Aircraft Design

Finite Element Analysis (FEA) has become a vital resource in the aerospace industry, allowing engineers to simulate and scrutinize intricate structural, thermal, and fluid dynamics issues with remarkable accuracy. This computational method helps predict stress distribution, deformation, vibration modes, and thermal characteristics in aerospace components like airframes, wings, engines, and landing gear under various operating conditions. By dividing complex structures into smaller, manageable finite elements, FEA offers astute judgments into performance, safety, and durability while minimizing the need for expensive physical prototypes and testing. In the aerospace field, FEA is essential for optimizing weight, enhancing fuel efficiency, ensuring compliance with strict safety regulations, and speeding up the design process.

Die Kriege des Britischen Empire umspannten die Welt und veränderten die historische Entwicklung zahlreicher Länder und Menschen. Für Ruhm und Ehre des Empire spielten in diesen Kriegen jedoch auch unzählige Tiere eine bedeutende Rolle, wie in der vorliegenden Studie anhand einiger Fallstudien eingehender betrachtet und evaluiert wird. Frank Jacob zeigt auf, wie wichtig der Einsatz von Tieren in den Kriegen des Britischen Weltreichs war und inwieweit der Ausgang dieser Kriege vom Zugang zu »tierischen Ressourcen« abhing. Im Zuge dessen stellt Jacob eine dem Anthropozentrismus entgegengesetzte Geschichte der Kriege des britischen Kolonialreichs vor.

Airworthiness certification is to ensure the safety of aircraft. With the surge in novel general aviation aircraft configurations and technologies, the Federal Aviation Administration replaced prescriptive design requirements with performance-based airworthiness standards in Federal Aviation Regulations Part 23 that governs the airworthiness of normal category airplane. The amendment ported over the accepted means of compliance (MoC) from prescriptive advisory circulars to a number of consensus standards from aviation community. Because these MoCs are scattered in multiple documents and cross-reference one another, the certification practice with this new format may be cumbersome and time-consuming.This paper proposes a Model-Based System Engineering (MBSE) approach that is envisioned to parametrically transform the document-centric exercise to a model-based process. The approach helps collect the FAR-23 regulations and the associated MoC in an integrated system model along with the relevant mappings between them. This allows users to automatically generate a compliance checklist for any specific certification requirement. Other benefits of the MBSE approach include circular referencing check, automatically propagating any future changes to the FARs or MoC standards through the model, and potential incorporation with early aircraft design.

The drive for more efficient flying vehicles in all categories may necessitate a significant departure from the tube-and-wing or rotary-wing norms that have been the mainstay of aviation for many decades. This poses challenges for predicting the aerodynamic characteristics and the weight build-up of such unconventional vehicles in early design phases. Additionally, the design and assessment of advanced/unconventional all-electric or hybridelectric propulsion system architectures require consideration of degrees-of-freedom and trade-offs that do not arise for conventional purely fuel-powered architectures. Thus, there is a need for a flexible vehicle sizing, trade-off, and optimization capability that is not limited to a single vehicle configuration (e.g., fixed-wing, rotary-wing) or propulsion system architecture. To be suitable for the early design phases, such a framework must evaluate relatively quickly, not require extensive definition of the vehicle, and lend itself to customizable design optimization setups. This paper describes the initial creation of such a capability and demonstrates its application to design trade-offs for a General Aviation vehicle with an advanced propulsion system architecture.

The drive for more efficient flying vehicles in all categories may necessitate a significant departure from the tube-and-wing or rotary-wing norms that have been the mainstay of aviation for many decades. This poses challenges for predicting the aerodynamic characteristics and the weight build-up of such unconventional vehicles in early design phases. Additionally, the design and assessment of advanced/unconventional all-electric or hybridelectric propulsion system architectures require consideration of degrees-of-freedom and trade-offs that do not arise for conventional purely fuel-powered architectures. Thus, there is a need for a flexible vehicle sizing, trade-off, and optimization capability that is not limited to a single vehicle configuration (e.g., fixed-wing, rotary-wing) or propulsion system architecture. To be suitable for the early design phases, such a framework must evaluate relatively quickly, not require extensive definition of the vehicle, and lend itself to customizable design optimization setups. This paper describes the initial creation of such a capability and demonstrates its application to design trade-offs for a General Aviation vehicle with an advanced propulsion system architecture.

The ongoing efforts to reduce aviation related greenhouse gas emissions and fuel burn have led to advancements in power generation and distribution (PG&D) subsystem technology. Due to the absence of historical data, PG&D subsystem models must be created from first-order analysis without compromising crucial information on their characteristics. This paper demonstrates the development of parametric, physics-based subsystem models such as battery, electric motor, power distribution and management system, and propeller speed reduction unit for rapid and low-cost sizing, simulation and analysis at early design stages. A special focus was put on rechargeable battery technology and implementing a dynamic (rather than steady-state) discharge behavior into the propulsion architecture. A methodology to integrate the developed subsystem models was presented. A sample application was also provided to demonstrate the combined capabilities of the models. To this end, the models were applied within a sample parallel hybrid electric architecture using Dornier 328 as a test bed. The subsystem behaviors under varying power requirements were then analyzed. Finally, the importance of having more dimensionality at the subsystem level at early design stages was highlighted by comparing the results of two different architectural choices.

The ongoing efforts to reduce aviation related greenhouse gas emissions and fuel burn have led to advancements in power generation and distribution (PG&D) subsystem technology. Due to the absence of historical data, PG&D subsystem models must be created from first-order analysis without compromising crucial information on their characteristics. This paper demonstrates the development of parametric, physics-based subsystem models such as battery, electric motor, power distribution and management system, and propeller speed reduction unit for rapid and low-cost sizing, simulation and analysis at early design stages. A special focus was put on rechargeable battery technology and implementing a dynamic (rather than steady-state) discharge behavior into the propulsion architecture. A methodology to integrate the developed subsystem models was presented. A sample application was also provided to demonstrate the combined capabilities of the models. To this end, the models were applied within a sample parallel hybrid electric architecture using Dornier 328 as a test bed. The subsystem behaviors under varying power requirements were then analyzed. Finally, the importance of having more dimensionality at the subsystem level at early design stages was highlighted by comparing the results of two different architectural choices.

This paper presents a methodology for the sizing and synthesis of power generation and distribution (PG&D) subsystems. The PG&D subsystem models developed in a previous work done by the authors were applied within a parallel hybrid electric propulsion architecture using the Dornier 328 as the baseline aircraft. The hybridization took place only during the cruise segment. Analyses were performed in Pacelab SysArc, a system architecture design tool, to assess the impact of different hybrid electric propulsion architectures and changing PG&D subsystem characteristics at aircraft and mission levels. To this end, sensitivity analysis was conducted to reveal the sensitivity to the subsystem level characteristics. Moreover, six different architectures were compared in terms of their mission level performance. These architectures included the PG&D subsystems with current state of the art technology, NASA 15-year technology goals and a more advanced battery technology. Although neither the current state of the art PG&D subsystems nor NASA 15-year technology goals were advanced enough to match the design range requirement of the baseline aircraft, some of the competing architectures met the practical range target while enjoying substantial amount of fuel reductions. Finally, it was observed that in order to reach a break-even point in terms of the design mission range, a battery specific energy of 5 kWh/kg was necessary for a 50% level of hybridization during cruise. In this work the Dornier 328 was used as a testbed, however the methodology can be generalized for all parallel hybrid electric propulsion applications.

In today's business climate, aerospace companies are more than ever in need of rational methods and techniques that provide insights as to the best strategies which may be pursued for increased profitability and risk mitigation. However, the use of subjective, anecdotal decision-making remains prevalent due to the absence of analytical methods capable of capturing and forecasting future needs. Negotiations between airframe and engine manufacturers could benefit greatly from a structured environment that facilitates efficient, rational, decision-making. Creation of such an environment can be developed through a parametric physics-based, stochastic formulation that uses Response Surface Equations as meta-models to expedite the process. This paper describes the implementation of such an approach in order to demonstrate the types of insights that might be gained as an engine manufacturer tries to forecast the effects of the associated airframe uncertainties (structural, aerodynamic, etc. design changes) on engine related characteristics for the design of a hypothetical regional business jet.

Three-dimensional, compressible turbulent boundary-layer calculations have been performed for the finite supercritical wing of the NASA modified F8 transonic research airplane. Data on the boundary-layer thickness, displacement thickness, skin friction components, and integrated streamwise skin friction are presented for points along the streamwise stations of which the pressure measurements were previously made. Representative velocity profiles are shown, and boundary-layer-thickness contour plots and skin-friction vector plots are presented. Results are given for a Reynolds number of 1.5 million per foot, and for Mach numbers of 0.50 and 0.99.

This white paper introduces an AI-Integrated Head-Up Display (HUD) System designed to enhance situational awareness for military and law enforcement personnel. The system features a high-resolution graphene quantum dot-organic light-emitting diode (QD-OLED) display, advanced AI-driven object detection using the YOLOv5 algorithm, and secure communication protocols incorporating post-quantum cryptography and blockchain authentication. Integrated sensors-including forward-looking infrared (FLIR), unmanned aerial vehicle (UAV) feeds, LiDAR, and GPS-provide real-time data fusion, while interoperability with existing systems like the U.S. Army's Integrated Visual Augmentation System (IVAS) ensures seamless adoption. The HUD system offers a field of view (FOV) of 70 degrees horizontal by 40 degrees vertical, a resolution of 1920x1080 pixels, and a refresh rate of 120 Hz, delivering clear, real-time visuals in challenging environments. This innovation contributes to academic literature by advancing research in AI, optics, cybersecurity, and wearable technology, with applications in military operations, law enforcement, and potentially civilian augmented reality (AR) systems. The global military AR market, projected to grow from $1.2 billion in 2023 to $2.3 billion by 2028, underscores the system's market relevance.

Choosing the best casting technology is made considering the quality indices (I.C.) of the casted part, in the status of FINICHED PART. Each phase of the technological process has several possibilities with advantages and disadvantages of techno-technological nature, efficiency, production or the domain in which the part is used. The projection of the casting technology is realized taking into consideration several imposed parameters – which much be applied and included in the technology which is used and various operations, phases, materials, SDV and technologic equipments, which support optimization processes in order to assure total quality to the casted part. The current paper intends to present the methodology for choosing the optimum casting technology for a turbo compressor rotor used in the aviation, part which must be assimilated in the national industry.

Die lokale Erinnerungskultur an die NS-Besatzung in Schifflingen wird bis heute vom Widerstand geprägt. Insbesondere die Streiks von 1942 und die Widerstandsbewegung Alweraje dominieren den lokalen Erinnerungsdiskurs. Allerdings sind die Aktivitäten anderer Gruppen kaum bekannt. Am Beispiel des Schifflingers Jacques Goergen beleuchtet der folgende Beitrag die Geschichte der belgischen Brigade Piron mit ihren ca. 139* luxemburgischen Soldaten.

In contemporary architecture there is an increasing demand for transparency and curved shape. The Cold-Bending process is an effective and relatively inexpensive way of creating double curved surface glass. This thesis focuses on the shaping of a plate with the application of an out-of-plane displacement at its corner, also called cold-warping.

This report is intended to provide a broad knowledge of various topics associated with NASA's Aeronautics Research Mission Directorate (ARMD), with particular interest on the NASA SBIR contracts awarded from 2011-2012 executed by small companies. The content of this report focuses on the high-quality, cutting-edge research that will lead to revolutionary concepts, technologies, and capabilities that enable radical change to both the airspace system and the aircraft that fly within it, facilitating a safer, more environmentally friendly, and more efficient air transportation system.

Adverse climate change has forced a deeper reflection on the scale of pollution related to human activity, including in the aviation industry. As a result, fundamental questions have arisen about the characteristics of these pollutants, the mechanisms of their formation and potential strategies for reducing them. This paper provides a comprehensive overview of key technical solutions to minimize the environmental impact of aircraft engines. The solutions presented range from fuel innovations to advanced design changes and drive concepts. Particular attention was paid to sustainable aviation fuels (SAFs), which are currently an important element of the environmental strategy regulated by the European Union. It also discusses the potential use of hydrogen as a potential alternative fuel to replace traditional aviation fuels in the long term. The analysis in the article made it possible to characterize in detail possible modifications in the functioning of aircraft engines, based both on the current state of technical knowledge and on the anticipated directions of its development, which has not been a frequent issue in comprehensive research so far. The analysis shows that the type of raw material used to create SAF has a strong impact on its physical and chemical parameters and the degree of greenhouse gas emissions. This necessitates a broader analysis of the legitimacy of using a given type of fuel from the SAF group in the direction of selected air operations and areas with a higher risk of severe atmospheric pollution. These results provide the basis for further research into sustainable solutions in the aviation sector that can contribute to significantly reducing its impact on climate change.

The Russian MC-21 commercial aircraft, developed by Irkut Corporation under the United Aircraft Corporation (UAC), represents a significant advancement in Russia's aerospace industry. This paper explores the features of the MC-21, its competitive position against Western counterparts like the Boeing 737 MAX and Airbus A320neo, and its potential impact on the global aviation industry. Additionally, it examines the benefits the MC-21 could bring to developing nations, including countries like Sri Lanka, in terms of affordability, accessibility, and economic opportunities in aviation.

A Multidisciplinary Design Optimization (MDO) system for a wing with nacelle and pylon is developed. The present MDO system is based on the integration of Computational Fluid Dynamics (CFD) codes and NASTRAN based an aeroelastic-structural interface code. The Kriging model is employed to save the computational time of objective function evaluations in Multi-Objective Genetic Algorithm (MOGA). In the present multiobjective optimization, aerodynamic optimization is performed to minimize the drag and the shock wave strength at inboard of pylon, and structural optimization is performed to obtain the minimum wing weight with the constraints of flutter and strength. As a result of the optimization, several solutions improved in all objective function values compared with the baseline shape have been obtained. Furthermore, features of the design space have been investigated by data mining techniques using Self-Organizing Map (SOM) and ANalysis Of VAriance (ANOVA).

A 5-year R&D project has been in progress in Japan toward the development of an environmentally friendly high performance small jet aircraft since 2003. We developed and applied a Multidisciplinary Design Optimization (MDO) tool to a wing design in the conceptual design phase where a block fuel optimization was performed through aero and structural optimization. To be used as a practical design tool, we have introduced a flexible airfoil representation method to ensure a sufficient design space, and an optimization acceleration method to obtain the optimum in the practical time. As a result, by applying the CAD based geometry representation method and the Variable-Fidelity method to our MDO tool, the expansion of the design space was achieved and the optimization time was reduced to 10%. These techniques were applied to an engine-airframe integration, which is one of the most important items of the airplane design.

A new approach, Multi-Objective Design Exploration (MODE), is presented to address multidisciplinary design optimization (MDO) problems using computational fluid dynamics-computational structural dynamics (CFD-CSD) coupling. MODE reveals the structure of the design space from the trade-off information and visualizes it as a panorama for Decision Maker. The present form of MODE consists of the Kriging Model, adaptive range multi objective genetic algorithms, analysis of variance and a self-organizing map. The main emphasis of this approach is visual data mining. An MDO system using high-fidelity simulation codes, a Navier-Stokes solver and NASTRAN has been developed and applied to a regional-jet wing design. Because the optimization system becomes very expensive computationally, only brief exploration of the design space has been performed. However, visual data mining results demonstrate that design knowledge can produce a good design even after brief design exploration.

Determining overall mass before you take off, as well as the position of the centre of gravity is extremely important. Flying overweight would not only invalidate insurance but puts unnecessary strain on the aircraft structure and components such as the main rotor blades. It may not be obvious even if you were to take off overweight, power available would not necessarily be a factor so you can't assume that just because you can take off the aircraft will be within safe limits. Flying out of Centre of Gravity (more commonly with the C of G too far forward) can limit cyclic movement. For example, if the C of G was located too far forward, the nose of the helicopter would be lower and the cyclic must be held further aft than usual to hold a steady hover. If you were to turn downwind the cyclic must come even further back to stop any forward drift. In the event of an emergency (such as needing to flare the helicopter for an engine-off landing) the cyclic may reach the pilot's torso or rear stop before effectively slowing the aircraft down.

Subsonic airplanes are widely used around the world in applications such as pilot training, transportation, sports activities, insect fighting, and field monitoring. This research deals with airplanes that already own the capability of carrying suspended loads. Increasing the airplane's capabilities and configurations by integrating different suspended loads like smaller or larger external fuel tanks or insecticide tanks that are not in the original configuration of the airplane is a great advantage. This modification can be done without dramatic changes to the airplane and with minimum cost. In this research, a multidisciplinary methodology is used to integrate a commerciallyavailable premade external fuel tank into the Embraer E312 Tucano airplane which is not in the original configuration of the airplane. First, a geometrical analysis is performed to ensure the availability of proper installation. This study leads to the design of an adaptor between the tank and the airplane pylon, then, a computational fluid dynamics (CFD) modeling using ANSYS-CFX is performed to evaluate aerodynamic forces and moments applied on the new fuel tank. Furthermore, finite element modeling using ANSYS-Static structure is performed by applying the aerodynamic and inertial loads to calculate the adaptor's stresses and structure safety factor. Finally, vibration fatigue analysis-based power spectral densities are developed using ANSYS-Random vibration to calculate the adaptor's estimated lifetime to ensure the store system's safety by applying airplane vibration acceleration spectral density pattern selected from applicable standard. In this typical example, the above-mentioned methodology is applied and the results are acceptable.

A rapid geometry engine (RAGE) has been developed to allow for preliminary design analysis without labor-intensive CAD support. The geometry tool builds complex aircraft configurations using a component-based approach. Basic algorithms for creating the primary components are presented and discussed. Examples of many widely varying geometry models are shown. A select geometry model is analyzed with several aerodynamic analysis methods ranging in fidelity to further demonstrate the versatility of the geometry tool. Example uses of the tool in optimization problems are also presented. Future plans for the geometry engine are also discussed. Preliminary aircraft design methods have advanced tremendously in the past few decades due to rapidly developing computer technology and overall algorithmic improvements. Analysis methods that were once considered only feasible for advanced and detailed design are now available and even practical at the preliminary design stage. Rapid analysis methods also allow for simple and even multidisciplinary optimization methods to be utilized in preliminary design. To fully exploit these advanced analysis and optimization methods, the geometric model of the aircraft must be easily and rapidly generated so as not to inhibit the preliminary design process. Current geometry generation methods usually involve computer-aided design (CAD) software, although there are some examples of parametric geometry tools such as Boeing's proprietary tool, GGG 1,2 (General Geometry Generator), NASA's RAM (Rapid Aircraft Modeler) tool, and Avid's PAGE 5 (Parametric Aircraft Geometry Engine) application. Unfortunately, CAD-based modeling can be detrimental to efficiency as geometry must usually be generated manually and then converted to something usable by an analysis method. Generating the initial geometry model in CAD can be tedious and time-consuming. Converting the CAD model to something useful to a design analysis method can also be laborious and often problematic. The design process efficiency can be hindered significantly if multiple conversions are necessary for different analysis methods. Another shortcoming of CAD-based geometry models is that they are usually built from splined surfaces as opposed to aircraft-centric design parameters. The parameters that define the splined surfaces are rarely directly related to the parameters that actually define the aircraft geometry (such as the wing sweep or thickness). Ideally, an aircraft geometry model would be directly parameterized to allow for quick trade studies and even design optimization. For all these reasons and perhaps more, CAD-based geometry model generation is far from ideal for preliminary design methods. Another geometry generation technique commonly used in trade studies or optimization is the perturbation method. The method begins with an analysis model created from a CAD design or some other source. Then, to vary the geometry, this initial model is physically perturbed. For example, beginning with a panel code model of a wing, the local camber of an airfoil section can be altered by making the corresponding local perturbations to the original wing surface. Similarly, geometric changes can be made to a Navier-Stokes computational grid by perturbing the surface and local flowfield grid. Often these perturbations are based on smooth shape functions to keep the modified geometry smooth. This method can be very effective and even efficient for small local geometric changes. However, small perturbations are not enough to address gross alterations (such as moving a wing-mounted pylon outboard or changing a wing's vertical location on a fuselage), which are often necessary in conceptual design. In fact, in some cases the surface grid or panel topology may have to be altered making the perturbation technique very difficult to apply and indeed impractical. Not to mention that after the computational grid or mesh is modified, the changes have to then be communicated back into the CAD system, involving more tedium and approximation of the geometry. Perhaps a better method for creating geometry models is to use the actual parameters that define the aircraft design in the first place. Parametric geometry generation is the process of creating an aircraft model entirely from the set of defining parameters. For example, a simple straight tapered wing geometry can be generated from a very

Tests in the Ames 40-by 80-foot wind tunnel of the static longitudinal characteristics of the Republic RF -84F were made to determine both the origin and a suitable remedy for a pitch up tendency of the airplane encountered at moderate lift coefficients. The results indicated that the pitch-up at moderate lift coefficients was caused by an abrupt change in downwash at the tail which in turn was traceable presumably to flow conditions associated with the inlet-to-wing leading-edge discontinuity.. Attempts to eliminate this pitch-up characteristic with various fairings and stall-control devices. were not wholly successful. The investigation revealed, however, that significant gains in the performance of the airplane could be achieved in the upper lift range.. Three different configurations consisting of a partial-span modified leading edge combined with one or with two-fenees or a leading-edge extension each delayed the onset of separation to higher lift coefficients and provided large improvements in the stability of the airplane in the upper lift range.

Predicting the future has always been a human endeavor, ranging from antiquated methods such as monitoring aquariums for indications of earthquakes to contemporary techniques that evaluate system probabilities and capacities. Taking into account the current emphasis on improving product reliability by customer demands and global competitiveness, we introduce the idea of reliability in the context of the Airbus A320 airplane in this paper. When it comes to business and commercial aircraft, timetable compliance and punctuality are critical components of an aircraft's profitability. For many operators of commercial aircraft, reaching the 98% reliability criterion is a typical objective. This study examines the Airbus A320 in great detail, concentrating on a particular system scenario that has two possible failure modes, one where gears do not retract after takeoff and the other being when landing, the gears fail to extend. The organization bears specific costs as a result of these shortcomings. The purpose of the study is to examine these expenses and offer insights into the financial ramifications by performing a profit analysis. We examine the failure and repair patterns by utilizing the Markov Process and Regenerative Point method. This study adds to our understanding of the reliability issues facing the aviation sector and has applications for improving the Airbus A320 aircraft's operational effectiveness and financial performance.

The convergent-divergent design of the nozzle of a rocket engine is the most defining part of it. The nature of the nozzle design enables it to convert the high pressure, temperature and relatively low velocity adiabatic expanding gaseous fluids into very high velocity and thrust gases. The rapidly exiting gas as a consequence of the rapid expansion process results in low pressure and temperature. It is critical in research to find out the influence of modification (grooves) would have in the application and design of a reaction device such as a rocket engine. The Computational Fluid Dynamics software, Analysis System (ANSYS) was employed together with necessary boundary conditions to design and simulate such a modified rocket engine nozzle. The interaction and relationship existing among the pressure, velocity, Mach number and temperature in the grooved divergent rocket nozzle was found and observed. From the plots and nozzle simulation contours, both velocity and Mach number increased rapidly along the nozzle area but decreased steadily. Pressure varied directly withtemperature and inversely with density. It is observed that divergent nozzle grooving influences the velocity, Mach number, pressure and temperature within the divergent nozzle area of a rocket nozzle.

In February 2025, a technical report Design for Safety in Emergency Landing, SANE TR-001, was released and posted on the SANE website. This paper contains some basic information to give readers an idea of this publication. The full version is available at:  https://saneorg.wixstudio.com/index/resources.

The paper will complement a SCITECH 25 presentation on the AIAA cooperation with the  International Test and Evaluation Association (ITEA) on a T&E Code of Practice and explore NATO Research and Technology Organisation and subsequent similar developments for suitability and applicability to the T&E, ground and flight test, and Model-Based System Engineering communities for aircraft stores compatibility focusing on  stores separation and network-enabled weapons and future intelligent and autonomous systems.
Store separation techniques for military aircraft using wind tunnels and computational fluid dynamics, modelling and simulation and flight testing are well established in                        MIL-STD/HDBK-1763 and interoperability in STANAG 7068. This paper will explore over a hundred years of experience of doing this means for novel applications such as Neuromorphic Aircraft Stores Centric Expendable, Returnable Networked Technology Vehicles and the use of analogy to minimize the cost of simulation and flight test while maximizing the outcomes of both the experiment/test in terms of the employment and jettison envelopes being certified for operational use. The case studies will explore lessons learned and our Achilles Heels from both F/A-18 and F-16 conducted under the auspices of NATO RTO and the Fives Eyes nations involved with furthering the science and engineering underpinning future aircraft stores compatibility interoperability and lethal autonomous weapon systems.

What is a Reconditioned BMW 535d Engine? A reconditioned BMW 535d engine is a used engine that has undergone a thorough refurbishment process to restore its performance and reliability. Unlike a used BMW 535d engine, which is sold in its existing state, a reconditioned engine is carefully disassembled, inspected, and fitted with new or refurbished components. Key elements such as worn-out gaskets, seals, and timing chains are replaced, ensuring the engine operates efficiently. This process makes it an ideal option for those looking for a cost-effective and dependable replacement BMW 535d engine for sale in the UK. Choosing a reconditioned BMW 535d engine offers significant advantages in terms of performance and longevity. These engines undergo rigorous testing to meet or exceed industry standards, ensuring they deliver near-original power and fuel efficiency. While they are more affordable than remanufactured options, they provide better reliability than a standard used BMW 535d engine. This balance of affordability and quality makes them a popular choice for vehicle owners needing a replacement BMW 535d engine in the UK.

Very little data surrounding tornadogenesis exists, and this is due in part to the lack of tools necessary to deliver weather-sensing instruments into the severe weather phenomenon. Though current UAS are able to accurately gather weather data, they typically cannot operate in high winds or in rain. To help bridge this data gap, a custom delta wing UAS was developed to withstand both of these shortcomings. The aircraft was outfitted with an autopilot, long range RC control, and FPV systems for control over long distances. Despite utilizing a new turbojet that generates 50% more thrust at the cost of a 50% increase to fuel consumption, custom fuel tanks were designed and fabricated double the flight time of the previous system. Considerations for preventing ingested water from damaging internal avionics are explored, as operation in rain is a requirement. Aircraft performance approximations were generated using both analytical approximations and flight test data from the autopilot's flight log. An approach to generating a longitudinal aerodynamic control model is explored to estimate performance in extreme winds (75+ mph), but ultimately fails due to lack of conventional horizontal tail and the coupling of pitch and yaw controls to the turbine's exhaust speed (controlled by throttle setting). A car-based launcher system was also created for utilization in the field, reducing the required personnel's experience to execute a mission effectively. Multiple aircraft, as well as a prototype of the TIA, has launched successfully multiple times from this system, even exhibiting full auto-launching functionality. The longest recorded flight was over a ground track of 22 miles with an average airspeed of 100 knots over 16 minutes, consuming 60% of the total fuel available. The top speed achieved by the aircraft was 160 mph at 90% throttle.

A otimização do desempenho aerodinâmico é essencial para competições como a SAE AeroDesign, e o software XFLR5, portanto, é uma ferramenta livre e gratuita, além de muito versátil, ideal para esse fim. Este artigo se propôs a mostrar como o XFLR5 pode ser usado na análise de aerofólios CH10SM e S1210, detalhando procedimentos para importar, analisar e interpretar resultados. Foram definidos parâmetros como números de Reynolds e Mach, além de faixas de ângulos de ataque. Os resultados mostraram que a eficiência aerodinâmica alcançada pelo CH10SM é 12,5% melhor do que a do S1210 em seu pico, apresentando 20% menos arrasto acima de 10°. O S1210 obteve também um bom desempenho em termos de maior estabilidade longitudinal, tendo um momento médio 15% mais negativo. Este Esse conjunto de dados pode servir de base para otimização de projetos de AeroDesign ou mesmo em ações pedagógicas para auxiliar estudantes e profissionais a entenderem como diferentes condições de voo afetam os aviões. Assim, a conclusão do artigo mostra o XFLR5 como uma ferramenta de grande utilidade no aprendizado de conceitos aerodinâmicos, como também no desenvolvimento de projetos aeronáuticos para competições educacionais, como a SAE Brasil AeroDesign.

This recounts the story of an Iowa-born Wild West performer whose birth name was Franklin Samuel Cowdery (1867-1913). He initially gained some prominence in the US as a trick roper, marksman, and cowboy, who bore a persuasive resemblance to William F. Cody or Buffalo Bill. When he took Cody's surname, he was accused of fraudulent publicity. In 1890, he moved to Europe, where he continued to perform, but also developed an interest in observation kites and early airplane research. By the time of his early death (at age 45 in 1913), in a fatal airplane crash, he had become a public celebrity in the UK—not for his likeness to Cody, but for his aeronautic research.

Kebutuhan akan air bersih terus meningkat seiring dengan perkembangan populasi manusia, dengan meningkatnya pertumbuhan penduduk di Kecamatan Narmada yang meningkat serta meningkatnya kebutuhan akan air bersih yang diperlukan untuk memenuhi kebutuhan air minum. Dalam penelitian menghitung jumlah penduduk lima tahun kedepan dengan metode Geometrik, metode Aritketik dan Metode Eksponensial dari ketiga metode tersebut akan diuji kesesuain dengan metode pryeksi. Setelah dilakukan perhitungan diperoleh  jumlah penduduk Kecamatan Narmada tahun 2025 metode Geometrik 93.815 jiwa, metode Aritmeti 96.488 jiwa dan metode Eksponensi 96.754 jiwa, setelah dilakukan pengujian yang memenuhi syarat metode Geometrik mempunyai nilai koreksi terkecil standar deviasi (sd) 874.947 dan koreksi 0,999%, dengan ketersedian air 14.440 lt/hr dan kebutuhan air 2.20 liter/hari.

O sucesso do projeto aeronáutico está diretamente relacionado às metodologias utilizadas na elaboração e organização do trabalho, de forma que possibilite ao projetista uma visão global do projeto, mantendo a flexibilidade e troca de informações entre as etapas de desenvolvimento deste, mesmo considerando o elevado nível de conhecimento envolvido. Entre estas etapas, destaca-se pela importância e complexidade o projeto aerodinâmico, estabilidade e controle de uma aeronave, em razão do fato de que esta fase permite ao projetista determinar as condições de voo da aeronave, capacidade de carga, níveis de estabilidade e dimensionamento das superfícies de comando. Ao término desta etapa é possível obter as dimensões primárias da aeronave que influenciarão diretamente qualquer outra etapa desenvolvida. Ainda, o sucesso do voo da aeronave, bem como a aeronavegabilidade, estão relacionados com os resultados obtidos nesta fase do projeto. Assim, este trabalho tem como objetivo fornecer ao leitor as informações necessárias, embasado na literatura técnica para desenvolver a análise e dimensionamento aerodinâmico, estabilidade e controle de veículos aéreos não tripulados. Os veículos aéreos não tripulados (VANT's), ou, do inglês, unmanned aerial vehicles (UAV's) são definidos como plataformas de vôo, (avião, helicóptero, dirigível, etc.) capazes de operar de forma autônoma ou operada remotamente por terra. Apesar da literatura técnica e científica abordar de forma semelhante os fundamentos do projeto aeronáutico é difícil iniciar o trabalho de uma aeronave tendo em vista o elevado nível de conhecimento exigido e de variáveis envolvidas. No artigo, apresentam-se os procedimentos para o dimensionamento aerodinâmico e de estabilidade e controle com o objetivo de contribuir para o desenvolvimento destas aeronaves. Para apresentar o procedimento de cálculo é tomado como exemplo o projeto desenvolvido por Padilha (2010) referente ao projeto de uma aeronave não tripulada para a aquisição de imagens aéreas. Para melhor entendimento, os procedimentos teóricos e recomendações dos autores são apresentados com os resultados e discussões deste trabalho.

In the context of aircraft cabin environmental control, the goal of this work is to build a mathematical model of the cabin pressure control system and to simulate it for some important design cases. The developing of the model is based on the recommendation document ARP 1270 (SAE, 2000) with some modifications in order to apply it to a specific aircraft design, developed in academic work. From the model of the cabin pressure control system built for this aircraft, normal flight operation (climb, cruise and descent) and some failure cases are simulated. The first failure event studied is when the outflow valve fails open and the cabin depressurizes. The second one is the failure of the outflow valve in the closed position, with continuous increase of the cabin pressure, and the third failure case is the complete loss of the pneumatic system, another depressurization case. These cases are especially interesting in the initial analysis of the system, allowing the preliminary design of the aircraft's emergency descent profile (depressurizing cases) and safety valve, that prevents great pressure differentials on the cabin (outflow valve fail closed).

Adverse climate change has forced a deeper reflection on the scale of pollution related to human activity, including in the aviation industry. As a result, fundamental questions have arisen about the characteristics of these pollutants, the mechanisms of their formation and potential strategies for reducing them. This paper provides a comprehensive overview of key technical solutions to minimize the environmental impact of aircraft engines. The solutions presented range from fuel innovations to advanced design changes and drive concepts. Particular attention was paid to sustainable aviation fuels (SAFs), which are currently an important element of the environmental strategy regulated by the European Union. It also discusses the potential use of hydrogen as a potential alternative fuel to replace traditional aviation fuels in the long term. The analysis in the article made it possible to characterize in detail possible modifications in the functioning of aircraft engines, based both on the current state of technical knowledge and on the anticipated directions of its development, which has not been a frequent issue in comprehensive research so far. The analysis shows that the type of raw material used to create SAF has a strong impact on its physical and chemical parameters and the degree of greenhouse gas emissions. This necessitates a broader analysis of the legitimacy of using a given type of fuel from the SAF group in the direction of selected air operations and areas with a higher risk of severe atmospheric pollution. These results provide the basis for further research into sustainable solutions in the aviation sector that can contribute to significantly reducing its impact on climate change.

Computational fluid dynamics (CFD) simulations are nowadays been intensively used in aeronautical industries to analyse the aerodynamic performance of different aircraft configurations within a design process. These simulations allow to reduce time and cost compared to wind tunnel experiments or flight tests. However, for complex configurations, CFD simulations may still take several hours using high-performance computers to deliver results. For this reason, surrogate models are currently starting to be considered as a substitute of the CFD tool with a reasonable prediction. This paper presents a review on surrogate regression models for aerodynamic coefficient prediction, in particular for the prediction of lift and drag coefficients. To compare the behaviour of the regression models, three different aeronautical configurations have been used, a NACA0012 airfoil, a RAE2822 airfoil and 3D DPW wing. These databases are also freely provided to the scientific community to allow other r...

This editorial paper examines the cutting-edge advancements in aerodynamics, a critical field within fluid mechanics, with wide-ranging applications in aviation, automotive engineering, wind energy, and beyond. As aerodynamics evolves, it influences the design of aircraft, turbines, vehicles, and energy systems, necessitating specialized tools and methods for in-depth research and application. Recent advancements in experimental techniques, computational methods, material science, and flow control technologies are driving significant changes in aerodynamic design and performance. Figure 1 presents a detailed chart illustrating the recent advancements in aerodynamic tools, methodologies, technologies, and applications.

Three planar, untwisted wings with the same elliptical chord distribution but with dierent curvatures of the quarter-chord line were tested in the Langley 8-Foot Transonic Pressure Tunnel (8-Ft TPT) and the Langley 7-by 10-Foot High-the tip of the crescent wing is swept outboard with a signicant separated ow region at the trailing edge of the tip. The ow at the tip of the elliptical wing with the straight trailing-edge and the ow at the tip of the crescent-shaped wing are probably inuenced by a vortex originating at the highly swept leading edges.