bluuebunny/crossref_metadata_2025_split huggingface dataset:
Hydraulic Power Generation and Distribution
Authors: Seabridge Allan 
Published: December 2010

AbstractMany of the systems of an aircraft need to translate small command signals into large demands for power to move surfaces and mechanisms. This chapter will describe the way in which hydraulic power generation and distribution systems are designed for various types of aircraft to suit different power demands. A description will be given of typical hydraulic circuits and components and the way in which the circuits are separated to preserve the integrity of the systems using the power. The impact of technology will also be described.
Gas Turbine Fuel Control Systems
Authors: Langton Roy 
Published: December 2010

Abstract
Presented is an overview of aircraft gas turbine fuel system technology covering control methods for speed governing, acceleration & deceleration limiting, compressor geometry control and thrust/power management. Examples of fuel control implementation concepts are described as they have evolved over the past 60 years to the modern FADEC (full authority digital electronic control) based control system which is the standard for most of today's aircraft gas turbine propulsion systems Fuel pumping and metering designs are described which are required to provide ancillary functions such as oil system cooling, high fuel pressure sourcing for servo actuation and manifold draining and recovery. Finally a brief description of engine performance monitoring and diagnostics is presented showing how the trend towards on‐condition maintenance is being supported by new diagnostic equipment and methods.
Integration and Complexity
Authors: Seabridge Allan 
Published: December 2010

Abstract
The modern aircraft is a tightly integrated set of subsystems in which functions may be distributed throughout the system network. This not only has led to significant advantages in performance, but also has led to a complexity of systems in which it is becoming difficult to visualize the behavior of systems under both normal and failure conditions. This has ramifications for system qualification and for fault finding especially for in‐flight failures. This chapter will describe how this situation has arisen, give some examples of complexity, and will pose some ideas on how best to deal with the situation.
Weapons Integration
Authors: Rigby Keith A. 
Published: December 2010

Abstract
One of the key differences between civilian and military aircraft is that many military aircraft have the ability to carry and release weapons. The tools required to integrate weapons on to an aircraft demand a multi‐disciplinary set of skills. This chapter outlines the various aspects of weapons integration primarily from the viewpoint of systems integration. The chapter considers a range of weapon types including simple ballistic bombs, air‐to‐air missiles, and modern “smart” weapons, and examines the preparation to employment sequence for each and identifies important considerations for integration. Weapons integration also draws on other avionics skills such as navigation, displays, human interface, etc that are covered in detail in other chapters. This chapter also discusses Stores Management System architecture, weapon interfacing standards and future systems.
Choice and Sizing of Engines for Aircraft
Authors: Jackson Anthony J.B. 
Published: December 2010

AbstractThe key issues involved in the choice of engine for aircraft projects are discussed. Although the focus is mainly on subsonic transport aircraft, a few comments are included regarding supersonic military aircraft.The most important issues affecting engine choice and sizing are the number of engines per aircraft and the aircraft mission – its range, speed, maximum operating altitude, take‐off field length, payload, and consequent all‐up weight. Aircraft, and their missions, vary greatly, from small helicopters to large long‐range airliners. Safety is paramount in all cases.Important engine characteristics include the engine thrust, the type of engine, the engine fuel consumption, and its weight, diameter, life, and initial and maintenance costs. Other factors include the operating environment, the air and power off‐takes for aircraft services, stealth, customer perception, and maintenance arrangements.Engine fuel consumption per unit of thrust is shown to be of high importance to subsonic transport aircraft design because the weight of fuel consumed is often a significant fraction of the aircraft take‐off weight. This and the engine weight affect the aircraft design and therefore its drag; this in turn affects aircraft thrust requirements and therefore engine size. Choice of turbofan design parameters such as bypass ratio, are discussed.
Basic Principles – Thrust, Drag and Induced Forces
Authors: Rickman Stephen 
Published: December 2010

AbstractIn any aircraft design it is necessary to be able to accurately predict the performance and handling of the vehicle long before the prototype reaches flight test. This also infers that the assessment of overall forces and moments must be accurate even though it will be derived from a range of sources. This section introduces force and moment accounting frameworks, explaining industry standard practices used on combat aircraft designs. It also outlines some of the special considerations that need to be made for civil transport, propeller powered, and STOVL vehicles.
Basic Principles – Gas Turbine Compatibility – Intake Aerodynamic Aspects
Authors: Bissinger Norbert C. , Breuer Thomas 
Published: December 2010

AbstractEngine/intake compatibility covers the mutual dependencies between the aircraft intake and the gas turbine. Flow physical effects in both the intake and/or the gas turbine can reduce stability margins of the propulsion system dramatically, possibly resulting in unstable performance or engine flameout. Besides exhibiting optimal performance it is of utmost importance that stable propulsion operation in the whole flight envelope of a jet aircraft is ensured. In this chapter, the sources of possible intake flow distortions will be described. The state of the art for the quantification of intake flow distortion by the use of distortion parameters is presented together with possible methods for measuring the data for the calculation of these parameters. Existing experience and current research efforts with the aim of reducing flow distortion in intakes are highlighted.
Propulsion Integration: Supersonic Transport Aircraft
Authors: Sóbester András 
Published: December 2010

AbstractThe integration of the propulsion system is one of the most important aspects of the design of a supersonic aircraft, as it has a strong influence on performance, safety, and reliability. Here we examine some of the propulsion integration issues specific to transport aircraft cruising at Mach numbers between 1 and 2.5, a performance bracket that includes Concorde, the only commercial passenger transport ever to have entered regular airline service. Most of the chapter is centered on the fundamental design decisions related to the design of the general layout of the propulsion system and to the conceptual design of the air intake system. The latter merits particular attention as the wide range of freestream velocities encountered by the intakes during a typical mission demand a robust, usually variable geometry, closely integrated with the design of the rest of the airframe. We devote a section to a more detailed analysis of Concorde's propulsion system and we also touch on some of the computational engineering aspects of modern propulsion integration design.
VSTOLIntegration
Authors: Curtis Peter 
Published: December 2010

AbstractVertical and/or short takeoff and landing (VSTOL) aircraft have a number of unique propulsion integration challenges ranging from the design of engine inlets that have to work at optimum efficiency from zero forward speed up to the maximum design speed of the aircraft; the control of the aircraft at speeds too low for aerodynamic control effectiveness; aerodynamic suckdown in powered lift flight; and, not least, the issue of controlling the propulsive jets once they hit the ground. This article gives some background to each of these issues and illustrates how designers have tackled the problems they pose in a range of different aircraft.
Surrogate‐Based Optimization
Authors: Keane Andy 
Published: December 2010

Abstract
Surrogate‐based optimization stems from the problem of trying to use numerical optimization schemes where the objective function or constraint computer codes (models) involved have very long run times. Essentially, the approach is to sample the full analysis codes for judicious combinations of design variables and then to use the resulting answers to build curve fits that can act as surrogates for the full codes during subsequent optimization processes. Provided a suitably accurate fit can be obtained, such an approach turns out to be extremely powerful and is in routine use in many aerospace design offices. It can also make use of data coming from physical experiments or even full‐scale tests. The basic process of surrogate‐based optimization is thus one of sampling the full problem, often in parallel, selecting and applying a suitable curve‐fitting process, followed by search over the resulting curve fits to find improved design points. These can then be used directly or alternatively, and by again using the full design codes, the curve fits can be iteratively improved until some convergence criterion is met. In passing, it is worth noting that surrogate models are often also referred to as meta‐models or response surface models (RSMs) – here the term surrogate is used exclusively.
Composite Laminate Optimization with Discrete Variables
Authors: Gürdal Zafer , IJsselmuiden Samuel , van Campen Julien 
Published: December 2010

Abstract
Because of the directional stiffness and strength properties of fiber reinforced layers, creating laminates with multiple layers with different orientation angles makes the design of a laminated composite material a unique optimization problem. The primary design variables of a composite laminate optimization problem are the number of layers of a given unidirectional lamina (which determines the total laminate thickness), and through‐the‐thickness distribution of the orientation angles (the stacking sequence). Both design variables are discrete in nature and require discrete optimization algorithms. Moreover, the stacking sequence design allows us to change material stiffness values in two mutually perpendicular directions as design variables, allowing the designer to “optimize the material” properties. In addition to the unique nature of the design variables, composite laminates display rather specific stiffness coupling properties that enable designers to achieve structural response characteristics that are also unique. As such, new avenues can be created for design optimization. In this chapter, after a brief review of the derivation of the mechanical response of a laminate and discussion of various stiffness coupling terms, and their relation to the stacking sequence design, the algorithmic nature of the design variables along with different types of design optimization algorithms for specific composite optimization problems will be presented. Sample laminate optimization problems that are commonly used as benchmark problems, demonstrating structural design with in‐plane stiffness matrix, bending stiffness matrix, and coupled in‐plane and bending matrix terms, are presented. More complex optimization problems, which include design optimization of multiple connected laminate regions with different stacking sequences, along with designs requiring more rigorous numerical analysis tools are discussed.
Fluid Machinery Optimization
Authors: Kim Kwang‐Yong 
Published: December 2010

AbstractCurrent trend of design optimization is introduced for turbomachinery that is a major part of fluid machinery. Turbomachines are elementary components in a variety of engineering systems including aircraft engines, gas and steam turbines, etc. Design optimization of turbomachinery became more practical due to development of optimization and performance analysis techniques as well as the high‐speed computers. Performance analysis using three‐dimensional Reynolds‐averaged Navier–Stokes analysis also became popular. However, turbulence modeling is still a key issue in the analysis. Especially, as for the design of rotor or stator blades, optimization of blade stacking line modifying sweep, lean, and skew based on the three‐dimensional analysis greatly improved the performance of the blade in the last decade. Parametric modeling of turbomachinery shapes has been performed usually based on Bezier or B‐spline curves. A variety of optimization methods, gradient‐based or statistical, have been developed. Among them, surrogate modeling approaches are being widely used in multidisciplinary design optimization of turbomachinery due to their easy implementation and affordable computing time.
Airborne Network Security and Information Assurance
Authors: Meserole Jere S. , Stephens Robert W. , Comitz Paul H. 
Published: December 2010

AbstractThe global air traffic system relies on the ability to communicate reliably. Currently air traffic controllers and pilots verbally resolve potential conflicts, and emerging data links are expected to enable pilots and flight management systems maintain accurate real‐time traffic, weather, and navigation data. Such network‐enabled operations are intended to maximize capacity, safety, and efficiency, along with agility, security, and economy. A central question is how to ensure communicated information is persistently available, correct, and secure. This chapter describe the current air traffic management infrastructure as well as anticipated upgrades to a secure network‐centric information management system that will enable air and ground entities to more efficiently communicate. Such a standardized data link is intended to improve data security, assurance, and throughput for traditional airspace operations as well as for emerging unmanned surveillance platforms.
Aircraft Safety Certification
Authors: Salvano Daniel P. 
Published: December 2010

Abstract
The first heavier‐than‐air flight occurred in December 1903 and began aviation as we know it today. For more than 20 years after the Wright brothers flight access to aviation was unencumbered by the need for licenses. There were no national standards for aircraft design, maintenance, or operation, nor standards for pilot qualifications. It was not until passage of the Air Commerce Act of 1926, which created the Aeronautic Branch within the Department of Commerce, that civil aviation was regulated. Today, in the United States the Federal Aviation Administration (FAA) has the statutory responsibility to promote aviation safety. This is done by prescribing and administering compliance with safety standards governing the design, production quality, and airworthiness of civil aeronautical products. The FAA has developed an infrastructure of procedural and technical Federal Aviation Regulations, Advisory Circulars, and Directives to support their safety certification program. The certification program includes the aviation products type design, production and quality control system, and the airworthiness of each individual aircraft. The FAA monitors the aviation product throughout its life cycle under the auspices of its continued operational safety program.
Integrated Resilient Aircraft Control
Authors: Krishnakumar Kalmanje , Nguyen Nhan , Kaneshige John 
Published: December 2010

AbstractStability, maneuverability, and safe landing in the presence of adverse conditions need an integrated approach for addressing various flight control aspects of resilient aircraft control. Adverse events include loss of control caused by environmental factors, actuator and sensor faults or failures, and expand toward more complicated damage conditions. In this chapter, the application focus of the technologies presented is for current and next generation subsonic civil transports. However, a majority of the challenges addressed by these technologies are general in nature, and therefore, the solutions will apply to a large class of aviation vehicles. The chapter first defines the flight control architecture that integrates various aspects of flight and propulsion control and a discussion on the technical challenges associated with resilient aircraft control are presented. The flight control technologies specifically addressed for resiliency include inner‐loop adaptive control, integrated flight and propulsion control, and outer‐loop intelligent guidance and planning.
Separation Assurance in High‐Density Airspace
Authors: Hoffman Jonathan , DeVivo Richard , Mayo John J. 
Published: December 2010

Abstract
Separation assurance is the service provided by air traffic control that keeps aircraft apart from one another, from obstacles on the ground, and from airspace where they must not fly. High‐density airspace, where the number of aircraft is high enough that active effort is required to maintain safe separations, provides the greatest challenge to those responsible for separation assurance. This chapter describes the problem of maintaining air traffic safety, shows the role of separation assurance within it, and enumerates the possible dimensions of separation. The utility of the various kinds of separation, the limitations on the use of each, and the implications of each on system efficiency are described. The chapter concludes with a description of how upcoming changes to the technology of air traffic control are likely to affect the job of separation assurance.
Space Shuttle System and Flight Mechanics
Authors: Walter Ulrich 
Published: December 2010

Abstract
This article is intended to give a technical overview of the Space Shuttle system with its three main elements orbiter vehicle, solid rocket boosters and external tank; its ascent phases and profiles; and about the reentry phases of the Shuttle orbiter. It will not deal with Shuttle orbital flight, Shuttle missions or operations. The focus will be on the main elements of the orbiter vehicle: its structure, propulsion systems, thermal protection system, avionic and communication system. Since the Challenger catastrophe many improvements have been made on the Shuttle system, which is summarized in a dedicated section.
For the Shuttle ascent, first the ascent principles are presented, followed by the flight description of the ascent phases (thrust phase and coasting phase). Also, a more detailed description of the possible abort types (intact abort versus contingency abort) and abort modes (RTLS, TAL, AOA, ATO) are given. Thereafter, the equilibrium gliding as the basic principle behind reentry is discussed. It is described how, after the deorbit burn, the equilibrium glide is established during the blackout phase and the final aerodynamic flight phase until landing. Finally, the lessons learned section summarizes the experience from the Shuttle system for future space transportation systems.
Radiative Forcing and Climate Change
Authors: Shine Keith P. 
Published: December 2010

Abstract

Aviation causes climate change as a result of its emissions of CO
2
, oxides of nitrogen, aerosols, and water vapor. A simple method of quantifying the climate impact of past emissions is radiative forcing. The radiative forcing due to changes in CO
2
is best characterized, but there are formidable difficulties in estimating the non‐CO
2
forcings – this is particularly the case for possible aviation‐induced changes in cloudiness (AIC). A recent assessment gave best estimates of the 2005 total radiative forcing due to aviation as 55 m Wm
−2
without the effect of AIC and 78 mW m
−2
with AIC. The aviation CO
2
radiative forcing represents about 1.6% of the total CO
2
forcing from all human activities. It is estimated that, including the non‐CO
2
effects, aviation contributes between 1.3 and 14% of the total radiative forcing due to all human activities. Alternative methods for comparing the future impact of present‐day aviation emissions are presented – the perception of the relative importance of the non‐CO
2
emissions, relative to CO
2
, depends considerably on the chosen method and the parameters chosen within those methods.
Aviation and Global Atmosphere in the 21st Century: Possible Mitigations
Authors: Dessens Olivier 
Published: December 2010

AbstractIn the twenty‐first century a gap is growing between the growth rate of petroleum production and demand. With recent advances in climate change science and atmospheric chemistry, the environmental needs will need to be addressed by the aircraft industry. Alternative fuels such as bio‐derived fuels and synthetic fuels are considered in this study for their potential to replace or supplement conventional jet fuels. Synthetic fuel made from coal, natural gas, or other hydrocarbon feedstock and biofuel shows significant promise as a fuel that could be easily integrated into present and future aircraft with little or no modification to current aircraft designs. Hydrogen fuel has much potential but presently appears to be better suited for use in ground transportation as it presents the airplane designers with safety, logistical, and performance challenges. New types of aircraft, such as supersonic and blended wing body, are also envisaged. Blended wings body shows a reduction in fuel consumption that will reduce its impact on the climate while all supersonic configurations prove to be more damaging than their subsonic counterparts. Studies have shown that regulation, by including aviation in carbon pricing scheme, seems to have few direct effects on aviation emissions as it is predicted the airline industry would be able to by rights to emit from other sectors within the scheme.
Flight Control for Guided Weapons
Authors: Silson Peter M.G. , Stacey Barry A. 
Published: December 2010

Abstract
Guided weapons are increasingly being used on a modern battlefield to engage targets more accurately, at longer ranges, and with greater hit probability. Prosecution of agile and evasive targets operating over an increasing flight envelope requires high performance from the missiles, which in turn leads to increasing demands on the design of the onboard control system (commonly called the missile autopilot). This chapter gives an introduction to the broad subject of the flight control of guided missiles. It covers the need for flight control, missile control strategies and methods, the concept and role of the missile autopilots, mathematical modeling of missile airframe dynamics, and the design of closed loop autopilots. Although short, it introduces the reader to many practical aspects of design of missile autopilots and directs him toward more detailed references should he wish to study the subject in more depth.