the initial assumptions made on all the aerodynamic and structural properties of the HALE and MALE wings, a reduction in mass and drag is possible through the use of the HAPMOEA code. The code was terminated after 300 evaluations of each hierarchical level due to plateau effects. These evolutionary optimisation results could be further refined through a gradient based optimiser if required. Even though a reduced number of evaluations were performed, weight and drag reductions of between 10 and 20 percent were easy to achieve and indicate that the wings of both vehicles can be optimised.