Notices Knowledge and best practice in this field are constantly changing. As new research and experience broaden our understanding, changes in research methods, professional practices, or medical treatment may become necessary. Practitioners and researchers must always rely on their own experience and knowledge in evaluating and using any information, methods, compounds, or experiments described herein. In using such information or methods, they should be mindful of their own safety and the safety of others, including parties for whom they have a professional responsibility.
This report summarizes the design process, fabrication and testing conducted by team Dreamer’s fin of Military Institute of Science and Technology for the 2012-2013 AIAA/Cessna/RMS Student Design/Build/Fly Competition. The entire process was totally challenging for the team. To the fact, no members of the team had any previous experience of designing and building an aircraft. This year’s competition simulates a joint strike fighter accomplishing three different missions. The first mission is short take-off, in which the objective is to fly maximum number of laps within 4 minutes. Second is the stealth mission, where the aircraft has to fly 3 laps with maximum possible internal payload.The last one is the strike mission, where the aircraft takes random payloads and complete three laps as fast as possible. At all missions the aircraft must take-off within 30 ft. and land safely. A careful analysis of scoring schedule revealed lowest rated aircraft cost (RAC) as the primary design objective. The team was determined to build an aircraft with minimum RAC that can fly fast, fly with maximum payload and take-off within the marked area of 30 x 30 feet square at all missions. Therefore, the final conceptual configuration was selected through figure of merit (FOM) analysis. And the design process was done iteratively to generate an optimized design solution which can maximize the score. The final design was a high wing monoplane with conventional tail, single tractor propulsion system and a tail dragger landing gear. The design iterations ended with a low wing loading and high lift coefficient with a moderate thrust to weight ratio. This combination leads to the short take-off capability of the aircraft. A careful wing and fuselage design allowed sufficient payload capability. Overall geometry was designed to generate less drag to make the aircraft fly as a fast as possible. Thus, a nearly perfect design to meet all the mission requirements was obtained.
: This publication contains the fifty-two technical papers presented at the FAA-NASA Symposium on the Continued Airworthiness of Aircraft Structures. The symposium, hosted by the FAA Center of Excellence for Computational Modeling of Aircraft Structures at Georgia Institute of Technology, was held to disseminate information on recent developments in advanced technologies to extend the life of high-time aircraft and design longer-life aircraft. Affiliations of the participants included 33% from government agencies and laboratories, 19% from academia, and 48% from industry; in all 240 people were in attendance. Technical papers were selected for presentation at the symposium, after a review of extended abstracts received by the Organizing Committee from a general call for papers.
Some thousands of years ago, humans took inspiration from the flawless flight of several birds and began dreaming of capturing the sky. Manned kites, hot-air balloons and airships were some of the earliest developments in aviation. Modern aviation began with the first successful fully controllable, powered flight of a heavier-than-air plane by Orville and Wilbur Wright in December 17, 1903. Design of modern aircrafts such as Boeing and Airbus are based upon the design and concept of the Wright brothers' successful aircraft. The first commercial flight was made around 1914. Airplanes are transportation devices designed to move people and cargo from one place to another. They come in a variety of shapes and designs depending on the mission of the aircraft. Commercial aircrafts are the biggest planes and frequently used by millions of people all around the world to travel to places for vacations, businesses and conferences. The aero industry is one of the largest industry in the world with millions of dollars generating from thousands of commercial flights a day. This paper will discuss in details the design of a modern commercial aircraft as seen in the 21st Century.
The mission of this project is to conceptually design a transport aircraft. A typical mission for a transport aircraft is to deliver supplies to countries in need of help. The given requirement is ...
Notices Knowledge and best practice in this field are constantly changing. As new research and experience broaden our understanding, changes in research methods, professional practices, or medical treatment may become necessary. Practitioners and researchers must always rely on their own experience and knowledge in evaluating and using any information, methods, compounds, or experiments described herein. In using such information or methods, they should be mindful of their own safety and the safety of others, including parties for whom they have a professional responsibility.
Recent high-speed aircraft structures research activities at NASA Langley Research Center are described. The following topics are covered: the development of analytical and numerical solutions to global and local thermal and structural problems, experimental verification of analysis methods, identification of failure mechanisms, and the incorporation of analysis methods into design and optimization strategies. The paper describes recent NASA Langley advances in analysis and design methods, structural and thermal concepts, and test methods.
To my parents, Sumi and Anton, and to my sister, Shalini, for their endless love and support gratitude to my two advisors, Professors Jonathan Awerbuch and Tein-Min Tan of the Department of Mechanical Engineering and Mechanics. This dissertation would not have been possible without their guidance, their constant support, and their encouragement throughout my studies at Drexel. The members of my thesis committee are Professors Caglan Kumbur, Leslie Lamberson, Matthew McCarthy, and Frank Moon. I appreciate their willingness to serve in that capacity and review my work. I am deeply grateful to Dr. Alan Byar of The Boeing Co., Seattle, Washington, who developed the original Boeing 737 model which was the basis for my extended modeling of aircraft crashworthiness, and for offering valuable advice on important computational matters throughout the course of this study. For the experimental work on the composite stanchions, credit is due to the several undergraduate senior students who were instrumental in the process of fabricating the specimens and performing the experiments, as part of their senior design projects.
Zenodo (CERN European Organization for Nuclear Research), 2021
We are a group of 10 undergraduate students studying aerospace engineering at the Delft University of Technology, the Netherlands, completing the final project for the bachelor's degree, otherwise known as the Design Synthesis Exercise. However, we present this report to you not just as future aerospace engineers, but as enthusiasts of the revolution of urban air mobility and electric vertical takeoff and landing vehicles in particular. It goes without saying that the concept is not entirely novel, people have wanted their own flying vehicle for decades. The earliest examples of this that most of us experienced during our childhood were the flying cars in the 1980s science fiction movie Back to the Future II. Since then, we have managed to come far and are honoured to be a part of a growing field that while new, is continuously evolving. With this in mind, we are proud to present the product of research, programming, design and reporting over ten weeks of the Design Synthesis Exercise. For this, we would like to thank our tutor Dr. Saullo Giovani Pereira Castro, our coaches Davide Biagini and Dr. Ali Nokhbatolfoghahai, and our teaching assistant, Paula Meseguer Berroy, who have been relentlessly supportive throughout the project. Moreover, we are indebted to many of the experts who gave their guidance at different stages in the exercise. This includes Prof. Damiano Casalino, Yunusi Fuerkaiti, Dr. Wouter van der Velden and Dr. Francesco Avallone for their immense help and support in aeroacoustics, Dr. Daniele Ragni for his advice on noise analysis, Dr. Tomas Sinnige for his insight on propellers, and Dr. Jianning Dong for his help with electrical engines. We are also sincerely grateful to Prof. Georg Eitelberg for his advice on experimental methods and propulsion integration, Robert Nederlof for his guidance on propellerwing interaction, Dr. Christos Kassapoglou for the help on crashworthy design, Dr. Marilena Pavel, Dr. Erik-Jan van Kampen and Mr. Ismael Matamoros for their knowledge on control and Ir. Jos Sinke who gave invaluable advice detailing the production plan for the vehicle. We also want to thank Eddy van den Bos and Daniel Atherstone for their help and advice with the creation of CAD models. With that said, we would also like to thank you, the reader, for being a part of this evergrowing world; our world, that could never have existed without the interest of individuals such as yourself. When once you have tasted flight, you will forever walk the Earth with your eyes turned skyward, for there you have been, and there you will always long to return. Leonardo da Vinci i Lastly, the compliance of the final design to the requirements that were previously set was assessed, showing that most of the requirements were respected with a small number that will be investigated in the future. With all the aforementioned, the final values of the design can be found in the table below. Final design parameters of Wigeon Parameter Value MTOM [kg] 2790.1 OEM [kg] 1428.9 Range [km] 400 Cruise speed [m/s] 72.2 Stall speed [m/s] 40 Battery capacity [kWh] 301.1 Battery recharge time [min] 25 No. passengers and pilot [-] 5 Parameter Value Wing span [m] 8.2 Total wing area [m 2 ] 19.8 Fuselage length [m] 7.3 Lift to Drag ratio [-] 16.3 No. of engines [-] 12 Maximum Thrust [kN] 34.3 Payload mass [kg]
Introduction to Aviation Engineering is a unique book that covers most aviation engineering topics including those that have not been treated elsewhere. The book presents important concepts in a handy and informative way, where over 30 years of industrial and academic experience is digested into a reader-friendly style. The contents include a brief chronology, flight fundamentals, aircraft familiarization, structure, control, engines, flight operations, systems, navigation, and maintenance, as well as future trends.
This paper examines the design of a 650 passenger aircraft with 8000 nautical mile range to reduce seat mile cost and to reduce airport and airway congestion. This design effort involves the usual issues that require trades between technologies, but must also include consideration of: airport terminal facilities; passenger loading and unloading; and, defearing the "square-cube" law to design large structures. This paper will review the long range ultra high capacity or megalransport design problem and the variety of solutions developed by senior student design teams at Purdue University.
Gonzalo Anzaldo Muñoz
![A7,7 Calculation of Structural Deflections by the Method of Dummy-Unit Loads (Method of Virtual Loads). The strict application of the calculus to Castigliano’s theorem as in Art. A7.6, leads toa number of cumbersome techniques ill-suited to the solution of large complex structures, A more flexivle approach, readily adapted to improved "yook keeping” techniques {s the Method of Dummy- Unit Loads developed independently >y J. C. Maxwell (1864) and 0. 2, Mohr (1874). That the equations for the Method of Dummy-Unit Loads may be der‘ved in a number of ways is attested to by the great variety of names applied to this method in the if erature 9 , Presented below are two derivations of the equations stemming om di2Zerent viewpoints. One derivation ob- tains the equations oy 4 reinterpretation of the symbols of Castigliano’s thecrem - essentially an appeal So the concepts of strain energy. The other derivation uses the principles of rigid oody mechanics. Based 2s they are upon a common set of consistent assumptions, a1] the methods must, ¢ course, yield the same result.](https://figures.academia-assets.com/46392814/figure_079.jpg)
