Academic literature on the topic 'Airplanes – Fuselage – Design'
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Journal articles on the topic "Airplanes – Fuselage – Design"
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Makarov, Ihor Andriyovych, and Sergey Romualdovich Ignatovich. "SELECTION AND OPTIMIZATION OF FUSELAGE COMPONENTS FOR MODERN AIRPLANES." Aerospace technic and technology, no. 7 (August 31, 2019): 12–20. http://dx.doi.org/10.32620/aktt.2019.7.02.
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Nowadays the level of development of airplane materials shows the tendency of usage of advanced composite structures. However, these materials have plenty of advantages and disadvantages, the most crucial is the ability to absorb water from the environment and because of this layers of composite structures disbonded and consequently became useless. This issue demonstrates the limitation of usage of advanced composite structures. Despite this fact application of conventional materials (such as Aluminum or Titanium alloys) are limited by the weight of structure and manufacturability. In given article question of optimization for choosing of the airplane, the material is considered. The necessity to maintain equilibrium between minimal weight and appropriate strength pushes designers to develop new advanced materials, mechanical properties of which satisfy strict criteria of strength, despite lightweight of the material. The goal of this research elaborating work is to estimate the necessity of usage of advanced composite structures vs well known conventional materials. It was researched sizing and optimization of choosing of structural materials for the primary structure. On top of this, properties and peculiarities of conventional materials (such as Aluminum and Titanium alloys) and advanced composite structure. It was demonstrated that the usage of conventional materials for primary structure has a significant advantage in comparison with advanced composite structures. Additionally, manufacturability and maintainability of materials were discussed in the given article. As a result, the application of conventional materials for primary airplane structure is the most suitable way for the design of modern airplanes. Today, the structural designer no longer chooses a material solely based on its strength qualities, but on its proven ability to withstand minor damage in service without endangering the safety of the aircraft. The residual strength after damage, described as the toughness, is now uppermost in the engineer’s mind when he chooses alloys for airframes. Damage caused by fatigue is the main factor because it is difficult to detect and can disastrously weaken the strength of critical components. So whereas about a decade ago aluminum alloys looked as if they had reached a technical plateau, engineers have now been able to clarify their needs as a result of the work done on fracture mechanics, and metallurgists have changed their composition and treatment techniques to meet the new toughness requirements. The best option to consider the usage of both advanced composite structure (for secondary structures) and conventional material (for primary structures).
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Theiner, Robert, and Jiří Brabec. "Albi II – a new generation development." MATEC Web of Conferences 304 (2019): 01027. http://dx.doi.org/10.1051/matecconf/201930401027.
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The UL-39 Albi university's all-composite ultralight aircraft project, powered by a piston engine and ducted fan, continues at the Department of Aerospace Engineering at Faculty of Mechanical Engineering CTU in Prague and its partners ZALL JIHLAVAN airplanes, s.r.o. and LA composite, s.r.o. by developing its new generation. The article is a follow-up to a contribution from 2017, where the entire genesis of the first prototype was described. The introduction summarizes the experience of the prototype operation and analyzes the deficiencies that required a major redesign of the propulsion unit. Aspects leading to the choice of another propulsion unit arrangement and changes in the ducted fan, airframe and systems are described. The fuselage of the airplane has undergone a dominant change. The paper describes not only structural changes leading to the reduction of the width of the fuselage and its wetted area, but also the changes in manufacturing process of composite parts leading to weight reduction. Following the changes in the fuselage design modifications of the wing (mainly high lift devices) and modification of the horizontal tail plane are described. At the end there is a plan of further development described, which should ultimately lead to the commercialization of the project.
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Hamid, Ali. "Unsteady nonlinear panel method with mixed boundary conditions." FME Transactions 49, no. 1 (2021): 135–46. http://dx.doi.org/10.5937/fme2101135a.
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A new panel method had been developed to account for unsteady nonlinear subsonic flow. Two boundary conditions were used to solve the potential flow about complex configurations of airplanes. Dirichlet boundary condition and Neumann formulation are frequently applied to the configurations that have thick and thin surfaces respectively. Mixed boundary conditions were used in the present work to simulate the connection between thick fuselage and thin wing surfaces. The matrix of linear equations was solved every time step in a marching technique with Kelvin's theorem for the unsteady wake modeling. To make the method closer to the experimental data, a Nonlinear stripe theory which is based on a two-dimensional viscous-inviscid interaction method for each station along the wing spanwise direction and Prandtle-Glauert rule for compressibility effect were used to enhance the potential results of the method. The fast turnaround time and the ability to model arbitrary geometries is the goal of the present work. Different airplanes configurations were simulated (DLR-F4, light jet, cargo and four engine commercial airplanes). The results of pressure and forces coefficients were compared with the DLR-F4 airplane. The comparisons showed a satisfying agreement with the experimental data. The method is simple and fast as compared with other singularity methods, which may be dependent as a preliminary method to design aircrafts.
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de Mattos, Bento Silva, Paulo Jiniche Komatsu, and Jesuíno Takachi Tomita. "Optimal wingtip device design for transport airplane." Aircraft Engineering and Aerospace Technology 90, no. 5 (July 2, 2018): 743–63. http://dx.doi.org/10.1108/aeat-07-2015-0183.
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Purpose The present work aims to analyze the feasibility of wingtip device incorporation into transport airplane configurations considering many aspects such as performance, cost and environmental impact. A design framework encompassing optimization for wing-body configurations with and without winglets is described and application examples are presented and discussed. Design/methodology/approach modeFrontier, an object-oriented optimization design framework, was used to perform optimization tasks of configurations with wingtip devices. A full potential code with viscous effects correction was used to calculate the aerodynamic characteristics of the fuselage–wing–winglet configuration. MATLAB® was also used to perform some computations and was easily integrated into the modeFrontier frameworks. CFD analyses of transport airplanes configurations were also performed with Fluent and CFD++ codes. Findings Winglet provides considerable aerodynamic benefits regarding similar wings without winglets. Drag coefficient reduction in the order of 15 drag counts was achieved in the cruise condition. Winglet also provides a small boost in the clean-wing maximum lift coefficient. In addition, less fuel burn means fewer emissions and contributes toward preserving the environment. Practical implications More efficient transport airplanes, presenting considerable lower fuel burn. Social implications Among other contributions, wingtip devices reduce fuel burn, engine emissions and contribute to a longer engine lifespan, reducing direct operating costs. This way, they are in tune with a greener world. Originality/value The paper provides valuable wind-tunnel data of several winglet configurations, an impact of the incorporation of winglets on airplane design diagram and a direct comparison of two optimizations, one performed with winglets in the configuration and the other without winglets. These simulations showed that their Pareto fronts are clearly apart from each other, with the one from the configuration with winglets placed well above the other without winglets. The present simulations indicate that there are always aerodynamic benefits present regardless the skeptical statements of some engineers. that a well-designed wing does not need any winglet.
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Донець, Олександр Дмитрович, Олександр Захарович Двейрін, Євген Тимофійович Василевський, Сергій Андрійович Філь, Олександр Григорович Гребеніков, and Андрій Михайлович Гуменний. "ПРОЕКТНО-КОНСТРУКТОРСЬКІ ОСОБЛИВОСТІ ПЛАНЕРУ РЕГІОНАЛЬНОГО ПАСАЖИРСЬКОГО ЛІТАКА." Open Information and Computer Integrated Technologies, no. 83 (May 23, 2019): 4–27. http://dx.doi.org/10.32620/oikit.2019.83.01.
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The design features of the regional passenger aircraft airframe, which were introduced at the stages of developing the An-148/An-158 aircraft family, are described. The design and construction works on the airframe, which were aimed at the implementation of the airframe design concept, based on the principle of a safely damaged structure, are given. The An-148/An-158 airplanes were designed using modern computer-aided design systems. The work performed provides aeroelastic stability for all configurations and all design conditions. When creating a family of regional passenger airplanes, a number of new design and technological solutions were applied to the airframe design (fuselage, wing, pylons of powerplants and tail assembly), in particular: the scope of composite materials (CM) application was expanded, including the fuselage beamstructural elements; auxiliary power unit compartment is made entirely of CM; fastening the skin to the fuselage frame is made using rivets with a compensator, which ensures high quality of the external surface and eliminates the need for milling the heads of rivets after their installation; the fuselage canopy frame was made by welding, which significantly simplified the assembly technology; a two-support connected hitch scheme and control of extension of the slat sections with the use of involute gearing in the slat extensionretraction drives on the hinge mechanisms in the form of a pair of gears – a gear rack; developed a rational design of the wing box with a theoretical surface of double curvature, high adaptability and operability with survivability and high lifetime; a seven-part flap extension-retraction mechanism has been developed, which provides a predetermined flap advancement path; a combined flap design with a metal torsion box part, nose and tail part and a deflector made of CM; a molybdenum coating was applied, which increased the wear resistance of high-loaded parts from titanium alloys by more than 20 times; a monolithic integral design of interceptors and ailerons from CM was developed; a rational design of a pylon of a hinge plate of a mid-flight power plant has been developed with optimal rigidity characteristics to achieve given characteristics of flutter safety, with extensive use of composite materials in the tail and nose sections; the design of caps from pressed semi-finished products with two tips has been developed; an integrated design of the rudder and elevator made of composite materials has been developed.
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Secco, Ney Rafael, and Bento Silva de Mattos. "Artificial neural networks to predict aerodynamic coefficients of transport airplanes." Aircraft Engineering and Aerospace Technology 89, no. 2 (March 6, 2017): 211–30. http://dx.doi.org/10.1108/aeat-05-2014-0069.
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Purpose Multidisciplinary design frameworks elaborated for aeronautical applications require considerable computational power that grows enormously with the utilization of higher fidelity tools to model aeronautical disciplines like aerodynamics, loads, flight dynamics, performance, structural analysis and others. Surrogate models are a good alternative to address properly and elegantly this issue. With regard to this issue, the purpose of this paper is the design and application of an artificial neural network to predict aerodynamic coefficients of transport airplanes. The neural network must be fed with calculations from computational fluid dynamic codes. The artificial neural network system that was then developed can predict lift and drag coefficients for wing-fuselage configurations with high accuracy. The input parameters for the neural network are the wing planform, airfoil geometry and flight condition. An aerodynamic database consisting of approximately 100,000 cases calculated with a full-potential code with computation of viscous effects was used for the neural network training, which is carried out with the back-propagation algorithm, the scaled gradient algorithm and the Nguyen–Wridow weight initialization. Networks with different numbers of neurons were evaluated to minimize the regression error. The neural network featuring the lowest regression error is able to reduce the computation time of the aerodynamic coefficients 4,000 times when compared with the computing time required by the full potential code. Regarding the drag coefficient, the average error of the neural network is of five drag counts only. The computation of the gradients of the neural network outputs in a scalable manner is possible by an adaptation of back-propagation algorithm. This enabled its use in an adjoint method, elaborated by the authors and used for an airplane optimization task. The results from that optimization were compared with similar tasks performed by calling the full potential code in another optimization application. The resulting geometry obtained with the aerodynamic coefficient predicted by the neural network is practically the same of that designed directly by the call of the full potential code. Design/methodology/approach The aerodynamic database required for the neural network training was generated with a full-potential multiblock-structured code. The training process used the back-propagation algorithm, the scaled-conjugate gradient algorithm and the Nguyen–Wridow weight initialization. Networks with different numbers of neurons were evaluated to minimize the regression error. Findings A suitable and efficient methodology to model aerodynamic coefficients based on artificial neural networks was obtained. This work also suggests appropriate sizes of artificial neural networks for this specific application. We demonstrated that these metamodels for airplane optimization tasks can be used without loss of fidelity and with great accuracy, as their local minima might be relatively close to the minima of the original design space defined by the call of computational fluid dynamics codes. Research limitations/implications The present work demonstrated the ability of a metamodel with artificial neural networks to capture the physics of transonic and subsonic flow over a wing-fuselage combination. The formulation that was used was the full potential equation. However, the present methodology can be extended to model more complex formulations such as the Euler and Navier–Stokes ones. Practical implications Optimum networks reduced the computation time for aerodynamic coefficient calculations by 4,000 times when compared with the full-potential code. The average absolute errors obtained were of 0.004 and 0.0005 for lift and drag coefficient prediction, respectively. Airplane configurations can be evaluated more quickly. Social implications If multidisciplinary optimization tasks for airplane design become more efficient, this means that more efficient airplanes (for instance less polluting airplanes) can be designed. This leads to a more sustainable aviation. Originality/value This research started in 2005 with a master thesis. It was steadily improved with more efficient artificial neural networks able to handle more complex airplane geometries. There is a single work using similar techniques found in a conference paper published in 2007. However, that paper focused on the application, i.e. providing very few details of the methodology to model aerodynamic coefficients.
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Theiner, R., and J. Brabec. "Experience with the design of ultralight airplane with unconventional powerplant." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 232, no. 14 (May 13, 2018): 2721–33. http://dx.doi.org/10.1177/0954410018774117.
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Ducted fan-powered ultralight (UL) aircraft UL-39 Albi has been developed at the Department of Aerospace Engineering at Faculty of Mechanical Engineering of the Czech Technical University in Prague. The aircraft was manufactured by the companies LA Composite, s.r.o. and JIHLAVAN Airplanes, s.r.o. The development was funded by the Ministry of Education and the Ministry of Industry and Trade of the Czech Republic. The airframe is fully made of composite materials, mainly carbon fibre/epoxy resin prepregs, and was cured in autoclave. The design contains many unconventional features. These were necessary to meet legal requirements (i.e. maximum take-off weight and maximum landing speed) and to achieve high flight performance. This puts extreme demands to both maximisation of propulsion efficiency and minimisation of airframe and powerplant weight. This paper presents more than fifteen years’ experience with design of ducted fan powered ultralight aircraft. Some solutions of design trade-offs are presented, namely integration of engine into the fuselage, carbon composite blade design and lightweight airframe design.
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Jia, Yuan, Jinye Li, and Jianghao Wu. "Power Fan Design of Blended-Wing-Body Aircraft with Distributed Propulsion System." International Journal of Aerospace Engineering 2021 (September 7, 2021): 1–18. http://dx.doi.org/10.1155/2021/5128136.
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A blended-wing-body aircraft has the advantages of high lift-to-drag ratio, low noise, and high economy compared with traditional aircraft. It is currently a solution with great potential to become a future civilian passenger aircraft. However, most airplanes with this layout use distributed power, and the power system is on the back of the fuselage, with embedded or back-supported engines. This type of design causes the boundary layer suction effect. The boundary layer ingestion (BLI) effect can fill the wake of the aircraft and improve the propulsion efficiency of the engine. However, it causes huge design difficulties, especially when the aircraft and the engine are strongly coupled. In this paper, an aircraft with a coupled engine configuration is studied. The internal and external flow fields are calculated through numerical simulation. A realistic calculation model is obtained through the coupling of boundary conditions. On the basis of the influence of the external flow on the internal flow under the coupled condition, the influence of the BLI effect on the aerodynamic performance of the fan is investigated.
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Chouhan, Priya, and Nikos J. Mourtos. "Design of a Four-Seat, General Aviation Electric Aircraft." Athens Journal of Τechnology & Engineering 8, no. 2 (April 29, 2021): 139–68. http://dx.doi.org/10.30958/ajte.8-2-2.
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Financial and environmental considerations continue to encourage aircraft manufacturers to consider alternate forms of aircraft propulsion. On the financial end, it is the continued rise in aviation fuel prices, as a result of an increasing demand for air travel, and the depletion of fossil fuel resources; on the environmental end, it is concerns related to air pollution and global warming. New aircraft designs are being proposed using electrical and hybrid propulsion systems, as a way of tackling both the financial and environmental challenges associated with the continued use of fossil fuels. While battery capabilities are evolving rapidly, the current state-of-the-art offers an energy density of ~ 250 Wh/kg. This is sufficient for small, general aviation electric airplanes, with a modest range no more than 200 km. This paper explores the possibility of a medium range (750 km) electric, four-seat, FAR-23 certifiable general aviation aircraft, assuming an energy density of 1500 Wh/kg, projected to be available in 2025. It presents the conceptual and preliminary design of such an aircraft, which includes weight and performance sizing, fuselage design, wing and high-lift system design, empennage design, landing gear design, weight and balance, stability and control analysis, drag polar estimation, environmental impact and final specifications. The results indicate that such an aircraft is indeed feasible, promising greener general aviation fleets around the world. Keywords: general aviation aircraft, electric aircraft, aircraft design
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Frediani, A., Vittorio Cipolla, K. Abu Salem, V. Binante, and M. Picchi Scardaoni. "Conceptual design of PrandtlPlane civil transport aircraft." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 234, no. 10 (February 1, 2019): 1675–87. http://dx.doi.org/10.1177/0954410019826435.
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According to aircraft manufacturers and several air transportation players, the main challenge the civil aviation will have to deal with in the future is to provide a sustainable growth strategy, in order to face the growing demand of air traffic all over the world. The sustainability requirements are related to air pollution, noise impact, airport congestion, competitiveness of the air transportation systems in terms of travel time and passengers' comfort. Among the possible ways to allow a sustainable growth of the air transportation systems, disruptive aircraft configurations have been object of study for several years, in order to demonstrate that the improvement of aircraft performance can enable the envisaged growth. This paper presents the study of a possible novel configuration called “PrandtlPlane,” having a box-wing layout derived from Prandtl's “Best Wing System” concept. The paper deals with the definition of top level requirements and faces the conceptual study of the overall configuration, focusing on fuselage sizing as well as on the aerodynamic design of the box-wing system. This latter is designed through an optimization-driven strategy, carried out by means of a low-fidelity aerodynamic tool, which simulates the flow condition in the subsonic range and introduces corrections to take the transonic effects into account. Design procedures and tools are presented, showing preliminary results related to a PrandtlPlane compliant with ICAO Aerodrome Reference Code “C” standard, such as Airbus A320 and Boeing 737, whose wingspan is limited to 36 m. Activities and results here shown are part of the first phase of the research project “PARSIFAL” (Prandtlplane ARchitecture for the Sustainable Improvement of Future AirpLanes), funded by the European Commission under the Horizon 2020 Program, which aims to demonstrate that the PrandtlPlane configuration can improve aircraft payload capability, keeping their dimensions compatible with present airport infrastructures.
Dissertations / Theses on the topic "Airplanes – Fuselage – Design"
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Woodson, Marshall Benjamin. "Optimal design of composite fuselage frames for crashworthiness." Diss., Virginia Tech, 1994. http://hdl.handle.net/10919/39142.
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This study looks at the feasibility of using structural optimization techniques to address the problem of designing composite fuselage frames for crashworthiness. A key feature of any optimization strategy for increasing structural crashworthiness is a progressive failure analysis. Currently, the most widely used analysis methods for progressive failure of composite structures are considered too expensive computationally for practical optimization in today's computing environment. Developing an efficient analysis method for progressive failure of composite frames is a first step in the optimization for crashworthiness. In the current work a progressive failure analysis for thin-walled open cross-section curved composite frames is developed using a Vlasov type beam theory. A curved thin-walled composite beam theory is developed and a finite element implementation of the beam theory is used for progressive failure analysis. The accuracy and limitations of this analysis method are discussed. A model for progressive failure of the composite fuselage frame is developed from an extension of the laminate progressive failure analysis of Tsai-Wu.
Comparisons based on a limited amount of available experimental data are encouraging. The first major failure event is captured by the theory, and the prediction of total energy absorbed follows the trend of the experimental data. It is believed that this accuracy is sufficient for preliminary design and optimization for crashworthiness. This progressive failure analysis is then incorporated into a frame optimization for crashworthiness based on the genetic algorithm method. The optimization methodology is demonstrated analytically to obtain frame designs with substantially increased crashworthlness. Laminate stacking sequence and cross-section shape are design variables for optimizationPh. D.
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Kelly, John H. "Rule-based fuselage and spine and cross-section methods for computer aided design of aircraft components." Thesis, This resource online, 1993. http://scholar.lib.vt.edu/theses/available/etd-06232009-063138/.
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Crane, Scott P. "Structural acoustic design optimization of cylinders using FEM/BEM." Thesis, Georgia Institute of Technology, 1995. http://hdl.handle.net/1853/17699.
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Harman, Alex Bruce Mechanical & Manufacturing Engineering Faculty of Engineering UNSW. "Optimisation and improvement of the design of scarf repairs to aircraft." Awarded by:University of New South Wales. School of Mechanical and Manufacturing Engineering, 2006. http://handle.unsw.edu.au/1959.4/26788.
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Flush repairs to military aircraft are expected to become more prevalent as more thick skin composites are used, particularly on the surface of the fuselage, wings and other external surfaces. The use of these repairs, whilst difficult to manufacture provide an aerodynamic, ???stealthy??? finish that is also more structurally efficient than overlap repairs. This research was undertaken to improve the design methodology of scarf repairs with reduced material removal and to investigate the damage tolerance of scarf repair to low velocity impact damage. Scarf repairs involve shallow bevel angles to ensure the shear stress in the adhesive does not exceed allowable strength. This is important when repairing structures that need to withstand hot and humid conditions, when the adhesive properties degrade. Therefore, considerable amounts of parent material must be machined away prior to repair. The tips of the repair patch and the parent laminate are very sharp, thus a scarf repair is susceptible to accidental damage. The original contributions include: ??? Developed analytic means of predicting the stresses within optimised scarf joints with dissimilar materials. New equations were developed and solved using numerical algorithms. ??? Verified using finite element modelling that a scarfed insert with dissimilar modulus subjected to uniaxial loading attracted the same amount of load as an insert without a scarf. As such, the simple analytic formula used to predict load attraction/diversion through a plate with an insert may be used to predict the load attraction/diversion into a scarf repair that contains a dissimilar adherend patch. ??? Developed a more efficient flush joint with a doubler insert placed near the mid line of the parent structure material. This joint configuration has a lower load eccentricity than external doubler joint. ??? Investigated the damage tolerance of scarf joints, with and without the external doubler. The results showed that scarf joints without external doublers exhibited a considerable strength reduction following low velocity impact. Based on the observations, the major damage mechanics in the scarf joint region following impact have been identified. These results demonstrated that it is important to incorporate damage tolerance in the design of scarf repairs.
Books on the topic "Airplanes – Fuselage – Design"
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M. J. L. van Tooren. Sandwich fuselage design. Delft, Netherlands: Delft University Press, 1998.
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Skorupa, Andrzej. Effect of production and design related factors on the fatigue behaviour of riveted lap joints in aircraft fuselage. Warsaw: Institute of Aviation Scientific Publications, 2010.
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Pettit, R. G. Validated feasibility study of integrally stiffened metallic fuselage panels for reducing manufacturing costs. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 2000.
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Munroe, J. Integral airframe structures (IAS): Validated feasibility study of integrally stiffened metallic fuselage panels for reducing manufacturing costs. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 2000.
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Metschan, S. Validated feasibility study of integrally stiffened metallic fuselage panels for reducing manufacturing costs: Cost assessment of manufacturing/design concepts. Hampton, Va: National Aeronautics and Space Administration, Langley Research Center, 2000.
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Riveted Lap Joints In Aircraft Fuselage Design Analysis And Properties. Springer, 2012.
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Van Dam, C. P. 1954-, Vijgen, P. M. H. W., and United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch., eds. Design of fuselage shapes for natural laminar flow. [Washington, D.C.]: National Aeronautics and Space Administration, Scientific and Technical Information Branch, 1986.
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Center, Langley Research, ed. Evaluation of a composite sandwich fuselage side panel with damage and subjected to internal pressure. Hampton, Va: Langley Research Center, 1997.
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Roskam, Jan. Airplane Design: Layout Design of Cockpit, Fuselage, Wing and Empennage : Cutaways and Inboard Profiles. Design Analysis & Research, 2002.
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Airplane Design, Part III : Layout Design of Cockpit, Fuselage, Wing & Empennage : Cutaways & Inboard Profiles. Darcorporation, 1989.
Find full textBook chapters on the topic "Airplanes – Fuselage – Design"
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Sforza, Pasquale. "Fuselage Design." In Commercial Airplane Design Principles, 47–79. Elsevier, 2014. http://dx.doi.org/10.1016/b978-0-12-419953-8.00003-6.
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Pool, Robert. "Complexity." In Beyond Engineering. Oxford University Press, 1997. http://dx.doi.org/10.1093/oso/9780195107722.003.0009.
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Things used to be so simple. In the old days, a thousand generations ago or so, human technology wasn’t much more complicated than the twigs stripped of leaves that some chimpanzees use to fish in anthills. A large bone for a club, a pointed stick for digging, a sharp rock to scrape animal skins—such were mankind’s only tools for most of its history. Even after the appearance of more sophisticated, multipiece devices—the bow and arrow, the potter’s wheel, the ox-drawn cart—nothing was difficult to understand or decipher. The logic of a tool was clear upon inspection, or perhaps after a little experimentation. No longer. No single person can comprehend the entire workings of, say, a Boeing 747. Not its pilot, not its maintenance chief, not any of the thousands of engineers who worked upon its design. The aircraft contains six million individual parts assembled into hundreds of components and systems, each with a role to play in getting the 165-ton behemoth from Singapore to San Francisco or Sidney to Saskatoon. There are structural components such as the wings and the six sections that are joined together to form the fuselage. There are the four 21,000-horsepower Pratt & Whitney engines. The landing gear. The radar and navigation systems. The instrumentation and controls. The maintenance computers. The fire-fighting system. The emergency oxygen in case the cabin loses pressure. Understanding how and why just one subassembly works demands years of study, and even so, the comprehension never seems as palpable, as tangible, as real as the feel for flight one gets by building a few hundred paper airplanes and launching them across the schoolyard. Such complexity makes modern technology fundamentally different from anything that has gone before. Large, complex systems such as commercial airliners and nuclear power plants require large, complex organizations for their design, construction, and operation. This opens up the technology to a variety of social and organizational influences, such as the business factors described in chapter 3. More importantly, complex systems are not completely predictable.
Conference papers on the topic "Airplanes – Fuselage – Design"
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Spearman, M. "An airplane design having a wing with a fuselage attached to each tip." In 39th Aerospace Sciences Meeting and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2001. http://dx.doi.org/10.2514/6.2001-536.
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Tobias Anderson Guimarães and Gustavo Vaz Campofredo. "MODELLING AND OPTIMAL TOPOLOGY DESIGN OF THE AIRPLANE FUSELAGE FOR SAE AERODESIGN COMPETITION." In 23rd ABCM International Congress of Mechanical Engineering. Rio de Janeiro, Brazil: ABCM Brazilian Society of Mechanical Sciences and Engineering, 2015. http://dx.doi.org/10.20906/cps/cob-2015-0173.
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Charron, François, Raymond Panneton, Yvan Champoux, J. M. Guérin, and Sylvain Boily. "Analytical, Numerical and Experimental Study of the Vibro-Acoustic Behaviour of a Stiffened Shell Structure." In ASME 1995 Design Engineering Technical Conferences collocated with the ASME 1995 15th International Computers in Engineering Conference and the ASME 1995 9th Annual Engineering Database Symposium. American Society of Mechanical Engineers, 1995. http://dx.doi.org/10.1115/detc1995-0452.
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Abstract The main objectives of this study are a better understanding of the vibro-acoustic behaviour of an airplane fuselage type structure including stiffeners and a better comprehension of the measuring techniques and the modelization approaches for this type of problem. In order to meet the above objectives, three different models were developed. The first one is an experimental model where the measured accelerations and acoustic pressures are used as a reference for the validation of predicted results. The second model is based on a semi-analytical approach. This model is derived from variational and integral approaches and solved, approximately using a Rayleigh-Ritz method. Finally, the last model is based on the finite element method. Several iterations have been necessary before reaching an excellent agreement between all three approaches, especially regarding acoustic responses. From the initial correlation between the measured and predicted results, two major problems were identified. The first one is related to convergence problem associated with the semi-analytical model when stiffeners are incorporated in the model. The second problem is associated with the proper definition of the fluid-structure intermodal coupling in the numerical and analytical approaches. This paper will present the various approaches and models. Furthermore, the investigation on the previous problems will be discussed in detail. In conclusion, new modelization limitations were identified and new modelization criteria for the intermodal coupling were developed from the present study. These results will be used for an in-depth study on the vibro-acoustic behaviour of 1/3 scale model of airplane fuselage.
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Spearman, M., and M. Spearman. "A high-capacity airplane design concept having an inboard-wing bounded by twin tip-mounted fuselages." In 15th Applied Aerodynamics Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 1997. http://dx.doi.org/10.2514/6.1997-2276.
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Abdudeen, Asarudheen, Jaber Abu Qudeiri, Aiman Ziout, and Thanveer Ahammed. "Design of Acoustic Metamaterials for Cabin Noise Reduction and Pressure Sensing in Propfan Aircrafts." In ASME 2020 Pressure Vessels & Piping Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/pvp2020-21793.
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Abstract This research is about to address the main challenge related to newly emerging airplane engines, namely open rotor (propfan). Though these engines show high efficiency, yet the noise generated is very high. This research focuses on designing a new class of ‘Acoustic Metamaterial’ to overcome the noise reaching the passenger cabin. An acoustic metamaterial is a complex composite structured material that exhibits negative density and negative bulk modulus either individually or simultaneously. The objective of this research is to design an acoustic fuselage using a combination of Negative density acoustic material (NDAM) and Negative bulk modulus acoustic material (NBAM) to reduce the noise transmission into the passenger cabin. Furthermore, the developed acoustic metamaterial structure can be used for pressure sensing application. Based on the literature reviews, experiments pertaining to the combination of NBAM and NDAM are limited. Hence, an integration of both structures is very appealing to be developed. Accordingly, the research will design a combination of two types of Helmholtz resonators (Conventional with one inner membrane and two inner membranes) of negative bulk modulus acoustic metamaterial. This filter can be embedded in a sandwich structure to obtain a new type of cabin wall. Hence the design and development of such acoustic metamaterial are expected to reduce the noise inside the cabin to a minimum. Also, the designed structure will be able to sense pressure at selected locations inside the cabin.
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Inglezakis, Dimitrios A., Georgios N. Lygidakis, and Ioannis K. Nikolos. "Flow Analysis of the M151 Aircraft Model Using the Academic CFD Code Galatea." In ASME 2017 International Mechanical Engineering Congress and Exposition. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/imece2017-70208.
Full textAbstract:
CFD (Computational Fluid Dynamics) solvers have become nowadays an integral part of the aerospace manufacturing process and product design, as their implementation allows for the prediction of the aerodynamic behavior of an aircraft in a relatively short period of time. Such an in-house academic solver, named Galatea, is used in this study for the prediction of the flow over the ARA (Aircraft Research Association) M151/1 aircraft model. The proposed node-centered finite-volume solver employs the RANS (Reynolds-Averaged Navier-Stokes) equations, combined with appropriate turbulence models, to account for the simulation of compressible turbulent flows on three-dimensional hybrid unstructured grids, composed of tetrahedral, prisms, and pyramids. A brief description of Galatea’s methodology is included, while attention is mainly directed toward the accurate prediction of pressure distribution on the wings’ surfaces of the aforementioned airplane, an uncommon combat aircraft research model with forward swept wings and canards. In particular, two different configurations of M151/1 were examined, namely, with parallel and expanding fuselage, while the obtained results were compared with those extracted with the commercial CFD software ANSYS CFX. A very good agreement is reported, demonstrating the proposed solver’s potential to predict accurately such demanding flows over complex geometries.
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Dietl, John M., and Ephrahim Garcia. "Ornithopter Flight Maneuver Control." In ASME 2009 Conference on Smart Materials, Adaptive Structures and Intelligent Systems. ASMEDC, 2009. http://dx.doi.org/10.1115/smasis2009-1323.
Full textAbstract:
Ornithopter studies in the past have focused on ornithopter construction, power sources, wing design, maximizing thrust, energy efficiency, steady flight trajectories, and flight stability. The next step is to control unsteady maneuvers: the transition from hovering flight to forward flight, turns, and vertical takeoff and landing. The design of stable trim conditions for forward flight and for hover has been achieved. In forward flight, an ornithopter is configured like a conventional airplane or large bird. Its fuselage is essentially horizontal and the wings heave in a vertical plane. In hover, however, the body pitches vertically so that the wing stroke in the horizontal plane. Thrust directed downward, the vehicle remains aloft while the downdraft envelops the tail to provide enough flow for vehicle control and stabilization. To connect these trajectories dynamically is the goal. This study of the transition from forward flight to hovering uses two approaches: to first achieve adequate trajectories, and then optimal trajectories. The object is to connect an initial state—in this case forward flight—and a final state—a steady hover at a designated point—through a feasible flight trajectory. A simple approach is to immediately switch between feedback controllers that regulate each trajectory. When the forward flight trajectory approaches the desired location, the computer switches to a control law that regulates the desired hovering trajectory, which—barring instability—should cause the vehicle to settle. A second approach is to select a range of intermediate trims to stabilize. Starting with the full forward speed, the controller will successively stabilize a trim with lower forward velocity. After a finite number of controllers, the system will achieve a stable hover. This approach would lessen the jump between trim conditions, increasing the likelihood of a stable transition. A third approach is to establish an open-loop trajectory through a trajectory optimization algorithm—optimized for shortest altitude drop, shortest stopping distance, or lowest energy consumption. This path itself could be stabilized. This serves to establish the feasibility of new maneuvers in mechanical flapping flight. It also will make it easier to perform the maneuvers by computer assisted control or by providing an example for a pilot to use.