Search Results

Sundstrand is investigating 270-Vdc/hybrid 115-Vac electrical power generating and distribution systems technology so as to be well prepared to offer such systems for future aircraft applications. The approach taken has been to design, build, and test a representative system that meets or exceeds the tightest of the performance standards as defined by miliary standards.

Sundstrand has been investigating 270-Vdc/hybrid 115-Vac electrical power generating systems (EPGS) technology in preparation for meeting the electrical power generating system (EPGS) requirements for future aircraft (1). Systems such as the one being investigated are likely to be suitable for the More-Electric Aircraft (MEA) concepts presently under industry and military study. ...Systems such as the one being investigated are likely to be suitable for the More-Electric Aircraft (MEA) concepts presently under industry and military study. The present Sundstrand single-channel testbed is being further expanded to better understand the electrical system performance characteristics and power quality requirements of an MEA in which traditional mechanical subsystems are replaced by those of a “more-electric” nature.

One of the objectives of the accretion tests was to validate the use of 2D icing scaling laws established for fixed wing aircraft on helicopter blade profiles. Therefore, ice shapes resulting from tests with the same icing similarity parameters are compared to each other allowing the assessment of icing scaling laws for helicopter applications.

The term “3 inch ice shapes” has assumed numerous definitions throughout the years. At times it has been used to generally characterize large glaze ice accretions on the major aerodynamic surfaces (wing, horizontal stabilizer, vertical stabilizer) for evaluating aerodynamic performance and handling qualities after a prolonged icing encounter. It has also been used as a more direct criterion while determining or enforcing sectional ice shape characteristics such as the maximum pinnacle height. It is the authors’ observation that over the years, the interpretation and application of this term has evolved and is now broadly misunderstood. Compounding the situation is, at present, a seemingly contradictory set of guidance among (and even within) the various international regulatory agencies resulting in an ambiguous set of expectations for design and certification specialists.

MRO providers are discovering ways to innovate their procedures while remaining viable and profitable through the current downturn in government spending.

The demand for innovative manufacturing technology that produces lighter parts with stronger material grows each day in the competitive aerospace industry. 3-D printing, also known as “additive manufacturing,” is at the center of this innovation.

A 3D computer model named AIPAC (Aircraft Ice Protection Analysis Code) suitable for thermal ice protection system parametric studies has been developed.

In this study, polylactic acid (PLA) was preferred for the antenna substrate because it is environmentally friendly, easy to recycle, provides convenience in production design with a three-dimensional (3D) printer, and is less expensive compared to other available materials. ...Copper (Cu) tape and graphene filament were employed for the antenna patch component due to their benefits. The comprehensive comparative analysis between a full-wave model and a 3D-printed prototype of the antenna via the CST Microwave Studio program was demonstrated here. ...The comprehensive comparative analysis between a full-wave model and a 3D-printed prototype of the antenna via the CST Microwave Studio program was demonstrated here. The surface characterization was achieved with scanning electron microscope and energy dispersive X-ray (SEM-EDX) and X-ray diffractometer (XRD) analysis.

Additive manufacturing is making significant headway in aerospace production programs, as evidenced by recent announcements that Airbus and rocket manufacturer United Launch Alliance both are—or soon will be—flying aircraft that incorporate 3D-printed parts enabled by Stratasys.

This Specification defines general architectural philosophy and aircraft infrastructure for the proper use and interface of various cabin related IFE equipment. ...ARINC Specification 808 defines standards for the aircraft 3rd Generation Cabin Network (3GCN), IFE Cabin Distribution System (CDS), wiring, connectors, power, identification codes, space envelopes, and mounting principles. ...Design guidelines are included for informational purposes as these guidelines impact the interfaces and installation of cabin equipment aboard the aircraft.

This specification defines general architectural philosophy and specific design guidance for the proper installation and interface of various cabin equipment within the seats. Consistency with this specification allows each component installed on the seat to operate in concert when integrated with other relevant cabin type equipment. Standard electrical and mechanical interfaces of the In- Flight Entertainment System (IFES) equipment for the 3rd Generation Cabin Network (3GCN) associated with the seat are defined. This equipment consists of the headphone jacks (HPJ), passenger control unit (PCU)/multi function handset (including the cord), seat video display (SVD), remote data outlet (RDO), integrated seat box (ISB) which includes the seat power box (SPB)/seat data box (SDB), remote power outlet (RPO), and in-seat cables. Appropriate definitions are also provided for other electrical devices associated with the seat control/position mechanism.

This SAE Aerospace Information Report (AIR) describes field-level procedures to determine if 400 Hz electrical connections for external power may have been subjected to excessive wear, which may result in inadequate disengagement forces.

This SAE Aerospace Information Report (AIR) describes field-level procedures to determine if 400 Hz electrical connections for external power may have been subjected to excessive wear, which may result in inadequate disengagement forces.

This SAE Recommended Practice which defines the terms and tabulates the limits of the characteristics for various protective devices used in conjunction with 400-cycle ground power for civil aircraft is intended to assist the airlines in standardizing on 400-cycle protective systems. The limits found to be acceptable in the civil aircraft industry are presented. ...The limits found to be acceptable in the civil aircraft industry are presented.

The objective of this project was to replace electromechanical power line contactors with a Static Transfer Switch (STS) to improve the transfer of electrical power between aircraft generators and decrease required maintenance. The switch requirements include high reliability, lightweight, and high speed (less than 15mS) power transfer. ...An STS can shorten the bus transfer time to less than the “ride-through” of aircraft electronic loads and therefore have the ability to control and transfer electrical power while maintaining critical mission requirements.

Until recently, applications have been limited to relatively simple surfaces such as the cylindrical mid-body fuselage join of a commercial aircraft. Recent developments in the state of the art have introduced the 5-axis variant which is capable of precision drilling on complex contours.

The transition towards More Electric Aircraft (MEA) architectures has challenges relating to integration of power electronics with the starter generator system for on-engine application.

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.