41. Towards Prediction Of Aircraft Spin Towards Prediction of aircraft Spin. geometry description and grid generation, numericalsolution of the NavierStokes equations, and efficient postprocessing http://www.navo.hpc.mil/Navigator/Fall01_Feature3.html

Kyle D. Squires, Arizona State University James R. Forsythe, United States Air Force Academy Kenneth E. Wurtzler, William Z. Strang, Robert F. Tomaro, Cobalt Solutions, LLC Philippe R. Spalart, Boeing Commercial Airplanes Towards Prediction of Aircraft Spin Most of the flow fields encountered in Department of Defense applications occur within and around complex devices and at speeds for which the underlying state of the fluid motion is turbulent. While Computational Fluid Dynamics (CFD) is gaining increased prominence as a useful approach to analyze and ultimately design configurations, efficient and accurate solutions require substantial effort and expertise in several areas. Geometry description and grid generation, numerical solution of the Navier-Stokes equations, and efficient postprocessing are all key elements. While advances have taken place in areas such as grid generation and fast algorithms for solution of systems of equations, CFD has remained limited as a reliable tool for prediction of inherently unsteady flows at flight Reynolds numbers. Current engineering approaches to prediction of unsteady flows are based on solution of the Reynolds-averaged Navier-Stokes (RANS) equations. The turbulence models employed in RANS methods necessarily model the entire spectrum of turbulent motions. While often adequate in steady flows with no regions of reversed flow, or possibly exhibiting shallow separations, it appears inevitable that RANS turbulence models are unable to accurately predict phenomena dominating flows characterized by massive separations. Unsteady, massively separated flows are characterized by geometry-dependent and three-dimensional (3D) turbulent eddies. These eddies, arguably, are what defeat RANS turbulence models of any complexity.

42. Lane Community College - 2002-2003 College Catalog - Course Descriptions 16 credits (See Class Schedule) 2-12 lec/lab hrs/wk Prerequisite General 103AV 194 and Applied geometry for Technicians MTH 076. aircraft and engine http://www.lanecc.edu/instadv/catalog/courses/aviation.htm

2002-2003 Online College Catalog Lane Home Search Lane Course Descriptions Aviation Maintenance See also Flight For information, contact Advanced Technology, 463-5380. AV 179 General Aviation (variable) 1-6 credits (See Class Schedule) 1-6 lecture hrs/wk An introduction to the professional career of an aircraft mechanic. Basic aircraft and maintenance terminology, safety in the use of hand and power tools and equipment, principles which apply to the proper maintenance procedures for the inspection and repair of airframe and powerplant components and systems, and the use of service manuals, technical publications, test and measuring equipment. AV 190 Trends in Aviation Maintenance (variable) 1-3 credits (See Class Schedule) 1-3 lecture, 2-6 lec/lab, 3-9 lab hrs/wk Current trends in Aviation Maintenance. Examples of general topics of study are equipment and/or components, systems, employment and industry predictions, parts operation, forms, publications, and regulations. AV 192 General 101 (variable) 1-6 credits (See Class Schedule) 2-12 lec/lab hrs/wk Prerequisite: Applied Geometry for Technicians MTH 076. Basic physics, ground operation and servicing, fluid lines and fittings, and weight and balance. Technical information and laboratory projects to apply and understand theories, principles, and concepts. Fee: $5 per credit.

43. Butterworth-Heinemann - Civil Jet Aircraft Design - Case Studies In selecting the type of flap and its geometry for a projected aircraft it is usefulto understand what previous/existing aircraft have used and achieved. http://www.bh.com/companions/034074152X/case-studies/default.htm

A good example of the use of the data (A, B and C) in aircraft design is given in the case study described in Chapter 16 of the book. This study is concerned with the design of a small regional jet to replace ageing aircraft currently used by airlines. Although these old aircraft are relatively cheap to buy (or lease) they are expensive to operate due to the old technologies used in their original manufacture. The study was undertaken to investigate the feasibility of designing a 70 seat aircraft incorporating advanced technology in airframe and engine designs. The description below shows how the study used data from this Website to progress the design. The table and figure numbers refer to Chapter 16 of the book. Fig. 16.9 Suggested Applications These are some suggested applications for the book. Example 1 (Flaps) In selecting the type of flap and its geometry for a projected aircraft it is useful to understand what previous/existing aircraft have used and achieved. Data A can be interrogated to show the type of flap used on specimen aircraft. A graph showing values of aircraft maximum lift coefficient against wing sweepback angle is shown in Chapter 6 (Figure 6.11, page 118), and further details are given in Chapter 8 (pages 167-9). Example 2 (Mass estimation) To determine the mass components for the initial estimation of aircraft maximum take-off mass (MTOM) it is necessary to assume a value for the aircraft empty mass fraction. To assist in this process it is helpful to plot this ratio against MTOM using data of specimen aircraft taken from Data A. Such a plot is shown in Chapter 7 (Figure 7.3, page 130).

44. KITPLANES - Design Aircraft Like A Pro! geometry Module. This module is a fullcapability computer aided design(CAD) system for drawing the aircraft's external surfaces. http://www.kitplanes.com/features/content/dar.html

KITPLANES Magazine Design Aircraft Like a Pro! New software from DAR brings aircraft design tools to your PC. by Ricardo Price The weight module allows accurate calculation of c.g. location. D ARcorporation of Lawrence, Kansas, has come out with a PC-based aircraft design software package that brings professional-level design capabilities to those without DOD-level budgets. A recipient of a NASA Small Business Innovative Research (SBIR) grant, DARcorporation spent more than three years developing its software family of aircraft design tools. The goal of the SBIR was to develop a PC software package that would reduce design time, increase end design quality, reduce design cost, and reduce certification costs. The end result is DAR's Advanced Aircraft Analysis (AAA) software. The AAA program is based on the time-proven design methods contained in Dr. Jan Roskam's textbooks, Airplane Design Parts I through VIII and Airplane Flight Dynamics Parts I and II . These books are the pillars of aircraft design courses taught to aerospace engineering undergraduates at most major universities. My dog-eared copy of Airplane Aerodynamics and Performance by Roskam is still on my shelf and sees frequent use over 12 years after earning my undergraduate and graduate degrees in aerospace engineering. They are timeless and invaluable references. And they are references that a user of the AAA program has instant access to during the computer-aided design process.

45. Untitled path=Models/geometry/Asw20.mdl prop/sim/model/zoffset-m=-.0 prop/sim/model/pitch-offset-deg=0 if not using enable-auto-coordination edit aircraft.dat http://www.aae.uiuc.edu/m-selig/apasim/Aircraft-uiuc/00-runfgfs.html

#!/bin/csh -f setenv FG_ROOT /home/m-seligSim/work/FlightGear/ # default #flightsim-0.7.8/src/Main/fgfs enable-fullscreen time-offset=-08:00:00 disable-intro-music #~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ # The command lines below are specific to FGFS ver 0.7.8 and work on linux. # The syntax is different for DOS, and some options have changed for FGFS 0.7.9. # See the FGFS users manual for more info. http://www.flightgear.org/Docs/

46. Mars Flyer Aircraft Casestudy Another consideration is that the aircraft has to be rocketed through 48.6 million stepsfirst sketch out the design and second define the geometry in CAD. http://www.ashlar.com/casestudies/mars_flyer.shtml

Case Studies Mars-Flyer Aircraft Case Studies Starbucks Chocolates Socket Holder Bicycle Pump Car iRadio ... Airwolf Filter Corp Easy-to-Use CAD Software Plays Key Role in Airplane Designed to Fly on Mars A plane unlike any that has ever flown Software that stays out of the way aids design process Ashlar Incorporated, 12731 Research Blvd. Bldg. A, Austin, TX 78759-4383, U.S.A Telephone: 800-877-2745, 512-250-2186, Fax: 512-250-5811 Email: customerservice@ashlar.com support@ashlar.com sales@ashlar.com

47. Geometry And Balance wetted area, rear section 243.27 sq.metres Nacelle geometry nacellelength 4.44 Span over winglets 44.82 metres Overall aircraft length 54.82 http://www.lissys.demon.co.uk/geom.html

Geometry and Balance Starting from fundamental inputs such as the wing area, aspect ratio, fuselage dimensions etc., the system calculates all other necessary geometric data, wetted areas and volumes. The user can specify arbitrary shapes for the front fuselage, rear fuselage and nacelles. This is done through a 'shape editor' at any number of longitudinal stations. Many predefined shapes are also provided and can be 'rubberised' (i.e. scaled to any dimensions). The basic wing specification can include a spanwise planform break ('Yehudi') and thickness break. A variety of common wing area definitions may be used (i.e. the basic trapezoidal, gross, Airbus, and Boeing 'Wimpress' reference areas). The available internal fuel capacity is estimated and can be suitably adjusted. Given no additional information, Piano will balance the design (i.e. locate the wing along the fuselage and size the tail areas) so as to match a given static margin and using statistically derived equations for the horizontal and vertical tail volume coefficients (V-bars). The user can move the wing location by altering the fixed-equipment C.G. assumptions, or simply by specifying a given position. Tail areas can also be input directly to override the internal calculations and to match known aircraft geometries. Fuselage 'Stretching' exercises can be carried out with fixed tail areas. Piano does not consider dynamic control aspects, as these fall outside the scope of preliminary design or competitive evaluation and depend on systems design.

48. Continuous Moldline Technology Researchers are developing the application of a highly flexible structure to enableadaptation of aircraft geometry to different flight conditions and mission http://www.afrlhorizons.com/Briefs/Dec02/VA0203.html

Continuous Moldline Technology Researchers are developing the application of a highly flexible structure to enable adaptation of aircraft geometry to different flight conditions and mission requirements for future morphing aircraft. AFRL's Air Vehicles Directorate, Structures Division and Aeronautical Sciences Division, Wright-Patterson AFB OH Adaptive structures technology development is currently of high interest in aeronautics, evidenced by many activities at the Defense Advanced Research Projects Agency, the National Aeronautics and Space Administration (NASA), and AFRL. Recent technology developments in compact actuators are providing a foundation for future adaptive structures applications. Some advanced materials enable an integral structure and actuation mechanism. The development of highly flexible structures, such as CMT, is also enabling to future adaptive structures applications. As shown in Figure 1, CMT consists of an elastomeric matrix, reinforced with stiffening rods that are able to slide within the matrix to achieve very high deformation. Researchers demonstrated CMT structures to 30% elongation and compression as well as very large bending and twisting deformation. CMT offers substantial performance payoffs for numerous applications. Variable geometry fuel cells and inlets are two notable examples where CMT can reduce aerodynamic drag throughout a mission profile (see Figure 2). Also, application of CMT to bridge the gap between movable control surfaces and fixed wing structure improves the aerodynamic effectiveness of the control surface and can reduce the noise generated by the unsealed gap. While it is easy to see how an adaptive structure can improve aerodynamic performance, the key to realizing these aerodynamic benefits on an air vehicle is to minimize any penalties associated with the adaptive structure versus a conventional structure. Weight, cost, and actuation power requirements are all potential penalties that could limit the effectiveness of CMT applications. In order to fully evaluate the benefits and penalties for CMT, researchers needed to fabricate and test large-scale hardware in a relevant environment.

49. AAA fuselage lift coefficient, pitching moment coefficient and horizontal tail downwashangle due to the close proximity of the aircraft to the 4 geometry Module. http://www.darcorp.com/Software/aaa.htm

1440 Wakarusa Drive, Suite 500 Last Updated: 02/13/03 Advanced Aircraft Analysis (AAA) Professional software for your airplane design! Advanced Aircraft Analysis (AAA) 2.4 features an improved user interface and dozens of improvements and modifications to heighten the program's efficiency and precision including advanced notes and enhanced flight condition features which increase organizational capabilities; the ability to set individual variable units and export selected variables; the Power Effects module is integrated throughout the program. Download "What's New in AAA" pdf file for a complete listing of new features and submodules in AAA 2.4. offers a full demonstration of the changes and enhancements to AAA. Advanced Aircraft Analysis (AAA) provides a powerful framework to support the iterative and non-unique process of aircraft preliminary design. The AAA program allows students and preliminary design engineers to rapidly evolve an aircraft configuration from early weight sizing through open loop and closed loop dynamic stability and sensitivity analysis, while working within regulatory and cost constraints. AAA is used for preliminary design of airplanes, stability and control analysis of new and existing airplanes.

50. Read From 'Simplified Aircraft Design For Homebuilders' By Daniel P. Raymer ... comes next, along with airfoil selection and tail geometry and size. Followingthat is a discussion of the things that you must put inside the aircraft. http://www.bookmasters.com/marktplc/rr00839.htm

Dan Raymer's Site Home About the Book From the Foreword Contents ... Ordering Information READING ROOM Simplified Aircraft Design for Homebuilders Daniel P. Raymer Design Dimension Press A design book for the rest of us from the author of the award-winning textbook "Aircraft Design: A Conceptual Approach" Table of Contents Foreword By Peter Garrison Chapter 1 Introduction Who Am I And Why Did I Write This Book? What Is A Homebuilt? A Plain Plan For Plane Planning Step Right Up, Get Your Free Design Software Please Read The Following Cautions: Chapter 2 So, You Want To Design A Homebuilt? Why? What Do You Want It To Do? So, Raymer Wants To Design A Homebuilt Chapter 3 How Big Should It Be? Power Loading Wing Loading Airplane Sizing Engine Sizing And Selection Wing Geometry Airfoil Selection Tail Geometry Fuselage Size Chapter 4 Stuff In Some Stuff You And Me And A Dog Or Three The Rubber Meets The Road In Goes The Engine Stuff Some Structure Fuel Tanks Chapter 5 Draw A Smooth Outside Conic Lofting Flat-Wrap Lofting Wing/Tail Lofting Raymer’s Dr-4 Safety Twin Measure What You Drew

51. Desktop Aeronautics Catalog The aircraft wing geometry, cruise conditions, tail configuration, seating layout,propulsion system and range are chosen by clicking on a variety of options. http://www.desktopaero.com/catalog.html

52. DARPA Defense Sciences Office - Morphing Aircraft Structures The Morphing aircraft Structures (MAS) Program seeks to create and advance enabling specificmissions are dictated to a significant degree by vehicle geometry. http://www.darpa.mil/dso/thrust/matdev/mas.htm

SMART MATERIALS AND STRUCTURES Morphing Aircraft Structures (MAS) Program Manager: Dr. Terry A. Weisshaar The Morphing Aircraft Structures (MAS) Program seeks to create and advance enabling technologies and ultimately design, build, and demonstrate a seamless, aerodynamically efficient, aerial vehicle capable of radical shape change. Air vehicles are currently designed for single missions such as reconnaissance or attack. The levels of performance achieved by these structures for such specific missions are dictated to a significant degree by vehicle geometry. The ability to change the critical physical characteristics of the vehicle in flight would enable/allow a single vehicle to perform multiple mission profiles. The ability to morph would heavily influence system performance characteristics, such as turning radius, endurance, payload, and maximum velocity. o change in wing twist, and (4) a 20

53. The Royal Air Force - Airpower. (Aircraft Reference - Offensive Aircraft) Tornado GR1/GR1B/GR4 description, specifications, images, and list of squadrons. Includes links to Category Society Military Aviation aircraft Attack Tornado...... The Tornado GR4 is a multirole, variable-geometry interdictor aircraft optimisedfor low-level penetration of enemy airspace for precision attacks against high http://www.raf.mod.uk/airpower/tornado_at.html

Royal Air Force Airpower Aircraft of the RAF The Tornado GR4 is a multi-role, variable-geometry interdictor aircraft optimised for low-level penetration of enemy airspace for precision attacks against high-value targets. The GR4 has fly-by-wire flight controls with mechanical back up, and is powered by two Rolls-Royce RB199 afterburning turbofan engines, giving the aircraft a low-level high subsonic cruise capability. The GR4 can operate in all weather conditions, using Terrain Following Radar (TFR) and Ground Mapping Radar (GMR) to guide the aircraft and identify the target. Designed and built as a collaborative project in the UK, Germany and Italy, the Tornado programme was initiated in 1968 and known as Multi-Role Combat Aircraft (MRCA). A new tri-national company, Panavia, was set up in Germany to build the aircraft. The first prototype flew on 14 August 1974 and initial orders from the three partner countries totalled 640 aircraft, with the work share divided in relation to the number of aircraft ordered; UK and Germany 42.5% each and Italy 15%. The initial RAF requirement was for 220 Tornado GR1 aircraft, and the first of these was delivered to the Tri-national Tornado Training Establishment (TTTE) at RAF Cottesmore in July 1980. The first front-line squadron to re-equip with Tornado was IX Squadron at Honington (previously a Vulcan unit) from June 1982. Tornado GR1s eventually equipped a total of 10 front-line squadrons as well as the Tornado Weapons Conversion Unit (TWCU) (later No 45 (Reserve) Squadron) and TTTE.

54. Aircraft Tooling & Design Group - CAD/CAM You can use it to create application specific geometry for use in other I-DEASapplications such as finite element modeling, drafting, and manufacturing. http://www.windtunnelmodels.com/cad.htm

CAD/CAM PAGE As you might have guessed we really love our CAD/CAM/CAE system. We are very proud of our selection and to present we have invested nearly $50,000 in our workstations and training. We use SDRC I-DEAS 8 to design and engineer 3-D solid models. Any aspect of your product can be designed in our CAD system. These models can subsequently be used for finite element analysis (F.E.A.) or computational fluid dynamics (C.F.D.). They are useable by any high end CAE system, we obviously recommend SDRC’s Solution Set which can be learned about on their web site. Translation is usually a smooth process. We regularly receive files originating from Unigraphics, Pro-E, CATIA, Aero-CADD and AutoCAD. We invite you to visit SDRC’s web site to check it out for yourself, in case you don’t have time we have some excerpts below. To learn how I-DEAS helps us in engineering or manufacturing just click on the links. CAD SDRC's CAD software is a high-performance 3D design system. Its drafting capabilities can be used as a tool for documenting solid models or as a standalone 2D drafting system.

55. Wing Geometry to increase the risk of instability in contrast many conventional aircraft havewings of birds such as seagulls conformed to a conical geometry like that of http://www.nurseminerva.co.uk/adapt/wing.htm

Home flapping flight bird flight dragonfly wing ... bat flight a puzzle... How do birds with small tails - for example seagulls - achieve stable flight? Presumably there must be some aerodynamic features that are giving the bird stability in the three main axes, or is it simply that the brain of the bird is constantly correcting instabilities as they arise? And then the tip panels of the birds' wings droop downwards (anhedral) which would seem to increase the risk of instability - in contrast many conventional aircraft have wings angled upwards (dihedral) to provide lateral stability. a clue from hang gliders: The hang glider wing forms two 'billows', one on each side of the midline. The underside of each wing forms a conical surface, the centreline of which is angled towards the nose of the hang glider. This arrangement, together with the low centre of gravity provided by the weight of the pilot, gives the hang glider stability around all three axes (pitch, roll, and yaw). In the early 80s I began to wonder whether the wings of birds such as seagulls conformed to a conical geometry like that of hang gliders. A series of models with wings built over conical jigs confirmed that this arrangement imparts stability during gliding flight - no additional surfaces such as a tailplane are required. Furthermore, it became clear that if the joint axes of the skeleton supporting the bird's wing were set perpendicular to the conical form, the wing is able to extend and flex whilst still retaining the conical geometry required for stability.

56. Aircraft Performance - Weight, Geometry, Lift And Drag Properties aircraft Performance Weight, geometry, Lift and Drag Properties. Weight. aircraftgeometry. A typical aircraft planform layout is shown below. http://www.aeromech.usyd.edu.au/aero/perf/perf_ac.html

Aircraft Performance - Weight, Geometry, Lift and Drag Properties. Weight. The weight (W) of the aircraft and its aerodynamic properties are the primary factors determining its flight performance. The weight of the aircraft can be broken down into fundamental components: the empty weight of the vehicle; the weight of the pilot, passengers and payload; the weight of the fuel. There will be limiting weight values due to the aircraft design and flight regulations: maximum weight of payload; maximum fuel load or fuel tank capacity; maximum take-off weight (MTOW); maximum landing weight. It is not simply a matter of adding the components together to obtain a final answer for the aircraft weight. For example it may be necessary to remove fuel weight so that additional payload may be carried while still maintaining the requirement of a maximum take-off weight. For stability and hence flight safety considerations an accurate "weight and balance" calculation should be performed prior to the flight of the aircraft. In flight the aircraft weight will change as fuel is burnt by the propulsion system or possibly dumped in an emergency situation.

57. Dr Derek Bray, DAPS - E348 Aircraft Design Information E348 aircraft DESIGN. WING DESIGN CONFIGURATION. These notes are split into thefollowing sections Aerofoils. High Lift Devices. Wing Planform Shape geometry. http://www.rmcs.cranfield.ac.uk/aeroxtra/e348wingdes.htm

E348 AIRCRAFT DESIGN These notes are split into the following sections: Aerofoils NACA Aerofoils Transonic Aerofoil Sections Critical Mach Number Estimation Section Thickness ... Characteristic Curves High Lift Devices Trailing Edge High Lift Devices Plain Flap Split Flap Slotted Flap ... Wing Dihedral Other Wing Design Features Vortex Generators Spoilers Stall Fences Return to E348 index page Prepared and compiled by Dr Derek Bray, Aerospace Group, DAPS, RMCS, Cranfield University. Updated 25 September 2002.

58. Dr Derek Bray, DAPS - E348 Aircraft Design Information E348 aircraft DESIGN. WING DESIGN CONFIGURATION. Aerofoils geometry Definitions. Fig 1 - Aerofoil geometry Definitions, chord http://www.rmcs.cranfield.ac.uk/aeroxtra/e348wingdesagd.htm

E348 AIRCRAFT DESIGN Fig 1 - Aerofoil Geometry Definitions chord line : straight line connecting leading edge (LE) and trailing edge (TE). chord : length of chord line. thickness : measured perpendicular to chord line as a % of it (subsonic typically 12%). camber : curvature of section - perpendicular distance of section mid-points from chord line as a % of it (subsonically typically 3%). Other parameters of interest (with typical subsonic section values) include: position of maximum thickness (as a % of chord length aft of LE) (30%), position of maximum camber (as a % of chord length aft of LE) (40%), and leading edge radius (as a % of chord length) (4%). angle of attack - angular difference between chord line and airflow direction. Return to E348 index page Next section of notes Prepared and compiled by Dr Derek Bray, Aerospace Group, DAPS, RMCS, Cranfield University. Updated 24 September 2002.

59. Gallery This photo shows the laser formed Ti6Al-4V machining preform which protectsthe final geometry of the aircraft fitting illustrated above. http://www.aerometcorp.com/Gallery.htm

Gallery Fully machined aircraft structural "Keel", (Titanium 6Al-4V), (L)aser (A)dditive (M)anufactured by AeroMet Corporation for the Boeing Company and exhibited at the Defense Manufacturing Conference, November 2001 in Las Vegas, Nevada. Image shown courtesy of the Boeing Company. Frank Arcella, President, AeroMet Corporation with fully machined aircraft structural "Spar" (Titanium 6Al-4V) LAM manufactured by AeroMet Corporation for the Boeing Company and exhibited at the Defense Manufacturing Conference, November 2001 in Las Vegas, Nevada. Image shown courtesy of the Boeing Company. The Laser Additive Manufacturing technique used by AeroMet to rapidly manufacture full scale aircraft components is illustrated in the following figures. The Laser Additive Manufacturing technique used by AeroMet to rapidly manufacture full scale aircraft components is illustrated in the following figures. The sample parts in the photo to the left illustrate the different types of geometries which have been laser formed at AeroMet. Some specific examples are described in greater detail below. A typical aerospace component is pictured at left in the as-formed and machined (inset) condition. This machining preform is approximately 36 inches (900 mm) in length. Protruding features such as stiffener ribs and bosses were deposited onto both sides of a conventional baseplate, with the baseplate providing the material for the webbing of the final machined structural component. Savings of 20-40% have been forecast for these components versus conventional approaches.

60. Program For Aircraft Synthesis Studies PASS aircraft Drawing. PASS Program for aircraft Synthesis Studies.This page provides a 3D view of the airplane geometry. Performance http://adg.stanford.edu/aa241/pass/pass4.html

PASS Aircraft Drawing PASS: Program for Aircraft Synthesis Studies This page provides a 3-D view of the airplane geometry. Performance Trade Studies : The effect of weight and wing area on constraints. Information on the variables (a description, units, how they are computed) Numerical optimization lets you vary several parameters at once to find the best design.

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