Browse Topic: Body structures
This digital standard is a requirements extract of AS4159 Specification For An Automated Interchange Of Standards Data. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC.
This digital standard is a requirements extract of AS6500A Manufacturing Management Program. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC.
This digital standard is a requirements extract of AS861C Minimum General Standards for Oxygen Systems. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC.
This digital standard is a requirements extract of AS5127D Aerospace Standard Test Methods for Aerospace Sealants Methods for Preparing Aerospace Sealant Test Specimens. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC.
This digital standard is a requirements extract of AS13001A Delegated Product Release Verification Training Requirements. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC.
This digital standard is a requirements extract of AS50881H Wiring Aerospace Vehicle. This file contains a general requirements extraction as well as files that are optimized for use with Doors Classic, Siemens Polarian, and PTC. 
By its seventh flight after the first take-off, the RACER (Rapid And Cost-Effective Rotorcraft) demonstrator smoothly reached the targeted 220kts speed in stabilized forward flight, validating the high-speed compound architecture developed by Airbus Helicopters in the frame of Clean Sky 2 programme. During the flight envelope exploration, the dynamic behavior of the main rotor was carefully assessed, by monitoring the vibratory loads and validating its aeroelastic stability. Particular care was taken to validate the predicted stability domain of the Dual Rotor phenomenon, a particular case of flap-lag coupling associated with high-speed flight conditions. This paper presents the most significant results shaping the success of RACER flight test campaign. After having introduced the theoretical background and the associated analytical equations, the simulation framework based on the comprehensive analysis tool STORM is presented to discuss the numerical resolution of the stability problem. Then, the rotor dynamics loads and airframe vibratory behavior of RACER are closely examined to demonstrate the absence of any sign of instability, in the various flight conditions offered by its rotor and wing configuration. At last the flight test results are compared to the computed stability domain to assess the margins and estimate the high-speed potential of the rotorcraft.
Developed in the frame of the European Clean Sky 2 program, the RACER High Speed Helicopter Demonstrator of Airbus performed its maiden flight on April 25th, 2024. In the continuity of the previous high-speed demonstrator X3 (1st flight in 2010) the RACER is a 7/8t (15000 / 18000 lb) class compound helicopter powered by two SHE Aneto-1X engines, including a wing and two propellers. The tail rotor is removed as the two propellers control the yaw axis by differential thrust. At flight 07, with its initial default settings, it reached a true airspeed of 227 kts in level flight, exceeding its objective of 220 kts.
Abstract Occupant packaging is one of the key tasks involved in the early architectural phase of a vehicle. Accommodation, as a convention, is generally considered related to a car’s interior. Typical roominess metrics of the occupant like hip room, shoulder room, and elbow room are defined with the door in its closed condition. Several other roominess metrics like knee room, leg room, head room, and the like are also specified. While all the guidelines are defined with doors in their closed condition, it is also important to consider the dynamics that exist while the occupant is entering the vehicle. This article expands the traditional understanding of occupant accommodation beyond conventionally considering the vehicle interior’s ability to accommodate anthropometry. It broadens the scope to include dynamic conditions, such as when doors are opened, providing a more realistic and practical perspective. As a luxury car manufacturer, it is important to ensure the best overall customer experience at each touch point of the vehicle. When the customer enters the vehicle, there should be sufficient space provided by the door opening angle for a comfortable entry. The larger the opening angle, the better is the “entry accommodation” and vice versa. However, a wide-open door also necessitates the customer to bend more, after being seated, to reach its handle and close it. Thus, it becomes a compromise between what is possible as accommodation while the customer is entering the vehicle and how easy it is to close the door after being seated. The same logic holds good while the customer opens the door and exits the vehicle. This article aims to develop a customer loss function (CLF) between the two conflicting criteria by considering relevant anthropometric distribution of customers. This study focuses on driver compartment and the methodology developed is also pertinent to rear compartment with minor adaptations. Since driver’s seating position is heavily dependent on anthropometry, finer details of occupant seating position are also considered in this study. CLF developed in this article will help the designer and packaging engineers in making informed decisions on the door opening angle, by being conscious of the customer loss/gain for defined performance metrics.
Over the last 90 years, many concepts of lifting payload with a single tethered fixed-wing aircraft have been proposed. In this concept, an airplane flies along a quasi-circular flight path and the payload should remain at the center of this circle. The main challenge encountered has been payload stability in hover (i.e., when the payload is fixed in space and the aircraft flies along a quasi-circular path above). In calm conditions, lengthening the tether to reach two or three kilometers (1.5 mile) has been proven to stabilize the payload in an orbit with a radius of the order of 1 meter (3 ft). However, the presence of wind has shown a drastic reduction in payload stability. At the end of the 1990s, a patent proposed to add a thruster-based stabilization device onto the payload but no further studies explored such a concept. This study proposes a new concept inspired by the former. The main difference lies in the addition of a reel-in mechanism to control and stabilize the payload in the vertical direction. This work analyzes the impact of the wind on this new concept in hover. The results have shown a maximum power requirement of 37 kW (60 hp) for the aircraft and 15 kW (20 hp) for the stabilization device to lift a 300 kg (660 lbm) payload fixed in the inertial frame with a 400 m (1,300 ft) long tether. This work has highlighted the high impact of the tether force on the towing airplane and therefore a means to reduce this impact is required.
This paper presents activities performed in the frame of MOTUS, a DGAC-funded research project, to better understand and reduce annoyance of helicopter operations. It focuses on the operational context of La Réunion island where local authorities intend to define concrete measures to answer multiple complaints from the population. In parallel with ongoing research towards a better understanding of short- and long-term annoyance thanks to both laboratory and field studies, the paper presents an in-depth analysis of helicopter operations in the area. Furthermore, specific recommendations on low noise operations are proposed to local operators in order to reduce their noise footprint and improve helicopter acceptance.
AAM concepts use multiple distributed electric motors driving propellers and rotors to augment or directly generate lift and propulsive forces. Several current concepts incorporate separate drive systems for providing vertical lift, for takeoff and landing, and propulsive thrust for wing-borne cruising flight. Measurement of loads and performance on these rotating systems is very important in both the design and development stage, as well as for certification use and ultimately supporting HUMS monitoring. However, providing instrumentation in the rotating frame and extracting their associated measurements is often problematical, as it requires some means for both power and signals to bridge the rotating interface between the blade of the rotor/propeller and the fixed frame (fuselage) system. This paper describes work conducted to leverage prior CDI development of a novel optical telemetry/instrumentation system to create a prototype unit that can support ground and flight tests, allowing for multiple installations on the many rotors that constitute current AAM configurations. The resulting hardware was designed to expand the capabilities developed previously in types and rates of data collected, on-board processing, and user configuration options, supporting NASA and commercial organizations in their testing activities.
Airbus is certifying new H160 helicopter, first serial application of the Blue EdgeTM rotor system, easily recognizable with its double leading edge swept shape. The reduction of the blade-vortex interaction noise has been the main driver of this design, studied since the 1990s, in collaboration between DLR, ONERA and Eurocopter (since become Airbus). From the project ERATO (Etude d'un Rotor Aeroacoustique Technologiquement Optimise = aeroacoustically optimized rotor), the Blue EdgeTM blade design became the trademark of the last rotor generation whose the history is summarized in Ref. 1. In 2014, a first extrapolation of this type of shape has been developed and tested in the frame of BluecopterTM demonstrator as described in Ref. 2. The five-bladed bearingless rotor flew on EC135 in order to explore a low tip speed within new optimized eco airfoils and twist distribution. At the same time, new studies of Blue EdgeTM design has been performed with other objectives: keeping the shape for the BVI acoustic reduction, multi-objective optimization of airfoils, twist and chord for better aerodynamic performances. This project, internally called PROTEGE (Pale pRincipale ecOlogique en composiTe de nouvellE GEneration – New generation of ecological composite blade), flew on H225 demonstrator. The paper presents an overview of the design development of this new blade and the results about the dynamic behavior, the aerodynamic performances and acoustic reduction in various flight conditions. The acquired results bring new elements in the Blue EdgeTM blade which strengthen the interest of this design for the BVI acoustic reduction.
If you have considerable experience from industry and government in developing complex systems, one thing nice about being a Professor at a leading technical university is being able to help implement improvements in the education and development of complex systems, especially Vertical Lift Aircraft (VLA) systems. This is particularly true if you have the opportunity to participate as a member of major national efforts to implement improvements; as well as if you have the opportunity to serve on independent "red teams" reviewing industry proposals for complex system development. Fortunately, I have had these opportunities in my 35 years as the rotorcraft design professor in the School of Aerospace Engineering, Georgia Tech and as the Director for the Georgia Tech national Vertical Lift Research Center of Excellence (VLRCOE) for the past 33 years. The particular area I have pursued is development and implementation of an Integrated Product and Process Development (IPPD) methodology that has evolved from the Quality Engineering Revolution of the early 1990s. This IPPD methodology has served as the basis for the Georgia Tech Graduate Program in Aerospace Systems Design, which has become the largest of its kind in the world. It also has served as a research foundation area for a number of PhD student theses. It has also been used to support major DoD initiatives, such as the Concept Development and System Engineering Phase for the Army's Future Combat Systems, the Air Force-Navy Joint Advanced Strike Technology (JAST) Independent Assessment and the front end decision process for the Army's Future Vertical Lift (FVL) Program. A wake up call for the use of IPPD was given in the author's 1999 AHS Nikolsky Lecture (Ref.1), although I don’t believe that the VLA government and industry have really responded. This paper will start with an overview of the Quality Engineering Revolution and the emphasis on use of IPPD and Integrated Product Teams (IPTs). Some examples of IPPD use at Georgia Tech for aircraft design and on major programs will then be provided. It will end with another call for its use on forthcoming VLA programs.
Items per page:
50
1 – 50 of 1629