Literatura científica selecionada sobre o tema "Glenn L. Martin Company"

A swashplateless rotor trim using brushless DC motor actuated trailing edge flaps was achieved in the Glenn L. Martin wind tunnel. A 6-ft-diameter, four-bladed articulated rotor with motor–flap system integrated into the NACA 0012 airfoil section was fabricated. A Maxon EC-10 brushless DC motor as an on-blade actuator and a lightweight mechanism were incorporated to actuate the trailing edge flap. The rotor torsion frequency was lowered to 2/rev using soft pitch links, allowing the blade pitch response to a trailing edge flap input. A closed-loop controller was employed to ensure trailing edge flap operation at desired amplitude with correct phase difference and in sync with the rotor azimuth. A trim methodology was implemented, and wind tunnel trim was achieved at 900 and 1200 RPM for a number of advance ratios. Results show that the brushless DC motors can provide sufficient primary control authority and have structural strength to withstand centrifugal loads, while fitting within airfoil profile and incurring minimal weight penalty.

-Chuck Meide, Kathleen Deagan ,Columbus's outpost among the Taínos: Spain and America at La Isabela, 1493-1498. New Haven CT: Yale University Press, 2002. x + 294 pp., José María Cruxent (eds)-Lee D. Baker, George M. Fredrickson, Racism: A short history. Princeton NJ: Princeton University Press, 2002. x + 207 pp.-Evelyn Powell Jennings, Sherry Johnson, The social transformation of eighteenth-century Cuba. Gainesville: University Press of Florida, 2001. x + 267 pp.-Michael Zeuske, J.S. Thrasher, The island of Cuba: A political essay by Alexander von Humboldt. Translated from Spanish with notes and a preliminary essay by J.S. Thrasher. Princeton NJ: Markus Wiener; Kingston: Ian Randle, 2001. vii + 280 pp.-Matt D. Childs, Virginia M. Bouvier, Whose America? The war of 1898 and the battles to define the nation. Westport CT: Praeger, 2001. xi + 241 pp.-Carmelo Mesa-Lago, Antonio Santamaría García, Sin azúcar no hay país: La industria azucarera y la economía cubana (1919-1939). Seville: Consejo Superior de Investigaciones Científicas, Universidad de Sevilla y Diputación de Sevilla, 2001. 624 pp.-Charles Rutheiser, Joseph L. Scarpaci ,Havana: Two faces of the Antillean Metropolis. Chapel Hill: University of North Carolina Press, 2002. x + 437 pp., Roberto Segre, Mario Coyula (eds)-Thomas Neuner, Ottmar Ette ,Kuba Heute: Politik, Wirtschaft, Kultur. Frankfurt am Main, Germany: Vervuert, 2001. 863 pp., Martin Franzbach (eds)-Mark B. Padilla, Emilio Bejel, Gay Cuban nation. Chicago: University of Chicago Press, 2001. xxiv + 257 pp.-Mark B. Padilla, Kamala Kempadoo, Sun, sex, and gold: Tourism and sex work in the Caribbean. New York: Rowman & Littlefield, 1999. viii + 356 pp.-Jane Desmond, Susanna Sloat, Caribbean dance from Abakuá to Zouk: How movement shapes identity. Gainesville: University Press of Florida, 2002. xx + 408 pp.-Karen Fog Olwig, Nina Glick Schiller ,Georges woke up laughing: Long-distance nationalism and the search for home. Durham NC: Duke University Press, 2001. x + 324 pp., Georges Eugene Fouron (eds)-Karen Fog Olwig, Nancy Foner, From Ellis Island to JFK: New York's two great waves of immigration. Chelsea MI: Russell Sage Foundation, 2000. xvi + 334 pp.-Aviva Chomsky, Lara Putnam, The company they kept: Migrants and the politics of gender in Caribbean Costa Rica, 1870-1960. Chapel Hill: University of North Carolina Press, 2002. xi + 303 pp.-Rebecca B. Bateman, Rosalyn Howard, Black Seminoles in the Bahamas. Gainesville: University Press of Florida, 2002. xvii + 150 pp.-Virginia Kerns, Carel Roessingh, The Belizean Garífuna: Organization of identity in an ethnic community in Central America. Amsterdam: Rozenberg. 2001. 264 pp.-Nicole Roberts, Susanna Regazzoni, Cuba: una literatura sin fronteras / Cuba: A literature beyond boundaries. Madrid: Iberoamericana/Frankfurt am Main, Germany: Vervuert, 2001. 148 pp.-Nicole Roberts, Lisa Sánchez González, Boricua literature: A literary history of the Puerto Rican Diaspora. New York: New York University Press, 2001. viii + 216 pp.-Kathleen Gyssels, Ange-Séverin Malanda, Passages II: Histoire et pouvoir dans la littérature antillo-guyanaise. Paris: Editions du Ciref, 2002. 245 pp.-Sue N. Greene, Simone A. James Alexander, Mother imagery in the novels of Afro-Caribbean women. Columbia MO: University of Missouri Press, 2001. x + 215 pp.-Gert Oostindie, Aarón Gamaliel Ramos ,Islands at the crossroads: Politics in the non-independent Caribbean., Angel Israel Rivera (eds)-Katherine E. Browne, David A.B. Murray, Opacity: Gender, sexuality, race, and the 'problem' of identity in Martinique. New York: Peter Lang, 2002. xi + 188 pp.-James Houk, Kean Gibson, Comfa religion and Creole language in a Caribbean community. Albany: State University of New York Press, 2001. xvii + 243 pp.-Kelvin Singh, Frank J. Korom, Hosay Trinidad: Muharram performances in an Indo-Caribbean Diaspora.Philadelphia: University of Pennsylvania Press, 2003. viii + 305 pages.-Lise Winer, Kim Johnson, Renegades: The history of the renegades steel orchestra of Trinidad and Tobago. With photos by Jeffrey Chock. Oxford UK: Macmillan Caribbean Publishers, 2002. 170 pp.-Jerome Teelucksingh, Glenford Deroy Howe, Race, war and nationalism: A social history of West Indians in the first world war. Kingston: Ian Randle/Oxford UK: James Currey, 2002. vi + 270 pp.-Geneviève Escure, Glenn Gilbert, Pidgin and Creole linguistics in the twenty-first century. New York: Peter Lang Publishing, 2002. 379 pp.-George L. Huttar, Eithne B. Carlin ,Atlas of the languages of Suriname. Leiden, The Netherlands: KITLV Press/Kingston: Ian Randle, 2002. vii + 345 pp., Jacques Arends (eds)

The First World War was seminal to the development of military aeronautics and aircraft/aerospace manufacturing in California. While flight innovators Glenn L. Martin and Glenn H. Curtiss made key prewar contributions to military aviation within the state, it was America's entry into the war that was the primary catalyst to the establishment of military air facilities as well as a constellation of small, federally contracted airplane factories within California. Using Sacramento's aviation training school at Mather Field and the airplane factory at North Sacramento's Liberty Iron Works as case studies, this article details the ways that World War I was an early catalyst to the statewide embrace of the seemingly limitless potential of aviation, what many then referred to as “air-mindedness.” An intimate look at both Liberty Iron Works and Mather Field reveals how World War I made Sacramento a martial city, strongly committed to a century of pursuing, and playing host to, military aeronautics and aircraft/aerospace production, as manifested by today's Mather Airport (until 1993, Mather Air Force Base) and aerospace giant Aerojet-General, an early innovator of jet-assisted take-off (JATO) and the indirect progeny of Liberty Iron Works. Several factors related to the advent of World War I—most notably, the promise of economic growth, the allure and mystery of flight, and the local prestige that comes with contributing to national defense—inculcated Sacramentans (and Californians) with an adoration for the military, a sense of regional independence, a reverence for the economic promise of the aircraft and aerospace industry, and an aviation-centered mentality that would endure into the twenty-first century.

To expand the cruise speed of a compound helicopter, alleviating the compressibility effects on the advancing side with reduced rotor RPM is proved to be an effective design feature, which results in high advance ratio flight regime. To investigate the aerodynamic phenomena at high advance ratios and provide data for the validation of analytical tools, a series of wind tunnel tests were conducted progressively in the Glenn L. Martin Wind Tunnel with a 33.5-inch radius fourbladed articulated rotor. In a recent wind tunnel test, the rotor blades were instrumented with pressure sensors and strain gauges at 30% radius, and pressure data were acquired to calculate the sectional airloads by surface integration up to an advance ratio of 0.8. The experimental results of rotor performance, control angles, blade airloads, and structural loads were compared with the predictions of comprehensive analysis and computational fluid dynamics (CFD) analysis coupled with computational structural dynamics (CSD) structural model. The paper focuses on the data correlation between experimental pressure, airload, and structural load data and the CFD/CSD predicted results at various collective and shaft tilt angles. Overall, the data correlation was found satisfactory, and the study provided some insights into the aerodynamic mechanisms that affect the rotor airload and performance, in particular the mechanisms of backward shaft tilt, the effect of hub/shaft wake, and the formation of dynamic stall in the reverse flow region.

Most enterprises in the developed, and developing world, are facing frequent, irregular and significant changes in their environment, which shorten the life span of both present products and future opportunities and increase the unpredictability of their nature. The enterprises which seem best able to deal with these changes are those that focus on opportunity recognition and capture. In other words, those that engage in the entrepreneurial process. This paper is based on an ongoing research study into entrepreneurial companies in America and Europe of different sizes and in different stages of development, from small (Martin Aviation, Controlonics, and D. L. Martin) to medium size (Mettler-Toledo and MHZ) and large (Johnson and Johnson, 3M, Rhone-Poulenc, and DEC). In this research we have observed common patterns of opportunity, focus and capture at all levels of the organization as well as the mechanisms which are needed to maintain direction and control of the organization as the company increases in scale and diversity in order to harvest broader and increased amounts of value. This paper describes both these characteristics and what is needed to transform a more traditional organization into an entrepreneurial one.

Owing to its ability to alleviate the compressibility effect on the advancing side, the slowed rotor operating at high advance ratios is a key feature in high-speed compound rotorcraft. A series of wind tunnel tests were conducted in the Glenn L. Martin Wind Tunnel with a four-bladed Mach-scaled articulated rotor. The objective of the tests was to gain a basic understanding of unique features of high-advance-ratio aerodynamic phenomena, such as thrust reversal and dynamic stall in the reverse flow region. In this study, high-advance-ratio tests were carried out with highly similar, noninstrumented blades and on-hub control angle measurements, to minimize possible error due to blade structural dissimilarity and pitch angle discrepancy. The tests were conducted at 900 and 1200 RPM, advance ratios of 0.3–0.9, and a shaft tilt study was conducted at±4°. Pitch and flap motion at the blade roots, rotor performance, and vibratory hub loads were investigated during the test. The test data were then compared with those of previous tests and with predictions from comprehensive analysis. The airload results were investigated using comprehensive analysis to gain insights into the influences of advance ratio and shaft tilt angle on rotor performance and hub vibratory loads. Results indicate that the thrust benefit from backward shaft tilt is dependent on the change in the inflow condition and the induced angle of attack increment, and the reverse flow region at high advance ratios is the major contributor to changes in shaft torque and horizontal force.

Background:Ixekizumab (IXE), a high-affinity anti-interleukin-17A monoclonal antibody, is effective in patients (pts) with active non-radiographic axial spondyloarthritis (nr-axSpA), who had elevated C-reactive protein (CRP) and/or active sacroiliitis on magnetic resonance imaging (MRI).1Objectives:To determine if disease activity and patient-reported outcomes at Week 16 were similar between groups after stratifying pts by CRP/sacroiliac joint (SIJ) MRI status at baseline.Methods:COAST-X (NCT02757352) included pts with active nr-axSpA and objective signs of inflammation, i.e. presence of sacroiliitis on MRI (Assessment of Spondyloarthritis International Society [ASAS]/ Outcome Measures in Rheumatology criteria) or elevation of serum CRP (>5.0 mg/L). Pts were randomized 1:1:1 to receive subcutaneous 80 mg IXE every 4 weeks (Q4W) or Q2W, or placebo (PBO). Depending on the baseline values of CRP and MRI SIJ (Spondyloarthritis Research Consortium of Canada [SPARCC] score), pts in the intent-to-treat population (N=239) were divided into 3 subgroups (CRP >5 and MRI ≥2; CRP ≤5 and MRI ≥2; CRP >5 and MRI <2). Logistic regression analysis with treatment, subgroup, and treatment-by-subgroup interaction was used to detect treatment group differences in ASAS40, Ankylosing Spondylitis Disease Activity Score (ASDAS) <2.1 (low disease activity), and Bath Ankylosing Spondylitis Disease Activity Index 50 (BASDAI50) responses at Week 16. Analysis of covariance model with baseline value, treatment, subgroup, and treatment-by-subgroup interaction was used to detect the treatment group difference in change from baseline in Short Form-36 physical component score (SF-36 PCS).Results:The proportion of pts achieving ASAS40 (primary endpoint), ASDAS <2.1, and BASDAI50 (secondary endpoints) was higher in IXE treatment groups compared to PBO at Week 16 (Figure 1). The response rates in IXE-treated subjects were higher in all subgroups (CRP >5 and MRI ≥2; CRP ≤5 and MRI ≥2; CRP >5 and MRI <2) without consistent differences in efficacy between the subgroups. Similarly, pts in the IXE groups showed improvement in SF-36 PCS scores (secondary endpoint) versus pts on PBO at Week 16 (Figure 2).Conclusion:Pts with active nr-axSpA and objective signs of inflammation at baseline who were treated with IXE showed an overall improvement in the signs and symptoms of the disease. The efficacy was not different between pts with both elevated CRP and active sacroiliitis on MRI and pts with either elevated CRP or active sacroiliitis on MRI.References:[1]Deodhar A, et al.Lancet.2020.Disclosure of Interests:Walter P Maksymowych Grant/research support from: Received research and/or educational grants from Abbvie, Novartis, Pfizer, UCB, Consultant of: WPM is Chief Medical Officer of CARE Arthritis Limited, has received consultant/participated in advisory boards for Abbvie, Boehringer, Celgene, Eli-Lilly, Galapagos, Gilead, Janssen, Novartis, Pfizer, UCB, Speakers bureau: Received speaker fees from Abbvie, Janssen, Novartis, Pfizer, UCB., Helena Marzo-Ortega Grant/research support from: Janssen, Novartis, Consultant of: Abbvie, Celgene, Eli Lilly, Janssen, Novartis, Pfizer, UCB, Speakers bureau: Abbvie, Celgene, Eli Lilly, Janssen, Novartis, Pfizer, Takeda, UCB, Mikkel Ǿstergaard Grant/research support from: AbbVie, Bristol-Myers Squibb, Celgene, Merck, and Novartis, Consultant of: AbbVie, Bristol-Myers Squibb, Boehringer Ingelheim, Celgene, Eli Lilly, Hospira, Janssen, Merck, Novartis, Novo Nordisk, Orion, Pfizer, Regeneron, Roche, Sandoz, Sanofi, and UCB, Speakers bureau: AbbVie, Bristol-Myers Squibb, Boehringer Ingelheim, Celgene, Eli Lilly, Hospira, Janssen, Merck, Novartis, Novo Nordisk, Orion, Pfizer, Regeneron, Roche, Sandoz, Sanofi, and UCB, Lianne S. Gensler Grant/research support from: Pfizer, Novartis, UCB, Consultant of: AbbVie, Eli Lilly, GSK, Novartis, UCB, Joerg Ermann Grant/research support from: Boehringer-Ingelheim, Pfizer, Consultant of: Abbvie, Eli Lilly, Janssen, Novartis,Pfizer, Takeda, UCB, Atul Deodhar Grant/research support from: AbbVie, Eli Lilly, GSK, Novartis, Pfizer, UCB, Consultant of: AbbVie, Amgen, Boehringer Ingelheim, Bristol Myer Squibb (BMS), Eli Lilly, GSK, Janssen, Novartis, Pfizer, UCB, Speakers bureau: AbbVie, Amgen, Boehringer Ingelheim, Bristol Myer Squibb (BMS), Eli Lilly, GSK, Janssen, Novartis, Pfizer, UCB, Denis Poddubnyy Grant/research support from: AbbVie, MSD, Novartis, and Pfizer, Consultant of: AbbVie, Bristol-Myers Squibb, Eli Lilly, MSD, Novartis, Pfizer, Roche, UCB, Speakers bureau: AbbVie, Bristol-Myers Squibb, Eli Lilly, MSD, Novartis, Pfizer, Roche, UCB, David Sandoval Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Rebecca Bolce Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Andris Kronbergs Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Soyi Liu Leage Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Gabriel Doridot Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Vladimir Geneus Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Ann Leung: None declared, David Adams Shareholder of: Eli Lilly and Company, Employee of: Eli Lilly and Company, Martin Rudwaleit Consultant of: AbbVie, BMS, Celgene, Janssen, Eli Lilly, MSD, Novartis, Pfizer, Roche, UCB Pharma

The Glenn L. Martin Wind Tunnel (GLMWT) has developed specialized investigative techniques to evaluate underwater appendages for sailing yachts that have been continuously improved through practice by GLMWT staff. These specialized techniques are required to obtain the best possible differential evaluation of appendage designs that commonly have differences in drag of a fraction of 1percent. The general methods of study will be described and a representative set of results is presented, which highlights that the minimum drag appendage solution is not necessarily the optimal set of appendages for an America’s Cup yacht.

This paper describes isolated rotor and fuselage testing in the Glenn L. Martin Wind Tunnel at the University of Maryland, College Park. The multi-part test included both steady and transient rotor testing and fuselage aerodynamics testing. A T-Motor 28x9.2 rotor was tested under steady conditions from hover to 35 m/sec wind speeds over a 180-degree range of flow angles from -90 degrees or axial climb to +90 degrees or axial descent. Four steady rotor speeds were tested, 1600, 2300, 3100, and 3900 RPM. Transient rotor data was collected at 15 m/sec tunnel speed with chirp inputs to rotor speed. The aerodynamics of a coaxial quadrotor unmanned aerial vehicle fuselage were also tested. Thrust and torque from the steady isolated rotor testing is presented as sweeps of rotor angle of attack at fixed wind tunnel speeds and sweeps of wind tunnel speed at fixed rotor angles of attack.

The primary purposes of this offwind sail investigation were to better understand offwind sail performance and to improve the ability to predict the performance of specific offwind sail shapes over a broad range of operating conditions. The study was designed to allow sail designers to answer the following questions: What are the optimal types of sails over specific bands of operating conditions and how is this optimum affected by changes in the vertical distribution of sail area (girth), camber (shape), and twist? The specific goal was to demonstrate improvements in predicted sail performance over targeted narrow bands of operating conditions expected during various legs of the 1997-98 Whitbread Round The World Race™. To achieve this goal, two major development tasks were first completed by the Glenn L. Martin Wind Tunnel (GLMWT), located at the University of Maryland College Park: a. Model Test Rig Development; b. Test Methodology Development. Once these development tasks were completed, a broad range of offwind runners and reachers of varying design were evaluated over appropriate ranges of angle of attack and trim settings.

A 4.5-ft diameter proprotor was tested on the Maryland Tiltrotor Rig (MTR) in free-wheeling airplane mode reaching unprecedented speeds of up to 200 knots. Data was acquired at two wind-tunnels --- Navy Carderock tunnel and the Glenn L. Martin tunnel and for two hub configurations --- gimbal free and gimbal locked. The data consisted of frequency and damping of beam, chord, and torsion motions of the wing-pylon system at a Froude-scale RPM of 1050. The roots were extracted with two methods --- Moving-Block and Prony. The tests shed light on the nature of roots in high-speed tiltrotor flight. The key conclusions were: 1) the beam and chord damping always remained low to around 1-2%, 2) torsion damping was higher around 3-6%, 3) the gimbal-locked condition increased chord and torsion significantly and also changed their trends with speed, 4) the model remained flutter-free up to 200 knots, and 5) the chord damping showed signs of a sudden drop after 175 knots.

The United States Sailing Association (US SAILING), under the direction of Karl Kirkman, has undertaken a program of experimental determination of sail force coefficients for representative rigs which are intended to serve as the beginning of a multi-stage effort to better understand, and eventually predict, sail forces. US SAILING is the governing body of yacht racing in the United States and is interested in understanding and improving sail performance in support of its efforts to handicap racing yachts and to improve U.S. Olympic Sailing Team competitiveness. The Glenn L. Martin Wind Tunnel (GLMWT), located at the University of Maryland College Park, is participating in this sail force prediction project as part of the US SAILING University Research Program. The GLMWT effort is primarily in three areas which will be described in detail: 1.Development and evaluation of advanced wind tunnel boundary corrections schemes; 2. Model Test Rig design and construction, and GLMWT Main Tunnel Balance interface; 3.Plans for the determination of sail force coeffi­cients for a series of sail models provided by US SAILING and analysis of results. This initial entry will repeat tests performed by US SAILING at the University of Southampton.

US Sailing, the Offshore Racing Council (ORC), the Glenn L. Martin Wind Tunnel (GLMWT), Quantum Sail Design Group (QSDG), the Wolfson Unit and North Sails have collaborated on a series of wind tunnel test programs to investigate the performance of both upwind and offwind sails. These programs were initiated in response to perceived inequities in the ratings of boats of various rig designs sailing under the International Measurement System (IMS). Observations of on-the-water performance have lead to the conclusion that there are biases within the rule with respect to rig planform design. Specifically, it has been concluded that large spinnakers are penalized so that a fractional rig, with its small spinnaker, is favored when sailing offwind, that there are un-rated benefits to a masthead rig upwind, and that there are errors in the relative handicapping of overlapping and non-overlapping jibs. The IMS Rule uses a Velocity Prediction Program (VPP) in which sail forces are represented by algorithms that are based on a combination of science and reverse engineering from the measured sailing performance of real boats. The results of investigations at both GLMWT and Wolfson have been used to modify this IMS aerodynamic model, thereby reducing the pre-existing biases.

This paper describes the features, specifications, and instrumentation of a new tiltrotor test rig at the University of Maryland, the Maryland Tiltrotor Rig (MTR). The MTR is a semi-span, floor-mounted, optionally-powered rig with a static rotor tilt mechanism, capable of testing proprotors of up to 4.75-ft diameter in the Glenn L. Martin wind tunnel (7.75- by 11-ft section with 200 kt maximum speed). It supports interchangeable hubs (gimballed and hingeless), interchangeable blades (straight and swept tip), and interchangeable spars, to allow a systematic variation of components important for tiltrotor flutter and loads. The baseline rig dimensions are 1/5.26 scale XV-15 or 1/8 scale V-22. The principal objectives are to measure tiltrotor instabilities in cruise and vibratory loads in conversion. Additional objectives are airloads, drive system loads, rotor-wing aerodynamic interactions, and closed-loop control of loads and instabilities. The baseline rig is a gimballed hub. It is complete, all components fabricated (Calspan), parts assembled, sensors integrated, and statically calibrated. The objective of this paper is to describe this baseline rig. The vision behind the rig is to conduct research on future high-speed tiltrotors with an envisioned flutter-free cruise up to 400 kt, enabled by thin wings, and light-weight, low-vibration, high-performance rotors.

High-speed stability of Maryland Tiltrotor Rig (MTR) was studied. An RCAS model was built in addition to the UMARC-II model from previous work. Trim collective for freewheeling and stability predictions were compared with the test data up to 100 knots collected in the NAVY Carderock wind tunnel. RCAS and UMARC-II predictions showed good agreement with each other and the test data. Predictions show that MTR is stable up to 215 knots (490-knots full-scale flight) although the wing is only 18% thick (current technology is 23%). A parametric study was carried out to shed light on the high stability behavior. Impact of wing stiffness, pitch-flap coupling (delta3 angle), lag stiffness, rotor chord, number of blades, pylon mass, pylon center of gravity (c.g.), pylon location, and rotor speed were studied. MTR's pylon c.g. is behind the wing elastic axis, unlike many full-scale tiltrotor aircraft. It was found that this significantly improved stability. Full-scale aircraft stability can also be improved by moving the pylon c.g. backward if wing beam is the least stable mode. A combination of forward pylon c.g., reduced rotor speed, and increased rotor chord reduced the instability speed by more than 55 knots to near 160 knots, helping researchers obtain high-quality test data in the Glenn L. Martin wind tunnel.

A thrust compounded helicopter - a main rotor with a trailing propeller was tested in the Glenn L. Martin Wind Tunnel (GLMWT) to evaluate its performance under different flight conditions. The main rotor rig consists of a hingeless hub with four fully instrumented NACA 0012 blades and a modified Robin fuselage. The propeller rig consists of a rigid Sensenich L26H propeller with four blades. Tunnel tests were carried out for the isolated propeller, and thrust compounded rotor configurations. The isolated propeller tests were conducted with and without the fuselage installed ahead of it to understand the effects of the fuselage on propeller performance. The thrust compound configuration was tested at three different main rotor shaft tilt angles (αs): -4°, 0°, and 4°, advance ratios (μ) from 0.3 to 0.6, and multiple lift (CL/σ) and propulsive (CX/σ) trim targets. Main rotor hub loads, oscillatory blade structural loads, and propeller hub loads were measured for all the tests. The test data was verified with a full vehicle aeromechanical analysis using the University of Maryland Advanced Rotorcraft Code (UMARC). The thrust compound configuration with the main rotor shaft tilt of -4° (rearward tilt) provided the best performance. Thrust compounding with rearward shaft tilt (-4°) resulted in a 50% increase in the maximum aircraft lift-to-drag ratio compared to a single rotor helicopter. Half peak-to-peak hub vibratory loads and blade bending loads decreased with thrust compounding. It was observed that for the same lift target (CL/σ), thrust compounding achieved 20% higher flight speeds than a single rotor.

A novel active trailing edge flap actuation system is under development. This system differs significantly from previous trailing edge flap systems in that it is driven by a pneumatic actuator technology. Pneumatic Artificial Muscles (PAMs) were chosen because of several attractive properties, including high specific work and power output, an expendable operating fluid, and robustness. The actuation system is sized for a full scale active rotor system for a Bell 407 scale helicopter. This system is designed to produce large flap deflections (±20°) at the main rotor rotation frequency (1/rev) to create large amplitude thrust variation for primary control of the helicopter. Additionally, it is designed to produce smaller magnitude deflections at higher frequencies, up to 5/rev (N+1/rev), to provide vibration mitigation capability. The basic configuration has a pair of Pneumatic Artificial Muscles mounted antagonistically in the root of each blade. A bellcrank and linkage system transfers the force and motion of these actuators to a trailing edge flap on the outboard portion of the rotor. A reduced span wind tunnel test model of this system has been built and tested in the Glenn L. Martin Wind Tunnel at the University of Maryland at wind speeds up to M = 0.3. The test article consisted of a 5-ft long tip section of a Bell 407 rotor blade cantilevered from the base of the tunnel with a 34 in, 15% chord plain flap that was driven by the PAM actuation system. Testing over a wide range of aerodynamic conditions and actuation parameters established the considerable control authority and bandwidth of the system at the aerodynamic load levels available in the tunnel. Comparison of quasi-static experimental results shows good agreement with predictions made using a simple system model.