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Advanced vehicular thermal management system can improve engine performance, minimize fuel consumption, and reduce emissions by harmoniously operating computer-controlled servomotor components. In this paper, a neural network-based optimal control strategy is proposed to regulate the engine temperature through the advanced cooling system. Presenter Asma Al Tamimi, Hashemite University

A key strategy to improving the real-world fuel consumption and emissions of medium and heavy duty vehicles is the hybridization of these applications. Unlike the passenger vehicle market, medium and heavy duty applications are typically comprised of a range of components from a variety of manufacturers. Presenter Monika A. Minarcin, Navistar, Inc. Eric Rask, Argonne National Laboratory Matthew R. Smith, Navistar, Inc.

These advanced checks have resulted in development of many new diagnostic monitors, of varying types, and a whole new internal software infrastructure to handle tracking, reporting, and self-verification of OBD related items. Due to this amplified complexity and the consequences surrounding a shortfall in meeting regulatory requirements, efficient and thorough validation of the OBD system in the powertrain control software is critical. Hardware-in-the-Loop (HIL) simulation provides the environment in which the needed efficiency and thoroughness for validating the OBD system can be achieved. A HIL simulation environment consisting of engine, aftertreatment, and basic vehicle models can be employed, providing the ability for software developers, calibration engineers, OBD experts, and test engineers to examine and validate both facets of OBD software: diagnostic monitors and diagnostic infrastructure (i.e., fault memory management).

The use of Engine Health Management (EHM) systems has been growing steadily in both the civilian and the military aerospace sectors. Barring a few notable exceptions (such as certain temperature and thrust margin monitoring) regulatory authorities around the world have not required these systems to be certified in any way. This is changing rapidly. New airframes and engines are increasingly being designed with the assumption that EHM will be an integral part of the way customers will operate these assets. This leads to a need for better guidelines on how such systems should be certified. The SAE E-32 committee on Propulsion System Health Monitoring is leading an industry-wide effort to develop a set of guidelines for certifying EHM systems.

By introducing the concept of a separation between graphics and logic, interpreted run time architecture, and defined communication protocol, the ARINC 661 standard has addressed many of the concerns that aircraft manufacturers face when creating cockpit avionics displays. However, before kicking off a project based on the standard, it is important to understand all aspects of the standard, as well as the benefits and occasional drawbacks of developing with ARINC 661 in mind. This white paper will first provide an overview of ARINC 661 to clarify its concepts and how these relate to the development process. The paper will also describe the benefits of using a distributed development approach, and will outline practical, real world considerations for implementing an ARINC 661-based solution. Finally, readers will learn how commercial tools can be used to simplify the creation of displays following the standard to speed development and reduce costs.

This article characterizes the special features of drilling of CFRP/Titanium and -Aluminium stacks. Simplified theoretic models will show how CFRP/Titanium stacks should be machined without scratches and burn marks contacting carbon. Low axial forces and smart chip removal technology are the main characteristics of the drilling tool technology, optimized to reach H8 quality in one shot operation. Presenter Peter Mueller-Hummel, Cutting Tools Inc.

The aerospace industry has long sought a solution for storing maintenance history information directly on aircraft parts. In 2005 leading airframe manufacturers determined that passive Radio Frequency Identification (RFID) technology presented a unique opportunity to address this industry need. Through the efforts of the Air Transport Association (ATA) RFID on Parts Committee and SAE International testing standards and data specifications are in place to support the broad adoption of passive RFID for storing parts history information directly on aircraft parts. The primary focus of the paper will be on the SAE AS-5678 environmental testing standard for passive RFID tags intended for aircraft use. Detail will be provided to help aerospace manufacturers understand their role and responsibilities for current programs and understand how this may impact their parts certification process.

Translating service information into multiple human natural languages is a major expense for multinational corporations. Indeed corporations spend significant amounts to reduce their translation expense by managing the reuse text and its translation. The new frontier in reducing translation expense is translation avoidance, eliminating text through using illustrations and animations to communicate. Presenter Arnold Taube

As a result of recommendation from the Augustine Panel, the direction for Human Space Flight has been altered from the original plan referred to as Constellation. NASA's Human Exploration Framework Team (HEFT) proposes the use of a Shuttle Derived Heavy Lift Launch Vehicle (SDLV) and an Orion derived spacecraft (salvaged from Constellation) to support a new flexible direction for space exploration. The SDLV must be developed within an environment of a constrained budget and a preferred fast development schedule. Thus, it has been proposed to utilize existing assets from the Shuttle Program to speed development at a lower cost. These existing assets should not only include structures such as external tanks or solid rockets, but also the Flight Software which has traditionally been a ?long pole? in new development efforts. The avionics and software for the Space Shuttle was primarily developed in the 70's and considered state of the art for that time.

PRESENTATION ABSTRACT (ROI Approval BOE021811-122) REVIEW OF UPDATED AEROSPACE RECOMMENDED PRACTICES ARP5061A, Guidelines for Testing and Support of Aerospace, Fiber Optic, Inter-Connect Systems RATIONALE: A single source document to capture current best practices, methods, test equipment, and materials that support fiber optic interconnect systems including high-density applications deployed in Aerospace platforms. SCOPE: This presentation will describe how the ARP5061 document provides the maintainer unique guidelines for optical performance testing of short haul fiber optic inter-connect systems used in aerospace vehicles. The focus of this document is to establish common pre and post installation test methods, equipment, materials, and troubleshooting methodologies. QUALIFICATIONS AND TRAINING STANDARDS: The repair and maintenance of a fiber optic system should ONLY BE PERFORMED by qualified personnel.

TAUPE is a collaborative research project co-funded by the European Commission in the framework of the Seventh Framework Programme (FP7). It addresses the aeronautic sector and is composed of 17 partners from 6 European countries. The project lasts 3,5 years (September 2008 ? February 2012), is led by Safran Engineering Services (Labinal, SAFRAN Group) and has a budget of 5.5M?. The project aims to simplify the electrical architecture of aircraft and to reduce the length and mass of cabling by introducing PLC (PowerLine Communication) or PoD (Power over Data) technologies inside the aircraft. Both technologies essentially aim to supply power and data over the same cable.

In Aeronautic industry, when we launch a new industrialization for an aircraft sub assembly we always have the same questions in mind for drilling operations, especially when focusing on lean manufacturing. How can we avoid dismantling and deburring parts after drilling operation? Can a drilling centre perform all the tasks needed to deliver a hole ready to install final fastener? How can we decrease down-time of the drilling centre? Can a drilling centre be integrated in a pulse assembly line? How can we improve environmental efficiency of a drilling centre? It is based on these main drivers that AIRBUS has developed, with SPIE and SOS, a new generation of drilling centre dedicated for hard materials such as titanium, and high thicknesses. The first application was for the assembly of the primary structure of A350 engine pylons. The main solution that was implemented meeting several objectives was the development of orbital drilling technology in hard metal stacks.

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.

At the end of 2006, two MTorres engineers visited the plant of Airbus UK in Filton receiving a new challenge: Find a more efficient way to manufacture Carbon Fiber Spars for the new A350 program. The range of possibilities were wide: manual infusion methods (RTM, RIM, RFI...), Automatic Taping & hot forming, or the new technology proposed, Fiberplacement or AFP. Two (2) options were considered: hot forming+ATL and AFP (both using prepeg technology.) The usage of a flat lay-up + hot forming technology was used in the only Airbus program that used carbon fiber for the wing manufacturing so far, the A400M. The expected greater complexity of A350 spar created doubts on the feasibility of using the above process, while the AFP technology, consisting of laying up directly on the final shape of the spar, also raised questions of technical feasibility, apart from the economic ?business case?, in case the productivity of the cell was not big enough. A ?Spar team?

With the increase of functions in the next generation of aircrafts, it has become very important to address reconfigurability. The bottom line is that space and weight available for critical computers in an aircraft remain mostly unchanged. These new functions imply more computation power and so more redundant elements for safety. CPU power has been increased but the latest evolution with the new multi-core CPU's introduces additional difficulties in terms of certification. IMA first generation was the first answer to address some of these problems by enabling the concentration of several certified critical functions in the same physical computer. However, up to now, such implementations were very static and did not scale very well with the increase of functions need for the next generation aircraft. That?s why the avionics industry is looking for improvement of existing solutions and must work on what would be the next generation of IMA (IMA-NG).

With the growing use of carbon fiber composite structure in Aircraft Manufacturing, the challenge of drilling carbon fiber stacked with Titanium has become a focus point. Due to the abrasive nature of the carbon fiber (CF), cutting tool life is relatively short when drilling carbon fiber stalked with Titanium. A common drill wear indicator is exit burr formation in the Titanium. As drilling tools wear due to the abrasive nature of the CF, the exit burr in the in the Titanium increases. This study seeks to understand the factors that lead to tool wear and exit burr formation. A correlation may be made relating drilling thrust forces with exit burr formation. Different cutting tools geometries and materials are studied using a high speed camera to attempt to understand the factors influencing exit burr formation. Findings are optimized and tested. Decreasing exit burr in the drilling of CF and Titanium may increase tool life thereby reducing tool costs to airframe manufacturers.