Objetivo: Este trabalho avaliou comparativamente, por meio de parâmetros clínicos, as técnicas cirúrgicas do retalho posicionado coronalmente versus retalho semilunar modificado posicionado coronalmente. Materiais e Métodos: Foram selecionados 17 pacientes que apresentavam ao menos duas retrações gengivais classe I de Miller em dentes não molares da mesma arcada, bilateralmente. Os parâmetros clínicos avaliados foram: profundidade de sondagem (PS), índice de sangramento à sondagem (ISS), nível clínico de inserção (NCI), altura (ARG) e largura (LRG) das retrações gengivais, altura (AMQ) e espessura (EMQ) da mucosa queratinizada e altura (APAR) e largura (LPAR) das papilas mesiais e distais à retração. Um lado, aleatoriamente selecionado, recebeu retalho posicionado coronalmente (Grupo Controle-GC), enquanto no outro lado foi utilizada a técnica do retalho semilunar modificado posicionado coronalmente (Grupo Teste-GT). Resultados: Os parâmetros clínicos avaliados não apresentaram diferença estatística entre grupos. Na análise intra-grupos, houve diferença estatisticamente significante em relação ao nível clínico de inserção e a altura da retração gengival em ambos os grupos na comparação entre o pré-tratamento x 3 meses e pré-tratamento x 6 meses. A largura da retração gengival apresentou diferenças intra-grupos apenas no GC na comparação pré-tratamento x 3 meses e pré-tratamento x 6 meses. O recobrimento radicular médio obtido foi de 75,26% para o GC e 61,82% para o GT. O recobrimento radicular completo obtido foi de 47,05% para o GC e 22,22% para o GT. Conclusão: Ambas as técnicas foram eficientes na redução de retrações gengivais classe I de Miller, com vantagem apenas numérica para a técnica do retalho posicionado coronalmente. / The aim of this study was to compare the modified semilunar coronally positioned flap (MSCPF) to coronally positioned flap (CPF), evaluating clinical parameters. Seventeen patients with bilateral Miller class I gingival recessions in non-molar teeth in the same jaw were selected. Clinical measurements of probing pocket depth (PPD), bleeding on probing index (BOP), clinical attachment level (CAL), gingival recession height (GRH) and width (GRW), width (WKT) and thickness of keratinized tissue (TKT), and adjacent papillae height (APH) and width (APW) were determined at baseline, 3 and 6 months post-surgical treatment. One recession, randomly assigned, received MSCPF and the other was treated with CPF. Between groups analysis showed no statistical differences for all parameters. Intra-group analysis showed statistically significant differences for CAL and GRH in both groups for baseline x 3 months and baseline x 6 months and for GRW in the CPF Group for the same time intervals. Mean root coverage was 75.26% for the CPF Group and 61.82% for the MSCPF Group. Complete root coverage was 47.05% for CPF and 22.22% for MSCPF. Both techniques were effective in reducing Miller class I gingival recessions.

Objetivo: Este trabalho avaliou comparativamente, por meio de parâmetros clínicos, as técnicas cirúrgicas do retalho posicionado coronalmente versus retalho semilunar modificado posicionado coronalmente. Materiais e Métodos: Foram selecionados 17 pacientes que apresentavam ao menos duas retrações gengivais classe I de Miller em dentes não molares da mesma arcada, bilateralmente. Os parâmetros clínicos avaliados foram: profundidade de sondagem (PS), índice de sangramento à sondagem (ISS), nível clínico de inserção (NCI), altura (ARG) e largura (LRG) das retrações gengivais, altura (AMQ) e espessura (EMQ) da mucosa queratinizada e altura (APAR) e largura (LPAR) das papilas mesiais e distais à retração. Um lado, aleatoriamente selecionado, recebeu retalho posicionado coronalmente (Grupo Controle-GC), enquanto no outro lado foi utilizada a técnica do retalho semilunar modificado posicionado coronalmente (Grupo Teste-GT). Resultados: Os parâmetros clínicos avaliados não apresentaram diferença estatística entre grupos. Na análise intra-grupos, houve diferença estatisticamente significante em relação ao nível clínico de inserção e a altura da retração gengival em ambos os grupos na comparação entre o pré-tratamento x 3 meses e pré-tratamento x 6 meses. A largura da retração gengival apresentou diferenças intra-grupos apenas no GC na comparação pré-tratamento x 3 meses e pré-tratamento x 6 meses. O recobrimento radicular médio obtido foi de 75,26% para o GC e 61,82% para o GT. O recobrimento radicular completo obtido foi de 47,05% para o GC e 22,22% para o GT. Conclusão: Ambas as técnicas foram eficientes na redução de retrações gengivais classe I de Miller, com vantagem apenas numérica para a técnica do retalho posicionado coronalmente. / The aim of this study was to compare the modified semilunar coronally positioned flap (MSCPF) to coronally positioned flap (CPF), evaluating clinical parameters. Seventeen patients with bilateral Miller class I gingival recessions in non-molar teeth in the same jaw were selected. Clinical measurements of probing pocket depth (PPD), bleeding on probing index (BOP), clinical attachment level (CAL), gingival recession height (GRH) and width (GRW), width (WKT) and thickness of keratinized tissue (TKT), and adjacent papillae height (APH) and width (APW) were determined at baseline, 3 and 6 months post-surgical treatment. One recession, randomly assigned, received MSCPF and the other was treated with CPF. Between groups analysis showed no statistical differences for all parameters. Intra-group analysis showed statistically significant differences for CAL and GRH in both groups for baseline x 3 months and baseline x 6 months and for GRW in the CPF Group for the same time intervals. Mean root coverage was 75.26% for the CPF Group and 61.82% for the MSCPF Group. Complete root coverage was 47.05% for CPF and 22.22% for MSCPF. Both techniques were effective in reducing Miller class I gingival recessions.

The first bypass turbofan engines came into operation in the early 1970s. The need for reductions in the fuel consumption affected aircraft noise positively through reductions in the jet noise. Over the past decades, the bypass ratio of turbofan engines has continuously increased and, as a result, aircraft engine noise has decreased to a level comparable to the noise originated from the turbulent flow around the airframe for take-off and landing conditions. Although aircraft have become quieter, the number of individuals affected by the aviation growth is likely to increase. Airframe noise has been currently identified as the ultimate aircraft noise barrier and many efforts devoted to its reductions have focused specifically on landing gears and high-lift devices, which are the most relevant noise contributors. Some devices have been designed to reduce flap noise, however, not all of them have been successfully tested in a detailed large-scale flap model due to their difficult implementation in real flap side-edges. This research investigates the relationship between the parameters of a large-scale flap model at 1.50×106 Reynolds number and the physics responsible for flap side-edge noise generation, one of the most dominant sources of the airframe noise. Experimental tests were conducted in a wind-tunnel and flow-field measurements were taken by a multi-hole pitot probe and an aerodynamic balance and complemented by phased microphone array techniques towards a deeper understanding of flap side-edge noise sources and their correlations to unsteady vorticity fluctuations. Conventional beamforming and CLEAN-SC and DAMAS deconvolution methodologies provided far-field acoustic spectra estimations and noise source mapping. The model used for the tests consists of an unswept isolated flap element with representative tip details present in conventional medium-range transport aircraft. The instrumentation includes 106 steady pressure taps distributed chord-wise and span-wise and a sand trip tape to transition the laminar boundary layer. Different side-edge devices were assessed towards airframe noise reductions. A perforated side-edge treatment was also applied to the flap side-edge. Results of aerodynamic and aeroacoustic tests conducted in the LAE-1 closed circuit wind tunnel with a closed test section at the São Carlos School of Engineering - University of São Paulo (EESC-USP) at up to 40 m/s flow speeds provided specific information on the aeroacoustic and aerodynamic characterization of the dominant acoustic source mechanisms of the flap model. / Os primeiros motores turbofan com razão de desvio entraram em operação no início dos anos 70. A necessidade de reduções no consumo de combustível afetou positivamente o ruído das aeronaves através de reduções no ruído do jato. Nas últimas décadas, a razão de desvio de motores turbofan aumentou continuamente e, como resultado, o ruído do motor da aeronave diminuiu para um nível comparável ao ruído originado do fluxo turbulento ao redor do airframe para as condições de decolagem e pouso. Embora as aeronaves tenham-se tornado mais silenciosas, é provável que o número de indivíduos afetados pelo crescimento da aviação aumente. Atualmente, o ruído de airframe tem sido identificado como a barreira máxima de ruído para aeronaves e muitos esforços dedicados à sua redução se concentraram especificamente no trem de pouso e dispositivos de alta sustentação, que são os contribuidores de ruído mais relevantes. Alguns dispositivos foram projetados para reduzir o ruído do flap, no entanto, nem todos deles foram testados com sucesso em um modelo detalhado de flap de grande escala, devido a sua difícil implementação nas bordas laterais do flap real. Esta pesquisa investiga a relação entre os parâmetros de um modelo de flap de grande escala com número de Reynolds de 1.50 × 106 e a física responsável pela geração de ruído na borda lateral do flap, uma das fontes mais dominantes do ruido de airframe. Testes experimentais foram realizados em um túnel de vento e as medidas do escoamento foram tomadas por uma sonda pitot de múltiplos furos e uma balança aerodinâmica e complementadas por técnicas de antenas de microfones para um entendimento mais profundo das fontes de ruído da ponta do flap e suas correlações com flutuações instáveis de vorticidade. O beamforming convencional e as metodologias de deconvolução CLEAN-SC e DAMAS forneceram estimativas de espectros acústicos de campo distante e mapeamento de fontes de ruído. O modelo usado para os testes consiste em um elemento de flap isolado, sem enflechamento, com detalhes de ponta representativos presentes em aeronaves convencionais de transporte de médio alcance. A instrumentação inclui 106 tomadas de pressão estacionárias distribuídas na corda e na envergadura e um trip de fita de areia para fazer a transição da camada limite laminar. Diferentes dispositivos de borda lateral foram avaliados em relação às reduções de ruído de airframe. Um tratamento perfurado de borda lateral também foi aplicado à borda lateral do flap. Os resultados dos testes aerodinâmicos e aeroacústicos realizados no túnel de vento de circuito fechado LAE-1, com seção de provas fechada na Escola de Engenharia de São Carlos - Universidade de São Paulo (EESC-USP) com velocidade de fluxo de até 40 m/s forneceram informações específicas sobre a caracterização aeroacústica e aerodinâmica dos mecanismos dominantes de fonte acústica do modelo de flap.

In nature, many swimming and flying creatures use the principle of oscillatory lift-based propulsion. Often the flapping element is flexible, totally or partially. The flow dynamics because of a flexible flap is thus of considerable interest. We are interested especially in lunate fish propulsion. The present work investigates the effect of trailing edge flexibility on the flow field created by an oscillating airfoil in an attempt to mimic the flow around the flexible tails often found in fish. A flexible flap with negligible mass and stiffness is attached at the trailing edge of NACA0015 airfoil. The flap length is 75% of the rigid chord length. The airfoil oscillates about a hinge point at 30% chord from the leading edge and at the same time it moves in a circular path in stationary water. The parameters varied are frequency, amplitude of oscillation and forward speed. For a given combination of amplitude and frequency of oscillation, the forward speed is chosen such that the Strouhal number comes around 0.3, which falls in the gamut of Strouhal numbers for maximum propulsive efficiency. We visualize the flow with dye and particles and measure velocities using Particle Image Velocimetry (PIV). We use shadow technique and image processing to study the flap dynamics. We do a qualitative and quantitative comparison of the wake flow generated by two airfoil models, one with rigid trailing edge (model -B) and the other with flexible trailing edge (model -A) i.e. with a flexible flap fixed to the trailing edge. We study the flap dynamics, the flow around the flap, evolution of vortices, wake width, circulations around airfoil and vortices, momentum and energy in the wake (which is measure of propulsion efficiency), vortex geometry in the wake in terms of vortex spacing, etc. We also conduct a parametric study for both the models. Flap dynamics plays a prominent role in defining the signature of the wake. The observed flap deflections are quite large and the flap exhibits more than one mode of deflection; this affects the vortex-shedding pattern. The flap tip also executes a near sinusoidal motion with a phase difference between the trailing edge and the flap tip. The dye visualization studies show that a flexible trailing edge induces multiple vortices while in case of a rigid trailing edge, large vortical structures are shed. In case of flexible trailing edge (model -A), the vortices are shed away from the mean path of motion and are arranged in a ‘reverse Karman vortex street’ pattern producing an undulating jet representing a thrust on the airfoil. For the same Strouhal number, in case of rigid trailing edge (model -B), the vortices are shed nearly along the mean path of motion indicating a momentumless wake. The wake structures, particularly in case of model -A, are nearly insensitive to variations in amplitude and frequency. The wake of model -B shows some variable flow patterns for different amplitudes of oscillation. Although the total chord of model -A is 1.75 times more than the chord of model -B, the wake width is nearly the same for the two models when the amplitude of oscillation is same. The addition of the flap to the airfoil keeps the wake flow two-dimensional or symmetric about the center plane for longer times and longer downstream distances in comparison with the wake flow generated by rigid trailing edge. For 15o and 20o amplitudes of oscillations, the flow separates over the airfoil itself; the interaction of the separated flow with the flexible flap is quite interesting, which needs further investigations. The wake generated by the airfoil with flexible flap at the trailing edge has some common features with the wakes generated by the flow over a flapping filament (which is the one-dimensional representation of a fluttering flag), an accelerating mullet fish (a carangiform swimmer) and a steadily swimming eel (an anguilliform swimmer).

No description available.

L’aile rigide navale est le moyen de propulsion qui se substitue à la grande voile souple sur les catamarans de classe Coupe de l’América et Class-C. Ce gréement est similaire à une aile aéronautique, composée de deux éléments, avec le volet séparé de l’élément principal par une fente. Comparée à une voile souple, l’aile rigide permet d’améliorer les performances du bateau en naviguant à des vitesses plus grandes que celle du vent. Cependant, le décrochage brutal qui caractérise l’aile et sa sensibilité à l’instationnarité du vent rendent difficile la correcte maîtrise de l’aile pendant la navigation. La modification des forces aérodynamiques qui agissent sur l’aile, dû à l’action d’une rafale ou au dépassement de la limite du décrochage, peuvent compromettre la stabilité du catamaran avec un possible risque de chavirage. L’aile doit donc être dessinée et réglée correctement pour éviter cette possibilité de chavirage, mais il est nécessaire de connaître l’enveloppe aérodynamique. / Wingsail is a propulsion system substituting the conventional main soft sail on the America’s Cup and C-class catamarans. This rig is similar to a slotted-flap aeronautical wing, made by two elements divided by a slot. With respect to soft sails, the wingsail improves the performance of the yachts allowing navigating faster than the wind in both the upwind and downwind points of sail. However, the abrupt stall characteristics of the wing and its sensitiveness to the wind unsteadiness make difficult its management during the navigation. The modification of the strength of the aerodynamic forces acting on the wingsail, due to a gust or to the achievement of the stall limit, can compromise the stability of the catamaran. Thus, the wingsail has to be designed and trimmed to avoid the possibility of a capsize but, to do this, the aerodynamic envelop of the wingsail must be known. The aim of the Ph.D. project is, hence, to characterize the flow around the wingsail investigating the influence of the geometric and trim parameters on the wing performance.

No description available.

With wind turbines growing in size, operation and maintenance has become a more important area of research with the goal of making wind energy more profitable. Wind turbine blades are subjected to intense fluctuating loads that can cause significant damage over time. The need for advanced methods of alleviating blade loads to extend the lifespan of wind turbines has become more important as worldwide initiatives have called for a push in renewable energy. An area of research whose goal is to reduce the fatigue damage is smart rotor control. Smart bladed wind turbines have the ability to sense aerodynamic loads and compute an actuator response to manipulate the aerodynamics of the wind turbine. The wind turbine model for this research is equipped with two different smart rotor devices. Independent pitch actuators for each blade and trailing edge flaps (TEFs) on the outer 70 to 90% of the blade span are used to modify aerodynamic loads. Individual Pitch Control (IPC) and Individual Flap Control (IFC) are designed to control these devices and are implemented on the NREL 5 MW wind turbine. The consequences of smart rotor control lie in the wind turbine’s power capture in below rated conditions. Manipulating aerodynamic loads on the blades cause the rotor to decelerate, which effectively decreases the rotor speed and power output by 1.5%. Standard Region 2 generator torque control laws do not take into consideration variations in rotor dynamics which occur from the smart rotor controllers. Additionally, this research explores new generator torque control algorithms that optimize power capture in below rated conditions. FAST, an aeroelastic code for the simulation of wind turbines, is utilized to test the capability and efficacy of the controllers. Simulation results for the smart rotor controllers prove that they are successful in decreasing the standard deviation of blade loads by 26.3% in above rated conditions and 12.1% in below rated conditions. As expected, the average power capture decreases by 1.5%. The advanced generator torque controllers for Region 2 power capture have a maximum average power increase of 1.07% while still maintaining load reduction capabilities when coupled with smart rotor controllers. The results of this research show promise for optimizing wind turbine operation and increasing profitability.

This diploma thesis focuses on optimization of the flap for the ultralight aircraft Skyleader JA 600, which is produced by the Jihlavan s.r.o. company. Individual types of flaps used in ultralight aircrafts are described in the initial phase of the thesis. In addition, description of the plane of interest Skyleader has been conducted, while along with the basic characteristics the focus is mainly on its wing and flap. The thesis continues with detailed CFD method calibration task, which is mostly focused on the basic turbulent models comparison. The optimization task conducted within this diploma thesis includes CFD calculations to determine aerodynamic characteristics of the flap provided by Jihlavan company, and subsequent determination of its optimal position. An important part of this thesis is also evaluation of the load and strength of the flap in previously determined optimal position. At the end, the strength and fly tests of the flap in the new position are described.

Introduction Malignant diseases with infiltration of bony structures in the area of the phalanges or metacarpals require either amputation or complex reconstruction. The decision for reconstruction means to restore length, mobility, sensibility, stability as well as aesthetics. Methods We present a case of complex first ray reconstruction of the left hand using a free osteocutaneous lateral arm flap from the ipsilateral side. The reconstruction was performed after radical resection of an exulcerated squamous cell carcinoma, including the first metacarpal bone, trapezium, partial trapezoid and distal scaphoid as well as partial resection of the extensor pollicis longus, extensor pollicis brevis, abductor pollicis longus and flexor carpi radialis tendons. The osteosynthetic restoration was achieved distally by a double wire cerclage and a proximally by temporary K-wire suspension. Moreover, to reconstruct the extensor pollicis longus tendon the ipsilateral palmaris longus tendon was harvested and used. Postoperatively, a secondary humerus fracture occurred, which was initially attended by plate osteosynthesis. The fracture showed delayed healing, which was treated by re-plating and autologous cancellous bone. Results 12 months postoperatively, the patient showed an excellent outcome with length preservation and good range of motion, sensibility, stability and aesthetic of the thumb. Furthermore, the quarterly tumor aftercare showed no evidence of recurrence. Conclusion This case report showed that the free osteocutaneous lateral arm flap is a reliable solution for the reconstruction of the first ray with a great functional and aesthetic outcome. To prevent a secondary humerus fracture, a preventive plate osteosynthesis simultaneous with the osteocutaneous flap elevation should be considered.