DOCSLIB.ORG

(12) United States Patent (10) Patent No.: US 9,027,883 B2 Lyons (45) Date of Patent: May 12, 2015

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
(12) United States Patent (10) Patent No.: US 9,027,883 B2 Lyons (45) Date of Patent: May 12, 2015 USOO9027883B2 (12) United States Patent (10) Patent No.: US 9,027,883 B2 Lyons (45) Date of Patent: May 12, 2015 (54) AIRCRAFT FAIRING 4,643,376 A * 2/1987 Vanderhoeven .............. 244,198 5,749,542 A 5/1998 Hamstra et al. (75) Inventor: Neil John Lyons, Bristol (GB) 2003/00669336,854,687 B1A1 4/20032/2005 MauryMorgenstern et al. et al. 2005, 0116107 A1 6/2005 Morgenstern et al. (73) Assignee: Airbus Operations Limited, Bristol 2006/0006287 A1* 1/2006 Ferguson et al. ............. 244,130 (GB) 2006/0065784 A1* 3/2006 Rouyre ......................... 244,119 2009, OO78830 A1 3/2009 Fol et al. (*) Notice: Subject to any disclaimer, the term of this patent is extended or adjusted under 35 FOREIGN PATENT DOCUMENTS U.S.C. 154(b) by 145 days. EP O810357 A1 12/1997 (21) Appl. No.: 13/127,606 FR 2892999 A1 5/2007 OTHER PUBLICATIONS (22) PCT Filed: Nov. 5, 2008 International Search Report for PCT/GB2008/051028, mailed May (86). PCT No.: PCT/GB2O08/051028 28, 2009. S371 (c)(1) H. Sobieczky “Configuration test cases for aircraft wing root design and optimization', 1998, International Symposium on inverse Prob (2),s (4) Date: Mayy 4, 2011 lems inp Engineering Mechanics (ISIP98)ymp Mar. 1988, Nagano, Japan. Search Report corresponding to GB0526208.4, datedMar. 31, 2006. (87) PCT Pub. No.: WO2010/052446 Additional Search Report corresponding to GB0526208.4, dated PCT Pub. Date: May 14, 2010 Oct. 18, 2006. (65) Prior Publication Data * cited by examiner US 2011/0204185A1 Aug. 25, 2011 ll. Z, Primary Examiner — Troy Chambers (51) Int. Cl. Assistant Examiner — Jamie S Stehle B64C 700 (2006.01) (74) Attorney, Agent, or Firm — Lowe Hauptman & Ham, B64C23/04 (2006.01) LLP (52) U.S. Cl. CPC. B64C 700 (2013.01); B64C23/04 (2013.01) (57) ABSTRACT (58) USPCField of ............... Classification 244/200. Search 130. 131, 119, 1291, 198 A shock control fairing for mounting a junction between See application file for complete search history. s adjoining aircraft Surfaces. The fairing has a cross-sectional profile which varies along the length of the fairing. The cross (56) References Cited sectional profile of the fairing has a maximum area at a location which, when mounted to an aircraft, is Substantially U.S. PATENT DOCUMENTS proximal to a location on the surface of the aircraft at which a shock would be expected to develop without the fairing. 2.927,749 A 3, 1960 Brownell 4,314,681 A 2/1982 Kutney 4,624.425. A 11, 1986 Austin et al. 5 Claims, 6 Drawing Sheets U.S. Patent May 12, 2015 Sheet 1 of 6 US 9,027,883 B2 U.S. Patent May 12, 2015 Sheet 2 of 6 US 9,027,883 B2 U.S. Patent May 12, 2015 Sheet 3 of 6 US 9,027,883 B2 U.S. Patent May 12, 2015 Sheet 4 of 6 US 9,027,883 B2 ~~~~ U.S. Patent May 12, 2015 Sheet 5 of 6 US 9,027,883 B2 ^ U.S. Patent May 12, 2015 Sheet 6 of 6 US 9,027,883 B2 //±TH[10]H. US 9,027,883 B2 1. 2 AIRCRAFTEARING aircraft, substantially coincides with the location at which a shock would be expected to develop without the shock control RELATED APPLICATIONS fairing. As will be appreciated by a person skilled in the art, loca The present application is national phase of PCT/GB2008/ tions on the upper Surface of the wing at which a shock would 051028 filed Nov. 5, 2008. be expected to develop can be easily determined for any given aircraft. FIELD OF THE INVENTION For example, the flow over the upper Surface of a wing, without a fairing according to the invention, may be mea The present invention relates to a fairing, and more par 10 Sured, modelled, or calculated by known techniques (for ticularly to a shock control fairing for mounting on the upper example using wind tunnel testing or Computational Fluid Surface of a junction between an aircraft fuselage and wing. Dynamics) to determine the shock locations. Once the shock BACKGROUND TO THE INVENTION locations have been determined, a fairing having a cross 15 sectional profile in accordance with embodiments of the As shown in FIG. 1, many aircraft include a fairing at the invention may be provided. Depending upon the initial con upper surface 203 of a junction between the aircraft fuselage figuration of the aircraft, determining the locations on the 205 and wing 201 (i.e. the upper surface of the wing root). upper Surface of the wing at which a shock would be expected One function of Such fairings is to reduce or eliminate sepa to develop may comprise analysing the flow over the upper ration of the airflow in the region of the junction and thereby Surface of the wing with a prior art wing root fairing. reduce Viscous drag on the aircraft. For some aircraft a shock may be expected to occur at A typical prior art wing root fairing 209 is in the form of a several locations on the upper Surface. Accordingly, the maxi concave, wedge-shaped fillet (the upper surface of the which mum area of the cross-sectional profile may be provided is represented by the mesh in FIG. 1). The fillet starts at a proximal to a location at which the most significant shock mid-chord region of the wing root and extends to a maximum 25 would occur. A shock may, for example, be considered sig cross-sectional area at, or slightly aft of the trailing edge of nificant if it is the shock which has the greatest effect on the the wing root. These known fairings are referred to herein as lift and/or drag of the wing. Alternatively or additionally, a a “conventional wing root fairing. shock may for example be considered significant if it When aircraft operate at transonic speeds, at least one accounts for more than one tenth of a percent of the total shock may develop in the region of the wing root and/or over 30 aircraft drag. the upper Surface of the inner wing. The shock may be unde An aircraft provided with a shock control fairing according sirable for a number of reasons. For example, the shock can to an embodiment of the invention has been found to generate cause considerable wave drag and may also limit the amount a number of advantageous effects on the flow field surround of lift that the inner region of the wing generates. ing the inner wing and the junction. Providing a fairing having Embodiments of the present invention seek to provide a 35 a maximum area at a location which is substantially proximal fairing for an aircraft, which removes or mitigates at least one to a location on the upper Surface of the aircraft wing at which of the above-mentioned problems. a shock would be expected to develop without the fairing present is thought to modify the pressure gradients that arise SUMMARY OF THE INVENTION in the vicinity of the junction during flight. 40 As will be understood by the person skilled in the art, the According to a first aspect of the present invention, there is spanwise direction extends from the fuselage to the wing tip, provided a shock control fairing for mounting on a junction and is perpendicular to the longitudinal direction Such that the between aircraft components; wing tip is at 100% span and the longitudinal centre-line of the fairing having a cross-sectional profile which varies the aircraft is at 0% span. along the length of the fairing: 45 As will also be understood by the person skilled in the art, wherein the cross-sectional profile has a maximum area at a the wing root chord is the value of the chord at the wing root. location which, when mounted to an aircraft, is Substantially On many aircraft, the geometry of the wing and/or the fuse proximal to a location on the surface of the aircraft at which lage may be such that the spanwise position of the wing root a shock would be expected to develop without the fairing. varies between the leading edge and the trailing edge of the The shock control fairing may be arranged for mounting on 50 wing. In Such circumstances, it will be understood that the the upper Surface of a junction between an aircraft fuselage wing root chord refers to the chord at the spanwise location on and wing: the wing that coincides with the point on the junction lying wherein the cross-sectional profile has a maximum area at furthest from the centre-line of the aircraft. a location which, when mounted to an aircraft, is Sub On a typical transonic passenger aircraft wing a significant stantially proximal to a location on the upper Surface of 55 shock may be found to occur proximal to a mid chord region the aircraft wing at which a shock would be expected to of the wing root junction. Accordingly in Some embodiments, develop without the fairing. the shock control fairing is arranged Such that, when mounted The shock control fairing may also be arranged to reduce or to an aircraft, with its length extending along a chordwise eliminate separation or the airflow in the region of the junc direction of the aircraft wing root, the cross-sectional profile tion. 60 has a maximum area in a mid-chord region of the wing root. In use, the shock control fairing is arranged such that its For example, the cross-sectional profile may have a maxi length extends along a substantially chordwise direction of mum area located between 20% wing root chord and 70% the aircraft wing root.
Load more

Recommended publications
  • Automated Generic Parameterized Design of Aircraft Fairing and Windshield
    Automated generic parameterized design of aircraft fairing and windshield Vijaykumar Govindharajan Aakash Narender Singh LIU-IEI-TEK-A-12/01271-SE Department of Management and Engineering Division of Flumes Department of Management and Engineering SE-581 83 Linköping, Sweden i ii Upphovsrätt Detta dokument hålls tillgängligt på Internet – eller dess framtida ersättare – under 25 år från publiceringsdatum under förutsättning att inga extraordinära omständigheter uppstår. Tillgång till dokumentet innebär tillstånd för var och en att läsa, ladda ner, skriva ut enstaka kopior för enskilt bruk och att använda det oförändrat för ickekommersiell forskning och för undervisning. Överföring av upphovsrätten vid en senare tidpunkt kan inte upphäva detta tillstånd. All annan användning av dokumentet kräver upphovsmannens medgivande. För att garantera äktheten, säkerheten och tillgängligheten finns lösningar av teknisk och administrativ art. Upphovsmannens ideella rätt innefattar rätt att bli nämnd som upphovsman i den omfattning som god sed kräver vid användning av dokumentet på ovan beskrivna sätt samt skydd mot att dokumentet ändras eller presenteras i sådan form eller i sådant sammanhang som är kränkande för upphovsmannens litterära eller konstnärliga anseende eller egenart. För ytterligare information om Linköping University Electronic Press se förlagets hemsida http://www.ep.liu.se/. Copyright The publishers will keep this document online on the Internet – or its possible replacement – for a period of 25 years starting from the date of publication barring exceptional circumstances. The online availability of the document implies permanent permission for anyone to read, to download, or to print out single copies for his/her own use and to use it unchanged for non-commercial research and educational purpose.
    [Show full text]
  • {NASA-CR-144882) YF-17/ADEN SYSTEM STUDY N79-27126 Final Report (Northrop Corp.) 160 P HC A08/MF A01 CSCL 01C Unclas G3/05 29348
    {NASA-CR-144882) YF-17/ADEN SYSTEM STUDY N79-27126 Final Report (Northrop Corp.) 160 p HC A08/MF A01 CSCL 01C Unclas G3/05 29348 NASA Contractor Report 144882 YF-17/ADEN System Study N. S. Gowadia, W. D. Bard, and W. H. Wooten July 1979 Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Dryden Flight Research Center Edwards, California 93523 r" q NASA Contractor Report 144882 YF-17/ADEN System Study N. S. Gowadia and W. D. Bard Northrop Corporation and W. H. Wooten General Electric Company NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Scientific and Technical Information Office 1979 FOREWORD This report was produced by Northrop Aerosciences Research under NASA Contract No. NAS4-2499 to Dryden Flight Research Center with the guidance of NASA Technical Monitor Mr. F. Olinger. Volume 1, contained herein, represents a con­ solidation of considerable effort in a number of diverse disciplines. The authors would particularly like to acknowledge the contributions of Northrop personnel S. Radinsky, J.H. Wells, and R. Kubow of Structures Advanced Design, W.E. Nelson of Controls Research, and E. Skulick and D. Johnson of Pricing. Recognition is also due W.H. Wooten of General Electric Co, Cincinnati, Ohio for the extensive analysis and information provided with regard to YJi01 engine rmod!­ fication and program cost estimates. iii PRECED.ING PAGE BLANK NOT FILM_ ED SUMMARY The purpose of this study was to demonstrate the feasibility of incorporating the G. E. ADEN 2-D vectoring nozzle design on the YF-17 fighter in order to provide a manned flight demonstrator of 2-D nozzle technology.
    [Show full text]
  • FINAL PROGRAM #Aiaascitech
    4–8 JANUARY 2016 SAN DIEGO, CA The Largest Event for Aerospace Research, Development, and Technology FINAL PROGRAM www.aiaa-SciTech.org #aiaaSciTech 16-928 WHAT’S IMPOSSIBLE TODAY WON’T BE TOMORROW. AT LOCKHEED MARTIN, WE’RE ENGINEERING A BETTER TOMORROW. We are partnering with our customers to accelerate manufacturing innovation from the laboratory to production. We push the limits in additive manufacturing, advanced materials, digital manufacturing and next generation electronics. Whether it is solving a global crisis like the need for clean drinking water or travelling even deeper into space, advanced manufacturing is opening the doors to the next great human revolution. Learn more at lockheedmartin.com © 2014 LOCKHEED MARTIN CORPORATION VC377_164 Executive Steering Committee AIAA SciTech 2016 2O16 Welcome Welcome to the AIAA Science and Technology Forum and Exposition 2016 (AIAA SciTech 2016) – the world’s largest event for aerospace research, development, and technology. We are confident that you will come away from San Diego inspired and with the tools necessary to continue shaping the future of aerospace in new and exciting ways. From hearing preeminent industry thought leaders, to attending sessions where cutting- edge research will be unveiled, to interacting with peers – this will be a most fulfilling week! Our organizing committee has worked hard over the past year to ensure that our plenary sessions examine the most critical issues facing aerospace today, such as aerospace science and Richard George Lesieutre technology policy, lessons learned from a half century of aerospace innovation, resilient design, Christiansen The Pennsylvania and unmanned aerial systems. We will also focus on how AIAA and other stakeholders in State University Sierra Lobo, Inc.
    [Show full text]
  • Program Schedule
    Program Schedule SciTech 2016 January 03 - 08, 2016 The Program Report was last updated December 11, 2015 at 01:06 AM EST. To view the most recent meeting schedule online, visit https://aiaa-mst16.abstractcentral.com/planner.jsp Sunday, January 03, 2016 Time Session or Event Info 6:00 PM-7:30 PM, Seaport H, NW-01. Student Welcome Reception, Networking, Forum Event Monday, January 04, 2016 Time Session or Event Info 7:00 AM-7:30 AM, Session Room Foyers, NW-02. Monday Early Morning Networking Coffee Break, Networking, Forum Event 7:30 AM-8:00 AM, Session Rooms, SB-01. Monday Morning Speakers' Briefing, Speakers' Briefing, Forum Event 8:00 AM-9:00 AM, Seaport A-E, PLNRY-01. Monday Morning Plenary Panel Aerospace S&T Policy in the 2016 Political Arena , Plenary, Forum Event 9:00 AM-12:30 PM, Nautical, AA-01. Aeroacoustics - Jet Noise I, Technical Paper, 54th AIAA Aerospace Sciences Meeting, Chair: Krishan Ahuja, [email protected], Georgia Institute of Technology; Co-Chair: Douglas Nark, [email protected], NASA Langley Research Center Mean Velocity and Turbulence Measurements of Supersonic Jets with 9:00-9:30 AM Fluidic Inserts R.W. Powers; S. Hromisin; D.K. McLaughlin; P.J. Morris Numerical Investigation of Supersonic Jet Noise Suppression via 9:30-10:00 AM Downstream Microjet Fluidic Injection H. Pourhashem; I. Kalkhoran Fluctuating Pressure Gradients in Heated Supersonic Jets K.T. Lowe; 10:00-10:30 AM C.C. Nelson Extracting Near-Field Structures Related to Noise Production in High 10:30-11:00 AM Speed Jets P.
    [Show full text]
  • On the Use of Hydrogen As the Future Aviation Fuel Aerospace Engineering
    On the Use of Hydrogen as the Future Aviation Fuel Martim Novais Cálão Thesis to obtain the Master of Science Degree in Aerospace Engineering Supervisors: Prof. Fernando José Parracho Lau Dr. Frederico José Prata Rente Reis Afonso Examination Committee Chairperson: Prof. Filipe Szolnoky Ramos Pinto Cunha Supervisor: Prof. Fernando José Parracho Lau Member of the Committee: Prof. Afzal Suleman December 2018 ii Acknowledgments First and foremost, I would like to thank my supervisor at Airbus, Mr. Matthieu Meaux, for his guid- ance, expertise, trust and endless enthusiasm throughout the internship. I would also like to extend my gratitude to the Team-X for their experience and valuable advices, and the whole TPR Department of Airbus CTO in Toulouse for receiving me so well and making these six months such a pleasant experi- ence. I would also like to address a big thank you to my supervisors at Instituto Superior Tecnico,´ Prof. Fernando Lau and Dr. Frederico Afonso for their constant availability and support in preparing this thesis, and to Prof. Inesˆ Esteves Ribeiro for her insights in Life Cycle Assessment. Last but not least, for the unconditional support of my family, friends and girlfriend, Mafalda, through- out my academic life I can only be grateful. Thank you! iii iv Resumo A presente dissertac¸ao˜ foi realizada durante um estagio´ de seis meses no CTO da Airbus e descreve o projeto conceptual de aeronaves regionais com propulsao˜ a hidrogenio,´ atraves´ de uma plataforma de Otimizac¸ao˜ Multidisciplinar. A implementac¸ao,˜ na referida
    [Show full text]
  • NASA I Aeronautical Engineering Aer Ering Aeronautical Engineers Igineering Aeronautical Engirn Dal Engineering Aeronautical
    https://ntrs.nasa.gov/search.jsp?R=19780023098 2020-03-22T03:15:50+00:00Z Aeronautical NASA SP-7037 (98) Engineering July 1978 A Continuing NASA Bibliography with Indf: National Aeronautics and Space Administration >> I Aeronautical Engineering Aer D tt ering Aeronautical Engineers igineering Aeronautical Engirn Dal Engineering Aeronautical E nautical Engineering Aeronaut Aeronautical Engineering Aerc 3ring Aeronautical Engineering gineering Aeronautical Engine ftl Engineering Aeronautical E lautical Engineering Aeronaut! Aeronautical Engineering Aero ring Aeronautical Engineering NASA SP-7037(98) AERONAUTICAL ENGINEERING A Continuing Bibliography Supplement 98 A selection of annotated references to unclas- sified reports and journal articles that were introduced into the NASA scientific and tech- nical information system and announced in June 1978 m • Scientific and Technical Aerospace Reports (STAR) • Internationa/ Aerospace Abstracts (IAA) Scientific and Technical Information Branch 1978 National Aeronautics and Space Administration Washington, DC This Supplement is available from the National Technical Information Service (NTIS), Springfield. Virginia 22161. at the price code E02 ($475 domestic. $9 50 foreign) INTRODUCTION Under the terms of an mteragency agreement with the Federal Aviation Administration this publication has been prepared by the National Aeronautics and Space Administration for the joint use of both agencies and the scientific and technical community concerned with the field of aeronautical engineering The first
    [Show full text]
  • Ensinger Plastics Used in Aerospace Technology
    Stock shapes Plastics used in aerospace technology Content 4 Plastics in application 6 Product portfolio 7 Special materials 8 Application examples 10 Mechanical properties 12 Thermal properties 14 Electrical properties 15 Radiation resistance 16 Combustibility 17 Chemical resistance 18 Influence of processing on test results 19 Frequently asked questions 20 Quality management 22 Material standard values Ensinger®, TECA®, TECADUR®, TECAFLON®, TECAFORM®, TECAM®, TECAMID®, TECANAT®, TECANYL®, TECAPEEK®, TECAPET®, TECAPRO®, TECASINT®, TECASON®, TECAST®, TECATRON® are registered trade marks of Ensinger GmbH. TECATOR® is a registered trade mark of Ensinger Inc. VICTREX® is a registered trademark of Victrex Manufacturing Ltd. TECAPEEK is made with VICTREX® PEEK polymer. 2 Technical plastics contribute to making ap- The characteristics of our plastics products plications more efficient and competitive in fulfil the detailed requirements of material many industrial areas. The aerospace industry specifications of final customers and system places high demands on materials. The im- suppliers in the aerospace industry. Safety as- pressive properties of high-performance plas- pects and reduced energy consumption are of tics include their low weight and fire behaviour. primary importance. Benefits at a glance Ensinger quality in aerospace engineering ˌ Weight savings of up to 60 % compared As requested by our customers, we have to aluminium reduce energy consump- checked and qualified a large share of our ma- tions terials against required specifications.
    [Show full text]
  • Design of Parametric Winglets and Wing Tip Devices – a Conceptual Design Approach
    Linkoping studies in Science and Technology Design of Parametric Winglets and Wing tip devices – A Conceptual Design Approach Saravanan Rajendran Linkoping University Institute of Technology Department of Management and Engineering (IEI) SE-58183 Linköping, Sweden Upphovsrätt Detta dokument hålls tillgängligt på Internet – eller dess framtida ersättare –från publiceringsdatum under förutsättning att inga extraordinära omständigheter uppstår. Tillgång till dokumentet innebär tillstånd för var och en att läsa, ladda ner, skriva ut enstaka kopior för enskilt bruk och att använda det oförändrat för icke¬kommersiell forskning och för undervisning. Överföring av upphovsrätten vid en senare tidpunkt kan inte upphäva detta tillstånd. All annan användning av dokumentet kräver upphovsmannens medgivande. För att garantera äktheten, säkerheten och tillgängligheten finns lösningar av teknisk och administrativ art. Upphovsmannens ideella rätt innefattar rätt att bli nämnd som upphovsman i den omfattning som god sed kräver vid användning av dokumentet på ovan be skrivna sätt samt skydd mot att dokumentet ändras eller presenteras i sådan form eller i sådant sammanhang som är kränkande för upphovsmannens litterära eller konstnärliga anseende eller egenart. För ytterligare information om Linköping University Electronic Press se för lagets hemsida http://www.ep.liu.se/ Copyright The publishers will keep this document online on the Internet – or its possible replacement – from the date of publication barring exceptional circumstances. The online availability of the document implies permanent permission for anyone to read, to download, or to print out single copies for his/hers own use and to use it unchanged for non- commercial research and educational purpose. Subsequent transfers of copyright cannot revoke this permission. All other uses of the document are conditional upon the consent of the copyright owner.
    [Show full text]
  • 6.2020-2703 Publication Date 2020 Document Version Final Published Version Published in AIAA AVIATION 2020 FORUM
    Delft University of Technology A review of numerical and experimental studies of the anti-fairing Belligoli, Zeno; Dwight, Richard P.; Eitelberg, Georg; Srikumar, Sampath R.; Faleiros, David E.; Nesselrooij, Michiel van; Campenhout, Olaf van DOI 10.2514/6.2020-2703 Publication date 2020 Document Version Final published version Published in AIAA AVIATION 2020 FORUM Citation (APA) Belligoli, Z., Dwight, R. P., Eitelberg, G., Srikumar, S. R., Faleiros, D. E., Nesselrooij, M. V., & Campenhout, O. V. (2020). A review of numerical and experimental studies of the anti-fairing. In AIAA AVIATION 2020 FORUM (pp. 1-19). [AIAA 2020-2703] (AIAA AVIATION 2020 FORUM). American Institute of Aeronautics and Astronautics Inc. (AIAA). https://doi.org/10.2514/6.2020-2703 Important note To cite this publication, please use the final published version (if applicable). Please check the document version above. Copyright Other than for strictly personal use, it is not permitted to download, forward or distribute the text or part of it, without the consent of the author(s) and/or copyright holder(s), unless the work is under an open content license such as Creative Commons. Takedown policy Please contact us and provide details if you believe this document breaches copyrights. We will remove access to the work immediately and investigate your claim. This work is downloaded from Delft University of Technology. For technical reasons the number of authors shown on this cover page is limited to a maximum of 10. AIAA AVIATION Forum 10.2514/6.2020-2703 June 15-19, 2020, VIRTUAL EVENT AIAA AVIATION 2020 FORUM A Review of Numerical and Experimental Studies of the Anti-Fairing Zeno Belligoli∗, Richard P.
    [Show full text]
  • \\Alice\Fluid\Flightgroup
    KNOWLEDGE-BASED INTEGRATED AIRCRAFT WINDSHIELD OPTIMIZATION Raghu Chaitanya Munjulury, Roland Gårdhagen, Patrick Berry and Petter Krus Linköping University, Linköping, Sweden Keywords: Aircraft Conceptual Design, Knowledge Based, Windshield, Optimization Abstract visibility pattern, frames, and windows encapsu- lated as templates, this information know-how Innovation is the key to new technology. At stored in templates known as knowledge tem- the "Division of Fluid and Mechatronic Sys- plate. Through automation scripts, by the use of tems, Linköping University", a framework for "Engineering Knowledge language", these tem- aircraft conceptual design is continuously devel- plates are called frequently until the desired re- oped. RAPID (Robust Aircraft Parametric Inter- sult is achieved. active Design) and Tango are knowledge-based The framework provides an edge to the con- aircraft conceptual design tools implemented in ceptual design phase. The design processes along CATIA R and Matlab R respectively. The work with knowledge based templates and automa- presented in this paper is a part of RAPID, ex- tion provide a fast graphical representation to plores the method, and proposes a framework for the user/designer. The end result of this frame- fuselage optimization with a parametric, reusable work can intensify the project processes and scale and automated windshield with a focus on the pi- back the time spent on redesigning the entire lot visibility for conceptual design. The geome- work or ever-changing present work. The user try is initially propagated from CAD (CATIA R ) need not be skillful with CAD (RAPID [1, 2]); to CFD (Ansys R ) using CADNexus. Initial opti- however, understanding the parameters and the mization implemented on a 2D geometry to find way to attain the specific style would be enough.
    [Show full text]
  • The Comparison of Composite Aircraft Field Repair Method (CAFRM) with Traditional Aircraft Repair Technologies
    Purdue University Purdue e-Pubs Open Access Dissertations Theses and Dissertations Fall 2013 The ompC arison of Composite Aircraft ieldF Repair Method (CAFRM) with Traditional Aircraft Repair Technologies Peng Hao Wang Purdue University Follow this and additional works at: https://docs.lib.purdue.edu/open_access_dissertations Part of the Aerospace Engineering Commons, and the Materials Science and Engineering Commons Recommended Citation Wang, Peng Hao, "The ompC arison of Composite Aircraft ieF ld Repair Method (CAFRM) with Traditional Aircraft Repair Technologies" (2013). Open Access Dissertations. 30. https://docs.lib.purdue.edu/open_access_dissertations/30 This document has been made available through Purdue e-Pubs, a service of the Purdue University Libraries. Please contact [email protected] for additional information. Graduate School ETD Form 9 (Revised 12/07) PURDUE UNIVERSITY GRADUATE SCHOOL Thesis/Dissertation Acceptance This is to certify that the thesis/dissertation prepared By Peng Hao Wang Entitled The Comparison of Composite Aircraft Field Repair Method (CAFRM) with Traditional Aircraft Repair Technologies Doctor of Philosophy For the degree of Is approved by the final examining committee: Ronald Sterkenburg Chair Richard O. Fanjoy Chien-Tsung Lu Jeffrey P. Youngblood To the best of my knowledge and as understood by the student in the Research Integrity and Copyright Disclaimer (Graduate School Form 20) , this thesis/dissertation adheres to the provisions of Purdue University’s “Policy on Integrity in Research” and the use
    [Show full text]
  • Avalon Aircraft Auction Spare Parts Guide Catalogue of Entries Ex-Military Vehicles
    AVALON AIRCRAFT AUCTION SPARE PARTS GUIDE CATALOGUE OF ENTRIES EX-MILITARY VEHICLES AUSTRALIAN FRONTLINE MACHINERY 23 Tattersall Road, Kings Park, NSW 2148 T: 02 8796 1800 F: 02 8795 0465 E: [email protected] www.australianfrontlinemachinery.com.au 21/02/2021 To All Prospective Buyers of PC-9/A Pilatus Aircraft and Aircraft Parts Thereof RE: SPECIAL CONDITIONS PERTAINING TO SALE OF PC-9/A AIRCRAFT and AIRCRAFT PARTS Australian National Disposals (No 2) Pty Limited (AND2PL), the Commonwealth and Pickles Auctions Pty Ltd (together the Delegate/s) will not be providing support to any purchasers of ex-Defence PC-9/A Pilatus aircraft and any aircraft spare parts. All aircraft and aircraft spare parts will be sold by AND2PL on an as is, where is, basis and the purchaser agrees that it is, to undertake their own due diligence prior to making any offer. The Delegates will not warrant or guarantee any aircraft or aircraft spare parts listed for sale, general inventory or information provided as part of the sale. If Federal Aviation Administration (FAA), Civil Administration Safety Authority (CASA) or other certification is required, the purchasers will be solely responsible for obtaining certification independently, and without assistance from the Commonwealth, (except for the provision of Commonwealth’s Computer Aided Maintenance Management Version 2 (CAMM2) data for the aircraft) or AND2PL or Pickles. AND2PL will provide the purchaser with the Commonwealth’s CAMM2 maintenance history data for all PC-9/A Pilatus aircraft and aircraft spare parts (as available) prior to the auction period. It is to be noted that no delegate will warrant or guarantee the maintenance history data provided or confirm its completeness.
    [Show full text]