@incollection{Mertens1997,
  author    = {Mertens, Josef},
  title     = {Aerodynamic multi point design challenge},
  series = {New design concepts for high speed air transport.- (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  booktitle = {New design concepts for high speed air transport.- (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  editor    = {Sobieczky, H.},
  publisher = {Springer},
  address   = {Wien [u.a.]},
  isbn      = {3-2118-2815-X},
  doi       = {10.1007/978-3-7091-2658-5_4},
  pages     = {53 -- 67},
  year      = {1997},
  abstract  = {In the chapter "Son of Concorde, a Technology Challenge" one of the new challenges for a Supersonic Commercial Transport (SCT) is multi-point design for the four main design points: - supersonic cruise - transonic cruise - take-off and landing - transonic acceleration.},
  language  = {en}
}
@incollection{Mertens1997,
  author    = {Mertens, Josef},
  title     = {Required aerodynamic technologies},
  series = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  booktitle = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  editor    = {Sobieczky, H.},
  publisher = {Springer},
  address   = {Wien [u.a.]},
  isbn      = {3-2118-2815-X},
  doi       = {10.1007/978-3-7091-2658-5_5},
  pages     = {69 -- 96},
  year      = {1997},
  abstract  = {In the preceeding chapters on "Son of Concorde, a Technology Challenge" and "Aerodynamic Multipoint Design Challenge" it was explained, that a well balanced contribution of new technologies in all major disciplines is required for realisation of a new Supersonic Commercial Transport (SCT). One of these technologies - usually one of the most important for aircraft-is aerodynamics. Here, the required "pure" aerodynamic technologies are specified in more detail, according to our present knowledge. Increasing insight into the problems may change the balance of importance of the individual technologies and may require some more contributions. We must never confine our knowledge to the knowledge base of an expert at a given time, but must stay open for new insights.},
  language  = {en}
}
@incollection{Mertens1997,
  author    = {Mertens, Josef},
  title     = {Certification of supersonic civil transports},
  series = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  booktitle = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  editor    = {Sobieczky, H.},
  publisher = {Springer},
  address   = {Wien [u.a.]},
  isbn      = {3-2118-2815-X},
  doi       = {10.1007/978-3-7091-2658-5_6},
  pages     = {97 -- 103},
  year      = {1997},
  abstract  = {Since certification of Concorde new certification standards were introduced including many new regulations to improve flight safety. Most of these standards are to prevent severe accidents in the future which happened in the past (here: after Concorde's certification). A new SCT has to fulfill these standards, although Concorde had none of these accidents. But accidents - although they sometimes occurred only for a specific aircraft type - have to be avoided for any (new) aircraft. Because of existing aircraft without typical accident types having demonstrated their reliability, they are allowed to go on based on their old certification; although sometimes new rules prevent accident types which are not connected to specific aircraft types - like e.g. evacuation rules. Anyway, Concorde is allowed to fly based on its old certification, and hopefully in the future will fly as safely as in the past. But a new SCT has to fulfill updated rules like any other aircraft, and it has to be "just another aircraft" [75].},
  language  = {en}
}
@incollection{Mertens1997,
  author    = {Mertens, Josef},
  title     = {Supersonic laminar flow},
  series = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  booktitle = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  editor    = {Sobieczky, H.},
  publisher = {Springer},
  address   = {Wien [u.a.]},
  isbn      = {3-2118-2815-X},
  doi       = {10.1007/978-3-7091-2658-5_18},
  pages     = {275 -- 290},
  year      = {1997},
  abstract  = {Supersonic transports are very drag sensitive. Technology to reduce drag by application of laminar flow, therefore, will be important; it is a prerequisite to achieve very long range capability. In earlier studies it was assumed that SCTs would only become possible by application of laminar flow [376]. But today, we request an SCT to be viable without application of laminar flow in order to maintain its competitiveness when laminar flow becomes available for subsonic and supersonic transports. By reducing fuel burned, laminar flow drag reduction reduces size and weight of the aircraft, or increases range capability -whereas otherwise size and weight would grow towards infinity. Transition mechanisms from laminar to turbulent state of the boundary layer flow (ALT, CFI, TSI) function as for transonic transports, but at more severe conditions: higher sweep angles, cooled surfaces; higher mode instabilities (HMI) must at least be taken into account, although they may not become important below Mach 3. Hitherto there is a worldwide lack of ground test facilities to investigate TSI at the expected cruise Mach numbers between 1.6 and 2.4; in Stuttgart, Germany one such facility -a Ludwieg tube- is still in the validation phase. A quiet Ludwieg tunnel could be a favourable choice for Europe. But it will require a new approach in designing aircraft which includes improved theoretical predictions, usage of classical wind tunnels for turbulent flow and flight tests for validation.},
  language  = {en}
}
@incollection{Mertens1997,
  author    = {Mertens, Josef},
  title     = {Son of Concorde, a technology challenge},
  series = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  booktitle = {New design concepts for high speed air transport. - (Courses and lectures / International Centre for Mechanical Sciences ; 366)},
  editor    = {Sobieczky, H.},
  publisher = {Springer},
  address   = {Wien [u.a.]},
  isbn      = {3-2118-2815-X},
  doi       = {10.1007/978-3-7091-2658-5_3},
  pages     = {31 -- 51},
  year      = {1997},
  abstract  = {Concorde (Figure 9) is the only supersonic airliner which has been introduced into regular passenger service. It is still in service at British Airways and Air France without any flight accidents, and probably will stay in service for at least for ten more years.},
  language  = {en}
}
@incollection{MuellerVeggianKopsQuinetal.2007,
  author    = {M{\"u}ller-Veggian, Mattea and Kops, Elena Rota and Quin, Peng and Herzog, Hans},
  title     = {MRI Based Attenuation Correction for Brain PET Images},
  series = {Advances in medical engineering / [3rd RPT - Remagener Physiktage together with the Second Scientific Workshop of Medical Robotics, Navigation and Visualization ... Remagen ... 7.-9. M{\"a}rz 2007]. Thorsten M. Buzug (ed.) Part 1.},
  booktitle = {Advances in medical engineering / [3rd RPT - Remagener Physiktage together with the Second Scientific Workshop of Medical Robotics, Navigation and Visualization ... Remagen ... 7.-9. M{\"a}rz 2007]. Thorsten M. Buzug (ed.) Part 1.},
  publisher = {Springer},
  address   = {Berlin},
  isbn      = {978-3-540-68763-4},
  doi       = {10.1007/978-3-540-68764-1_15},
  pages     = {93 -- 97},
  year      = {2007},
  abstract  = {This work describes a procedure to yield attenuation maps from MR images which are used for the absorption correction (AC) of brain PET data. Such an approach could be mandatory for future combined PET and MRI scanners, which probably do not include a transmission facility. T1-weighted MR images were segmented into brain tissue, bone, soft tissue, and sinus; attenuation coefficients corresponding to elemental composition and density as well as to 511 keV photon energy were respectively assigned. Attenuation maps containing up to four compartments were created and forward projected into sinograms with attenuation factors which then were used for AC during reconstruction of FDG-PET data. The commonly used AC based on a radioactive (68Ge) transmission scan served as reference. The reconstructed radioactivity values obtained with the MRI-based AC were about 20\% lower than those obtained with PET-based AC if the skull was not taken into account. Considering the skull the difference was still about 10\%. Our investigations demonstrate the feasibility of a MRI-based AC, but revealed also the necessity of a satisfying delineation of bone thickness which tends to be underestimated in our first approach of T1-weighted MR image segmentation.},
  language  = {en}
}
@incollection{LuczakWolfMuehlfelder2001,
  author    = {Luczak, Holger and Wolf, Martin and M{\"u}hlfelder, M.},
  title     = {Arbeitswissenschaft},
  series = {CSCW-Kompendium : Lehr- und Handbuch zum computerunterst{\"u}tzten kooperativen Arbeiten ; mit 9 Tabellen},
  booktitle = {CSCW-Kompendium : Lehr- und Handbuch zum computerunterst{\"u}tzten kooperativen Arbeiten ; mit 9 Tabellen},
  editor    = {Schwabe, Gerhard},
  publisher = {Springer},
  address   = {Berlin},
  isbn      = {978-3-540-67552-5},
  doi       = {10.1007/978-3-642-56848-0_2},
  pages     = {7 -- 14},
  year      = {2001},
  abstract  = {Unter Arbeit wird das T{\"a}tigsein des Menschen verstanden, bei dem dieser mit anderen Menschen und (technischen) Hilfsmitteln in Interaktion tritt, um unter wirtschaftlichen Zielsetzungen G{\"u}ter und Dienstleistungen zu erstellen (Luczak, 1998a). Arbeit dient direkt oder indirekt der Erhaltung der eigenen Existenz und der Existenz der Gesellschaft. Arbeit ist deshalb eine besondere Form des T{\"a}tigseins neben anderen wie Spiel, Sport, Lemen usw.},
  language  = {de}
}
@incollection{LuczakWolfSchlicketal.1999,
  author    = {Luczak, Holger and Wolf, Martin and Schlick, Christopher and Springer, J. and Foltz, Christian},
  title     = {Personenorientierte Arbeitsprozesse und Kommunikationsforrnen},
  series = {Integration von Entwicklungssystemen in Ingenieuranwendungen : substantielle Verbesserung der Entwicklungsprozesse},
  booktitle = {Integration von Entwicklungssystemen in Ingenieuranwendungen : substantielle Verbesserung der Entwicklungsprozesse},
  editor    = {Nagl, Walter},
  publisher = {Springer},
  address   = {Berlin},
  isbn      = {3-540-63920-9},
  pages     = {403 -- 422},
  year      = {1999},
  language  = {de}
}
@incollection{HelsperDressler2012,
  author    = {Helsper, Christoph and Dressler, J{\"o}rg},
  title     = {Partikelmesstechnik},
  series = {Reinraumtechnik},
  volume    = {2012},
  booktitle = {Reinraumtechnik},
  editor    = {Gail, Lothar and Gommel, Udo and Hortig, Hans-Peter},
  edition   = {3},
  publisher = {Springer},
  address   = {Berlin},
  isbn      = {978-3-642-19435-1},
  doi       = {10.1007/978-3-642-19435-1_3},
  pages     = {69 -- 95},
  year      = {2012},
  abstract  = {Der Schutz von Produkten vor der Kontamination durch Partikel gilt als eine zentrale Aufgabe der Reinraumtechnik. Da es dabei um Kontaminationseffekte weit unterhalb der visuellen Wahrnehmbarkeit geht, braucht es leistungsf{\"a}hige Verfahren, um die Messgr{\"o}ße „Partikelkontamination" {\"u}ber den gesamten Bereich, den Anwender fordern, pr{\"a}zise zu bestimmen. Neben der Partikelh{\"a}ufigkeit ist dabei die Gr{\"o}ße der Partikel, die sowohl das Transportverhalten wie auch die m{\"o}gliche Wirkung auf das Produkt beeinflusst, von entscheidender Bedeutung. Ferner kann es f{\"u}r die Ermittlung von Kontaminationsquellen von Interesse sein, die Form und die chemische Natur der Partikel zu bestimmen (z. B. textile Fasern, Metallabrieb, fl{\"u}ssige Tr{\"o}pfchen). Die Partikelh{\"a}ufigkeit wird {\"u}blicherweise als Konzentration, d. h. bezogen auf das analysierte Gasvolumen angegeben. Bei den in reinen Technologien {\"u}blichen niedrigen Konzentrationen dient als H{\"a}ufigkeitsmaß die Partikelanzahlkonzentration, also die Partikelanzahl pro Volumeneinheit des Tr{\"a}germediums.},
  language  = {de}
}
@incollection{Mandelartz2009,
  author    = {Mandelartz, Johannes},
  title     = {VDI-Richtlinien - mit Technischen Regeln Wirtschaftlichkeit erh{\"o}hen und Standards setzen},
  series = {Betriebliche Instandhaltung},
  booktitle = {Betriebliche Instandhaltung},
  publisher = {Springer},
  address   = {Berlin [u.a.]},
  isbn      = {978-3-642-00502-2},
  doi       = {10.1007/978-3-642-00502-2_26},
  pages     = {311 -- 317},
  year      = {2009},
  abstract  = {Der Verein Deutscher Ingenieure e.V. (VDI) ist ein gemeinn{\"u}tziger, wirtschaftlich und politisch unabh{\"a}ngiger, technisch-wissenschaftlicher Verein von Ingenieuren und Naturwissenschaftlern. Mit {\"u}ber 137 000 pers{\"o}nlich zugeordneten Mitgliedern ist er eine der gr{\"o}ßten Ingenieur-Vereinigungen Europas und gilt in Deutschland als f{\"u}hrender Sprecher der Technik und der Ingenieure. 1856 gegr{\"u}ndet, hat er viele f{\"u}r die Technik wesentliche Entwicklungen in Gang gesetzt, so im Bereich der technischen {\"U}berwachung, der technischen Regelsetzung und Normung, der Arbeitsstudien, im gewerblichen Rechtsschutz und im Patentwesen. Seit seiner Gr{\"u}ndung sieht es der VDI als seine Aufgabe, "das Zusammenwirken aller geistiger Kr{\"a}fte der Technik im Bewusstsein ethischer Verantwortung zu f{\"o}rdern" und die Lebensm{\"o}glichkeiten aller Menschen durch Entwicklung und sinnvoller Anwendung technischer Mittel zu verbessern.},
  language  = {de}
}