Reciclagem de poliestireno expandido: compósito com fibras de algodão para a confecção de placas de circuito impresso

In this work polymeric composites reinforced with cotton fibers, from the textile industry, were developed in order to manufacture printed circuit boards. It was used expanded polystyrene (EPS) as a thermoplastic matrix by melting it. For the obtention of 10% and 15% of fiber volume fraction in cotton fibers composites, it was used wasted cotton fibers as an incentive of recycling and reusing of the domestic and industrial wastes as well as for Expanded Polystyrene(EPS). The mechanical properties of the composites were evaluated by tensile and flexural strength from standardized test methods. Composites were characterized by a Scanning Electron Microscopy (SEM), Thermogravimetry (TG/DTG), Differential Scanning Calorimetry (DSC) and dielectric analysis. The analysis of the results showed that fiber in the composite directly influenced in the thermal and mechanical properties

Diferentes métodos de aglutinação para melhoria de processos com múltiplas respostas

Pós-graduação em Engenharia Mecânica - FEG

Concordância entre o débito cardíaco estimado através das técnicas de termodiluição transpulmonar e de análise de contorno de pulso e a técnica de termodiluição de artéria pulmonar em cães anestesiados com isoflurano

Pós-graduação em Anestesiologia - FMB

THE ROLE OF INDUSTRY IN DEVELOPING NEW MATERIALS FOR VERTEBRATE PEST CONTROL

In the first paper presented to you today by Dr. Spencer, an expert in the Animal Biology field and an official authority at the same time, you heard about the requirements imposed on a chemical in order to pass the different official hurdles before it ever will be accepted as a proven tool in wildlife management. Many characteristics have to be known and highly sophisticated tests have to be run. In many instances the governmental agency maintains its own screening, testing or analytical programs according to standard procedures. It would be impossible, however, for economic and time reasons to work out all the data necessary for themselves. They, therefore, depend largely on the information furnished by the individual industry which naturally has to be established as conscientiously as possible. This, among other things, Dr. Spencer has made very clear; and this is also what makes quite a few headaches for the individual industry, but I am certainly not speaking only for myself in saying that Industry fully realizes this important role in developing materials for vertebrate control and the responsibilities lying in this. This type of work - better to say cooperative work with the official institutions - is, however, only one part and for the most of it, the smallest part of work which Industry pays to the development of compounds for pest control. It actually refers only to those very few compounds which are known to be effective. But how to get to know about their properties in the first place? How does Industry make the selection from the many thousands of compounds synthesized each year? This, by far, creates the biggest problems, at least from the scientific and technical standpoint. Let us rest here for a short while and think about the possible ways of screening and selecting effective compounds. Basically there are two different ways. One is the empirical way of screening as big a number of compounds as possible under the supposition that with the number of incidences the chances for a "hit" increase, too. You can also call this type of approach the statistical or the analytical one, the mass screening of new, mostly unknown candidate materials. This type of testing can only be performed by a producer of many new materials,that means by big industries. It requires a tremendous investment in personnel, time and equipment and is based on highly simplified but indicative test methods, the results of which would have to be reliable and representative for practical purposes. The other extreme is the intellectual way of theorizing effective chemical configurations. Defenders of this method claim to now or later be able to predict biological effectiveness on the basis of the chemical structure or certain groups in it. Certain pre-experience should be necessary, that means knowledge of the importance of certain molecular requirements, then the detection of new and effective complete molecules is a matter of coordination to be performed by smart people or computers. You can also call this method the synthetical or coordinative method.

Relevance of In-vitro Tests of Adhesive and Composite Dental Materials. A Review in 3 Parts. Part 2: Non-standardized tests of composite materials

Summary The first part of this review examined ISO approval requirements and in vitro testing. In the second part, non-standardized test methods for composite materials are presented and discussed. Physical tests are primarily described. Analyses of surface gloss and alterations, as well as aging simulations of dental materials are presented. Again, the importance of laboratory tests in determining clinical outcomes is evaluated. Differences in the measurement protocols of the various testing institutes and how these differences can in?uence the results are also discussed. Because there is no standardization of test protocols, the values determined by different institutes cannot be directly compared. However, the ranking of the tested materials should be the same if a valid protocol is applied by different institutes. The modulus of elasticity, the expansion after water sorption, and the polishability of the material are all clinically relevant, whereas factors measured by other test protocols may have no clinical correlation. The handling properties of the materials are highly dependent on operators' preferences. Therefore, no standard values can be given.

Unpredicted adverse reaction to omalizumab

Despite promising reports of the use of omalizumab as add-on therapy in patients with systemic mastocytosis and recurrent anaphylaxis during specific venom immunotherapy (VIT), unpredicted adverse effects may lead to therapy failure. We present the case of a patient with systemic mastocytosis and Hymenoptera venom allergy who was administered omalizumab as add-on therapy to improve VIT tolerability after repeated severe adverse reactions despite H1/H2-antihistamine prophylaxis. We describe an unexpected discontinuation of omalizumab following successful initiation of VIT in a patient with systemic mastocytosis, with subsequent lack of tolerability of VIT. An interesting aspect of this case is the correlation of basophil activation test results with both clinical tolerability and VIT intolerance.

Are mutans streptococci detected in preschool children a reliable predictive factor for dental caries risk? A systematic review

Research suggests that mutans streptococci play an important role in cariogenesis in children but the usefulness of bacterial testing in risk assessment is unknown. Our objective was to summarize the literature assessing the association of mutans streptococci and dental caries in preschool children, (Pre)Medline (1966-2003), Embase (1980-2003), the Cochrane Register of Controlled Trials (2003, issue 3), and reference lists of included studies were searched. All abstracts found by the electronic searches (n = 981) were independently scrutinized by 2 reviewers. Minimal requirements for inclusion were assessment of preschool children without caries at baseline, reporting of mutans streptococci present in saliva or plaque at baseline and assessment of caries presence after a minimum of 6 months of follow-up. Participants' details, test methods, methodological characteristics and findings were extracted by one reviewer and cross-checked by another. Homogeneity was tested using chi2 tests. Results of plaque and saliva testing were pooled separately using a fixed effects model. Methodological quality of reports was low. Out of 9 studies included, data from 3 reports on plaque test assessment alone (n = 300) and from 4 reports on saliva test assessment alone (n = 451) were available for pooled analysis. The pooled risk ratio (95% CI) was 3.85 (2.48-5.96) in studies using plaque tests and 2.11 (1.47-3.02) in those using saliva testing. Presence of mutans streptococci, both in plaque or saliva of young caries-free children, appears to be associated with a considerable increase in caries risk. Lack of adjustment for potential confounders in the original studies, however, limits the extent to which interpretations for practice can be made.

Influence of exertional oscillatory ventilation on exercise performance in heart failure

BACKGROUND: Exertional oscillatory ventilation (EOV) in heart failure may potentiate the negative effects of low cardiac output and high ventilation on exercise performance. We hypothesized that the presence of EOV might, per se, influence exercise capacity as evaluated by maximal cardiopulmonary exercise test. METHODS AND RESULTS: We identified 78 severe chronic heart failure patient pairs with and without EOV. Patients were matched for sex, age and peak oxygen consumption (VO2). Patients with EOV showed, for the same peak VO2, a lower workload (WL) at peak (DeltaWatts=5.8+/-23.0, P=0.027), a less efficient ventilation (higher VE/VCO2 slope: 38.0+/-8.3 vs. 32.8+/-6.3, P<0.001), lower peak exercise tidal volume (1.49+/-0.36 L vs. 1.61+/-0.46 L, P=0.015) and higher peak respiratory rate (34+/-7/min vs. 31+/-6/min, P=0.002). In 33 patients, EOV disappeared during exercise, whereas in 45 patients EOV persisted. Fifty percent of EOV disappearing patients had an increase in the VO2/WL relationship after EOV regression, consistent with a more efficient oxygen delivery to muscles. No cardiopulmonary exercise test parameter was associated with the different behaviour of VO2/WL. CONCLUSION: The presence of EOV negatively influences exercise performance of chronic heart failure patients likely because of an increased cost of breathing. EOV disappearance during exercise is associated with a more efficient oxygen delivery in several cases.

AN EXPERIMENTAL STUDY OF PARTIAL LOW RISK DEPLOYMENT IN A FIXED VEHICLE ENVIRONMENT

This study will look at the passenger air bag (PAB) performance in a fix vehicle environment using Partial Low Risk Deployment (PLRD) as a strategy. This development will follow test methods against actual baseline vehicle data and Federal Motor Vehicle Safety Standards 208 (FMVSS 208). FMVSS 208 states that PAB compliance in vehicle crash testing can be met using one of three deployment methods. The primary method suppresses PAB deployment, with the use of a seat weight sensor or occupant classification sensor (OCS), for three-year old and six-year old occupants including the presence of a child seat. A second method, PLRD allows deployment on all size occupants suppressing only for the presents of a child seat. A third method is Low Risk Deployment (LRD) which allows PAB deployment in all conditions, all statures including any/all child seats. This study outlines a PLRD development solution for achieving FMVSS 208 performance. The results of this study should provide an option for system implementation including opportunities for system efficiency and other considerations. The objective is to achieve performance levels similar too or incrementally better than the baseline vehicles National Crash Assessment Program (NCAP) Star rating. In addition, to define systemic flexibility where restraint features can be added or removed while improving occupant performance consistency to the baseline. A certified vehicles’ air bag system will typically remain in production until the vehicle platform is redesigned. The strategy to enable the PLRD hypothesis will be to first match the baseline out of position occupant performance (OOP) for the three and six-year old requirements. Second, improve the 35mph belted 5th percentile female NCAP star rating over the baseline vehicle. Third establish an equivalent FMVSS 208 certification for the 25mph unbelted 50th percentile male. FMVSS 208 high-speed requirement defines the federal minimum crash performance required for meeting frontal vehicle crash-test compliance. The intent of NCAP 5-Star rating is to provide the consumer with information about crash protection, beyond what is required by federal law. In this study, two vehicles segments were used for testing to compare and contrast to their baseline vehicles performance. Case Study 1 (CS1) used a cross over vehicle platform and Case Study 2 (CS2) used a small vehicle segment platform as their baselines. In each case study, the restraints systems were from different restraint supplier manufactures and each case contained that suppliers approach to PLRD. CS1 incorporated a downsized twins shaped bag, a carryover inflator, standard vents, and a strategic positioned bag diffuser to help disperse the flow of gas to improve OOP. The twin shaped bag with two segregated sections (lobes) to enabled high-speed baseline performance correlation on the HYGE Sled. CS2 used an A-Symmetric (square shape) PAB with standard size vents, including a passive vent, to obtain OOP similar to the baseline. The A-Symmetric shape bag also helped to enabled high-speed baseline performance improvements in HYGE Sled testing in CS2. The anticipated CS1 baseline vehicle-pulse-index (VPI) target was in the range of 65-67. However, actual dynamic vehicle (barrier) testing was overshadowed with the highest crash pulse from the previous tested vehicles with a VPI of 71. The result from the 35mph NCAP Barrier test was a solid 4-Star (4.7 Star) respectfully. In CS2, the vehicle HYGE Sled development VPI range, from the baseline was 61-62 respectively. Actual NCAP test produced a chest deflection result of 26mm versus the anticipated baseline target of 12mm. The initial assessment of this condition was thought to be due to the vehicles significant VPI increase to 67. A subsequent root cause investigation confirmed a data integrity issue due to the instrumentation. In an effort to establish a true vehicle test data point a second NCAP test was performed but faced similar instrumentation issues. As a result, the chest deflect hit the target of 12.1mm; however a femur load spike, similar to the baseline, now skewed the results. With noted level of performance improvement in chest deflection, the NCAP star was assessed as directional for 5-Star capable performance. With an actual rating of 3-Star due to instrumentation, using data extrapolation raised the ratings to 5-Star. In both cases, no structural changes were made to the surrogate vehicle and the results in each case matched their perspective baseline vehicle platforms. These results proved the PLRD is viable for further development and production implementation.

A systematic review of the performance of ceramic and metal implant abutments supporting fixed implant reconstructions

OBJECTIVES: The objective of this systematic review was to assess the 5-year survival rates and incidences of complications associated with ceramic abutments and to compare them with those of metal abutments. METHODS: An electronic Medline search complemented by manual searching was conducted to identify randomized-controlled clinical trials, and prospective and retrospective studies providing information on ceramic and metal abutments with a mean follow-up time of at least 3 years. Patients had to have been examined clinically at the follow-up visit. Assessment of the identified studies and data abstraction was performed independently by three reviewers. Failure rates were analyzed using standard and random-effects Poisson regression models to obtain summary estimates of 5-year survival proportions. RESULTS: Twenty-nine clinical and 22 laboratory studies were selected from an initial yield of 7136 titles and data were extracted. The estimated 5-year survival rate of ceramic abutments was 99.1% [95% confidence interval (CI): 93.8-99.9%] and 97.4% (95% CI: 96-98.3%) for metal abutments. The estimated cumulative incidence of technical complications after 5 years was 6.9% (95% CI: 3.5-13.4%) for ceramic abutments and 15.9% (95% CI: 11.6-21.5%) for metal abutments. Abutment screw loosening was the most frequent technical problem, occurring at an estimated cumulative incidence after 5 years of 5.1% (95% CI: 3.3-7.7%). All-ceramic crowns supported by ceramic abutments exhibited similar annual fracture rates as metal-ceramic crowns supported by metal abutments. The cumulative incidence of biological complications after 5 years was estimated at 5.2% (95% CI: 0.4-52%) for ceramic and 7.7% (95% CI: 4.7-12.5%) for metal abutments. Esthetic complications tended to be more frequent at metal abutments. A meta-analysis of the laboratory data was impossible due to the non-standardized test methods of the studies included. CONCLUSION: The 5-year survival rates estimated from annual failure rates appeared to be similar for ceramic and metal abutments. The information included in this review did not provide evidence for differences of the technical and biological outcomes of ceramic and metal abutments. However, the information for ceramic abutments was limited in the number of studies and abutments analyzed as well as the accrued follow-up time. Standardized methods for the analysis of abutment strength are needed.

Variability between laboratories performing coagulation tests with identical platforms: a nationwide evaluation study.

BACKGROUND While the assessment of analytical precision within medical laboratories has received much attention in scientific enquiry, the degree of as well as the sources causing variation between them remains incompletely understood. In this study, we quantified the variance components when performing coagulation tests with identical analytical platforms in different laboratories and computed intraclass correlations coefficients (ICC) for each coagulation test. METHODS Data from eight laboratories measuring fibrinogen twice in twenty healthy subjects with one out of 3 different platforms and single measurements of prothrombin time (PT), and coagulation factors II, V, VII, VIII, IX, X, XI and XIII were analysed. By platform, the variance components of (i) the subjects, (ii) the laboratory and the technician and (iii) the total variance were obtained for fibrinogen as well as (i) and (iii) for the remaining factors using ANOVA. RESULTS The variability for fibrinogen measurements within a laboratory ranged from 0.02 to 0.04, the variability between laboratories ranged from 0.006 to 0.097. The ICC for fibrinogen ranged from 0.37 to 0.66 and from 0.19 to 0.80 for PT between the platforms. For the remaining factors the ICC's ranged from 0.04 (FII) to 0.93 (FVIII). CONCLUSIONS Variance components that could be attributed to technicians or laboratory procedures were substantial, led to disappointingly low intraclass correlation coefficients for several factors and were pronounced for some of the platforms. Our findings call for sustained efforts to raise the level of standardization of structures and procedures involved in the quantification of coagulation factors.

Estudio de la redistribución tensional en la interfase frp-hormigón

El uso de materiales compuestos para el refuerzo, reparación y rehabilitación de estructuras de hormigón se ha convertido en una técnica muy utilizada en la última década. Con independencia de la técnica del refuerzo, uno de los principales condicionantes del diseño es el fallo de la adherencia entre el hormigón y el material compuesto, atribuida generalmente a las tensiones en la interfaz de estos materiales. Las propiedades mecánicas del hormigón y de los materiales compuestos son muy distintas. Los materiales compuestos comúnmente utilizados en ingeniería civil poseen alta resistencia a tracción y tienen un comportamiento elástico y lineal hasta la rotura, lo cual, en contraste con el ampliamente conocido comportamiento del hormigón, genera una clara incompatibilidad para soportar esfuerzos de forma conjunta. Esta incompatibilidad conduce a fallos relacionados con el despegue del material compuesto del sustrato de hormigón. En vigas de hormigón reforzadas a flexión o a cortante, el despegue del material compuesto es un fenómeno que frecuentemente condiciona la capacidad portante del elemento. Existen dos zonas potenciales de iniciación del despegue: los extremos y la zona entre fisuras de flexión o de flexión-cortante. En el primer caso, la experiencia a través de los últimos años ha demostrado que se puede evitar prolongando el refuerzo hasta los apoyos o mediante el empleo de algún sistema de anclaje. Sin embargo, las recomendaciones para evitar el segundo caso de despegue aún se encuentran lejos de poder prever el fallo de forma eficiente. La necesidad de medir la adherencia experimentalmente de materiales FRP adheridos al hormigón ha dado lugar a desarrollar diversos métodos por la comunidad de investigadores. De estas campañas experimentales surgieron modelos para el pronóstico de la resistencia de adherencia, longitud efectiva y relación tensión-deslizamiento. En la presente tesis se propone un ensayo de beam-test, similar al utilizado para medir la adherencia de barras de acero, para determinar las características de adherencia del FRP al variar la resistencia del hormigón y el espesor del adhesivo. A la vista de los resultados, se considera que este ensayo puede ser utilizado para investigar diferentes tipos de adhesivos y otros métodos de aplicación, dado que representa con mayor realidad el comportamiento en vigas reforzadas. Los resultados experimentales se trasladan a la comprobación del fallo por despegue en la región de fisuras de flexión o flexión cortante en vigas de hormigón presentando buena concordancia. Los resultados condujeron a la propuesta de que la limitación de la deformación constituye una alternativa simple y eficiente para prever el citado modo de fallo. Con base en las vigas analizadas, se propone una nueva expresión para el cálculo de la limitación de la deformación del laminado y se lleva a cabo una comparación entre los modelos existentes mediante un análisis estadístico para evaluar su precisión. Abstract The use of composite materials for strengthening, repairing or rehabilitating concrete structures has become more and more popular in the last ten years. Irrespective of the type of strengthening used, design is conditioned, among others, by concrete-composite bond failure, normally attributed to stresses at the interface between these two materials. The mechanical properties of concrete and composite materials are very different. Composite materials commonly used in civil engineering possess high tensile strength (both static and long term) and they are linear elastic to failure, which, in contrast to the widely known behavior of concrete, there is a clear incompatibility which leads to bond-related failures. Bond failure in the composite material in bending- or shear-strengthened beams often controls bearing capacity of the strengthened member. Debonding failure of RC beams strengthened in bending by externally-bonded composite laminates takes place either, at the end (plate end debonding) or at flexure or flexure-shear cracks (intermediate crack debonding). In the first case, the experience over the past years has shown that this can be avoided by extending laminates up to the supports or by using an anchoring system. However, recommendations for the second case are still considered far from predicting failure efficiently. The need to experimentally measure FRP bonding to concrete has induced the scientific community to develop test methods for that purpose. Experimental campaigns, in turn, have given rise to models for predicting bond strength, effective length and the stress-slip relationship. The beam-type test proposed and used in this thesis to determine the bonding characteristics of FRP at varying concrete strengths and adhesive thicknesses was similar to the test used for measuring steel reinforcement to concrete bonding conditions. In light of the findings, this test was deemed to be usable to study different types of adhesives and application methods, since it reflects the behavior of FRP in strengthened beams more accurately than the procedures presently in place. Experimental results are transferred to the verification of peeling-off at flexure or flexure-shear cracks, presenting a good general agreement. Findings led to the conclusion that the strain limitation of laminate produces accurate predictions of intermediate crack debonding. A new model for strain limitation is proposed. Finally, a comprehensive evaluation based on a statistical analysis among existing models is carried out in order to assess their accuracy.

Improvement of compatibility and stability on polyethylene-modified bitumen by use of an aromatic extra as compatibilizer.

Bitumen modification by polyethylene addition usually improves the mechanical properties of the binder and, therefore, the behavior in service of the bituminous mix: thermal susceptibility and rutting can be diminished, whilst the resistance to low temperature cracking may increase. To achieve this improvement it is necessary a good compatibility between the base bitumen and the polyethylene. Low compatibility between bitumen and polyethylene can lead to phase separation: the polymer- asphalt incompatibility translates into a deterioration of ultimate properties. The object of this research project was to determine if these problems can be diminished by using certain compatibilizer agents, e.g. an aromatic extract from the oil refinery. Compatibility and stability of the polyethylene modified bitumen were studied using conventional test methods and dynamic shear reometer (DSR). Blends of bitumen and polyethylene were prepared with neat bitumen (PMB) or bitumen with compatibilizer as component of the binder (PMBC) and then compared. The experimental results show that “colloid instability index”(IC) is a parameter that can be used to control the compatibility between bitumen and polyethylene. From polyethylene point of view, one of the parameters that govern is the “melt flow index” (MFI). Experimental results show that PMBC formulated with low IC bitumen and hi gh MFI lineal polyethylene can be considered as stable binder.

Compatibilidad de materiales con las mezclas de bioqueroseno de coco, babasú y palmiste con queroseno comercial

Actualmente existe un gran interés por ampliar las fuentes de energías alternativas para aviación y conseguir con ello una reducción de la huella de carbono y de la fuerte dependencia energética de los combustibles fósiles en diferentes países. Por ello, se están llevando a cabo muchos estudios de investigación que tienen por objetivo la conversión de la materia prima vegetal o biomasa en una nueva fuente de energía. Sin embargo, la sustitución exitosa de los combustibles derivados del petróleo por biocombustibles, requiere el cumplimiento de unos requisitos estrictos, y unas propiedades adecuadas. Este proyecto estudia la compatibilidad de materiales con las mezclas de bioqueroseno de coco (CBK20), babasú (BBK20) y palmiste (PBK20), con queroseno comercial Jet A-1 (K-2). Los materiales estudiados son poliméricos, metálicos y composites de aviación que forman parte del sistema combustible del avión. Este estudio pretende demostrar que tanto los materiales utilizados, como los combustibles investigados, son compatibles cuando se encuentran en contacto a cierta temperatura. Para ello, se han comparado sus propiedades siguiendo las normas de referencia establecidas. ABSTRACT Currently there is a strong interest to expand alternative energy sources for aviation and thereby achieve a reduction in carbon footprint and the strong energy dependence on fossil fuels in different countries. It is therefore being carried out many researches based on the conversion of vegetable feedstock in a new energy source. However, a successful replacement of petroleum fuels with biofuels, requires compliance with strict requirements and suitable properties. This project studies the materials compatibility with blends of coconut (CBK20), babassu (BBK20) and palm kernel (PBK20) biokerosene with commercial aviation jet fuel Jet A-1 (K-2). Polymeric and elastomeric materials, metals and aviation composites has been studied as part of the aircraft fuel system. The objective of this study is to demonstrate that both, the tested materials and the fuels investigated, are compatible when they are in contact at a certain temperature. For this reason, materials and kerosene properties have been compared using the standard test methods

Predicción de la velocidad crítica de flameo mediante el uso de modelos aeroelásticos extrapolados en tiempo real con datos de vuelo

La Aeroelasticidad fue definida por Arthur Collar en 1947 como "el estudio de la interacción mutua entre fuerzas inerciales, elásticas y aerodinámicas actuando sobre elementos estructurales expuestos a una corriente de aire". Actualmente, esta definición se ha extendido hasta abarcar la influencia del control („Aeroservoelasticidad‟) e, incluso, de la temperatura („Aerotermoelasticidad‟). En el ámbito de la Ingeniería Aeronáutica, los fenómenos aeroelásticos, tanto estáticos (divergencia, inversión de mando) como dinámicos (flameo, bataneo) son bien conocidos desde los inicios de la Aviación. Las lecciones aprendidas a lo largo de la Historia Aeronáutica han permitido establecer criterios de diseño destinados a mitigar la probabilidad de sufrir fenómenos aeroelásticos adversos durante la vida operativa de una aeronave. Adicionalmente, el gran avance experimentado durante esta última década en el campo de la Aerodinámica Computacional y en la modelización aeroelástica ha permitido mejorar la fiabilidad en el cálculo de las condiciones de flameo de una aeronave en su fase de diseño. Sin embargo, aún hoy, los ensayos en vuelo siguen siendo necesarios para validar modelos aeroelásticos, verificar que la aeronave está libre de inestabilidades aeroelásticas y certificar sus distintas envolventes. En particular, durante el proceso de expansión de la envolvente de una aeronave en altitud/velocidad, se requiere predecir en tiempo real las condiciones de flameo y, en consecuencia, evitarlas. A tal efecto, en el ámbito de los ensayos en vuelo, se han desarrollado diversas metodologías que predicen, en tiempo real, las condiciones de flameo en función de condiciones de vuelo ya verificadas como libres de inestabilidades aeroelásticas. De entre todas ellas, aquella que relaciona el amortiguamiento y la velocidad con un parámetro específico definido como „Margen de Flameo‟ (Flutter Margin), permanece como la técnica más común para proceder con la expansión de Envolventes en altitud/velocidad. No obstante, a pesar de su popularidad y facilidad de aplicación, dicha técnica no es adecuada cuando en la aeronave a ensayar se hallan presentes no-linealidades mecánicas como, por ejemplo, holguras. En particular, en vuelos de ensayo dedicados específicamente a expandir la envolvente en altitud/velocidad, las condiciones de „Oscilaciones de Ciclo Límite‟ (Limit Cycle Oscillations, LCOs) no pueden ser diferenciadas de manera precisa de las condiciones de flameo, llevando a una determinación excesivamente conservativa de la misma. La presente Tesis desarrolla una metodología novedosa, basada en el concepto de „Margen de Flameo‟, que permite predecir en tiempo real las condiciones de „Ciclo Límite‟, siempre que existan, distinguiéndolas de las de flameo. En una primera parte, se realiza una revisión bibliográfica de la literatura acerca de los diversos métodos de ensayo existentes para efectuar la expansión de la envolvente de una aeronave en altitud/velocidad, el efecto de las no-linealidades mecánicas en el comportamiento aeroelástico de dicha aeronave, así como una revisión de las Normas de Certificación civiles y militares respecto a este tema. En una segunda parte, se propone una metodología de expansión de envolvente en tiempo real, basada en el concepto de „Margen de Flameo‟, que tiene en cuenta la presencia de no-linealidades del tipo holgura en el sistema aeroelástico objeto de estudio. Adicionalmente, la metodología propuesta se valida contra un modelo aeroelástico bidimensional paramétrico e interactivo programado en Matlab. Para ello, se plantean las ecuaciones aeroelásticas no-estacionarias de un perfil bidimensional en la formulación espacio-estado y se incorpora la metodología anterior a través de un módulo de análisis de señal y otro módulo de predicción. En una tercera parte, se comparan las conclusiones obtenidas con las expuestas en la literatura actual y se aplica la metodología propuesta a resultados experimentales de ensayos en vuelo reales. En resumen, los principales resultados de esta Tesis son: 1. Resumen del estado del arte en los métodos de ensayo aplicados a la expansión de envolvente en altitud/velocidad y la influencia de no-linealidades mecánicas en la determinación de la misma. 2. Revisión de la normas de Certificación Civiles y las normas Militares en relación a la verificación aeroelástica de aeronaves y los límites permitidos en presencia de no-linealidades. 3. Desarrollo de una metodología de expansión de envolvente basada en el Margen de Flameo. 4. Validación de la metodología anterior contra un modelo aeroelástico bidimensional paramétrico e interactivo programado en Matlab/Simulink. 5. Análisis de los resultados obtenidos y comparación con resultados experimentales. ABSTRACT Aeroelasticity was defined by Arthur Collar in 1947 as “the study of the mutual interaction among inertia, elastic and aerodynamic forces when acting on structural elements surrounded by airflow”. Today, this definition has been updated to take into account the Controls („Aeroservoelasticity‟) and even the temperature („Aerothermoelasticity‟). Within the Aeronautical Engineering, aeroelastic phenomena, either static (divergence, aileron reversal) or dynamic (flutter, buzz), are well known since the early beginning of the Aviation. Lessons learned along the History of the Aeronautics have provided several design criteria in order to mitigate the probability of encountering adverse aeroelastic phenomena along the operational life of an aircraft. Additionally, last decade improvements experienced by the Computational Aerodynamics and aeroelastic modelization have refined the flutter onset speed calculations during the design phase of an aircraft. However, still today, flight test remains as a key tool to validate aeroelastic models, to verify flutter-free conditions and to certify the different envelopes of an aircraft. Specifically, during the envelope expansion in altitude/speed, real time prediction of flutter conditions is required in order to avoid them in flight. In that sense, within the flight test community, several methodologies have been developed to predict in real time flutter conditions based on free-flutter flight conditions. Among them, the damping versus velocity technique combined with a Flutter Margin implementation remains as the most common technique used to proceed with the envelope expansion in altitude/airspeed. However, although its popularity and „easy to implement‟ characteristics, several shortcomings can adversely affect to the identification of unstable conditions when mechanical non-linearties, as freeplay, are present. Specially, during test flights devoted to envelope expansion in altitude/airspeed, Limits Cycle Oscillations (LCOs) conditions can not be accurately distinguished from those of flutter and, in consequence, it leads to an excessively conservative envelope determination. The present Thesis develops a new methodology, based on the Flutter Margin concept, that enables in real time the prediction of the „Limit Cycle‟ conditions, whenever they exist, without degrading the capability of predicting the flutter onset speed. The first part of this Thesis presents a review of the state of the art regarding the test methods available to proceed with the envelope expansion of an aircraft in altitude/airspeed and the effect of mechanical non-linearities on the aeroelastic behavior. Also, both civil and military regulations are reviewed with respect aeroelastic investigation of air vehicles. The second part of this Thesis proposes a new methodology to perform envelope expansion in real time based on the Flutter Margin concept when non-linearities, as freeplay, are present. Additionally, this methodology is validated against a Matlab/Slimulink bidimensional aeroelastic model. This model, parametric and interactive, is formulated within the state-space field and it implements the proposed methodology through two main real time modules: A signal processing module and a prediction module. The third part of this Thesis compares the final conclusions derived from the proposed methodology with those stated by the flight test community and experimental results. In summary, the main results provided by this Thesis are: 1. State of the Art review of the test methods applied to envelope expansion in altitude/airspeed and the influence of mechanical non-linearities in its identification. 2. Review of the main civil and military regulations regarding the aeroelastic verification of air vehicles and the limits set when non-linearities are present. 3. Development of a methodology for envelope expansion based on the Flutter Margin concept. 4. A Matlab/Simulink 2D-[aeroelastic model], parametric and interactive, used as a tool to validate the proposed methodology. 5. Conclusions driven from the present Thesis and comparison with experimental results.