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Journal articles on the topic 'Commercial aerospace'

Author: Grafiati

Published: 4 June 2021

Last updated: 9 February 2022

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1

Rose‐Anderssen, C., J. S. Baldwin, and K. Ridgway. "Commercial aerospace supply chains." Journal of Manufacturing Technology Management 22, no. 1 (January 31, 2011): 66–89. http://dx.doi.org/10.1108/17410381111099815.

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2

Dorfman, M. "Commercial vs. aerospace worlds: comparing software engineering cultures." IEEE Software 16, no. 6 (1999): 97–100. http://dx.doi.org/10.1109/52.805481.

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3

Larsen, Don, and Greg Colvin. "Vacuum-Die casting titanium for aerospace and commercial components." JOM 51, no. 6 (June 1999): 26–27. http://dx.doi.org/10.1007/s11837-999-0089-4.

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4

Rose‐Anderssen, Christen, James Baldwin, Keith Ridgway, Peter Allen, Liz Varga, and Mark Strathern. "A cladistic classification of commercial aerospace supply chain evolution." Journal of Manufacturing Technology Management 20, no. 2 (February 6, 2009): 235–57. http://dx.doi.org/10.1108/17410380910929646.

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5

Oliver, David W. "A Life Cycle for Commercial and Aerospace Systems Discovery." INCOSE International Symposium 4, no. 1 (August 1994): 682–87. http://dx.doi.org/10.1002/j.2334-5837.1994.tb01776.x.

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6

Parsonage, T. "Beryllium metal matrix composites for aerospace and commercial applications." Materials Science and Technology 16, no. 7-8 (July 2000): 732–38. http://dx.doi.org/10.1179/026708300101508522.

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7

Gomez-Gallegos, Ares, Paranjayee Mandal, Diego Gonzalez, Nicola Zuelli, and Paul Blackwell. "Studies on Titanium Alloys for Aerospace Application." Defect and Diffusion Forum 385 (July 2018): 419–23. http://dx.doi.org/10.4028/www.scientific.net/ddf.385.419.

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Since the development of the Ti54M titanium alloy in 2003, its application within the aerospace sector has gradually increased due to the combination of properties such as improved forgeability and machinability, low flow stress at elevated temperatures, and superplastic characteristics. However, for the successful exploitation of Ti54M a comprehensive understanding of its mechanical characteristics, microstructure stability, and superplastic behaviour is required. The superplastic forming of titanium alloys is characterised by high deformation at slow strain rates and high temperatures which influence the material microstructure, and in turn, determine the forming parameters. These mechanisms make the prediction of the material behaviour very challenging, limiting its application within the aerospace industry. Even though Ti54M has been commercially available for over 10 years, further studies of its mechanical and superplastic properties are still required with the aim of assessing its applicability within the aerospace industry as a replacement for other commercial titanium alloys. Therefore, in this work a study of the mechanical and superplastic properties of Ti54M, in comparison with other commercial titanium alloys used in the aerospace industry - i.e. Ti-6AL-4V, and Ti-6-2-4-2 - is presented. The final objective of this study, carried out at the Advanced Forming Research Centre (AFRC, University of Strathclyde, UK), is to obtain material data to calibrate and validate a model capable of estimating the behaviour and grain size evolution of titanium alloys at superplastic conditions.

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8

Tsitas, S. R., and J. Kingston. "6U CubeSat commercial applications." Aeronautical Journal 116, no. 1176 (February 2012): 189–98. http://dx.doi.org/10.1017/s0001924000006692.

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AbstractRecent work by Tsitas and Kingston(1)has demonstrated that an 8kg 6U CubeSat can be designed to perform Earth observation missions equivalent to those of 50-150kg microsatellites. Their design is reviewed and its commercial potential is compared to the 156kg RapidEye spacecraft. Three other commercial applications of this design are described. These are: a standard spacecraft for space scientists and astronomers; the spacecraft component of anNnation 5 spectral band disaster monitoring constellation and a night imaging satellite. Nanosatellites should now be considered for commercial missions previously thought to require microsatellites.

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9

Kwon, Daniel W., Michael J. McGovern, and Paul N. Caporossi. "Migrating the development of complex aerospace systems toward commercial practices." IEEE Aerospace and Electronic Systems Magazine 27, no. 8 (August 2012): 16–26. http://dx.doi.org/10.1109/maes.2012.6329157.

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10

Longmuir, Mark, and N. A. Ahmed. "Commercial Aircraft Exterior Cleaning Optimization." Journal of Aircraft 46, no. 1 (January 2009): 284–90. http://dx.doi.org/10.2514/1.38472.

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11

Ashford, D. M. "New commercial opportunities in space." Aeronautical Journal 111, no. 1116 (February 2007): 61–75. http://dx.doi.org/10.1017/s0001924000001779.

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Abstract This paper assesses new commercial opportunities in space. The main conclusion is that spaceplanes can reduce the cost of human transport to orbit sufficiently for large new commercial markets to develop. Combining the reusability of spaceplanes with the high traffic levels of space tourism offers the prospect of a thousandfold reduction in the cost per seat to orbit. The result will be airline operations to orbit involving dozens of spaceplanes, each capable of one or two flights per day. These low costs will make possible a rapid expansion of space science and exploration. The prototype of a small orbital spaceplane, needed to trigger this line of development, could be developed in about six years at a cost comparable to one or two flights of the Space Shuttle. It might be possible to progress from this prototype to airline operations within ten years, given a massive development effort.

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12

Davidian, Ken. "What makes space activities commercial?" Acta Astronautica 182 (May 2021): 547–58. http://dx.doi.org/10.1016/j.actaastro.2021.02.031.

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13

Hayward, K. "Trade disputes in the commercial aircraft industry: A background note." Aeronautical Journal 109, no. 1094 (April 2005): 157–66. http://dx.doi.org/10.1017/s000192400000066x.

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Abstract The long-running debate between the US and the EU over government supports for large commercial aircraft has recently boiled over into a major dispute involving the World Trade Organisation (WTO). While the two sides have currently backed off from what could be a very damaging WTO outcome, there are still wide differences over the legitimacy of government supports (direct or indirect) for Airbus and Boeing airliners. This paper: • Describes the background to the current dispute. • Analyses the 1992 US–EU Agreement on Large Aircraft Subsidies. • Outlines the WTO Agreement on Subsidies and Countervailing Measures and the decision by the US to mount an action under the WTO complaints procedures against launch investment for Airbus and the EU’s counter claim against Boeing. • Considers the precedents set by the WTO rulings on the Brazilian–Canadian dispute over regional jet supports. • Summarises the US–EU complaints to the WTO. • Considers potential outcomes and the implications for the civil aerospace industry on both sides of the Atlantic. • Analyses the wider issues surrounding government intervention in the aerospace sector. The paper views the dispute as a reflection of fundamental differences, based primarily on divergent economic doctrines and values, between the US and the EU states. There could be especially damaging consequences for the EU should the WTO rule against the systems of repayable launch investment used by the Airbus governments. But both sides could lose heavily from the affair and there is a good case for maintaining some form of direct government intervention in civil aerospace technology acquisition, even near market research, in support of environmental sustainability objectives.

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14

Lewis, Alfred, and Jon Loebbaka. "Managing future and emergent strategy decay in the commercial aerospace industry." Business Strategy Series 9, no. 4 (July 4, 2008): 147–56. http://dx.doi.org/10.1108/17515630810891807.

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15

Mohd Yusuf, Shahir, Samuel Cutler, and Nong Gao. "Review: The Impact of Metal Additive Manufacturing on the Aerospace Industry." Metals 9, no. 12 (November 29, 2019): 1286. http://dx.doi.org/10.3390/met9121286.

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Metal additive manufacturing (AM) has matured from its infancy in the research stage to the fabrication of a wide range of commercial functional applications. In particular, at present, metal AM is now popular in the aerospace industry to build and repair various components for commercial and military aircraft, as well as outer space vehicles. Firstly, this review describes the categories of AM technologies that are commonly used to fabricate metallic parts. Then, the evolution of metal AM used in the aerospace industry from just prototyping to the manufacturing of propulsion systems and structural components is also highlighted. In addition, current outstanding issues that prevent metal AM from entering mass production in the aerospace industry are discussed, including the development of standards and qualifications, sustainability, and supply chain development.

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16

Bennington, M. A., and K. D. Visser. "Aerial Refueling Implications for Commercial Aviation." Journal of Aircraft 42, no. 2 (March 2005): 366–75. http://dx.doi.org/10.2514/1.4770.

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17

Ross, Tamaira E., and William A. Crossley. "Method to Assess Commercial Aircraft Technologies." Journal of Aircraft 37, no. 4 (July 2000): 570–79. http://dx.doi.org/10.2514/2.2668.

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18

Corsini, Alessandro, Giovanni Delibra, and Anthony G. Sheard. "A Critical Review of Computational Methods and Their Application in Industrial Fan Design." ISRN Mechanical Engineering 2013 (November 12, 2013): 1–20. http://dx.doi.org/10.1155/2013/625175.

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Members of the aerospace fan community have systematically developed computational methods over the last five decades. The complexity of the developed methods and the difficulty associated with their practical application ensured that, although commercial computational codes date back to the 1980s, they were not fully exploited by industrial fan designers until the beginning of the 2000s. The application of commercial codes proved to be problematic as, unlike aerospace fans, industrial fans include electrical motors and other components from which the flow will invariably separate. Consequently, industrial fan designers found the application of commercial codes challenging. The decade from 2000 to 2010 was focused on developing techniques that would facilitate converged solutions that predicted the fans’ performance characteristics over the stable part of their operating range with reasonable accuracy, using a practical computational effort. In this paper, we focus on elucidating aspects of the flow physics that one cannot easily study in a laboratory environment, discussing the challenges involved and the relative merits of the available modelling techniques. The paper ends with a discussion of the practical problems associated with the use of commercial codes in a development environment and finally the legislation that is driving the need for aerospace style computation methods.

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19

Ellis, David. "Business Intelligence Enhances Strategic, Long-Range Planning in the Commercial Aerospace Industry." International Journal of Business Intelligence Research 2, no. 4 (October 2011): 17–28. http://dx.doi.org/10.4018/jbir.2011100102.

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The world’s largest aircraft manufacturers like Boeing and Airbus have traditionally been dominant in the commercial aerospace industry, but due to the rise of several smaller commercial aircraft companies and in spite of air travel increasing each year, it will be paramount for Boeing and Airbus to thoroughly understand past and current market conditions and be able to combine their understanding with the proper analytical tools to anticipate the market demands of the future if they are to remain the world leaders in their industry. This paper presents a discussion of industry factors such as airline routes, past passenger demands in different regions of the world and the sizes and types of aircraft that were required to support those demands, and more importantly, how analysis of that information is integral to the projection of future demands within the commercial aerospace market which will facilitate Boeing and Airbus positioning themselves to provide their airline customers with the right product at the right time.

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20

Silvernail, Jesse L. "Calibrating Intellectual Property and Innovation in NewSpace." Texas A&M Journal of Property Law 6, no. 2 (May 2020): 113–38. http://dx.doi.org/10.37419/jpl.v6.i2.2.

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The commercial space industry is soon expected to explode into a trillion- dollar industry, but patent protection in NewSpace has been largely ignored by an industry that is driven by technological innovation and rapid develop- ment. There has been little disclosure of inventions as large commercial space companies rely on trade secrets that are almost impossible to independently invent or reverse engineer. The benefits of both invention disclosure and se- crecy are well known, but there has not been analysis on inventions in the space industry. This paper fills the gap in the literature by analyzing common intellectual property practices in the aerospace industry and applying intellec- tual property theory. I also review past government actions on intellectual property in the aerospace industry. I find that actors in the commercial space industry have little incentive to disclose their inventions. This lack of incentive may harm or slow the expansion of the commercial space industry. This Arti- cle may be useful to policymakers who wish to continue the expansion and innovation of the commercial space industry through intellectual property policy.

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21

Anderssen, C. Rose, K. Ridgway, J. S. Baldwin, P. M. Allen, L. Varga, and M. Strathern. "The evolution of commercial aerospace supply chains and the facilitation of innovation." International Journal of Electronic Customer Relationship Management 2, no. 1 (2008): 63. http://dx.doi.org/10.1504/ijecrm.2008.019569.

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22

Tirovolis, Nikolaos L., and Varnavas C. Serghides. "Unit Cost Estimation Methodology for Commercial Aircraft." Journal of Aircraft 42, no. 6 (November 2005): 1377–86. http://dx.doi.org/10.2514/1.12491.

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23

Staley, J. T. "Corrosion of Aluminium Aerospace Alloys." Materials Science Forum 877 (November 2016): 485–91. http://dx.doi.org/10.4028/www.scientific.net/msf.877.485.

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The Junkers F13 airplane, which began production in 1919, was the first plane to be built using aluminum aerospace alloys. Nearly 100 years later, approximately 1,800 new planes are being built each year with aluminum aerospace alloys. For the five trillion or so dollars worth of existing aging airplanes, cost of aerospace corrosion in United States alone is an estimated 23 billion dollars per year. In addition, hidden corrosion costs have contributed to a bigger impact in the commercial aircraft industry. In 1988, in the corrosion sensitive environment of the Hawaiian islands, an Aloha Airlines 737 aircraft suffered an in-flight failure due to crevice corrosion in the lap joint of the fuselage. After this event, the aviation technical community launched a new era of advanced technology, improved procedures and higher standards for maintaining the world’s aging and corroding aircraft. This paper discusses types of corrosion that affect aluminum aerospace alloys including crevice corrosion, pitting, exfoliation, intergranular, stress corrosion cracking (SCC) and corrosion fatigue. Standardized testing to determine if the alloy is susceptible to these types of corrosion is explained and examples of how to mitigate certain types of corrosion is discussed.

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24

Eberl, F., S. Gardiner, G. Campanile, G. Surdon, M. Venmans, and P. Prangnell. "Ageformable panels for commercial aircraft." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 222, no. 6 (June 2008): 873–86. http://dx.doi.org/10.1243/09544100jaero290.

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25

Jadhav, Prakash. "Passive Morphing in Aerospace Composite Structures." Key Engineering Materials 889 (June 16, 2021): 53–58. http://dx.doi.org/10.4028/www.scientific.net/kem.889.53.

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Attempts to add the advanced technologies to aerospace composite structures like fan blade have been on in recent times to further improve its performance. As part of these efforts, it has been proposed that the blade morph feasibility could be studied by building and optimizing asymmetric lay up of composite plies inside the blade which will help generate enough passive morphing between max cruise and climb conditions of the flight. This will have a direct efficiency (Specific Fuel Consumption) benefit. This research describes the various ideas that were tried using in house-developed lay-up optimization code and Ansys commercial software to study the possibility of generating enough passive morphing in the blade. In the end, this report concludes that the required degree of passive morphing could not be generated using various ideas with passive morphing technology and only up to some extent of morphing is shown to be feasible using the technologies used here.

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26

Johnson, Vicki S. "Minimizing life cycle cost for subsonic commercial aircraft." Journal of Aircraft 27, no. 2 (February 1990): 139–45. http://dx.doi.org/10.2514/3.45909.

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27

Bhasha, Sanjeev Gautam, Parul Malik, and Purnima Jain. "Ceramic Composites for Aerospace Applications." Diffusion Foundations 23 (August 2019): 31–39. http://dx.doi.org/10.4028/www.scientific.net/df.23.31.

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Ceramic composites is playing crucial role to accomplish highly efficiently and cost effective equipment for aerospace industry. The instigation of ceramics into aircraft industry is a promising step towards virtuous future. Ceramics has a key role in innovation of highly competent material for space travel which is highly economical and environmentally sustainable. Advancement in making fuel efficient engines are necessity in present scenario due to the harmful emissions releases in the environment by burning of fuel to power up engine. The high temperature application of composites makes it very attractive for aerospace applications. This light weight material has potential to thrust spacecraft upto ten times quicker with the identical fuel consumption, therefore significantly depreciating size of vehicle and increasing travel distance. The implementation of ceramics into jet engines and turbines increase the efficiency of engine due to its lighter weight and better thermal capabilities. A jet engine employing ceramic composites has manifest 15% more fuel saving when compared to the simple nickel based alloys. Hence, ceramic composites can replace nickel based alloys which has been a promising candidate for the engines of commercial aircrafts. Some disadvantages has been also discussed that is brittle failure and limited thermal and shock resistance.

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28

Cocq, Jonathan. "COMMERCIAL ART MUSIC." Economic Affairs 22, no. 2 (June 2002): 8–13. http://dx.doi.org/10.1111/1468-0270.00351.

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29

Tian, Wendy, and Jonathan Hodgkin. "Long-term aging in a commercial aerospace composite sample: Chemical and physical changes." Journal of Applied Polymer Science 115, no. 5 (March 5, 2010): 2981–85. http://dx.doi.org/10.1002/app.31394.

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30

Hodges, Vicki E., and John P. T. Mo. "Transitioning defence aerospace support solution to service commercial sector maintenance repair and overhaul." International Journal of Production Research 56, no. 6 (August 3, 2017): 2199–217. http://dx.doi.org/10.1080/00207543.2017.1346315.

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31

Krause, F. C., J. P. Ruiz, S. C. Jones, E. J. Brandon, E. C. Darcy, C. J. Iannello, and R. V. Bugga. "Performance of Commercial Li-Ion Cells for Future NASA Missions and Aerospace Applications." Journal of The Electrochemical Society 168, no. 4 (April 1, 2021): 040504. http://dx.doi.org/10.1149/1945-7111/abf05f.

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32

Wessling, Francis C., Michael Robinson, Ramiro S. Martinez, Thomas Gallimore, and Nick Combs. "Commercial Experiment Transporter - COMET." Journal of Spacecraft and Rockets 31, no. 5 (September 1994): 846–54. http://dx.doi.org/10.2514/3.26522.

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33

Bogue, Robert. "Recent innovations in adhesive technology." Assembly Automation 35, no. 3 (August 3, 2015): 201–5. http://dx.doi.org/10.1108/aa-10-2014-081.

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Purpose – This paper aims to provide an insight into recent innovations in adhesive technology by considering a selection of commercial developments and academic research activities. Design/methodology/approach – Following an introduction, this paper first discusses a selection of commercially developed adhesives used in the healthcare, photovoltaics and aerospace industries. It then considers biomimetic adhesive research, specifically dry adhesives which mimic the principles of gecko adhesion and wet adhesives based on the chemistry which underpins mussel adhesion. Finally, brief concluding comments are drawn. Findings – This shows that new adhesives continue to be developed to meet a growing range of industrial requirements, and a major research effort into biologically inspired adhesion mechanisms is poised to yield new families of high-performance adhesives. Originality/value – This provides details of recent commercial and academic developments in adhesive technology.

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34

Markish, Jacob, and Karen Willcox. "Value-Based Multidisciplinary Techniques for Commercial Aircraft System Design." AIAA Journal 41, no. 10 (October 2003): 2004–12. http://dx.doi.org/10.2514/2.1890.

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35

Chen, Xiaonan, Jun Huang, Mingxu Yi, and Yalin Pan. "Prediction of the development cost of commercial aviation aircraft." Aircraft Engineering and Aerospace Technology 91, no. 4 (April 1, 2019): 567–74. http://dx.doi.org/10.1108/aeat-09-2018-0248.

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Purpose The purpose of this paper is to develop a flexible design-oriented development cost method for commercial aviation aircraft based on small sample and poor information. Design/methodology/approach To predict the development cost of commercial aviation aircraft accurately, the methodology is based on the collected cost data and actual technical, and then the cost prediction relationships derived from an exhaustive statistical and filtered from regression analysis are incorporated. A series of regression equations with high regression coefficient are yielded after the cost driving factors of the development cost are fixed. Next, several sets of equations with high regression coefficient are selected for final integration. It is a flexible method that can be used efficiently to predict the cost of commercial aviation aircraft. Findings The development of commercial aviation aircraft has relatively a late start and no cost prediction model has been suitable for small sample, the proposed method is expected and is rather desirable. Practical implications By comparing the approach with the ordinary regression model and back propagation (BP) neural network, the scheme in this work is more efficient and convenient. Originality/value The results obtained in this paper show that the proposed method not only has a certain degree of versatility, but also can provide a preliminary prediction of the development cost of commercial aviation aircraft.

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36

Schroeder, G. Starr, Jessica C. Clark, Dr Michael Gallagher, and Dr Shawna Pandya. "Medical guidelines for suborbital commercial human spaceflight: A review." Acta Astronautica 187 (October 2021): 529–36. http://dx.doi.org/10.1016/j.actaastro.2021.02.027.

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37

Gerz, Thomas, Frank Holzäpfel, and Denis Darracq. "Commercial aircraft wake vortices." Progress in Aerospace Sciences 38, no. 3 (April 2002): 181–208. http://dx.doi.org/10.1016/s0376-0421(02)00004-0.

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38

Lwin, May, and Jochen Wirtz. "GULFSTREAM AEROSPACE CORPORATION — PENETRATING ASIA'S CORPORATE JET MARKET." Asian Case Research Journal 05, no. 01 (June 2001): 97–120. http://dx.doi.org/10.1142/s0218927501000056.

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In January 2000, Gulfstream was reviewing its plan to enter the East and Southeast Asian markets. Gulfstream Aerospace Corporation was well known for reliability, performance and innovative features of its business jets. Its existing clientele came mainly from North and South America and Europe. With the Asian markets recovering from an economic crisis, Gulfstream wanted to solidly position itself as the market leader in Asia. The company's major concern was how to sell the idea of travelling in corporate-owned business jets rather than in first or business class in commercial planes. Essentially, Gulfstream needed to devise a marketing strategy that would allow it to capture a leadership position in the Asian market. The case provides an understanding of the unique features of business buyer behavior and the unique aspects of industrial marketing.

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39

Dahar, Matthew S., Sesh A. Tamirisakandala, and John J. Lewandowski. "Integrated Computational Materials Engineering of Gamma Titanium Aluminides for Aerospace Applications." MATEC Web of Conferences 321 (2020): 08002. http://dx.doi.org/10.1051/matecconf/202032108002.

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Although the benefits of titanium aluminides for intermediate service temperature applications were well conceived and significant research and development activities were conducted in the past four decades, they remained as developmental materials due to barriers associated with melting, processing, scale-up, and cost. Demanding requirements of efficient aero-engines and extensive risk reduction demonstrations paved the path for commercial introduction of gamma titanium aluminides. The single most attractive current application is for low pressure turbine blades (LPTBs) in advanced aero-engines replacing conventionally cast nickel superalloys. This paper provides an overview of recent progress, producibility challenges, and opportunities. The successful journey of gamma (γ) TiAl LPTB development from laboratory demonstrations to production insertions in mass-produced commercial jet engines will be described. Collaboration and integrated product development were identified as the most critical needs for rapid maturation and implementation of γ-TiAl into aerospace applications. An integrated computational materials engineering modeling framework and toolsets developed under a collaborative US Air Force Metals Affordability Initiative project between industry, government, and academia will be illustrated. Model-based optimization of material and processing for achieving desired performance goals will be highlighted.

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40

Al-Khalil, Kamel M., Theo G. Keith, and Kenneth J. De Witt. "Icing Calculations on a Typical Commercial Jet Engine Inlet Nacelle." Journal of Aircraft 34, no. 1 (January 1997): 87–93. http://dx.doi.org/10.2514/2.2139.

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41

Neigapula, Swamy Naidu Venkata, Satya Prasad Maddula, and Vasishta Bhargava Nukala. "A STUDY OF HIGH LIFT AERODYNAMIC DEVICES ON COMMERCIAL AIRCRAFTS." Aviation 24, no. 3 (September 23, 2020): 123–36. http://dx.doi.org/10.3846/aviation.2020.12815.

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Aerodynamic performance of aircraft wings vary with flight path conditions and depend on efficiency of high lift systems. In this work, a study on high lift devices and mechanisms that aim to increase maximum lift coefficient and reduce drag on commercial aircraft wings is discussed. Typically, such extensions are provided to main airfoil along span wise direction of wing and can increase lift coefficient by more than 100% during operation. Increasing the no of trailing edge flaps in chord wise direction could result in 100% increment in lift coefficient at a given angle of attack but leading edge slats improve lift by delaying the flow separation near stall angle of attack. Different combinations of trailing edge flaps used by Airbus, Boeing and McDonnel Douglas manufacturers are explained along with kinematic mechanisms to deploy them. The surface pressure distribution for 30P30N airfoil is evaluated using 2D vortex panel method and effects of chord wise boundary layer flow transitions on aerodynamic lift generation is discussed. The results showed better agreements with experiment data for high Reynolds number (9 million) flow conditions near stall angle of attack.

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42

Haberland, C., W. Fenske, and J. Thorbeck. "A computer-augmented procedure for commercial aircraft configurationdevelopment and optimization." Journal of Aircraft 23, no. 5 (May 1986): 390–97. http://dx.doi.org/10.2514/3.45320.

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43

Benaouali, Abdelkader, and Stanisław Kachel. "Multidisciplinary design optimization of aircraft wing using commercial software integration." Aerospace Science and Technology 92 (September 2019): 766–76. http://dx.doi.org/10.1016/j.ast.2019.06.040.

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44

Doule, Ondrej, Ryan L. Kobrick, Keith Crisman, Max Skuhersky, Nicholas Lopac, Michael J. Fornito, Chase Covello, and Benjamin C. Banner. "IVA spacesuit for commercial spaceflight - Upper body motion envelope analysis." Acta Astronautica 186 (September 2021): 523–32. http://dx.doi.org/10.1016/j.actaastro.2021.05.026.

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45

Kolaini, Ali R., and Dennis L. Kern. "Vibro‐acoustic analysis of aerospace structures and issues with the available commercial prediction tools." Journal of the Acoustical Society of America 127, no. 3 (March 2010): 1814. http://dx.doi.org/10.1121/1.3384179.

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46

Jones, J. B. L., R. D. Bentley, R. Hunter, R. H. A. Iles, G. C. Taylor, and D. J. Thomas. "Space weather and commercial airlines." Advances in Space Research 36, no. 12 (January 2005): 2258–67. http://dx.doi.org/10.1016/j.asr.2004.04.017.

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47

HOSSAIN, Aynul. "Conceptual Design of a Low - Cost Linear Actuator for Variable Span Wing Application." INCAS BULLETIN 13, no. 1 (March 5, 2021): 69–76. http://dx.doi.org/10.13111/2066-8201.2021.13.1.7.

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Aerospace actuators can be found throughout modern commercial and experimental aircraft, as well as in military and space exploration. The aerospace industry is not only growing, but also rapidly changing and the demand for aerospace actuators is permanently increasing. Linear actuator is able to push, pull, and hold objects in a way that our bodies cannot. Additionally, electrically powered technology provides more sophisticated control options. Linear actuator drive many different functions that are essential to safe and efficient aircraft operation. Manufacturers and hobbyists alike are always on the hunt for new ways to automate functions while keeping development costs low. Providing cost-effective linear solutions for aerospace application is one of the biggest challenge. This research will provide a cost-effective actuator conceptual design for variable span morphing wing UAV. The cost-effective design will be presented along with the application-based selection of linear actuators for morphing wing UAV.

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Quintero, Pedro O., Ricky Valentín, and David Ma. "Pb-Free Synthesis: Decision Matrix as a Tool for Alloy Selection." Journal of Microelectronics and Electronic Packaging 7, no. 1 (January 1, 2010): 25–34. http://dx.doi.org/10.4071/1551-4897-7.1.25.

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For aerospace products, there is no current legislation or directive that sets a schedule for transitioning to Pb-free electronics; however, the aerospace industry is likely to be swept along because of its dependence on the larger commercial electronics industry which has already changed its materials, components, and assemblies to Pb-free. In this article, we present a synthesis of Pb-free solders along with critical factors affecting selection and deployment. A decision matrix methodology is introduced as a valuable tool to assist the alloy selection process based on specific criteria and life cycle conditions.

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Chudoba, B., G. Coleman, A. Oza, and P. A. Czysz. "What price supersonic speed? A design anatomy of supersonic transportation Part 1." Aeronautical Journal 112, no. 1129 (March 2008): 141–51. http://dx.doi.org/10.1017/s0001924000002074.

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Abstract The first generation of supersonic commercial transportation has seen three serious attempts to arrive at an economically and environmentally viable aircraft. The US B2707-200/300 design was cancelled early before a prototype could emerge; the Russian Tu-144 design succeeded to become the first supersonic transport but spanned only a few years of restricted airline service; the Anglo-French Concorde endured more than 27 glamorous airline service years until the last of its species was retired on 30 August 2003. This first generation was followed by a second generation of supersonic commercial transport projects in the time period between 1986 until about 1999, designs which did not proceed towards the production hardware stage. This study critically examines the anatomy of two generations of supersonic commercial transport design failures and successes in order to arrive at lessons learned free of ‘wishful thinking’. The design conditions leading to the identification of the product ‘solution space’ for an economically and environmentally acceptable supersonic commercial transport are discussed. Having assembled an understanding of the product metrics valid for supersonic commercial transports, the paper then provides an outlook for the first generation of supersonic corporate and cargo jet projects. This first generation of supersonic business jet (SSBJ) and supersonic cargo jet (SSCJ) projects spans a period of nearly two decades of development, starting from 1988 until today. The present study identifies that the product development metrics of this class of aircraft is radically different compared to the metrics valid for supersonic commercial transports. The challenges in VIP transportation and dedicated freight transportation at supersonic speeds are portrayed leading to two principal trains of thought targeting the development of the first supersonic business jet and/or supersonic cargo jet hardware: the development based on a new airframe, and alternatively the development based on an existing airframe.

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Harris, Charles E., and Joseph S. Heyman. "Overview of NASA research related to the aging commercial transport fleet." Journal of Aircraft 30, no. 1 (January 1993): 64–68. http://dx.doi.org/10.2514/3.46306.

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