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A series of flight tests were conducted to design and evaluate a Combined Vision System (CVS) that integrates a forward looking infrared video image with synthetic vision on a primary flight display. System features included colorizing the video image to mesh with the synthetic terrain background, decluttering the approach symbology to facilitate the detection of the approach lights and runway markings, creating a semi-transparent IR sky to ensure continuous situational awareness of the surrounding terrain, and annunciating the decision height to facilitate the transition to the actual runway environment. Over 100 approaches were flown during three flight test sessions. For the first flight test session pilots reviewed early CVS proofs of concept on Honeywell's Citation Sovereign.

Abstract Joining titanium (Ti) alloys with conventional processes is difficult due to their complex structural properties and ability of phase transformation. Concerning all the difficulties, diffusion bonding is considered as an appropriate process for joining Ti alloys. Ti6Al4V, which is an α+β alloy widely used for aero engine component manufacturing, is diffusion bonded in this investigation. The diffusion bonding process parameters such as bonding temperature, bonding pressure, and holding time were optimized to achieve desired bonding characteristics such as shear strength, bonding strength, bonding ratio, and thickness ratio using response surface methodology (RSM). Empirical relationships were developed for the prediction of the bond characteristics, and sensitivity analysis was performed to determine the increment and decrement tendency of the shear strength with respect to the bonding parameters.

Abstract Electric heavy-duty tractor-trailers (EHDTT) offer an important option to reduce greenhouse gases (GHG) for the transportation sector. However, to increase the range of the EHDTT, this effort investigates critical vehicle design features that demonstrate a gain in overall freight efficiency of the vehicle. Specifically, factors affecting aerodynamics, rolling resistance, and gross vehicle weight are essential to arrive at practical input parameters for a comprehensive numerical model of the EHDTT, developed by the authors in a subsequent paper. For example, drag reduction devices like skirts, deturbulators, vortex generators, covers, and other commercially available apparatuses result in an aggregated coefficient of drag of 0.367. Furthermore, a mixed utilization of single-wide tires and dual tires allows for an optimized trade-off between low rolling resistance tires, traction, and durability.

Abstract New analytical structural stress solutions for a rigid inclusion in a finite square thin plate with clamping edges under opening loading conditions are developed. The new solutions are used to derive new analytical structural stress and stress intensity factor solutions for similar and dissimilar spot welds in cross-tension specimens. Three-dimensional finite element analyses are conducted to obtain the stress intensity factor solutions for similar spot welds and dissimilar magnesium/steel spot welds in cross-tension specimens of equal thickness with different ratios of half-specimen width-to-weld radius. A comparison of the analytical and computational solutions indicates that the analytical stress intensity factor solutions for similar spot welds in cross-tension specimens of equal thickness are accurate for large ratios of half-specimen width-to-weld radius.

Abstract Within the scope of today’s product development in automotive engineering, the aim is to produce lighter and solid parts with higher capabilities. On the one hand lightweight materials such as aluminum or magnesium are used, but on the other hand, increased stresses on these components cause higher bolt forces in joining technology. Therefore screws with very high strength rise in importance. At the same time, users need reliable and effective design methods to develop new products at reasonable cost in short time. The bolted joints require a special structural design of the thread engagement in low-strength components. Hence an extension of existing dimensioning of the thread engagement for modern requirements is necessary. In the context of this contribution, this will be addressed in two ways: on one hand extreme situations (low strength nut components and high-strength fasteners) are considered.

The documents listed in this ballot are being proposed for reaffirmation

This specification covers a titanium alloy in the form of bars and forgings 11.0 inches (279.4 mm) and under in nominal cross-sectional thickness diameter and of forging stock.

This specification covers an aluminum alloy in the form of bars and rods 0.500 inch (12.50 mm) and over in nominal diameter or least difference between parallel sides.

This specification covers an aluminum alloy in the form of bars and rods 0.500 inch (12.50 mm) and over in nominal diameter or least difference between parallel sides.

This specification covers an aluminum alloy in the form of bars and rods 0.500 in. (12.50 mm) and over in nominal diameter or least distance between parallel sides.

This specification covers an aluminum alloy in the form of bars and rods 0.500 in. (12.70 mm) and over in nominal diameter or least distance between parallel sides.

This specification covers an aluminum alloy in the form of bars and rods 0.500 inch (12.7 mm) to 8.000 inches (203.2 mm) in nominal diameter or least difference between parallel sides and up to 50 square inches (322.6 square centimeters) in cross-sectional area (see 8.7).

This specification covers established manufacturing tolerances applicable to aluminum alloy and magnesium alloy extruded bar, rod, wire, shapes, and tubing ordered to inch/pound dimensions. Tolerances greater than standard may be necessary for some shapes; tolerances closer than standard may be possible for others. Tolerances shown herein, however, apply unless otherwise agreed upon by purchaser and vendor and apply to all tempers, unless otherwise noted. The term "excl" is used to apply only to the higher figure of the specified range. The general temper designations "-TX510" and "-TX511" are used for brevity and denote the full temper designations -T3510, -T4510, -T6510, -T8510, -T73510, -T76510, -T3511, -T4511, -T6511, -T8511, -T73511, and -T76511, the "X" representing one or more digits preceding the "510" or "511".

This specification covers established manufacturing tolerances applicable to aluminum-base and magnesium-base alloy extruded bar, rod, wire, shapes, and tubing. Tolerances greater than standard may be necessary for some shapes; tolerances closer than standard may be possible for others. Tolerances shown herein, however, apply unless otherwise agreed upon by purchaser and vendor and apply to all tempers, unless otherwise noted. The term "excl" is used to apply only to the higher figure of the specified range. The general temper designations "-TX510" and "-TX511" are used for brevity and denote the full temper designations -T3510, -T4510, -T6510, -T8510, -T73510, -T76510, -T3511, -T4511, -T6511, -T8511, -T73511, and -T76511, the "X" representing one or more digits preceding the "510" or "511".