bluuebunny/crossref_metadata_2025_split huggingface dataset:
Sonic Boom
Authors: Sparrow Victor W. 
Published: December 2010

AbstractSupersonic flight is always accompanied by shock waves that may be heard as a sonic boom. This chapter provides a brief overview of sonic booms, including their generation, propagation, and resultant noise at ground level. For current and past supersonic aircraft the loudness of the sonic boom has led to stringent restrictions on civil overland supersonic flight. Recent research in aerospace engineering and related areas has opened the possibility for supersonic flight with sonic booms of a reduced loudness that may be acceptable to the public. This chapter will also provide a summary of the existing challenges for developing acceptable low‐boom aircraft designs and recent successful attempts toward boom minimization.
Chemistry of the Atmosphere and Impacts from Global Aviation
Authors: Köhler Marcus O. 
Published: December 2010

Abstract
A variety of chemical processes take place between the chemical trace constituents contained in air. These processes form an important part of the natural global biogeochemical cycles. Anthropogenic emissions of chemically active pollutants can interfere in the natural chemical processes and result in impacts on the climate system or lead to the accumulation of substances hazardous to ecosystems. This chapter outlines the most important chemical processes taking place in the atmosphere with a view to the global scale and to an extent as they are of relevance to chemical interference caused by aircraft engine emissions. The effects caused by emissions of nitrogen oxides, sulfur compounds, and water vapor from subsonic aviation are discussed and placed in context with global atmospheric chemistry.
Aviation Emissions
Authors: Owen Bethan , Lee David S. 
Published: December 2010

Abstract

Aviation exerts effects on climate change through CO
2
emissions and its non‐CO
2
emissions and effects. The most up to date aviation kerosene sales from International Energy Agency data were 241.3 Tg in 2007, that is, 761 Tg of CO
2
. The latest global CO
2
emissions data from the US Carbon Dioxide Information Center for all sources (fossil fuel, cement manufacturing, and gas flaring) indicate emissions of 30 177 Tg CO
2
in 2006, such that aviation represented 2.5% of these emissions in 2006. Long‐term average global air traffic in revenue passenger kilometres (RPK) and its CO
2
emissions have steadily increased since 1970 to 2007 at 6.25% and 2.74% per year. The current global economic crises affected aviation in the second half of 2008 such that traffic only increased by 1.3% from 2007 to 2008 (contrasting with 7.3% RPK from 2006 to 2007). Recently developed aviation emissions scenarios to 2050 imply increase over 2000 emission rates by factors ranging between 2 and 3.6.
Space Debris Impact Protection
Authors: Stokes Hedley 
Published: December 2010

AbstractProtection against impacts from space debris and meteoroids is now routine in the design of manned spacecraft, and is becoming increasingly so for unmanned spacecraft. Commonly considered solutions for improving protection include: the addition of multibumper shields; the modification of sandwich panels; the enhancement of multilayer insulation; and the use of toughened/laminated glass. A brief summary of each of these concepts is provided. Layers of high‐strength, lightweight materials, such as Nextel™ and Kevlar™, are observed to be particularly effective forms of shielding. The ability of a spacecraft wall or shield to prevent debris penetration is usually characterized by a ballistic limit equation. A parametric form of the equation is given for both a single wall and a multiple wall. Such equations are an important element of an impact risk analysis, providing a means to determine the probability of no failure of a spacecraft. This measure of risk enables a designer to quantify the adequacy of a given protection strategy for a spacecraft. The risk analysis computation is explained and a risk assessment procedure is given. Finally, some general guidelines for enhancing spacecraft debris protection are listed.
Composite Aerospace Manufacturing Processes
Authors: Bersee Harald E.N. 
Published: December 2010

Abstract
The development of glass fibers, in the beginning of the 1950s, and boron fibers, in the beginning of the 1960s, and new resins like epoxy and polyester gave a lot of impulses to the research of composite materials in aircraft structures. The development of high modulus carbon fibers has ultimately resulted in the increased composite usage of up to 50% in the new wide bodies of Airbus and Boeing. The driving force in using composite materials in aircraft structures is the potential of considerable weight savings. These weight savings are possible because of the high specific strength and stiffness of composite materials. The major drawback of composites is their higher manufacturing and material costs compared with metallic structures. Consequently, much of the research on composites is focused on the development of affordable composite materials and manufacturing techniques, which don't require an expensive autoclave. Another focus is on the development of manufacturing techniques, which can be automated as much as possible, for example, automatic tape laying, robotic fiber placement, resin transfer molding and rubber forming. An overview is given of the different types of fibers, resins, fiber arrangements, and manufacturing techniques as being used in the aerospace Industry.
Automated Aerospace Manufacture and Assembly
Authors: Webb Phil 
Published: December 2010

AbstractThe application of significant levels of automation within aerospace manufacturing is a hot topic and is likely to have a significant impact on the industry in the future. However there are still significant risks and unique problems associated with its implementation and there have been many previous applications which have not lived up to expectations. This chapter looks at some of the drivers and barriers involved in the application of automation as well as looking at the principle types of system and the applications in which they have been used. Whilst there is much excellent research in progress the chapter is biased towards actual production systems as these are more representative of the proven state of the art.
Lean Supply Chain Management in Aerospace
Authors: Beelaerts van Blokland Wouter W.A. , Santema S.C. , Curran R. 
Published: December 2010

Abstract
A recent trend in aerospace is that aircraft original equipment manufacturers (OEMs) such as Boeing, Airbus, Embraer, Eurocopter and for instance Dassault, are developing from a “production” orientated company towards “integrators of value.” Suppliers were already involved mainly with “built to print” activities, leaving most of the risk with the OEM. Today, the suppliers are involved with the co‐development of entire functions of the aircraft such as wings, fuselage, and stabilizers, which causes the production value to shift from the aerospace OEM towards the supply chain (SC) and network. The co‐development includes the investment in development for the specific aircraft function(s) by the suppliers. The aerospace OEM is in fact leveraging value on suppliers; this is what we call “value‐leverage.” The rational behind this value‐leverage approach is the reduction of supply complexity, which destines from lean manufacturing theories adopted from the automotive industry.
Examples of Boeing B787 and Eurocopter show the approach of value‐leverage on the suppliers. The 3C value‐leverage model is found as an applicable method to measure value‐leverage effects in a network, from which suppliers are most important value drivers. Aerospace OEM companies are challenged to leverage value smart on the supply chain and network to make value to flow.
Lean Product Introduction
Authors: Roy Rajat , James‐Moore Mike 
Published: December 2010

AbstractThis chapter discusses the challenges faced by the aerospace industry and the feasibility of applying lean principles, complexity management, and design for manufacture in the sector. It draws on work carried out as part of the UK Lean Aerospace Initiative Research Program, which ran in parallel to a similar US program based at MIT, and research at Warwick Manufacturing Group (WMG) for the premium automotive industry. It considers the new product introduction process, lean engineering metrics, and design for manufacture across an enterprise and suggests some approaches which can help in meeting the challenges. The chapter also considers the role of manufacturing in the aerospace industry and whether it is given sufficient importance. It concludes that the application of lean principles in business areas outside the traditional production processes, as well as design for manufacture and complexity management, can have very significant benefits but that much still need to be learnt regarding their effective application. It also concludes that a more dominant role for manufacturing should be considered at the design stage, and that the process of transfer from design to manufacture is immature in the sector.
Civil Transport Aircraft
Authors: Torenbeek Egbert , La Rocca Gianfranco 
Published: December 2010

AbstractThe chapter presents an overview of jet airliner evolution after the Second World War. It illustrates that modern airliner general arrangement is based on early concepts, namely the Boeing B‐47 bomber and the B‐707 airliner of the 1950s. The most significant economical and environmental improvements were achieved in gas turbine engine technology, culminating in the modern very efficient and reliable high‐bypass ratio turbofan. A concise geometrical description of the aircraft's main components is followed by a brief description of major technological breakthroughs over the past decades. Subjects treated are flight control, avionics, structural design, and materials. The continuously improving energy efficiency is illustrated by a data collection showing that the seat‐km per liter of gas turbine fuel produced by modern jet airliners exceeds the performance of mid‐sized cars, even though their cruising speed is an order of magnitude higher.
Military Airplanes
Authors: Tsach Shlomo , Tatievsky Alex , Kleiman Dan , London Lior 
Published: December 2010

Abstract
This chapter presents an overview and historical review of military aircraft. A military aircraft is defined as an aircraft that executes military missions. This is a wide definition and includes various airborne platforms. The main three platforms are fighters, bombers, and transports aircraft.
The potential of aircraft for military use was understood even prior to the first flight of a heavier‐than‐air airborne vehicle. In its development history throughout the last century, major military aviation developments were spurred by wars. World War I presented to the world the first massive use of military aviation as a combat and reconnaissance military branch. The Second World War already presented a developed concept of military aviation, including heavy use of fighter, bomber, and transport aircraft in military campaigns. As a result of these developments, major progress in the aeronautical fields has occurred. New jet propulsion, new avionics, and new materials have appeared and thousands of flight hours contributed to further understanding and development of military and civil aviation.
During the second half of the twentieth century, leading countries invested in developing new designs.
The most impressive progress was the jet fighter – new aeronautical innovations, achieved by technological advances in aerodynamics, propulsion, and avionics.
Rotary Wing Vehicles
Authors: Pavel Marilena D. , van Holten Theo 
Published: December 2010

AbstractRotary wing vehicles or rotorcraft may be defined as flying vehicles, which derive their lift from rotating wings. Within this class, helicopters are probably the most representatives for their characteristics. The present chapter gives a survey mainly on helicopter characteristics presenting their components and the principles of controlling. The chapter underlines the difficulties of vertical flight and the solutions developed to successfully achieve missions otherwise impossible to perform with fixed wing aircraft.
Conceptual Airplane Design Systems
Authors: Anemaat Willem A. J. 
Published: December 2010

AbstractA historic overview is given of commercial and academic airplane design systems. The most common airplane design systems used nowadays are DARcorporation Advanced Aircraft Analysis, DaVinci Technologies AirplanePDQ, OAD aircraft design software (ADS), Raymer RDS, and Pacelab APD.Aircraft conceptual and preliminary design systems are developed for the following benefits:reduced design time, as computer‐aided design methods can reduce design and development time, and replace tedious hand calculations;better product through improved design: more alternative designs can be evaluated in the same time span, which can lead to improved quality;reduced design cost: less training and less calculation errors leads to substantial savings in design time and related cost; andimproved efficiency: the design engineer can avoid technically correct but irrelevant calculations on incomplete or out‐of‐sync information, particularly if the process enables robust geometry earlier.A description of knowledge‐based design systems is given. Although numerous advancements in knowledge‐based design have been achieved, development of such integrated knowledge‐based conceptual and preliminary airplane design systems is still in its infancy.
Integrated Design Optimization
Authors: Soban Danielle , Price Mark 
Published: December 2010

AbstractIn the creation of engineering products and systems there is always a desire to make the finished article as good as it can be. The optimum solution is the goal. Moreover, it is the nature of innovation to seek continual improvement in everything. Engineers in particular attempt to optimize using mathematical tools to ensure that systems meet the many conflicting demands of their users. The complexity of modern engineering systems, such as aircraft, means that such optimization is a challenging task. Aircraft are designed to meet many competing requirements and the final vehicle design is always a compromise between the physics and economics of many disciplines. The design process itself is also complex, being hierarchical and iterative, as it attempts to facilitate so many disciplines. Aircraft design is a prime example of a multi‐objective, multi‐disciplinary problem which needs the most advanced tools and capabilities to achieve any solution. This chapter introduces some of the latest design approaches for aircraft which use optimization methods. These are necessarily adaptations of the mathematical methods and multi‐disciplinary design optimization (MDO) approaches (see Formulating Design Problems as Optimization Problems) but used in a manner suited to the integrated design environment appropriate for aircraft. These methods permit good solutions to be found, and even better can provide guidance for the designer on robust solutions, which not only achieve good performance at the target design point, but remains good when the environment and parameters change to less favorable values. Such robust designs can reduce risk and result in stable reliable products.
Micro Air Vehicle‐Motivated Aerodynamics
Authors: Liu Hao , Shyy Wei 
Published: December 2010

AbstractMAVs (micro air vehicles) with a maximal dimension of 15 cm and nominal flight speeds around 10 m/s, operate in a Reynolds number regime of 105or lower, in which most natural flyers including insects, bats, and birds fly. Furthermore, due to their light weight and low flight speed, the MAVs' flight characteristics are substantially affected by environmental factors such as wind gust. In this chapter, we highlight the aerodynamics associated with biological flyers and MAVs, including fixed, rotary, and flapping wings. Topics covered include scaling‐law‐based analyses of flight characteristics, flapping kinematics, and power requirements, aerodynamic modeling of biological flight, Reynolds number effects, unsteady flapping‐wing aerodynamics, and implications on MAV design.
Biomimetic Optic Flow Sensors and Autopilots forMAVGuidance
Authors: Franceschini Nicolas , Ruffier Franck , Serres Julien 
Published: December 2010

AbstractHere we presentexplicit control schemesthat explain how insects may navigate on the sole basis of optic flow (OF) cues,without requiring any distance or speed measurements:how they take off and land, follow the terrain, respond suitably to headwind, avoid lateral obstacles, and control their forward speed automatically. The concept of theoptic flow regulator, a feedback control system based on OF sensors, is presented. A fewOF regulatorssuffice to account for the various insect flight patterns observed. These control schemes were tested in simulation and implemented onboard two types of robots, a micro‐helicopter and a hovercraft, the behavior of which was compared with that of insects placed in similar environments. These robots were equipped with electro‐optic OF sensors inspired by the results of our microelectrode studies on motion sensitive neurons in the houseflies' eyes. The simple control schemes described here do without any conventional avionic devices such as radio‐ or laser‐altimeters, variometers, radars, sonars, GPS, and so on. They show great potential for simplifying the design of air and space vehicles, particularly for confering some autonomy upon Micro Aerial Vehicles and Micro Space Vehicles, with interesting prospects in weight reduction and low consumption.
Spacecraft Technologies and Environments: An Introduction
Authors: Zurbuchen Thomas 
Published: December 2010

Abstract
Space systems are affecting our lives profoundly and in a variety of ways. In approximately 50 years, space technology has evolved from its pioneering and initial demonstration period, toward a set of tools and a presence in most of our lives. This chapter provides a brief outline of the evolutionary path of space technology, its drivers and challenges, its current status, and also modern applications currently on the horizon. This chapter argues that the evolutionary trajectory of space systems is at an historic inflection point moving toward new paradigms of space exploration and entrepreneurship that can be game‐changing for the industry overall.
Low Cost Spacecraft
Authors: Fleeter Rick 
Published: December 2010

Abstract
An overview of small and simple space systems is presented. They have constituted the fastest evolving and growing segment of space activity since the late 1980s because of their much lower cost and shorter development time, compared to their conventional, large, and complex counterparts. Low‐cost spacecraft are capable of applications though more limited in traditional performance metrics, and also not possible or practical with conventional architectures. We discuss the overall motivation for the growth of low‐cost spacecraft, as well as guidelines and practices for development and use of smaller, lower cost systems. Finally, we discuss a few specific systems developed for a range of missions that exemplify these rules.
Launch Vehicle Design
Authors: French James R. 
Published: December 2010

Abstract
This chapter discusses launch vehicles in general terms, including their general characteristics. Equations are presented which are helpful in estimating theoretical performance requirements along with losses and other factors used to derive preliminary performance requirements of the vehicle itself. Major subsystems required in a launch vehicle are discussed, as are configuration issues. Performance and other characteristics of various propellant combinations are presented as an aid to the selection process.
Physiology of the Flight Environment
Authors: Gradwell David P. 
Published: December 2010

Abstract
Engineering developments allow mankind to explore the flight environment. However, the physical nature of the atmosphere and the mode of operation of aircraft can impose significant challenges to human physiology.
On ascent the increasingly rarefied atmosphere can deprive the aviator of an adequate supply of oxygen. They therefore can develop hypoxia, which is both insidious and hazardous, with a significant risk of death. The time required to cause injury or worse varies from many minutes to a few seconds, depending on the altitude concerned. Airborne life‐support systems must provide adequate protection to all on board an aircraft, for routine and emergency purposes. The systems themselves must be compatible with human physiological requirements and safe to operate.
In addition to the drop in atmospheric pressure on ascent the ambient temperature can fall to damaging levels and therefore cabin conditioning systems must ensure that the internal thermal environment and the cabin pressure are appropriate.

Aircrew flying high‐performance aircraft may be exposed to increased levels of acceleration, especially radial acceleration and high
G
imposes physiological challenges for which a range of counter‐measures including anti‐
G
trousers and now positive pressure breathing for
G
have been developed.
G
‐induced loss of consciousness (
G
‐loc) remains a hazard of high‐performance flight.

Vision, hearing, and balance are special senses that may be affected by flight and measures to support these and address some of the issues noted above may require engineering solutions. Aircraft designers need to be aware of the physiological aspects of flight and consider their particular requirements throughout the design of an aircraft.
Electrical Power Generation & Distribution
Authors: Moir Ian 
Published: December 2010

AbstractThe systems of an aircraft contain many items of equipment that need electrical power in some form. This chapter describes the way in which electrical power generation and distribution systems are designed for various types of aircraft to suit differing power demands. A description is given of typical electrical circuits and components and the way in which circuits are separated to preserve the integrity of systems using the power. Modern methods of generating AC and DC supply at varying voltages are described, as well as mechanisms for sensing overload and providing circuit protection. This chapter is an abbreviated version of Potential Flows of Moir and Seabridge, which contains considerably more detail.
Aircraft Emergency Systems
Authors: Giguère D'Arcy 
Published: December 2010

AbstractAircraft emergencies need to be handled in a very specific and very rapid manner. The main principle of an emergency system involves two stages: informing the operator and performing a mitigating action. First of all for these stages, various types of warning systems have been designed to facilitate immediate notification of the emergency, including location and severity. In some cases, the mitigating actions are carried out automatically by built‐in subsystems. In others, pilots must perform actions based on a checklist or previous training routines.One of the most severe types of emergencies is fire. Several types of systems are generally integrated in a single aircraft, to enable the most efficient detection and control possible. Emergency oxygen must be considered for aircraft operating in certain conditions, and the various forms of storing and delivering oxygen are described in this chapter. Following a short discussion on military emergency power, a section on passenger and crew evacuation details the methods and procedures followed in various types of aircraft to ensure that humans can exit a troubled aircraft as safely as possible.