The stability and maneuverability of aircraft are some key factors for selecting the locations of wings or canards on the fuselage. Another important variable that is considered in the design of an aircraft is drag force which impacts fuel efficiency. This research investigates how drag force of a surrogate aircraft is affected by the placement of the wing or canard along the fuselage. Unique for this study is the placement of the canard in the fuselage nose region, with the leading edge upstream of the nose, resembling the shape of a hammerhead shark's head. When the leading edge of all considered wing configurations was located 20% or more from the fuselage nose, the platforms produced the least amount of drag force. When the wing was placed in the nose region of the fuselage, the wings with small chords produced less drag when their leading edge was ahead of the nose.

Desde o início da história da aviação, a cada novo projeto de aeronave, modificações são realizadas para se obter melhorias nas características aerodinâmicas como, por exemplo, diminuição do arrasto, aumento de sustentação, melhora na manobrabilidade em elevados ângulos de ataque, entre outras. Essas modificações podem ser feitas em diversas partes de uma aeronave como, por exemplo, no perfil aerodinâmico e enflechamento da asa, nas superfícies de controle e até em novas posições da entrada de ar do motor intake. Embora os conceitos de aeronaves com asas de enflechamento negativo, Canard e intake dorsal não sejam novos, ainda não existe uma aeronave que apresente essas três características juntas. Portanto, o presente trabalho teve como objetivo estudar uma aeronave não convencional com essas características. Para isso, testes foram realizados no túnel de vento do Laboratório de Aerodinâmica (LAE), do Departamento de Engenharia Aeronáutica da Escola de Engenharia de São Carlos, da Universidade de São Paulo. Três estudos foram realizados para diferentes ângulos de ataque da aeronave e diferentes ângulos de incidência de três pares de Canard projetados, que foram colocados em duas posições diferentes em relação à asa. No primeiro estudo, as forças aerodinâmicas atuantes na aeronave foram medidas por meio de uma balança aerodinâmica para se obter relações entre seus coeficientes e a eficiência conforme a troca dos pares de Canard. Posteriormente, o estudo do escoamento na entrada do intake dorsal englobou a relação entre a velocidade local no intake, a velocidade do escoamento livre e a recuperação de pressão total no mesmo. Por fim, um mapeamento da vorticidade no campo da asa foi realizado para se analisar a influência do Canard no escoamento raiz da asa. O modelo estudado obteve uma maior eficiência e menor arrasto em elevados ângulos de ataque para ângulos de incidência negativos de Canard. O Canard que se destacou nos dois primeiros estudos foi utilizado no estudo de mapeamento, porém, não apresentou uma influência no escoamento da raiz da asa como desejado. / Since the beginning of aviation history, in each new aircraft design, modifications are made to obtain improvements in aerodynamic characteristics such as drag reduction, increase of lift, improvement in maneuverability at high angles of attack. These modifications can be made in different parts of an aircraft, such as, aerodynamic profile, on the control surfaces and even in new intake positions. Although the concepts of aircraft with forward swept wing, Canard and dorsal intake are not new, there is still no aircraft that presents these three characteristics together. Therefore, the present work had as objective to study an unconventional aircraft with these characteristics. Wind tunnel tests were carried out in order to analyze the aerodynamic characteristics at the Aerodynamics Laboratory of the Department of Aeronautical Engineering of EESC-USP. Three studies were carried out for different angles of attack of the aircraft and different angles of incidence of three pairs of Canard, which were placed in two different positions in relation to the wing. In the first study, the aerodynamic forces acting on the aircraft were measured by an aerodynamic balance to obtain relations between their coefficients and the efficiency according to the change of the Canard pairs. Subsequently, the study of flow at the entrance of the dorsal intake included the relation between the local velocity at the intake and the velocity of the free flow and the total pressure recovery. Finally, a mapping of vorticity in the wing field was performed to analyze the influence of Canard on the boundary layer at the root of the wing. The model studied obtained higher efficiency and lower drag at high angles of attack at negative Canard angles of incidence. The Canard that stood out in the first two studies was used in the mapping study, however, it did not present an influence on the root of the wing as desired.

An experimental and computational investigation of a low-canard high-wing aircraft design has been conducted. The aircraft studied has a canard and wing of similar chord and airfoil section. The canard is approximately half the span of the main wing and both surfaces are untwisted and unswept. Canard incidence with respect to the zero angles of attack line is 4° and the main wing has an incidence of 1° and a dihedral of 3°. Force and moment data were obtained in two separate wind tunnel test entries in the VPI Stability Tunnel. The first of these entries were concerned with longitudinal characteristics while the second dealt primarily with lateral/directional characteristics. Flow visualization was also done in both sets of tests. Lift characteristics showed an apparent onset of stall and then a second rise in the lift curve. The aircraft displayed stable characteristics in both the longitudinal and lateral/directional cases. However, the pitch break at the onset of stall was unstable. The “double peak” lift curve as well as the unstable pitch break have been attributed to the canard tip-vortex interaction with the main wing. Test Reynolds numbers were 260,000 for the first set and 300,000 for the second series of tests. Computational cases were run using both an uncambered vortex lattice method and a general three-dimensional constant doublet and source panel method. Lift curve slope and static margin were obtained from the vortex lattice code and agree well with the experiment. All aerodynamic forces and moments were predicted by the doublet panel method PMARC. Longitudinal data was obtained using a symmetric 3200 panel model while lateral/directional data was taken using a 1600 panel model. Both the lift curve slopes and the pitching moment slopes compare well between the computational cases and the experimental data. The actual values for a given angle of attack, however, differ and remain unexplained. This is possibly due to either canard wing interaction effects, wind-tunnel-model manufacturing flaws, model mount or tunnel installation interference or a data reduction error. / Master of Science

Si les fonctionnements de l'écriture satirique ont été étudiés, la réflexion sur le positionnement par rapport aux autres médias et le rapport au référent, à l'information 'sérieuse' mérite encore d'être approfondie, notamment dans son 'institutionnalisation' revendiquée comme approche spécifique de l'information. d'autant plus que le système médiatique est en pleine transformation avec l'apparition de la concurrence sur internet : la problématique générale de l'identification, de la fiabilité des sources, est amplifiée par la rapidité de circulation et la diversité des flux.ce travail de 'médiation' assumé qui transforme l'information, les discours de l'autre, apparaît également comme un exercice fondamentalement ambigu : à la fois mise à distance ou détachement, mais qui peut aussi être perçu comme une forme d'engagement.il conviendra d'établir une forme de 'classification' des territoires de la satire et de la dérision avant d'arrêter le choix d'un corpus qui puisse rendre compte d'un certain nombre de procédés et de processus. quels sont les mécanismes de la 'montée en dérision' d'un certain nombre d'informations, de leur 'événementialisation' ? quelle y est la place de l'attaque ad hominem ? quel rapport au référent et quelle appropriation particulière du discours de l'autre ? quelle est la part de la circulation intermédiatique ?si le positionnement satirique instaure un pacte de lecture particulier avec le lecteur, qu'en percevons-nous clairement qui soit 'identifiable' ?enfin, le discours satirique permet-il de 's'engager' ou de se désengager du système médiatique, des débats et enjeux de l'espace public ? a l'arrière-plan, ne peut-on pas retrouver un discours sur des 'valeurs', des idéaux (une véritable argumentation donc) ou une sorte de discours sur les illusions perdues, appelé à fonctionner comme une révolte ou un appel ? / How politics and current affairs are presented through satire : the specific approach of "Le Canard enchaîné" to the communication process and the treatment of news.

As pesquisas modernas em aeronáutica envolvem a expansão dos envelopes de vôo, como resultado do desejo de melhorar a manobrabilidade e controlabilidade em operações táticas, e melhorar a segurança do vôo. Esses objetivos podem ser alcançados através do desenvolvimento de sistemas automáticos de controle de vôo. Os sistemas de controle aplicados a aeronaves podem ser desenvolvidos e simulados através de métodos computacionais. No entanto, existem imperfeições na simulação computacional por não se conseguir reproduzir algumas características do vôo real ou devido a simplificações no modelo matemático da aeronave. Desta forma, a construção de um modelo físico de uma aeronave em escala reduzida e a implementação de um controlador a este modelo, torna-se uma ferramenta bastante importante para validar resultados teóricos e métodos computacionais. Os custos associados a estes testes são geralmente muito menores que aqueles dos ensaios em vôo e com maior flexibilidade de instrumentação. Este trabalho descreve a construção de um modelo de aeronave, baseado no X-29, o desenvolvimento de um mecanismo de fixação do modelo ao túnel de vento, tipo rótula, e a implementação de um sistema de aumento de estabilidade longitudinal, através de um sistema de controle automático. O modelo físico possui uma configuração de asa com enflechamento negativo e canard, e que tende a ser inerentemente instável, sendo necessário o auxílio de um sistema de aumento de estabilidade. Testes de estabilidade dinâmica em arfagem foram realizados no túnel de vento em diferentes posições do centro de gravidade. Os parâmetros de estabilidade foram registrados e analisados através de uma curva de ajuste exponencial. / Modern aeronautical research involves flight envelope expansion as the result of a desire for improvement in tactical operation handling qualities and improvement in flight safety. These objectives can be achieved through the development of automatic flight control systems. Aircraft flight control systems can be developed and simulated through computational methods. However, there are imperfections in the computational simulation of flight dynamics due to the difficulty in reproducing real flight conditions or due simplifications in the aircraft mathematical model. The construction of a reduced scale physical aircraft model and the implementation of a controller is a very valuable tool to validate theoretical results and computational methods. The costs associated with these tests are usually much smaller than those associated with full scale flight testing and may offer greater flexibility for instrumentation. The present work describes the construction of an airplane model, based on the X-29, the development of a wind tunnel gimbal type support and the implementation of a longitudinal stability augmentation system using automatic flight control. The model configuration has forward swept wings and canard with a tendency to be inherently unstable and, thus, requiring a stability augmentation system. Pitching dynamic stability tests where conducted in a wind tunnel in different center of gravity positions. Stability parameters were acquired and analyzed by exponential fit curve.

In der vorliegenden Arbeit betrachten wir ein System nichtautonomer gewöhnlicher Differentialgleichungen, das aus zwei gekoppelten Teilsystemen besteht. Die Teilsysteme bestehen aus langsamen bzw. schnellen Variablen, wobei die Zeitskalierung durch Multiplikation der rechten Seite eines Teilsystems mit einem kleinen Faktor erzeugt wird. Das Ziel unserer Untersuchungen besteht im Nachweis der Existenz einer Integralmannigfaltigkeit, mit deren Hilfe die schnellen Variablen eliminiert werden können. Dabei verzichten wir auf die übliche Annahme einer Dichotomiebedingung und ersetzen diese durch die Hinzunahme eines zusätzlichen Steuervektors. Wir beweisen, dass unter gewissen Voraussetzungen über die rechten Seiten der Teilsysteme ein eindeutiger Steuervektor existiert, der die Existenz der gewünschten Integralmannigfaltigkeit impliziert. Das Prinzip des Nachweises einer solchen beschränkten Integralmannigfaltigkeit basiert auf dem Zusammenkleben von anziehenden und abstossenden invarianten Mannigfaltigkeiten. In der Arbeit wird die Glattheit dieser Mannigfaltigkeit sowie deren asymptotische Entwicklung nach dem kleinen Parameter untersucht. / This work is devoted to nonautonomous slow-fast systems of ordinary differential equation without dichotomy. We are interested in the existence of a slow integral manifold in order to eliminate the fast variables. The peculiarity of the problem under consideration is that the right hand side of the system depends on some parameter vector which can be considered as a control to be determined in order to guarantee the existence of an integral manifold consisting of canard trajectories. We call the vector function as gluing function. We prove that under some conditions on the right hand side of the system there exists a unique gluing function such that the system has a slow integral manifold. We investigate the problems of asymptotic expansions of the integral manifold and the gluing function, and study their smoothness.

As pesquisas modernas em aeronáutica envolvem a expansão dos envelopes de vôo, como resultado do desejo de melhorar a manobrabilidade e controlabilidade em operações táticas, e melhorar a segurança do vôo. Esses objetivos podem ser alcançados através do desenvolvimento de sistemas automáticos de controle de vôo. Os sistemas de controle aplicados a aeronaves podem ser desenvolvidos e simulados através de métodos computacionais. No entanto, existem imperfeições na simulação computacional por não se conseguir reproduzir algumas características do vôo real ou devido a simplificações no modelo matemático da aeronave. Desta forma, a construção de um modelo físico de uma aeronave em escala reduzida e a implementação de um controlador a este modelo, torna-se uma ferramenta bastante importante para validar resultados teóricos e métodos computacionais. Os custos associados a estes testes são geralmente muito menores que aqueles dos ensaios em vôo e com maior flexibilidade de instrumentação. Este trabalho descreve a construção de um modelo de aeronave, baseado no X-29, o desenvolvimento de um mecanismo de fixação do modelo ao túnel de vento, tipo rótula, e a implementação de um sistema de aumento de estabilidade longitudinal, através de um sistema de controle automático. O modelo físico possui uma configuração de asa com enflechamento negativo e canard, e que tende a ser inerentemente instável, sendo necessário o auxílio de um sistema de aumento de estabilidade. Testes de estabilidade dinâmica em arfagem foram realizados no túnel de vento em diferentes posições do centro de gravidade. Os parâmetros de estabilidade foram registrados e analisados através de uma curva de ajuste exponencial. / Modern aeronautical research involves flight envelope expansion as the result of a desire for improvement in tactical operation handling qualities and improvement in flight safety. These objectives can be achieved through the development of automatic flight control systems. Aircraft flight control systems can be developed and simulated through computational methods. However, there are imperfections in the computational simulation of flight dynamics due to the difficulty in reproducing real flight conditions or due simplifications in the aircraft mathematical model. The construction of a reduced scale physical aircraft model and the implementation of a controller is a very valuable tool to validate theoretical results and computational methods. The costs associated with these tests are usually much smaller than those associated with full scale flight testing and may offer greater flexibility for instrumentation. The present work describes the construction of an airplane model, based on the X-29, the development of a wind tunnel gimbal type support and the implementation of a longitudinal stability augmentation system using automatic flight control. The model configuration has forward swept wings and canard with a tendency to be inherently unstable and, thus, requiring a stability augmentation system. Pitching dynamic stability tests where conducted in a wind tunnel in different center of gravity positions. Stability parameters were acquired and analyzed by exponential fit curve.

L'objet de ce travail est l'étude des points tournants dégénérés. Nous considèrerons des équations différentielles réelles, du premier ordre, singulièrement perturbées à un paramètre réel et admettant une telle singularité. En nous plaçant dans les hypothèses d'apparition de solutions (de type) "vrai canard", nous donnerons alors à cette équation une forme, dite préparée, plus adaptée au travail que nous effectuerons.<br />Nous montrerons ensuite, pour une classe générale d'équations de ce type, l'existence de solutions "canard". À la suite de quoi, nous étudierons asymptotiquement ces solutions à travers la mise en place d'un cadre formel général. La correspondance ainsi mise en place nous permettra d'implémenter le développement asymptotique en puissances du petit paramètre de perturbation de ces solutions.

La recherche de QTL par régression des phénotypes sur les probabilités de transmission (modèle Haley-Knott) est une méthode très largement utilisée quand on dispose de grandes familles phénotypées par des caractères gaussiens. L'objectif de cette thèse d'un point de vue méthodologique, est de proposer une méthode de détection de QTL qui prend en compte des effectifs de familles petits d'une part, et l'existence de caractères discrets d'autre part. Ainsi, nous proposons, pour répondre à la première question, une approche de détection de QTL intégrant dans le calcul du mérite génétique des individus marqués, les performances calculées sur n générations de descendants. L'obtention d'un mérite génétique dérégressé comme substitut de phénotypes, proposé notamment par Weller et al (1990) et Tribout et al (2008), est donc généralisée. Ensuite, sont présentés les résultats de comparaisons d'un modèle supposant la normalité des données à un modèle à seuils faisant l'hypothèse d'une distribution continue sous jacente à la distribution observée dans la détection de QTL des caractères discrets. Nous démontrons ici que le modèle discret est plus précis et plus puissant quand le caractère étudié possède trois modalités distribuées de façon déséquilibrée dans la population.Dans la deuxième partie de la thèse, l'analyse des données du protocole GENECAN a été réalisée. Il s'agit d'identifier les régions du génome ou locus à caractère quantitatif (QTL), associées à des caractères d'intérêt mesurés sur des canards mulards gavés. Le canard mulard est un hybride interspécifique obtenu par croisement d'une cane commune (Anas platyrhynchos) et d'un canard de Barbarie (Cairina moschata). Trois cents quarante deux canes communes conçues en back-cross (BC) ont été générées par croisement d'une lignée de canard Kaiya et d'une lignée de canard Pékin lourd. Ces femelles BC ont été accouplées avec des canards de Barbarie pour produire 1600 canards mulards sur lesquels sont effectuées des mesures de croissance, de métabolisme au cours de la période de croissance et du gavage, d'aptitude au gavage et de qualités du magret et du foie gras. La valeur phénotypique des femelles BC marquées a été estimée, pour chaque caractère, comme étant la valeur moyenne des phénotypes de sa progéniture et pondérée par un coefficient de détermination (CD) fonction du nombre de descendants et de l'héritabilité du caractère étudié. Une carte génétique de 91 marqueurs microsatellites réparties sur 16 groupes de liaison (GL) et couvrant un total de 778 cM a été utilisée. Dans le cadre de l'analyse uni-caractère, vingt-deux QTL significatifs à 1% au niveau du chromosome ont été cartographiés. Ces QTLs sont pour la plupart impliqués dans la variabilité de la qualité du magret et du foie gras. Les zones chromosomiques d'intérêt, identifiées dans le cadre de cette étude devront dans le futur, être densifiées en marqueurs pour faire l'objet d'une cartographie fine. / QTL detection using the regression of phenotypes on transmission probability is largely used when large families phenotyped for Gaussian trait are available. The aim of this thesis from a methodological point of view, is to propose a method for detection of QTL that takes into account the small number of families on the one hand, and the existence of discrete traits on the other. Thus, we propose to answer the first question, an QTL detection approach, integrating in the calculation of genetic merit of genotyped individuals, the performances calculated over n generations of descendants. The use of a ‘de-regressed proof' as a phenotype to be analysed, proposed by Weller et al. (1990) and Tribout et al. (2008) is generalized. Next, we present the results of comparisons of a model assuming normality of the data to a thresholds model assuming a continuous distribution underlying the observed distribution in the QTL detection of discrete traits. Here we demonstrate that the discrete model is more accurate and more powerful when the studied trait has three modalities distributed unevenly in the population.In the second part of the thesis, the data analysis of GENECAN protocol was performed. This is to identify genomic regions or quantitative trait locus (QTL) associated with interest traits measured on over-feed mule ducks. The mule duck is an hybrid duck from a female Common duck (Anas Platyrhynchos) and a Muscovy drake (Cairina moschata). Three hundred forty two common ducks designed by back-cross (BC) were generated by crossing a line of Kaiya duck and a heavy line of Pekin duck. These BC females were mated with Muscovy ducks to produce 1600 mules ducks which undergo measures of growth, metabolism during the growth and over-feeding periods, over-feeding, of breast muscle and fatty liver qualities. The phenotypic value of genotyped BC females was estimated for each trait as the average phenotypes of their offspring and weighted by a coefficient of determination (CD) function on the number of offspring and heritability of the studied trait. The genetic map comprised 91 microsatellite markers aggregated into 16 linkage groups (LG) and representing 778 cM. For the uni-trait analysis, twenty-two QTL significant at 1% threshold in chromosome-wide have been mapped. These QTLs are mostly involved in the variability of the breast muscle and fatty liver qualities. Chromosomal regions of interest identified in the framework of this study should be in the future be densified to markers to do the fine mapping.

La chlamydiose aviaire, causée par la bactérie Chlamydia psittaci, représente un risque zoonotique important. L’infection chez l’animal est principalement asymptomatique, mais chez l’Homme elle peut entrainer des pneumopathies atypiques sévères et causer la mort dans les cas les plus graves. Les personnes infectées sont principalement celles exposées régulièrement à des oiseaux, particulièrement dans le cadre professionnel. En France, de nombreux cas humains sont liés à une exposition à des canards Mulard, espèce utilisée pour la production du foie gras. Afin d’évaluer la prévalence des Chlamydiaceae chez les volailles et de caractériser les souches circulantes, des suivis ont été réalisés à différents stades de l’élevage (couvoir, pré-gavage et gavage pour la filière canard, et abattoirs impliqués dans l’abattage de différentes espèces aviaires). Des prélèvements d’air et de poussières ainsi que des suivis sérologiques et biologiques de personnels volontaires ont été effectués en parallèle afin d’évaluer l’exposition des professionnels travaillant au contact des volailles. Des prélèvements environnementaux ainsi que des essais in vitro visant à étudier la survie de C. psittaci ont été réalisés afin de tenter de mieux caractériser les voies de contamination des oiseaux, ce qui pourrait, à terme, permettre de maitriser le risque de contamination par C. psittaci chez l’animal et donc de réduire l’exposition des professionnels. Les résultats ont démontré une prévalence importance de C. psittaci chez le canard Mulard, au contraire des autres volailles qui hébergent très majoritairement C. gallinacea. L’exposition des professionnels aux Chlamydia est réelle, tout au long du processus d’élevage des volailles, mais plus particulièrement en élevages de canards Mulard et à l’abattoir, aussi il convient pour les professionnels de se protéger à chaque contact avec les animaux. L’hypothèse d’une contamination environnementale des animaux se fait de plus en plus claire, avec notamment la mise en évidence d’un lien existant entre les procédures de nettoyage et désinfection et l’excrétion des canards, la description de la survie de C. psittaci en dehors de tout hôte vivant, ou encore la mise en évidence d’une possible survie de C. psittaci au sein d’A. castellanii. La mise au point de moyens de lutte efficaces permettant de réduire voire de supprimer l’excrétion chez les volailles est également nécessaire, dans le but de diminuer l’exposition des professionnels / Avian chlamydiosis is a factor of economic loss to the poultry industry as well as a risk for zoonotic transmission to human. Chlamydia psittaci is the primary avian chlamydial pathogen with zoonotic potential. Although being mainly asymptomatic in birds, it can cause a disease called “psittacosis” in humans, with severe atypical pneumonia that leads to death in the most severe cases. Persons affected are mainly those whose occupations put them at risk of exposure, and a number of recent reports in France have confirmed that most of the human cases seemed to be linked to poultry, especially mule ducks. Currently there is evidence suggesting that avian chlamydiosis in poultry involves a new chlamydial agent, namely C. gallinacea. In order to evaluate the presence of Chlamydiaceae in poultry and the exposure of workers, we conducted four studies in the poultry industries, in duck hatchery, breeding farms and slauhgterhouse, as well as a studie in two poultry slaughterhouses including samples from voluntary workers. Results showed an important asymptomatic carriage of C. psittaci by mule ducks and a real, invisible and unpredictable exposure of workers. The species C. gallinacea was really prevalent in poultry othe than ducks and we still ignore its impact on human. Contamination of animals on farm seems to be mainly made via the environment. In vitro studies have been done to examine the survival of C. psittaci as a function of temperature in a non-nutritiv middle and showed that viable bacteria were still detectable after two months. Finally, the possible interactions between C. psittaci and an amoeba, Acanthamoeba castellanii, were studied and seem to show that the bacteria was able to enter the amoeba but we still ignore if it can survive or not