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The aim of this work is to apply an innovative adaptive ℒ1 techniques to control flutter phenomena affecting highly flexible wings and to evaluate the efficiency of this control algorithm and architecture by performing the following tasks: i) adaptation and analysis of an existing simplified nonlinear plunging/pitching 2D aeroelastic model accounting for structural nonlinearities and a quasi-steady aerodynamics capable of describing flutter and post-flutter limit cycle oscillations, ii) implement the ℒ1 adaptive control on the developed aeroelastic system to perform initial control testing and evaluate the sensitivity to system parameters, and iii) perform model validation and calibration by comparing the performance of the proposed control strategy with an adaptive back-stepping algorithm. The effectiveness and robustness of the ℒ1 adaptive control in flutter and post-flutter suppression is demonstrated.

To a large degree all of us at one time or another have envisioned our “Over the Rainbow” version of a future should be. System engineers envision perfect harmony between vehicle aerodynamics and avionics integration. The program manager dreams of schedules and funding well within the projected budget. Then reality; budget constraints, backward compatibility, technology availability, schedule problems, and etc. This paper is intended to recognize the “dreamer” and at the same time offer a means of reconciliation to the real world. We will address advanced avionics architectures and a transitionary means to attain our goals and objectives. An “Avionics System Index” will be presented which defines and specifies a means of describing and partitioned avionics configuration.

A wide body aircraft carries almost a half–ton of water and ice between the cabin and skin of the aircraft. The water can get on wires and connectors, which can cause electrical problems, cause corrosion and rust, and, eventually, “rain in the plane”. The speaker is the CEO of CTT Systems that has developed a system that solves the condensation by using dry air. The speaker will discuss how condensation can be prevented and how airlines can also save maintenance costs in the process. This topic is relevant for the attendees at the Aerospace Expo, as they are decision makers who need to be aware of this issue. It is also important for the MRO shows as the attendees are on the front lines of dealing with this problem.

The airline industry seems to be providing more leisure features on planes like inflight entertainment, Internet access and Digital TV, but it seems the airline industry has ignored the issue of excess condensation on aircraft, which had plagued carriers since the birth of the airline industry. How safe are passengers when a wide body aircraft carries in excess almost a half ton of water and ice between the cabin and skin of the aircraft? Besides the added weight straining the aircraft, excess condensation soaks wires and connectors which can cause electrical shorts. There have been instances of emergency doors frozen shut, locked by ice stemming from excess water dripping inside the plane. Extra water also causes “rain-in-the-plane”, an issue that has gained national attention and causes passenger discomfort. It's time for the industry to address what has become a serious issue.

This paper discusses the findings for [Interior] Configuration Options, Habitability and Architectural Aspects of a first human spacecraft to Mars. In 2003 the space architecture office LIQUIFER was invited by the European Space Agency’s (ESA) AURORA program committee to consult the scientists and engineers from the European Space and Technology Center (ESTEC) and other European industrial communities with developing the first human mission to Mars, which will take place in 2030, regarding the architectural issues of crewed habitats. The task was to develop an interior configuration for a Transfer Vehicle (TV) to Mars, especially a Transfer Habitation Module (THM) and a Surface Habitat (SHM) on Mars. The total travel time Earth - Mars and back for a crew of six amounts to approximately 900 days. After a 200-day-flight three crewmembers will land on Mars in the Mars Excursion Vehicle (MEV) and will live and work in the SHM for 30 days.

Zero trust (ZT) is an emerging initiative that focuses on securely providing access to resources based on defined policies. The core tenet of ZT is “never trust, always verify”, meaning that even within trusted zones of operation, resource access must be explicitly granted. ZT has proven effective in improving the security posture in domains such as information technology infrastructure; however, additional research and development is needed to define and apply zero trust principles to cyber-physical system domains. To work toward this objective, we have identified an initial set of ZT architectural patterns targeted specifically at cyber-physical systems. We created ZT architecture patterns in the Architecture Analysis and Design Language (AADL), a modeling language that enables engineers to describe the key elements of embedded system architectures using a well-defined semantics.

XM Satellite Radio launched its nationwide service in September of 2001. With 6.5 million subscribers at the end of the first quarter of 2006, XM is one of the fastest growing audio formats and entertainment services. This paper addresses XM's technology and content evolution, primarily for the radio unit and the signaling protocols, from the early years to the present time, and the applicability of this technology in fostering exciting new infotainment services. The radio architecture includes an antenna, an RF tuner module, a baseband chipset and a microprocessor. All of these subsystems underwent a complete transformation in the past four years from a size perspective, capability and cost. Specifically the following phases of the radio platform are addressed: a) Phase 1: The early years; b) Phase 2: The invention of the Plug and Play ; c) Phase 3: Connect and Play ; d) Phase 4; The wearable; e) Phase 5: Infotainment convergence of audio plus data services.

Relating to yet beyond the requirements of putting controls and displays at selected and selectable locations in the station, and to associated subsystem interfaces, is the ergonomic integration of these elements with the operator, and ALL with the diverse, proximal station architecture. Basic to optimal, long-term solutions to this integration is the requirement of the felicitous accommodation of a range of crew sizes from a 5% tile Asian female to a 95% tile Caucasian male. No less important is for the workstation's layout and architecture being optimized for the “new-shape-of-man” - the “neutral body position” - in weightlessness and with the associated geometry and dynamics of this significantly altered state, its capabilities and its new facility. This paper previews the on-going status, development and details of a body-ported workstation prototype and its semi stand-alone elements.

AS23190 is a procurement specification that covers a series of plastic and metal components and devices used for the tying, positioning, and supporting cable, cable assemblies, wire, and wire bundles in electrical, electronic, and communication equipment, and in interconnection systems.

This specification covers all aspects in Electrical Wiring Interconnection Systems (EWIS) from the selection through installation of wiring and wiring devices and optical cabling and termination devices used in aerospace vehicles. Aerospace vehicles include manned and unmanned airplanes, helicopters, lighter-than-air vehicles, missiles, and external pods.

This specification covers all aspects in Electrical Wiring Interconnection Systems (EWIS) from the selection through installation of wiring and wiring devices and optical cabling and termination devices used in aerospace vehicles. Aerospace vehicles include manned and unmanned airplanes, helicopters, lighter-than-air vehicles, missiles, and external pods.

This specification covers all aspects in electrical wire interconnection systems (EWIS) from the selection through installation of wiring and wiring devices and optical cabling and termination devices used in aerospace vehicles. Aerospace vehicles include manned and unmanned airplanes, helicopters, lighter-than- air vehicles, missiles and external pods.

This specification covers all aspects from the selection through installation of wiring and wiring devices and optical cabling and termination devices used in aerospace vehicles. Aerospace vehicles include manned and unmanned airplanes, helicopters, lighter-than- air vehicles, missiles and external pods.

This specification covers all aspects from the selection through installation of wiring and wiring devices and optical cabling and termination devices used in aerospace vehicles. Aerospace vehicles include manned and unmanned airplanes, helicopters, lighter-than- air vehicles, missiles and external pods.

This specification covers all aspects in electrical wire interconnection systems (EWIS) from the selection through installation of wiring and wiring devices and optical cabling and termination devices used in aerospace vehicles. Aerospace vehicles include manned and unmanned airplanes, helicopters, lighter-than-air vehicles, missiles and external pods.

This specification covers all aspects from the selection through installation of wiring and wiring devices used in aerospace vehicles. Aerospace vehicles include airplanes, helicopters, lighter-than-air vehicles, and missiles.

This specification covers all aspects from the selection through installation of wiring and wiring devices used in aerospace vehicles. Aerospace vehicles include airplanes, helicopters, lighter-than-air vehicles, and missiles.

The aerospace industry is noticing significant shift towards More Electric Aircraft (MEA). The advancement of electrical technology the systems are being transformed towards electric compared to the conventional pneumatic or hydraulic systems. This has led to an increased demand in electrical power from 150 Kilo Watts in the conventional airplane to 1 Mega Watts in More Electric Aircraft. More electric systems, call for increased electrical wiring harness to connect various systems in the aircraft. These harnesses consist of power and data cables. Wireless communication technology is being matured for data communication, leading to reduction of wire harness for data. As of now, the length of wires in large commercial aircraft is over 100miles and it may not be surprising if the electrification of aircraft drive this too much longer.

The wireless Spread Spectrum Ground Communication (SSGC) system will contribute to the enhancement of aircraft maintenance, flight, dispatch, and cargo operations efficiency. A concept layout of the wireless SSGC system implementation in an airport environment is illustrated in Figure 1. The SSGC system will provide both text/graphics data transmission and voice communication for flight crew, maintenance, and dispatch personnel in the airport gate environment. This system will link ground information system and onboard avionics systems, and provide access by ground crew to an information database through portable graphics terminals. The objective is to integrate both airborne avionics, ground crew, and ground based resources into a seamless operating system.

This work falls in the context of aeronautical maintenance processes. The purpose is to increase the effectiveness and the efficiency of the operations carried out during the activities in the processes mentioned above, as well as the reduction of the incidence of the human error in the development of these activities, with consequent implicit increase of the safety of the aircrafts. Human error has been documented as a primary contributor to more than 70 percent of commercial airplane hull-loss accidents. While typically associated with flight operations, human error has also recently become a major concern in maintenance practices and air traffic management. We have tried to obtain an increment of the safety formalizing the information exchange process avoiding ambiguous, inaccurate or incomplete data that can indirectly encourage the deviation of the personnel from established procedures.