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Design of a Light Business Jet Family David C
Design of a Light Business Jet Family David C. Alman Andrew R. M. Hoeft Terry H. Ma AIAA : 498858 AIAA : 494351 AIAA : 820228 Cameron B. McMillan Jagadeesh Movva Christopher L. Rolince AIAA : 486025 AIAA : 738175 AIAA : 808866 I. Acknowledgements We would like to thank Mr. Carl Johnson, Dr. Neil Weston, and the numerous Georgia Tech faculty and students who have assisted in our personal and aerospace education, and this project specifically. In addition, the authors would like to individually thank the following: David C. Alman: My entire family, but in particular LCDR Allen E. Alman, USNR (BSAE Purdue ’49) and father James D. Alman (BSAE Boston University ’87) for instilling in me a love for aircraft, and Karrin B. Alman for being a wonderful mother and reading to me as a child. I’d also like to thank my friends, including brother Mark T. Alman, who have provided advice, laughs, and made life more fun. Also, I am forever indebted to Roe and Penny Stamps and the Stamps President’s Scholarship Program for allowing me to attend Georgia Tech and to the Georgia Tech Research Institute for providing me with incredible opportunities to learn and grow as an engineer. Lastly, I’d like to thank the countless mentors who have believed in me, helped me learn, and Page i provided the advice that has helped form who I am today. Andrew R. M. Hoeft: As with every undertaking in my life, my involvement on this project would not have been possible without the tireless support of my family and friends. -
Requirements and Selection of Design Concepts to Be Investigated
GF_WP1_TN_Requirements GF_WP1_TN_Requirements Department of Automotive and Aeronautical Engineering Hamburg University of Applied Sciences (HAW) Berliner Tor 9 D - 20099 Hamburg Green Freighter – Requirements and Selection of Design Concepts to be Investigated Kolja Seeckt Dieter Scholz 2007-11-29 Technical Note 1 GF_WP1_TN_Requirements Dokumentationsblatt 1. Berichts-Nr. 2. Auftragstitel 3. ISSN / ISBN GF_WP1_TN_Requirements Grüner Frachter (Entwurfsuntersuchungen zu --- umweltfreundlichen und kosteneffektiven Fracht- flugzeugen mit unkonventioneller Konfiguration) 4. Sachtitel und Untertitel 5. Abschlussdatum Green Freighter – Requirements and Selection of Design Concepts to 29.11.2007 be Investigated 6. Ber. Nr. Auftragnehmer GF_WP1_TN_Requirements 7. Autor(en) (Vorname, Name) 8. Vertragskennzeichen Kolja Seeckt ([email protected]) 1710X06 Dieter Scholz ([email protected]) 9. Projektnummer FBMBF06-004 10. Durchführende Institution (Name, Anschrift) 11. Berichtsart Hochschule für Angewandte Wissenschaften Hamburg (HAW) Technische Niederschrift Fakultät Technik und Informatik 12. Berichtszeitraum Department Fahrzeugtechnik und Flugzeugbau Forschungsgruppe Flugzeugentwurf und Systeme (Aero) 06.12.2006 - 20.09.2007 Berliner Tor 9 13. Seitenzahl D - 20099 Hamburg 96 14. Fördernde Institution / Projektträger (Name, Anschrift) 15. Literaturangaben Bundesministerium für Bildung und Forschung (BMBF) 70 Heinemannstraße 2, 53175 Bonn - Bad Godesberg 16. Tabellen Arbeitsgemeinschaft industrieller Forschungsvereinigungen 10 „Otto -
The Sad Saga of the Beechcraft Starship. Captains Kirk and Picard
50SKYSHADESImage not found or type unknown- aviation news THE SAD SAGA OF THE BEECHCRAFT STARSHIP News / Manufacturer Image not found or type unknown Captains Kirk and Picard had starships to explore the universe. Earthly mortals could have had futuristic Starships to crisscross the world, but circumstances, both in development and marketing, limited the success of what was otherwise a stunning aircraft. © 2015-2021 50SKYSHADES.COM — Reproduction, copying, or redistribution for commercial purposes is prohibited. 1 In the early 1980s, Beechcraft began looking for a successor to its popular King Air. The objective was for this successor to be faster, quieter, and safer with an equal or greater payload, and, of course have the sales success as the King Air. Developmental History The design result was a sleek, twin turboprop pusher, canard design. Another goal was to use composite materials to maximum extent possible to reduce weight and increase structural integrity compared to the metal structures of their previous aircraft. An added safety feature of the canard design is that it would be essentially stall proof. Canards are a front wing that actually produce lift. As the aircraft approaches a stall, the canards stall first, causing the nose to drop slightly, ensuring that the main wing continues to fly, enabling a prompt stall recovery. Although there several very successful canard experimental aircraft such as the Rutan Long E Z and the Velocity, a six-to-eight passenger composite canard was a new concept, and Beechcraft would experience unexpected developmental challenges. The Starship is a two-surface aircraft, i.e., it has a main wing and the canard, while the canard Piaggio P.180, successfully introduced in 1990, is a three-surface design that includes a conventional horizontal stabilizer and elevators. -
D Accidents & Safety
Understanding Airplanes Lecture 1 –2 –3 –4 –5 –6 –7 –8: Special Topics –9 Accidents & Safety © Bernardo Malfitano 334 Understanding Airplanes Lecture 1 –2 –3 –4 –5 –6 –7 –8: Special Topics –9 Accidents & Safety • Aviation is incredbldibly safe, and getting safer • Some statistics about commercial flights in the US, in jets weighing 30 tons or more, i.e. no older than a 707 and no smaller than an Embraer 170. • Hull‐loss accidents have hovered around 15‐25 a year, over all the decades of jet aviation • Flights have gone from about 1 million per year to about 20 million per year. • So the chance of being in a hull‐loss accident on your next flight has gone from one in 50,000 (1960s) to literally one in a million. • This is thanks to how regulations require additional airplane capabilities and/or maintenance practices in the wake of each accident, to prevent the same problem from causing future accidents. • See LessonsLearned.FAA .gov to read about dozens of major accidents, their causes, and how regulations and industry practices have changed to prevent repeats. • Several websites, presentations, and documents summarize all these tdtrends and dtdata, for example: http://www.boeing.com/resources/boeingdotcom/company/about_bca/pdf/statsum.pdf © Bernardo Malfitano 335 Understanding Airplanes Lecture 1 –2 –3 –4 –5 –6 –7 –8:© Special Bernardo Topics Malfitano –9 Crashworthiness = Survivable Hull Losses 5 1 2 3 4 6 7 8 9 11 12 10 © Bernardo Malfitano 336 Understanding Airplanes Lecture 1 –2 –3 –4 –5 –6 –7 –8: Special Topics –9 Crashworthiness = Survivable Hull Losses • Also, hull‐loss accidents are increasinggyly survivable • This is thanks to increased crashworthiness reqq,uirements, by the FAA and also internally within the manufacturers, as well as improved training and operational practices by the airlines. -
FOR IMMEDIATE RELEASE Burt Rutan Honored with 2015 Wright
FOR IMMEDIATE RELEASE Contact: Stephanie Berry 703-416-4888 Ext 104 [email protected] Burt Rutan Honored with 2015 Wright Brothers Memorial Trophy Washington, DC, October 5, 2015 – The National Aeronautic Association (NAA) is pleased to announce that Burt Rutan has been selected as the recipient of the 2015 Wright Brothers Memorial Trophy. Established by NAA in 1948 to honor the memory of Orville and Wilbur Wright, the trophy is awarded annually to a living American for “…significant public service of enduring value to aviation in the United States.” Rutan is a world-renown aerospace engineer noted for his originality in designing light, strong, and energy-efficient aircraft. He designed the record-breaking Voyager, which was the first plane to fly around the world without stopping or refueling, and the sub-orbital spaceplane Spaceship One, which became the first privately funded spacecraft to enter the realm of space twice within a two-week period. Rutan also has five aircraft on display at the Smithsonian’s National Air and Space Museum in Washington, DC. “For 40 years Burt has been one of the giants in aerospace development and engineering,” said Jim Albaugh, Chairman of NAA. “So much of his work has had an impact on aircraft design and performance, and he is very worthy of one of the most important awards in aviation.” From 1965 to 1972, Rutan was a civilian flight test project engineer for the United States Air Force at Edwards Air Force Base. He left to become Director of Development of the BD-5 aircraft for Bede Aircraft, a position he held until 1974. -
Ray Kamm Personal Papers SDASM.SC.10198
http://oac.cdlib.org/findaid/ark:/13030/c89k4hct Online items available The Descriptive Finding Guide for the Ray Kamm Personal Papers SDASM.SC.10198 San Diego Air and Space Museum Library and Archives 2001 Pan American Plaza, Balboa Park San Diego 92101 URL: http://www.sandiegoairandspace.org/ The Descriptive Finding Guide for SDASM.SC.10198 1 the Ray Kamm Personal Papers SDASM.SC.10198 Language of Material: English Contributing Institution: San Diego Air and Space Museum Library and Archives Title: Ray Kamm Personal Papers Identifier/Call Number: SDASM.SC.10198 Physical Description: .3 Cubic FeetThe collection contains contains memorabilia from the 1986 flight of Voyager, flown by Jeana Yeager and Dick Rutan. Included are slides, newsletters, postcards, certificate of appreciation, VIP Access Pass, and two books, one signed by Yeager and Rutan. Also included is a personal note from Ed Heinemann to Ray Kamm. This collection is housed in one 5x10.5x12.5 archival box. https://www.flickr.com/photos/sdasmarchives/albums/72157685931207433 Date (bulk): bulk Subjects and Indexing Terms McDonnell Douglas aircraft Rutan Voyager Kamm, Ray SERIES I: Memorabilia, Folder 1, Personal Papers 1. One letter written to Ray Kamm from Edward Heinemann, 3/10/1976. 2. Three postcards: one of Voyager in flight; one thanking Raymond for his support of the Voyager Project; and one signed by Jeana Yeager, thanking him for his interest. 3. One commemorative letter of the First flight of the DC-10, 8/28/1970. 4. One Letter of Appreciation, from Voyager Aircraft, Inc., and signed by Dick Rutan and Jeana Yeager, 12/23/1986. -
Damage Tolerance Testing and Analysis Protocols for Full-Scale
Damage Tolerance Testing and Analysis Protocols for Full-Scale Composite Airframe Structures Under Repeated Loading John Tomblin, PhD Executive Director, NIAR and Sam Bloomfield Distinguished Professor of Aerospace Engineering Waruna Seneviratne Sr. Research Engineer, NIAR The Joint Advanced Materials and Structures Center of Excellence Motivation & Key Issues • Produce a guideline FAA document, which demonstrates a “best practice” procedure for full-scale testing protocols for composite airframe structures with examples • Although the materials, processes, layup, loading modes, failure modes, etc. are significantly different, most of current certification programs use the load-life factors generated for NAVY F/A-18 program. – Guidance to ensure safe reliable approach – Correlate certified “life” to improved LEF (load-life shift) • With increased use of composite materials in primary structures, there is growing need to investigate extremely improbable high energy impact threats that reduce the residual strength of a composite structure to limit load. – Synthesize damage philosophy into the scatter analysis – Multiple LEF for different stage of test substantiation The Joint Advanced Materials and Structures Center of Excellence 2 Objectives Primary Objective • Develop a probabilistic approach to synthesize life factor, load factor and damage in composite structure to determine fatigue life of a damage tolerant aircraft – Demonstrate acceptable means of compliance for fatigue, damage tolerance and static strength substantiation of composite airframe structures – Evaluate existing analysis methods and building-block database needs as applied to practical problems crucial to composite airframe structural substantiation – Investigate realistic service damage scenarios and the inspection & repair procedures suitable for field practice Secondary Objectives • Extend the current certification approach to explore extremely improbable high energy impact threats, i.e. -
8/15/2007 Beechcraft Starship Production List 1 Nc-1
8/15/2007 BEECHCRAFT STARSHIP PRODUCTION LIST 1 NC-1 N2000S 1985.. BUILT BEECHCRAFT. FIRST PROTOTYPE 2000 N2000S 15-Feb-86 F/F FIRST FLIGHT. PILOTS BUD FRANCIS & THOMAS CARR STARSHIP 1 N2000S 2-Feb-87 APPLICATION FOR TYPE CERTIFICATE LODGED N2000S 14-Jun-88 FAR PART 23 CERTIFICATION OBTAINED. # A38CE N2000S 00-00-88 WFU WITHDRAWN FROM USE AT BEECHCRAFT WICHITA, KS N2000S 28-Feb-89 SOR REGISTRATION CANCELLED AS 'DESTROYED' UN-REG LOCATION UNKNOWN. (BELIEVED USED AS 'DESTRUCTION TEST UNIT') UN-REG * SEE NOTE # 1. NC-2 N3042S 1986.. BUILT BEECHCRAFT. SECOND PROTOTYPE 2000 N3042S 14-Jun-86 F/F FIRST FLIGHT. PILOTS LOU JOHANSEN & THOMAS SCHAFFSTALL STARSHIP 1 N3042S 5-Dec-89 A/W DATE BEECH AIRCRAFT COMPANY N3042S 00-Nov-94 C/O RAYTHEON AIRCRAFT COMPANY N3042S CURRENT LOCATION UNKNOWN. (BELIEVED AT BEECH FACILITY, WICHITA) COMPILED BY:- NOEL B. OXLADE. email:- [email protected] 8/15/2007 BEECHCRAFT STARSHIP PRODUCTION LIST 2 NC-3 N3234S 1986.. BUILT BEECHCRAFT. THIRD PROTOTYPE 2000 N3234S 5-Jan-87 F/F FIRST FLIGHT. PILOTS THOMAS CARR & TONY MARLOW STARSHIP 1 N3234S 20-Apr-87 A/W DATE BEECH AIRCRAFT COMPANY N3234S 00-Jun-87 DISPLAYED AT PARIS AIR SHOW, ENTRANT # 330 N3234S 00-Nov-94 C/O RAYTHEON AIRCRAFT COMPANY N3234S 16-Jan-01 WFU OFFICIAL 'SCRAPPED' DATE N3234S 15-Feb-01 SOR REGISTRATION CANCELLED AS 'DESTROYED' UN-REG LOCATION UNKNOWN. (BELIEVED USED AS 'DESTRUCTION TEST UNIT') UN-REG * SEE NOTE # 1. NC-4 N2000S 1990.. BUILT BEECHCRAFT. FIRST PRODUCTION AIRFRAME. 2000 N2000S 21-Mar-90 A/W DATE BEECH AIRCRAFT COMPANY STARSHIP 1 N75WD -
Experimenter 11-11.Pub
http://www.eaa.org/experimenter Experimenter ISSUE 11-11 PAGE 1 NOV 2011 | VOLUME 3 | NUMBER 11 From the Editor Letters! Please don't be afraid to take the survey By Patrick Panzera, Editor – Experimenter, EAA 555743 It’s time once again to go through the mailbox and answer a few letters, the majority of which are actually comments and questions posted in the survey we conduct in every issue, one I would encourage you to participate in. Please remember that when you click on the survey link, you won’t be required to enter any personal information. There’s no logging in, no passwords to remember, no unexpected surprises at the end, and this isn’t some stealthy method of gathering anything but your honest opinion. I read every comment in every survey and use that information to assure myself that we’re delivering top-notch content in each issue. So with that, I would encourage you the Sport Aviation magazine and stop repeating it to read the letters and then participate in the cur- in this publication.” rent and future surveys. This newsletter is available to anyone, EAA mem- When asked to answer the question, “Was there ber or not. Just before each issue is ready to “go anything in particular you disliked about this issue live,” we put together the most current articles we of Experimenter?” one of our readers wrote the have on issues of concern to the homebuilder, following: many of which are political in nature, including issues that are of interest to flying homebuilts as “...there are too many pages wasted on social, much as building them. -
Date Read the Paragraph Below. Choose a Topic Based
Name ___________________________________ Date __________________ Read the paragraph below. Choose a topic based on the reading. Write a five body essay with an introduction, three supporting topic paragraphs, and conclusion. Make sure to use descriptive words for the reader to visualize your points. Research supporting details. Be thorough in your research and note the sources. The Doolittle Raiders Doolittle's Tokyo Raiders America's First Response to Pearl Harbor On April 18, 1942, 16 B-25 Mitchell medium bombers launched from the deck of the USS Hornet to attack Japan. Led by Lt. Col. James H. Doolittle, the daring mission was America’s first response to Pearl Harbor and stands as one of the most courageous events of World War II. Although the raid caused minimal damage, American morale soared from the depths to which it had plunged following the Pearl Harbor attack. The surprise attack on the previously untouched home islands of Japan is considered by many historians to be a primary cause of the Japanese decisions that led to their defeat at the Battle of Midway only six weeks later. Planning for the raid was one of the most closely held secrets and the Japanese did not learn how the raid was conducted until after the war was over. Thirteen of the 80 men on the raid were from Texas, more than from any other state. §110.24. English Language Arts and Reading, Grade 8, Adopted 2017.b.2-8,10-12 Name ___________________________________ Date __________________ Read the paragraph below. Choose a topic based on the reading. Write a five body essay with an introduction, three supporting topic paragraphs, and conclusion. -
Guiding Visions of the Space Age
GUIDING VISIONS OF THE SPACE AGE: HOW IMAGINATIVE EXPECTATIONS DIRECTED AN INDUSTRY by Daniel Waymark Goodman A thesis submitted in partial fulfillment of the requirements for the degree of Master of Arts in History MONTANA STATE UNIVERSITY Bozeman, Montana April 2019 ©COPYRIGHT by Daniel Waymark Goodman 2019 All Rights Reserved ii To Annie, For your unending love, support and patience. “With a bad telescope and a powerful imagination, there is no saying what you may not accomplish.” H. G. Wells, 1898 iii ACKNOWLEDGEMENTS I am enormously grateful for the support of a network of brilliant faculty and friends at Montana State University’s Department of History and Philosophy. I am especially privileged to have had the constant guidance of Dr. Michael Reidy over the last two years. Michael, this project could not have happened without your mentorship, critical eye and insights. I am deeply indebted to have had your support and friendship. I am also hugely thankful to have had the guidance of Dr. Brett Walker and Dr. Timothy LeCain. Brett, you taught me new ways of approaching history that have reshaped my worldview. Tim, in enhancing my understanding of my own country’s history, you provided me much of the context I needed for this project. I also owe a debt of gratitude to Dr. Billy Smith and Dr. James Meyer for greatly advancing my skills as a writer and thinker. You both pushed me again and again, and I am glad you did. Additionally, to the friendly staff at the Smithsonian Air and Space Museum archives in Chantilly, Virginia, thanks for all of your help providing me ample sources for this research as well as future projects. -
B0506 01-0925.Pdf
International OPEN ACCESS Journal Of Modern Engineering Research (IJMER) A Effect of Elevator Deflection on Lift Coefficient Increment S.Ravikanth1, KalyanDagamoori2, M.SaiDheeraj3,V.V.S.Nikhil Bharadwaj4, SumamaYaqub Ali 5 , HarikaMunagapati6 , Laskara Farooq 7 , Aishwarya Ramesh 8 , SowmyaMathukumalli9 1 Assistant Professor , Department Of Aeronautical Engineering, MLR Institute Of Technology, DundigalHyderabad. INDIA . 4,6,8,9Student , Department Of Aeronautical Engineering , MLR Institute Of Technology, Dundigal ,Hyderabad. INDIA . 2,3,5,7Student , Department Of Aeronautical Engineering , MLR Institute Of Technology and Management , Dundigal ,Hyderabad. INDIA . ABSTRACT:Elevators are flight control surfaces, usually at the rear of an aircraft, which control the aircraft's lateral attitude by changing the pitch balance, and so also the angle of attack and the lift of the wing. The elevators are usually hinged to a fixed or adjustable rear surface, making as a whole a tailplane or horizontal stabilizer. The effect on lift coefficient due to an elevator deflection is going to find by assuming the baseline value, initializing the aircraft at a steady state flight condition and then commanding a step elevator deflection. By monitoring the aircraft’s altitude and other related measurements, you can record the effect of a step elevator deflection at this flight condition. Repetitions of this experiment with various values will demonstrate how variations in this parameter affect the aircraft’s response to elevator deflection. Deflection of the control surface creates an increase or decrease in lift and moment. In this paper we are going to derive the different equations related to the longitudinal stability and control. The design of the horizontal stabilizer and elevator is going to do in CATIA V5 and the analysis is going to perform in ANSYS 12.0 FLUENT.