Search Results

Driver then needs to apply constant steering correction to maintain the vehicle in straight line which will lead to high driver fatigue and deteriorate driving experience. Manufacturing a perfectly symmetric suspension system is impractical, however an insight into the manufacturing tolerances of suspension system at the early design stage can be extremely useful. ...Manufacturing a perfectly symmetric suspension system is impractical, however an insight into the manufacturing tolerances of suspension system at the early design stage can be extremely useful. Also tire force and moment parameters at straight line operation and its maximum allowable variations will help in defining the tire parameter specifications and tolerances. ...Modelling of suspension asymmetries in Multi Body Dynamics (MBD) domain is time consuming and Pacejka formulation of tire will for manufacturing variations will require multiple tire testing. The tool discussed in this paper can be used for quick evaluation of vehicle pull, within a fraction of time of that required for MBD.

EXCLUSIVE MEMBER BENEFIT: 2016 MOBILITY ENGINEERING PROFESSIONAL SALARY SURVEY AND CALCULATOR Gain better insight into compensation practices: this salary survey is the only study its kind to explore levels and changes in compensation and employment for engineers and technical employees in the automotive, aerospace, and commercial vehicle industries. It benchmarks compensation levels based by geography, education, industry sector, experience, and managerial and budgetary responsibility. The full report is available to SAE International members by signing into your My SAE account and downloading it into your My Library area. Members also have full access to the updated online interactive salary calculator by visiting SAE’s website. Become a member of SAE International to access this exclusive benefit for free, or purchase it today. YOU BELONG HERE. Membership helps you succeed both personally and professionally. Join us today.

The search for ever-lower emission technology for future generations of aircraft engines is actively progressing on both sides of the Atlantic. Tucked away on a modest-size stand at this year’s Farnborough International Airshow was a highly varied collection of unconventional engine technology displays – a clear indication of radical innovation already being investigated as a part of Ultimate, the European Horizon 2020 research and innovation project.

In part two of a two-part series, Richard Gardner discusses various aerospace propulsion innovations and continued work by aerospace engineers and scientists to advance aircraft engine technologies to increase efficiency and lower emissions.

BlueStar Advanced Technology Corporation (BATC) as part of its participation in the USAF/NASA Li Ion Battery Development Consortium has developed a candidate 25-Ah cell for the Mars 2001 Lander.

As a part of a program jointly supported by the USAF and Canada's Department of National Defense, BlueStar is developing large (50 to 100-Ah)lithium ion cells for aircraft and spacecraft applications. Presently, 20-Ah cells are being developed as the first stage of the scale-up process and the design of these cells involves several tradeoffs related to the specific nature of this application. This paper will present the design of this first generation cell in the context of these tradeoffs as well as presenting the results of the performance and life testing of these cells.

Offering aircraft fuel efficiency improvements of 30 to 40% over the powerplants it will replace, PW2037 retrofit in the 727-200 Advanced and B-52 aircraft is attracting heightened interest. A comparison of PW2037 technical characteristics with current aircraft powerplants substantiates the improvement potential.The engine installation and modifications necessary for aircraft system compatibility do not impose significant increases in complexity or cost.

Airplane characteristics and advanced technology to satisfy the requirements of the new operating flexibility are discussed.

The Automated Spar Assembly Tool (ASAT II) at the Everett, Washington, 777 Boeing manufacturing facility could be the largest automated fastening cell in the commercial aircraft industry. ...From its inception in 1990 to the first drilled hole in January 1993 and through two years of spar production, the more advanced ASAT II has proven to be a greater success than even its 767 ASAT I predecessor. This massive automated fastening system consistently provides accurate hole preparation, inspection, and installation of three fastener types ranging from 3/16 inches to 7/16 inches in diameter.

Wing panels for Boeing's new 777 airplane are assembled using fastening machines called Wing Fastener Systems (WFS). Compared to the wing riveting machines currently used to squeeze rivets for other airplane models, the 777 WFS provides significantly more features in that it also installs two part fasteners, collects process data for Statistical Process Control analysis, plus other functions. Historically, new operators for wing riveting machines have needed six months of on-the-job training to achieve basic qualification. Because of the increased functionality of the 777 WFS, an eight to nine month O.J.T. requirement was anticipated. Training requirements were further compounded by our need for up to thirty qualified operators in a relatively short time frame and a maintenance staff thoroughly trained in the new control architecture. Boeing's response to this challenge was to use simulation methods similar to those used to train pilots for our customer airlines.

The 777 ice protection system is unique in two ways: it has an advanced control system which minimizes aircraft power consumption. In addition, the system was procured by the prime contractor, Boeing, as a fully integrated subsystem from a single supplier.

An eleven-cell half battery pack was manufactured and tested to validate the advantages of the DPV design. This paper will discuss the results of the cell level tests, qualification test requirements, the 11-cell battery pack design and qualification test results.

This is largely due to the low manufactured weight without undue complexity or use of exotic materials, leading to low R&D and low unit cost.

Primarily tailored to fit conceptual design applications, the functionalities of the mesh generation module has been expanded to allow analysis engineers with limited specific expertise to use advanced CFD simulation tools for complex aircraft and spacecraft configurations starting from no more input that a three-side layout blueprint.

A unique heat exchanger has been developed with potential applications for cooling high power density electronics and perhaps high energy laser mirrors. The device was designed to absorb heat fluxes of approximately 50 w/cm2 (158,000 Btu/hr.ft2) with a low thermal resistance, a high surface temperature uniformity and very low hydraulic pumping power. A stack of thin copper orifice plates and spacers was bonded together and arranged to provide liquid jet impingement heat transfer on successive plates. This configuration resulted in effective heat transfer coefficients, based on the prime surface, of about 85,000 w/m2 °C (15,000 Btu/hr.ft2 °F) and 1.8 watts (.002 HP) hydraulic power with liquid Freon 11 as coolant.

These programs were: The Aircraft Synthesis Program, ACSYNT, Advanced Aircraft Analysis, AAA, and RDS-Student. The objective of this study was to investigate differences in the conceptual design methodologies of these three programs.

Machine learning, powered by vast datasets and advanced algorithms, offers an innovative approach to predict airfoil characteristics with remarkable accuracy, speed, and cost-effectiveness.

As aircraft programs currently ramp up, productivity of assembly processes needs to be improved while keeping quality, reliability and manufacturing cost requirements. Efficiency of the drilling process still remains an issue particularly in the case of CFRP/metal stacks: hot and long metallic chips are difficult to remove and often damage the surface of CFRP holes. ...Both processes are compared according to the following criteria: chip morphology, thrust force, power consumption, tool life, cycle time, holes quality and manufacturing costs. Results show that the vibration drilling process is more productive and reliable, while maintaining the quality as well as reducing manufacturing costs. ...Results show that the vibration drilling process is more productive and reliable, while maintaining the quality as well as reducing manufacturing costs. The paper also shows that the vibration drilling allows simplifying cutting tool design and reducing lubrication.

The objective of this investigation was to measure and document the existence of any significant differences in physical performance under operational conditions between the Launch Entry Suit (LES) and the new Advanced Crew Escape Suit (ACES). The LES is a partial pressure suit currently worn by astronauts during the launch and entry phases of Shuttle missions.

Technological advances have made it possible to advance assembly of aircraft from the days of “Rosie the Riveter” to automated manufacturing facilities of the future. Improvements in CNC controlled machines, called Positioners, and tooling, called End Effectors, have enabled the assembly process to pass from, two people, to robots working on opposite sides of a panel. ...The new generation systems consist of an advanced Rivet Feed System, for trouble free fastener feeding, an Automatic Part Feed System, for greater utilization of the Assembly Cell, a Double Ram Gantry, for stiffer more accurate end effector positioning, and Multi-function, like family/multi-diameter End Effectors, for increased reliability and reduced tool changes.