A significant proportion of patients presenting with signs and symptoms of myocardial ischemia have no “significant” epicardial disease; thereby, the assessment of coronary microcirculation gained an important role in improving diagnosis and guiding therapy. In fact, coronary microvascular dysfunction (CMD) could be found in a large proportion of these patients, supporting both symptoms and signs of myocardial ischemia. However, CMD represents a diagnostic challenge for two main reasons: (1) the small dimension of the coronary microvasculature prevents direct angiographic visualization, and (2) despite the availability of specific diagnostic tools, they remain invasive and underused in the current clinical practice. For these reasons, CMD remains underdiagnosed, and most of the patients remain with no specific treatment and quality-of-life-limiting symptoms. Of note, recent evidence suggests that a “full physiology” approach for the assessment of the whole coronary vasculature may offer a significant benefit in terms of symptom improvement among patients presenting with ischemia and non-obstructive coronary artery disease. We analyze the pathophysiology of coronary microvascular dysfunction, providing the readers with a guide for the invasive assessment of coronary microcirculation, together with the available evidence supporting its use in clinical practice.

Modern transport aircraft wings have reached near-peak levels of energy-efficiency and there is still margin for further relevant improvements. A promising strategy for improving aircraft efficiency is to change the shape of the aircraft wing in flight in order to maximize its aerodynamic performance under all operative conditions. In the present work, this has been developed in the framework of the Clean Sky 2 (REG-IADP) European research project, where the authors focused on the design of a multifunctional twistable trailing-edge for a Natural Laminar Flow (NLF) wing. A multifunctional wing trailing-edge is used to improve aircraft performance during climb and off-design cruise conditions in response to variations in speed, altitude and other flight parameters. The investigation domain of the novel full-scale device covers 5.15 m along the wing span and the 10% of the local wing chord. Concerning the wing trailing-edge, the preliminary structural and kinematic design process of the actuation system is completely addressed: three rotary brushless motors (placed in root, central and tip sections) are required to activate the inner mechanisms enabling different trailing-edge morphing modes. The structural layout of the thin-walled closed-section composite trailing-edge represents a promising concept, meeting both the conflicting requirements of load-carrying capability and shape adaptivity. Actuation system performances and aeroelastic deformations, considering both operative aerodynamic and limit load conditions, prove the potential of the proposed structural concept to be energy efficient and lightweight for real aircraft implementation. Finally, the performance assessment of the outer natural laminar flow (NLF) wing retrofitted with the multifunctional trailing-edge is performed by high-fidelity aerodynamic analyses. For such an NLF wing, this device can improve airplane aerodynamic efficiency during high speed climb conditions.

In the framework of Clean Sky 2 Airgreen 2 (REG-IADP) European research project, a novel multifunctional morphing flap technology was investigated to improve the aerodynamic performances of the next Turboprop regional aircraft (90 passengers) along its flight mission. The proposed true-scale device (5 meters span with a mean chord of 0.6 meters) is conceived to replace and enhance conventional Fowler flap with new functionalities. Three different functions were enabled: overall airfoil camber morphing up to +30° (mode 1), +10°/−10° (upwards/downwards) deflections of the flap tip segment (mode 2), flap tip “segmented” twist of ±5° along the outer flap span (mode 3). Morphing mode 1 is supposed to be activated during take-off and landing only to enhance aircraft high-lift performances and steeper initial climb and descent. Thanks to this function, more airfoil shapes are available at each flap setting and therefore a dramatic simplification of the flap deployment system may be implemented. Morphing modes 2 and 3 are enabled in cruise and off-design flight conditions to improve wing aerodynamic efficiency. The novel structural concept of the three-modal morphing Fowler flap (3MMF) was designed according to the challenges posed by real wing installation issues. The proposed concept consists of a multi-box arrangement activated by segmented ribs with embedded inner mechanisms to realize the transition from the baseline configuration to different target aero-shapes while withstanding the aerodynamic loads. Lightweight and compact actuating leverages driven by electromechanical motors were properly synthesized to comply with stringent requirements for real aircraft implementation: minimum actuating torque, minimum number of motors, reduced weight, and available design space. The methodology for the kinematic design of the inner mechanisms is based on a building block approach where the instant center analysis tool is used to preliminary select the locations of the hinges’ leverages. The final geometry of the inner mechanisms is optimized to maximize the mechanical advantage as well as to provide the kinematic performances required by the three different morphing modes. The load-path was evaluated, and the cross-sectional size of leverages was subsequently optimized. Finally, actuating torques predicted by instant center analysis were compared to the calculated values from finite element analysis. The structural sizing process of the multi-box arrangement was carried out considering elementary methods, and results were compared with finite element simulations.

The meaningful growth process and the exponential development related to aircraft industry has currently introduced new requirements concerning the fuel burn reduction and the noise emitted. The awareness on meeting the comfort targets implied a significant evolution of the assessments in aircraft design, aimed at reducing the problems that have emerged in empirical investigations. The aircraft renewal process involves targeted technical choices both to careful observance of safety as to the market requirements. In the current “low-noise” research scenario on a global scale, the morphing technology is playing a dominant role for the many benefits available in the greening of the next generation air transport. The research project CRIAQ-MDO505, born by an intense synergy among industries, research centers and universities has allowed for investigating morphing structures potentials through the design and manufacturing of a variable camber aileron tailored for CS-25 category aircraft applications. In this framework, the authors focused on the setup of an advanced finite element model (FEM) and on its validation through ground resonance tests performed on a true-scale prototype. A very good correlation between numerical and experimental modal parameters was proven thus showing the adequacy of the adopted modelling strategies as well as the reliability of the FEM. Relying upon the validated FEM, sensitivity modal analyses were carried out to evaluate the stability of results with respect to single and combined failures of the actuation line enabling morphing. Modal parameters pertinent to each failure scenario were arranged into a rational database for further studies on the aero-servo-elastic behavior of the morphing system.

Within the framework of the JTI-Clean Sky (CS) project, and during the first phase of the Low Noise\ud Configuration Domain of the Green Regional Aircraft – Integrated Technological Demonstration (GRA-ITD, the\ud preliminary design and technological demonstration of a novel wing flap architecture were addressed. Research\ud activities were carried out to substantiate the feasibility of morphing concepts enabling flap camber variation in\ud compliance with the demanding safety requirements applicable to the next generation green regional aircraft, 130-\ud seats with open rotor configuration.\ud The driving motivation for the investigation on such a technology was found in the opportunity to replace a\ud conventional double slotted flap with a single slotted camber-morphing flap assuring similar high lift\ud performances -in terms of maximum attainable lift coefficient and stall angle- while lowering emitted noise and\ud system complexity. Studies and tests were limited to a portion of the flap element obtained by slicing the actual\ud flap geometry with two cutting planes distant 0.8 meters along the wing span.\ud Further activities were then addressed in order to increase the TRL of the validated architecture within the second\ud phase of the CS-GRA. Relying upon the already assessed concept, an innovative and more advanced flap device\ud was designed in order to enable two different morphing modes on the basis of the A/C flight condition / flap\ud setting:\ud Mode1, Overall camber morphing to enhance high-lift performances during take-off and landing (flap deployed);\ud Mode2, Tab-like morphing mode. Upwards and downwards deflection of the flap tip during cruise (flap stowed)\ud for load control at high speed.\ud A true-scale segment of the outer wing flap (4 meters span with a mean chord of 0.9 meters) was selected as\ud investigation domain for the new architecture in order to duly face the challenges posed by real wing installation.\ud Advanced and innovative solutions for the adaptive structure, actuation and control systems were duly analyzed\ud and experimentally validated thus proving the overall device compliance with industrial standards and applicable\ud airworthiness requirements

Aircraft wings are usually optimized for a specific mission design point. However, since they operate in a wide variety of flight conditions, some of these have conflicting impacts on aircraft design process, as a single configuration may be efficient in one instance but perform poorly in others. A shape-shifting surface, or usually referred as “morphing”, potentially enables transport aircraft to reach maximum performance in any flight conditions. Within the framework of the Joint Technology Initiative Clean Sky (JTI-CS) project, and during the first phase of the Green Regional Aircraft Integrated Technological Demonstration (GRA-ITD), the authors focused on the design and technological demonstration of an innovative bi-modal morphing outer wing flap to be installed on the next generation open rotor green regional aircraft. A novel active rib layout was designed to enable the articulation of the entire flap structure by means of multi-box arrangement. In order to prove structural load-carrying capabilities with the reference to a relevant environment, the full-scale morphing flap was properly analyzed by means of detailed finite element model analysis. To the authors' knowledge, there is no morphing concept in literature based on a similar architecture based on distributed servo-mechanical actuators. Hence, a rational review of the potential problems associated with actuators off-design conditions has been conducted to investigate the maturity of the concept and safety issues concerning the flap ground static test. In addition, useful insights have been provided to effectively detect potential failure conditions in service.