Part 21 is the FAA regulation that provides the regulatory framework to conduct certification of products and parts. This includes the engineering, airworthiness, production and quality systems. The aerospace industry is hinged around compliance with Part 21; however, comprehension of Part 21 and its role in civil certification is challenging. This course is designed to provide participants with an understanding of the processes that encompass aircraft certification, including compliance with FARs, certification procedures and post certification responsibilities.
Rubber – a loosely cross-linked network of polymer chains that when strained to high levels will forcibly return to at or near it original dimensions. This course is designed to provide the participant with a thorough understanding of rubber’s engineering characteristics. This class will introduce the various sources of rubber, both natural and synthetic. The class will contrast the differences between rubber and plastics; including thermoplastic rubber. Detailed discussions on how to select the correct rubber polymer for the application, highlighting the pros and cons of each major rubber type.
Silicone rubber is comprised of inorganic-organic polymers. These materials consist of an inorganic backbone with organic side groups attached to silicon atoms. This family of polymers possesses unmatched versatility giving the formulator and user multiple forms and methods to cross link the polymers into rubber materials having the widest service temperature range of any rubber material. This course is designed to provide the participant with a thorough understanding of silicone’s engineering characteristics.
The avionics hardware industry world-wide is now commonly required to follow DO-254 Design Assurance Guidance for Airborne Electronic Hardware for literally all phases of development: Safety, Requirements, Design, Logic Implementation, V&V, Quality Assurance, etc. The DO-254 standard is a companion to the software DO-178B standard; however, there are many differences between hardware and software which must be understood. This basic course introduces the intent of the DO-254 standard for commercial avionics hardware development.
With air traffic demand constantly increasing and several years of aircraft production in their backlog, major aircraft manufacturers are now shifting their focus toward improving assembly process efficiency. One of the most promising solutions, known as “One Side Assembly”, aims to perform the whole assembly sequence from one side of the structure (drilling, temporary fastener installation and removal, blind fastener installation, assembly control) and with a high level of integrated automation. Investments in robotic equipment, automation engineering and innovation are very active and automation capabilities have already increased a lot in the aerospace industry. As an example, drilling operations for large dimensions airframe are clearly moving from manual to automated. However, despite more and more clever and sophisticated robotics, the use of historical fasteners with two side installation method remains a strong limitation to innovative automated assembly sequences.
The paper presents the numerical approach to simulation and optimization of A350 S19 splice assembly process. The main goal is to reduce the number of installed temporary fasteners while preventing the gap between parts from opening during drilling stage. The numerical approach includes computation of residual gaps between parts, optimization of fastener pattern and validation of obtained solution on input data generated on the base of available measurements. The problem is solved with ASRP (Assembly Simulation of Riveting Process) software. The described methodology is applied to the optimization of the robotized assembly process for A350 S19 section.
In this study, we focus on an electric air-cycle system in an electric aircraft, where the system has an electric compressor instead of a hydraulically-operated oil-based compressor. The electric compressor consumes the power to compress the rarefied air outside and take it in the system. The air goes through the air-cycle as a working fluid to exchange the heat and work. The main purpose of the air-cycle is to adjust the temperature and pressure in a cabin. Therefore, the working fluid of the air repeats compression and expansion. The working fluid passing through the cabin absorbs heat from the passengers and avionics. After that, the air is discharged outside with higher heat level and pressure levels. This means that the discharged air has a potential energy to recover the power consumption in the electric compressor.