Aircraft - Science topic

Yes, the blade-rotor configuration you're describing—where the axis of rotation of the engine is perpendicular to the longitudinal axis of the aircraft—can indeed be used to propel aircraft. This configuration is similar to ducted fans or propfans and has been explored in both traditional and experimental aircraft designs.

This approach could significantly advance hybrid-electric and distributed propulsion systems, particularly for next-generation sustainable aviation and UAV technologies.

I believe that the road to scale up hybrid propulsion to comertial aicraft should not consider using batteries, that besides having poor power to weight ratios do not decrease their weight along the flight, but rather consider using fuel cells and cryogenic electric engines

For your simulation, here's an approach to consider for validating the design:

Validation Case:

Once you have the validation case set up, you can experiment with different heater geometries and perform an optimization study to minimize pressure drop while achieving effective heating. This could involve adjusting heater shapes, sizes, and placement to balance the thermal efficiency and flow resistance.

Besides flying even higher over dense populated areas, may be using a retractable (?) ceramic covered acoustic shield below engine exaust plume could help but aircraft sonic wave noise should also be take into account.

Hi Vaios Papatheodorou

Surge & Stall are phenomenon associated with air turbulence in atmosphere and found commonly in aircraft wings, wind turbine blades , compressors etc. In engineering, turbulence analysis often deals behavior of the fluid flow and its separation or control processes at different fluid velocities which change the local pressure properties.

One of the most important dimensionless number that is researched in engineering is Reynolds number which plays a critical role in determining the nature of turbulent flows that lead to these phenomena.

Turbulence analysis is a very detailed and actively researched topic in various fields and cannot be described comprehensively. Please refer to

Regards

Replace batteries for fuel cells as electrical current source and you will have fuel mass variation even larger than for hybrid electric powered aircraft.

The following paper has used Matlab/Simulink:

You may try to talk to the authors. More clues can be found at

I am a sex researcher. What else do you expect me to talk about?

Dear Kwadwo Boakye ,

The advancement in technology, innovation and artificial intelligence (AI) have caused disruptions in the contemporary world. People have already started to list down all the possible jobs that could be replaced by AI or Robots in the near future. Meanwhile, artificial intelligence and robots have become a reality. For instance, Foxconn, a big Xbox and iPhone manufacturer, replaced around 60,000 workers with robots.

Regards,

Shafagat

Light Fidelity (L-iFi) uses visible light spectrum for the transmission of data. It modulates the light intensity emitted by an LED or infrared light to carry data. Li-Fi achieves a gigabit range speed which helps bandwidth-intensive applications to run

Dear Albert,

Thank you.

Correct.

Using nitrogen does reduce tire degradation by limiting oxidation and enhancing Tyre life with inflation. Car's Tyre can have a positive impact on its fuel economy, but main disadvantage is cost.

Ashish

Detecting pneumatic and fuel leaks from metal fuel tanks in aircraft requires specialized techniques and equipment. Here are some advanced techniques commonly used for this purpose:

It's important to note that leak detection in aircraft fuel tanks is a highly specialized task that requires trained professionals and adherence to safety protocols. The specific techniques employed may vary depending on the aircraft type, regulations, and maintenance procedures in place.

It depends on the total structure of fuel tank & from where you are refuelling. also depend on hatch cover access or open pipeline access.

Dear Fa Saf

To model and simulate an aircraft 28VDC circuit breaker in Matlab/Simulink with a specific trip curve, you can follow these steps:

Overall, modeling and simulating an aircraft 28VDC circuit breaker with a specific trip curve in Matlab/Simulink involves defining the circuit topology and parameters, creating a Simulink model, implementing the trip curve function, simulating the circuit, and analyzing the simulation results.

This is a fuzzy-logic question: that is, there is not one solution. Some people would drive for 6 hours rather than a half-hour flight. The choice is not just time but ease of travel and, of course, preferences. What is most important is to have the choice, there are too many people who think that rights should be curtailed to match their beliefs.

At the moment I am not sure how AI can take-over the statistics. There can good information from the time series analysis of the data. So can't think how can AI add more information.

Good day. I meant to say, enter the aviation market. For example, like Veronte. There must be a device suitable for aviation. It is certain that you will defeat the Pixhawk as you wish!!! But aviation does not understand that!!! There must be approval from the aviation authorities, simply - certification. I wish you success. With deep respect, Mykhailo Matiychyk.

When will emission-free aviation be established?

I presume it is viable, likely to be the case, because this is being studied, on the process of to bring to functionality. My son Damon, understandably on the process of through team.

Regards,

Fatema Miah

The input by Gabriele on type of targeting may not be relevant to the question at hand which pertains to design of stealth aircraft to avoid detection.

Ellis Thompson ok so you can plot in X and Y axis the latitude and longitude respectively, and plot curves of different altitudes. So your Cartesian plane will have several curves, with each curve referring to a specific altitude. You could, say, use 10 curves going from 0 meters altitude (sea level) to 10000 meters altitude, with steps between each curve of 1000 meters.

I hope I have been helpful to you!

PS probably the aircraft simulation used that convention for latitude and longitude for mere reasons of matrix calculation

Best,

Claudio

First and foremost I think you could get in touch with Component Maintenance Manuals for the brakes if you have the part number. CMMs usually contain a description of the brake in the first pages which include weight, type of material used, and dos and don'ts during maintenance. This is a source where you can get most of the answers you are looking for. Remember some aircraft have steel brakes while others have carbon brakes. The rotors and stators too sometimes have different materials. To get additional info, you may contact the OEMs with the said part numbers who can offer more relevant info. Note that this info can only be shared while working for an airline and you operate the aircraft that has the brakes in question. Otherwise, it is sensitive info and OEMs cannot share. I would suggest you get in touch with someone who works for an airline to get this info. But basically, CMM has everything.

Good luck

This paper utilized this feature and made a global flight map:

Is there a SOP for sinking an aircraft?

It is not completely correct to equal the biojet (aviation biofuel) to biodisel. Biodiesel is produced via catalytic transesterification of oils or fats triglycerides by low molecular weight alcohols (methanol in practice). Biodiesel is mixture of fatty acid monoalkyl esters by chemical nature. Biojet is also produced from vegetable oils (for example, Camelina Sativa), but via hydrotreating process. The latter involves decarboxilation, hydrogenation and other secondary reactions. Obtained product is the mixture of alkanes. In other words, biojet composition is more simiral to the composition of traditional petroleum-derived fuels. Similar process is also utilized to produce so-called renewable diesel (HVO, HDRD). But this is not biodiesel by definition, but different type of renewable fuel for diesel engines.

As for the biodiesel in common sense, it is principally possible to blend its small fraction with aviation kerosene. However, biodiesel unsatisfactory low-temperature properties is big obstacle, limiting both fraction of biocomponent and flight altitude. I met paper dealing with utilizatiion of blends, containing only 10 % of methyl esters on flight altitude no higher than 7000 m. Substiotion of methyl esters with esters of longer-chain alcohols (especially branched ones), characterizing by the lower clouding and pouring points, may partially solve the problem. But I do not know, wheather this was tested on practice in real flight conditions. Probably not. It is also should be remembered, that biodiesel contain about 10 % of Oxygen, which inevitabely decreses its power perfomance as fuel in comparsion with ordinary jet fuel or biojet.

Dear Mohamed Omari,

I suggest you see the links on the topic.

https://www.pegasus-europe.org/wp-content/uploads/Student_Conference/papers/2019/Paper_Barra.pdf

Best regards

Hello. These two books can help. Mezlikin - all modes, aerodynamics and controllability. Taradeev - construction. However, everything is in Russian. However, today this is not an obstacle. I still know the publication Wieslaw Sier - Miniature Aviation (Poland). The book is old, but will always be relevant. There are ready-made drawings of simple radio-controlled aircraft. Sincerely yours and good luck!

Yes follow good precedence and avoid previous mistakes until your design is mature enough and you have the funds for CFD and later wind tunnel confirmation.

Thank you. I'm working on a project involving the identification of dents on aircraft surfaces, and I'll require some images of dents on aircraft surfaces.if any support on this aspect pl help.

Regards

thanks

Thank you Haibing! Don't worry that you didn't answer my question. I feel that more work is needed on this topic, as pointed out by you, me and others in our recent publication doi.: 10.1093/plankt/fbab067. The satellite algorithms, in my opinion, need more ground truth data on foam coverage and albedo from oceans worldwide, in order to better calibrate the errors from haze and clouds. I suggest low-altitude photography of the ocean surface by drones flown from research ships might be a relatively low-cost way to obtain lots of data.

Unfortunately there aren't any publications or data on this for any aicraft. I have a pretty extensive literature database and the reference that Paulo linked is about as close as it gets.

Other technical benefits may be associated with overall reduction in engine's weight and cost of providing active noise control mechanisms in such aircraft engines. Other technical benefits need to be uncovered through CFD analyses and experimentation on such turbofan engines.

Dear Sumit Bhowmick

I have heard that the new joining method "Interference fit micropinning" is also used in aircraft structure for composite-to-metal joining.

thank you

Alternative method, there are adaptative mesh deformation methods in the solvers. For example, the Arbitrary Lagrangian Eulerian ALE method used when you impose deformation/orientation/translation to your geometry during the simulation, the grid is updated automatically. Good luck ;)

Thank you for your feedbacks.

Kiprotich Kiptum I had already looked at this site but it refers to conferences that do not exist. Have you ever attended a conference listed in waset?

Jochen Hack the summit looks very interesting but if I'm not mistaken it does not allow you to submit a paper or an abstract, which is my objective

Dear Amir Janghorban,

SOLID226 and 227 are eligible for modal analysis of pre-stressed structures. These elements have structural, thermal and electrical degrees of freedom which enables performing a Multiphysics simulation.

Hope this answer helps!

Good afternoon. First you need to calculate the extreme cross section of the screw to the Mach number. So that there is no cavitation. That is, take the number of shaft revolutions and a certain radius. And count, so as not to go to supersonic. This will be the maximum size allowed. And you also need to consider the heights at which you want to act. And then a typical scheme, for example Aleksandrov or another author. Best regards, Mikhail Matiychik.

The question is clear, provided you have a certain spectral content, how to reconstruct a velocity signal? For example, that is a technique ofte used to reproduce the initial conditions in homogeneous isotropic turbulence.

1) Control laws (or controllers) can be applied to any plant (aircraft, vehicle, spacecraft, missile, etc.).

2) The term of flight control law applies to all air vehicles.

3) The flight control law design concept is diverse. Each control concept has advantages and disadvantages. While the differential PI control you asked about has some advantages, it has the disadvantage of being susceptible to noise due to differential effects. And while the NDI (Nonlinear Dynamic Inversion) control applied to the F-35 is sensitive to model uncertainty, if the model is accurate, it has the advantage that it can be commonly applied to A, B, and C versions with one control structure. This is because only OBM (On-Board Model) needs to be replaced. In addition, sensor-based INDI (Incremental NDI) is a method that is quite robust to model uncertainty, but it is difficult to obtain the measured angular acceleration, and the use of a filter that minimizes noise is essential when the angular velocity is differentiated from the IMU sensor. is. And although it has the characteristic of reducing the stability margin of the system (especially the phase margin), the stability margin is quite robust against uncertainty. Hybrid INDI, which takes advantage of these two control methods, is sometimes used.

4) IFS (In Flight Simulator) is a method that can be safely verified with an aircraft platform that has already been tested when developing a flight control computer or a new flight control rule. In other words, new functions can be efficiently verified while ensuring flight safety by using the already verified flight control system for take-off and landing and verifying the function with the newly developed flight control rule in a specific flight condition.

Alin Sonny follow the links

Prashant Kumar please checkout the following links below

best of luck

The best tool is to have a competent supervisor who knows this area. Then you read papers from other countries how they did research on this issue. It is not a good idea to combine education and research. Do each topic separately especially if you are a novice in this area.

Somaya Younoussi assalamuwlaiqum, please find the article attached herewith. i hope it will help you a lot.

Jazakallah khairan

It would really depend on the cooling targets but heat pipe based thermal management provide an answer to the reliability requirements needed for aircraft.

Sun Xianguang i think the following articles will help you a lot :

Have a look at Guernsey Airport, it was upgraded around 2013 by a company I worked for. Part of the design included considering residue from the fire-fighting chemicals that were occasionally washed down the drainage system during tests etc... So there should be some information about washing down air-frames.

Here's a starter: https://waterprojectsonline.com/wp-content/uploads/case_studies/2013/Guernsey-Airport-Groundwater-Improvement-2013.pdf?looking=case-study

The same companies involved have portfolios around the same time for other locations in the world. Quite a few were island projects with combined military and commercial airfields that involved dealing with WWTP projects tied into the site.

Dear Bachir Achour

Thanks for this informative answer.

However, I think there are many causes and mechanisms of low level jet stream.

Regards

In the normal mode, the aircraft control (relative to three axes) with the help of steering surfaces and mechanization can be carried out both in manual mode by the pilot and in the autopilot mode, which, depending on the type of aircraft, can operate in different modes, for example,

STAB - Manual stabilization mode, where the autopilot helps the pilot to control the position of the aircraft more easily, avoiding unexpected movements caused by turbulence and wind.

TAKE - STAB mode submode with additional climb support for fast, controlled takeoffs.

AUTO - autonomous flight, where the autopilot takes full control of the aircraft. It has many sub-modes, each with different autopilot behavior.

If we talk about abnormal conditions, for example, a stall into a tailspin, then modern aircraft have automatic systems to prevent stalls into a tailspin. For example, the Automatic Stall Prevention System on Boeing 737 MAX 8 and 9 airplanes turns on itself if the aircraft climbs too quickly in manual control mode, which is fraught with a loss of lift and speed.

Conclusion. All regular flight modes, as well as warning and prevention of abnormal ones, can be carried out using the autopilot. Aerobatics, entry and exit from the spin are carried out in manual mode by the pilot. You can find literature on the topic Piloting aircraft, automatic flight control systems, automatic aircraft control systems on the Internet. Usually these are the disciplines of aviation and aviation engineering educational institutions.

Hello Muhammad

You can use Flight simulators such as X-plane or P3D or FSX with addons such as PMDG B737 NG or Aerosoft Airbus A320 family which is provide you the realistic FMS. For ACARS you can use FSX or P3D flight simulator addons too(Search Google). But at all i recommend you to install FSX or P3D beacause i think X-Plane aircraft addons doesn't have and support any ACARS.

Omnet++ and Ns-3 are suitable for aircraft simulation.

Dear Farhat,

I am sorry for my late response and thank you for your interest in my publications.

The constraints can be added to the objective function as a penalty term.

You can use the penalty or the barrier method to solve constrained problems.

I advise you to read Chapter 17 of the Numerical Optimization book by Jorge Nocedal and Stephen Wright.

If you have written the code in MATLAB, I can help you to edit the code.

Regards

Murat Millidere

I THINK THE BELOW ATTACHMENT HELP YOU

Good evening. As for the norms for the propeller, then in FAR-35 (paragraph 35.35. In particular) it is said that double centrifugal loads must be applied within one hour. Obviously, these will be the maximum revolutions at which vibrations of any nature should be detected, including dynamic imbalance. Matiychyk.

I suggest to review below links (I hope to help you get your answer)

https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=&cad=rja&uact=8&ved=2ahUKEwjbjf3Pk4DwAhVyu3EKHcCzD2cQwqsBMAF6BAgEEAg&url=https%3A%2F%2Fwww.youtube.com%2Fwatch%3Fv%3DkypswO4RLkk&usg=AOvVaw1PyCFKmylHgy59yLAG459L

You may find dominent modes (usually the first mode) using centre manifold theories (nonlinear theories)

Dear Ömer Abdo

A linear control system, with constant coefficients (matrices; A, B, C, and D),

X_dot=AX+BU,

Y=CX+DU,

is termed linear time-invariant (LTI) control system.

If the coefficients are time-varying; A=A(t), B=B(t), C=C(t), D=D(t), then it is called linear time-varying (LTV) control system.

If you want to only simulate the dynamics of the aircraft without control inputs, it is acceptable to consider the time-varying coefficients and use Matlab ODE solver to simulate the dynamic system as X_dot=A(t).X.

But be warned that, if the matrices are time-varying, the control system would be much difficult to be investigated, as it is one of the topics in modern research on adaptive control.

Hello Sagar,

As per my interpretation of your problem. I am giving you some advice which you can try.

1. When you import geometry they import it as a solid part. If parts are coming separately them you can use boolean operation and unite them as a single part.

2. After that make an enclosure and use a boolean operation using subtraction. you will be left with only the fluid domain part and all the remainings parts will vanish.

Try these two first and let me know if the problem is solved or not.

It will be very difficult to attain operational HVAC data since control in HVAC is mission-critical and its failure would be sometimes disastrous. If a high-rise building is of interest, a SCADA system would be in charge of handling the time-series data from all the subsystems. Inherently, these data are collected to improve the operational efficiency of the system. So, the supervisor might be interested in the simulation results although would be reluctant to publicly open such data. Rather, application of industrial IOT to the HAVC raises concerns on security bleach.

I think there are very few fields where industrial data are available to researchers. However, by a consent from the owner or the supervisor, a researcher can collect sensor readings, which can be from operational system or from sensor readings out of the control loop.

Articles say the HAVC systems become smarter and smarter, but in the real world, it seems just a part of a real estate. The 20-30 year old FCUs are still in use and designs of diffusers and ducts seem to never change. The owner might not like to let more air in because it will increase load in temperature and humidity control. The main drivers of this industry appear to be regulation and stability.

Good luck in your overcoming the gap!

The method employed by modern aircraft with no "vertical stabilizers" is to use asymmetrical 'speed brakes' in the ailerons/elevons. The horizontal control surface in the wing is split, so that drag can be applied to produce the yawing force. There is no doubt that if you aren't going to use a passive major-axis stabilizer (a tail fin), then you need a sophisticated model predictive controller that can sparsify control responses to not result in instability, given the numerous modes of rotation/oscillation presented in a vehicle without passive stability. Also, you don't need asymmetrical engines to produce a thrust differential, you merely need a single (or double sharing a thrust axis) engine with a steerable nozzle. You don't need anything fancy mechanically, just a really good controller.

As of 1st step and the basis of your development, you need to use a common design methodology of radars. As an example the design of radars on the basis of digital antenna arrays will be independent of use - he will be the same for Land, Navy, and Air radars.

I would suggest a movable ballast in the sense of X axis, i.e. a cylinderto be slided along a bar with a system of motor, pulleys and a steel wire similar to the one used for flight controls

Do you mean Experimental according to FAA rules, for which you can design or/and manufacture your aircraft? If so, I can be helpful to you. Years ago I have manufactured the Long-Ez, designed by Burt Rutan, and I have obtained the permit to fly it by the aviation authority. For the sensors that are needed, this depends from what you want to control during flight. If you do have a well experimented motor, some sensor to control the temperature of oil, the head temperature, the RPM, the manifold pressure, the Volts and the Amperes of the electric alternator, and this is just for the engine. Obviously a GPS sensor and a AHRS (Attitude and Heading Reference System) to be connected to a digital display into the cockpit. These AHRS are nowadays very reliable and accurate plus, good to know, not so expensive. You can go on the internet to find a lot of them. If you think that radios are also sensors, of course you will need uhf radion for the communications with ground and other aircraft. Strain gauges are required only if you are not sure of your design and quality of construction, also for thes items there is a lot of choice, together with the data loggers. I suggest the DATATAKER series 80, that can record stain gauges, thermocouples and pressure via presure transducers.

There is only to know what you want to obtain. Good luck!

You are welcome.

The best way to calculare the position vs. wing and the dimensions of vertical & horizontal tail is described in these two books: Fluid dynamic Drag, and Fluid Dynamic Lift, by Sighard F. Hoerner. Also if aged, nothing more has been invented in Aerodynamics that is not mentioned in these books, just the computer use of the formulas and graphics there contained. In any case, there is a very good software for aircraft design than has been developed by Prof. Jan Roskam of the University of Kansas. If I remember this s/w is named AAA (Advanced Aircraft Design) and is sold by DAR Corporation. In the past I have been using it with very good results.

Choose a material with high strength to weight ratio, that withstand high temperature and also employ Harding techniques without neglecting to check vibration resistance.

Please go through the following book

Aircraft Engine Design, 3E,J. D. Mattingly, W.H. Heiser, D. T. Pratt, K. M. Boyer and B. A. Haven.

The book outlines the concepts and procedures required for the entire design process which you may be looking for.

It´s a million dollar answer, but the obvious part is: buy according to the lowest forecast, assure options based on the intermediate one. Leasing acft can provide some flexibility, specially now that there is plenty of unused ones.

First basic step is to define "strong wind" speed, and then compare that with the quadcopter's maximum speed. No Return To Home (RTH) feature can be effective as long as wind speed > quadcopter maximum speed so "speed" has to be first defense. Once quadcopter max speed is exceeded, it is just be a matter of time before the quadcopter is out of ground control range; options then are to land, and wait for input, (maybe not a great option in heavily wooded areas, or over water), or switch to an autonomous mode which will attempt return to base GPS location as long as power allows.

Next consideration would be turbulent response; in strong winds, particularly in urban areas, where wind gusting around buildings will make control response times critical.

Note also that GPS-enabled RTH features will struggle with tall obstacles, be they trees or high rise buildings, that block the (most direct) return path.

one of the biggest though.The major means of transmitting COVID-19 are subtle/hidden and unrecognized angles. Door handles,surfaces in shops, POS machines etc

Interesting and good question,

Using good systematical input model

You can not get all the data related to fighter aircraft. You can get some airfoil data of aircrafts in below article:

Also you can refer NASA collection here

Dear Matúš Michalík I can understand your confusion. Initially, we must fix the weight constraint of the flying vehicle then we will be able to calculate it's performance. The procedure explained by Raymer is little complicated, I suggest you to refer other books of Anderson, John D. Jr., Perkins, C. and Hage, R like:

Aircraft Performance and Design

Introduction to Flight, McGraw-Hill

Airplane Performance, Stability and Control

Also you can see these research articles:

Regards!

The characteristic length is used in determining dynamic similitude. The ratio between inertia and viscous forces called Reynolds number depends on a characteristic length.

The given answers are useful, however, I would like to add:

The determination of characteristic length shifts its dependency on for what purpose you want to determine it?

for R/L≪1R/L≪1, RR is the characteristic length scale; for R/L≫1R/L≫1, LL is the characteristic length scale. This implies that the smaller length scale is (usually) the characteristic length scale.

Aamir Sultan Your question is a practical, empirical question, not a theoretical one that can be "solved" by mathematics. One way to answer it is to start from what Reynolds number means physically: it represents the ratio between "typical" inertia forces and viscous forces in the flow field.

I work in a totally different area, but I tried to realize a damage tolerant design - by avoiding notch stresses within my geometry.

Now days the cs present on L.E, i guess the smoothness already exist and advancement not required

Welcome professor

Refer this link, you will get more insight

https://www.sciencedirect.com/topics/materials-science/autoclave-molding