Series Aircraft Research Articles

BOEING 787 Model Daha Elektrikli Uçak Sistem Yenilikleri ve Araştırılan Sorunları

In recent years, MEA technology has brought about developments in the field of power electronics, fault-tolerant architecture, electro-hydrostatic actuators, flight control systems, high-density electric motors, power generation and conversion systems. Non-propulsive systems in traditional aircraft systems, ıt is powered by a combination of different secondary power sources such as hydraulic, pneumatic, mechanical and electrical while the more electric aircraft (MEA) concept ensures the use of optimum electrical power for all non-propellant systems. 
 The goal of future aircraft technology is to replace the majority of non-electrical power-using systems, such as environmental control and engine starting, with electrical systems to improve various aircraft characteristics such as efficiency, emissions, reliability and maintenance costs. B787 series aircraft, the first civil aircraft with more electric aircraft features of modern times, ıt features composite fuselage and wing profiles, fly-by-wire flight controls, advanced cockpit and General Electric or Rolls-Royce engines. Different from previous designs, Boeing has minimized the use of air from the engines in the B787 technology and makes extensive use of electrically powered systems instead of traditional pneumatically powered systems. B787 new generation passenger aircraft, ıt is anticipated that significant improvements such as aircraft weight, fuel consumption, total life cycle costs, carbon neutrality, ease of maintenance and aircraft reliability will reduce the effects of adverse environmental conditions.
 In this study, the system innovations of the B787 aircraft model, which is a more electric aircraft concept and introduces different testing and working methods throughout the design process, and the problems caused by the new systems were investigated.

Aircraft Bleed Air System Fault Prediction based on Encoder-Decoder with Attention Mechanism

The engine bleed air system (BAS) is one of the important systems for civil aircraft, and fault prediction of BAS is necessary to improve aircraft safety and the operator's profit. A dual-stage two-phase attention-based encoder-decoder (DSTP-ED) prediction model is proposed for BAS normal state estimation. Unlike traditional ED networks, the DSTP-ED combines spatial and temporal attention to better capture the spatiotemporal relationships to achieve higher prediction accuracy. Five data-driven algorithms, autoregressive integrated moving average (ARIMA), support vector regression (SVR), long short-term memory (LSTM), ED, and DSTP-ED, are applied to build prediction models for BAS. The comparison experiments show that the DSTP-ED model outperforms the other four data-driven models. An exponentially weighted moving average (EWMA) control chart is used as the evaluation criterion for the BAS failure warning. An empirical study based on Quick Access Recorder (QAR) data from Airbus A320 series aircraft demonstrates that the proposed method can effectively predict failures.

The Learning Achievement of Airline Business Students on the Virtual Experience during the Pre-flight Emergency Equipment Check Procedures on the Airbus A320 Series Aircraft

The emergence of disruptive technology in mid-1999 caused the industrial revolution, which leverages the benefits of the industry’s products and elaborates new ideas for service sectors to a new level. The recent virtual technology brings opportunities to higher education along with these digital adaptations. However, there is a need for experimental research exploring the educational influence of using immersive virtual reality in aviation safety subjects. This quasi-experimental aimed to 1) address the Airline Business students’ learning achievement after using virtual reality technology due to retaining knowledge influenced by virtual experience. 2) study the capability of immersive technology based on the Airbus A320 series aircraft’s virtual environment that establishes the Airline Business students’ learning development in three areas: cognitive domain, psychomotor domain, and affective domain. Two groups of 30 participants were recruited based on a simple random sampling from a total number of 75 third-year Airline Business students in the experimental and control groups. The parametric statistics were conducted on a hypothesis testing by comparing two measurements from the experimental and control groups. The results revealed that the test scores of the experimental group obtained significantly better academic achievement in terms of the knowledge needed to perform tasks than the control group. Besides, the behavioral learning and emotional intelligence required to complete performance-related tasks were noticed in the experimental group. In addition, the effectiveness index (EI) was computed to affirm that the innovative learning tool can be an integral part of the future physical classroom. It indicated that students effectively learn in the aviation safety context via practicing through virtual reality. The virtual experience positively helps motivate and engage students in an aviation safety study. It also profoundly enhances the Airline Business students’ competency, including knowledge, skills, and attitudes needed to perform their future responsibilities as flight attendants.

Heat is a Cause of the Global Climate Warming

Experimental-statistical equations are proposed for calculating the results of fossil fuel combustion. The calculation is illustrated by the example of fuel combustion by engines of a Boeing series aircraft. The main supplier of energy to the ecological system of Planet Earth is the Sun. The atmosphere of Planet Earth retains about 50% of the thermal (infrared) radiation of the Sun. This casts doubt on the role of CO2, whose concentration in the Earth's atmosphere is about 0.05%, in Global Climate Warming. Knowing how much fuel humanity produces per year, it is possible to calculate the amount of thermal energy produced per year. If in 2000 humanity produced 412*106 TJ of thermal energy, then the Sun supplied 38286*106 TJ of thermal energy to the Earth in 365 hours a year. It is expedient to reduce Global Warming by 1.5 - 2.0 degrees by installing a "Solar Umbrella" in the stratosphere - a filter for infrared (thermal) radiation from the Sun.

Determination of fuel consumption and pollutant emissions with the real-time engine running data of aircrafts in the taxi-out period

PurposeThe purpose of this paper is to calculate the fuel consumption and emissions of carbon monoxide (CO), nitrogen oxide (NOx) and hydrocarbons (HC) in the taxi-out period of aircraft at the International Diyarbakir Airport in 2018 and 2019.Design/methodology/approachCalculations were performed by determining the engine operating times in the taxi-out period with the flight data obtained from the airport authority. In the analyses, aircraft series and aircraft engine types were determined, and the Engine Exhaust Emission Databank of the International Civil Aviation Authority (ICAO) were used for the calculation.FindingsTotal fuel consumption in the taxi-out period in 2018 and 2019 was calculated as 525.64 and 463.69 tons, respectively. In 2018, HC, CO and NOx emissions caused by fuel consumption were found to be 1,109, 10,668 and 2,339 kg, respectively. In 2019, the total HC, CO and NOx emissions released to the atmosphere during the taxi-out phase are 966, 9,391 and 2,126 kg, respectively. B737 Series aircraft have the largest share in total fuel consumption and pollutant emissions.Practical implicationsThis study explains the importance of determining fuel consumption and pollutant emissions by considering engine operating times in the taxi-out period. The study provides aviation authorities with scientific methods to follow in calculating fuel consumption and emissions from aircraft operations.Originality/valueThe originality of this study is the calculation of fuel consumption and pollutant emissions by determining real-time engine running times in the taxi-out period. In addition, calculations were made with real engine operating times determined in the taxi-out period using real flight data.

Determining of Aircraft Engine Greenhouse Gas (CO2, CH4 and N2O) Emissions from the Landing and Take-Off Operations Around the Airport Area

Recently, environmental concerns arising from aviation activities have increased, and studies on the environmental aspect of aircraft operations within the concept of sustainable and cleaner aviation have become one of the important research topics. In this study, the Greenhouse Gas (GHG) Emissions, namely CO2, CH4 and N2O pollutants emitted to the environment during the landing and take-off operations in the International Eskisehir Hasan Polatkan Airport (LTBY) of aircraft engines were analyzed with the help of predictive approaches. Additionally, the average jet-fuel consumptions of these aircraft were determined. Calculations were performed in point of the method of the Intergovernmental Panel on Climate Change (IPCC) and performed with the Tier-2 predictive approach. According to results, it has been obtained that the Airbus 321 (A-321) series aircraft has the highest pollution with a value of 762495 kg/ year of GHG. Furthermore, it has been observed that approximately 1127 tons/year of CO2, 48.14 kg/year of CH4 and 39.77 kg/year of N2O were released into the environment. On the other hand, the total value of jet-fuel consumption during the landing and take-off operations of these aircraft is calculated to be an average of 357 tons/year. On the other hand, it has been determined that the Boeing B767-300 series aircraft (B763) is the most inefficient type of aircraft depending on the fuel consumption by performing a correlation between the parameters of average Jet-fuel consumption and total Landing and Take-off count.

Hybrid Human Error Assessment Approach for Critical Aircraft Maintenance Practice in the Training Aircraft

ABSTRACT Objective In this study, a hybrid human error assessment (HHEA) approach is proposed to determine the probability of aircraft maintenance technician (AMT) error occurring during aircraft repair. Background The human error assessment and reduction technique (HEART) is the first-generation empirical human reliability analysis (HRA) approach. Although this technique is used in several industries, AMTs’ errors have not been assessed with HEART and interactions of error-producing conditions (EPCs) have not been considered in calculating the probability of AMTs’ errors. Method HHEA is proposed to reduce the subjectivity of experts’ judgments by calculating assessed proportion of affect of each EPC on human error probability (HEP) integrating HEART and the analytic network process (ANP) method. The proposed model has been applied in the maintenance of the elevator, which is one of the most important primary control surfaces for the Cessna 172 Series aircraft type. Results The HEP values of 3 subtasks are found to be higher than the average HEP value. These subtasks have the highest probability of human error due to time pressure, poor environmental conditions, and being a repetitive task. Conclusion This study could guide other aircraft maintenance organizations using this integration of human reliability assessment approach for critical maintenance practices to enhance flight safety and minimize human error.

Estimating runway veer-off risk using a Bayesian network with flight data

Risk assessments in airline operations are mostly qualitative, despite abundant data from programmes such as flight data monitoring (FDM) and flight operations quality assurance (FOQA). In this paper, features relating to runway excursion causal factors are extracted from flight data from over 310,448 flights from Airbus A320 series aircraft flown on a European network. The data is combined with meteorological data to provide additional features.Bayesian networks are then learnt from the feature set, and two network learning algorithms are compared, Bayesian Search and Greedy Thick Thinning (GTT). Cross-validation of the resulting networks shows both algorithms produce similarly performing networks, and a subjective analysis concludes that the GTT algorithm is marginally preferred.The resulting networks produce relative probabilities, which airlines can use to quantitatively assess runway veer-off risk under different scenarios, such as different meteorological conditions and unstable approaches.This paper's main finding is that by utilising existing data sources, such as FDM and weather databases, airlines can create and use Bayesian networks alongside their existing qualitative risk assessment methods to provide quantitative risk assessment and understand the effect of different conditions on those risks. This is not possible with current methods in use by airlines.The method described can be extended to other operational safety risks, such as runway overrun.

Design of a Troubleshooting Digital Test Bench for the Beechcraft King C-90, 200, B200, 300 and 350 Aircraft GCU

Context: The Colombian Army’s First Aircraft Maintenance Battalion must periodically test the performance of Generator Control Unit (GCU) on its Beechcraft King Air aircraft, which compels the operator to assume uncomfortable and non-ergonomic physical positions. This article proposes the use of a portable digital troubleshooting test bench for these units that facilitates the taking of measurements, the interpretation of the acquired information, and the technical reports. Method: The Integrate, Innovation, Process model (IIP) for the development of aviation technology innovation projects was used to design the test bench. Then, its functional modules were defined, and voltage and impedance measurement devices, an internal report storage system, and the user interface were included. Tests were conducted together with technical operators on the available Beechcraft King C-90, 200, B 200, 300, and 350 series aircraft. Finally, a technical report was elaborated to validate the test bench results. Results: The number of operators required to carry out the tests was reduced from four to one. The digital test bench only requires the connection of measurement harnesses by the operator, so it allows an improvement in ergonomics for the personnel. Using the bench, the review and evaluation time of the GCU was reduced from 120 minutes to 26 minutes, which implies an 86,66% decrease in fuel consumption. Conclusions: By using the digital troubleshooting test bench, the number of operators needed and the checkup and assessment times of the GCU were reduced, which means a decrease in fuel expenses. Its ease of transportation allows aircraft to be checked outside the Maintenance Battalion hangars, but the implementation of a USB port to store the reports should be considered. Acknowledgments: We would like to thank the First Aircraft Maintenance Battalion of the Colombian National Army and the Aviation School for their contribution to the development of the prototype. This project was funded by the National Army of Colombia, Science of Science and Technology, under internal code No. 118315.

Research and test of electrochemical corrosion in NC machining of 7 series aluminum alloy aircraft structure parts

In order to avoid the corrosion of 7 series aircraft aluminum alloy structural parts in the process of NC machining. For GB6144 and JB7453, in the process of 7 series alloy aluminum aircraft structural parts NC machining, the evaluation of the anti-corrosion performance of the water-based cutting fluid used in the evaluation of the material pertinence is not strong, the time length index is insufficient, and the galvanic corrosion performance is lack. Based on the analysis of the mechanism of corrosion by combining the processing conditions and processing environment of 7 series alloy aluminum aircraft structural parts, a semi immersion corrosion test was designed to compare the electrochemical corrosion resistance of four water-based synthetic cutting fluids. The test can evaluate and compare the anti-corrosion performance of different cutting fluids for 7 series alloy aluminum aircraft structure, and provide guidance for the optimization and management of 7 series alloy aluminum aircraft structure.

A New Hybrid Fault Prognosis Method for MFS Systems Based on Distributed Neural Networks and Recursive Bayesian Algorithm

This article introduces a new hybrid prognosis method to predict a remaining useful lifetime (RUL) of multi-functional spoiler (MFS) systems. The MFS is vital to the healthy operation of aircraft spoiler control systems, and any fault or failure in these systems could compromise the safe operation of the aircraft. The proposed prognosis methodology is a hybrid framework composed of a failure parameter estimation unit and an RUL unit. The failure parameter estimation unit observes the failure parameters using distributed neural networks via available measurements of the MFS system. Simultaneously, the remaining useful life is anticipated by the RUL unit employing the estimated failure parameter with a recursive Bayesian algorithm. Moreover, a relative accuracy (RA) measure is invoked to validate the effectiveness of the proposed method. Simulink model of the MFS system is verified by experimental data of the LJ200 series aircraft under fight condition. Furthermore, simulation test results indicate a high accuracy of the distributed structure compared to a centralized network.

Aircraft selection process with Technique for Order Performance by Similarity to Ideal Solution (TOPSIS) and AHP Integration

Approved training organisations should invest the right amount of resources to make the appropriate aircraft selection decision. Elements in the strategic, economic and environmental categories and various risk criteria have the potential to affect directly or indirectly this selection decision and should consider. This research aimed to provide a criteria analysis to support the aircraft selection decision process for a flight school, examining the case of the Eskisehir Technical University Flight School. Concerning methodology, risk analysis with integrated of both analytic hierarchy process (AHP) and technique for order preference by similarity to ideal solution (TOPSIS) are used. number of experts (n = 16) participated in the study. Our analysis results show that, Cessna 172S Cessna/Reims-Cessna 172/F172 series aircraft types are the best alternative for the specific optimisation case. The current research both contribute to the aviation management and engineering literature and may help managers/instructors/supervisors from training organisations to identify ways to select the appropriate aircraft.

Evaluating Working Time and Work Capacity of Aircraft Cabin Line Maintenance Services

Along with the development of modernization and technology, high mobility has been transformed into the basic needs of each individual. To achieve high mobility, various kinds of transportation are highly needed, ranging from land, sea to air transportation. Aircraft as one of the main transportation, requires high maintenance costs to anticipate and minimize the risk of air accidents. Generally, aircraft maintenance can be divided into line maintenance that handles light (minor) maintenance and base maintenance that consist of heavy maintenance. One of the focuses on line maintenance beside of navigation and communication systems is Cabin maintenance. Cabin Maintenance Services usually perform the transit check, 24 hours check, daily check, weekly check, up to A Check. One of the focus of cabin maintenance is cabin standard check. Cabin standard check that consist of several checks from passanger aircraft entrance door, service door, cockpit interior, galley, lavatory, pessanger seats is currently allocated 150 minutes. However, it was found that with an allocation of 150 minutes by 1 man power, it was not possible to complete the cabin standard check for A330 series aircraft. Therefore, measurements of standard times andrestandardization for several types of aircraft is needed. Data collection is done by using a stopwatch time study to get the actual cycle time, then interview with mechanics on duty to get things that require an allowance, and consider the capacity of man hours and man powers available in the Maintenance Control Center (MCC). After measurement and recalculation, it was proposed to add another man power to the A330 series and proposed cabin standard check processing time for B737 series aircraft by 130 minutes, CRJ1000 by 95 minutes, and B777 and A330 using 2 manpowers each of 220 and 160 minutes to finish the Cabin Standard Check during cabin maintenance in various series of aircraft.

CHARACTERISTIC OF MUS-01 WING’S STRUCTURE TESTING MODEL

The characteristic model of MUS-01 wing structure testing has been performed. Planned, this model will be used as an unmanned wing of the LSU-03NG. The test model is made of composite type e-glass. At the time of testing the structure test model is loaded according to MTOW weight. This research method also involves the unmanned aircraft mission, especially on the model test structure, model dimension, and direct experiment in the form of loading on the test model. The result of characterization of the test model during test, showed that the indicated test model has the characteristics as a test model that is unable to accept the unmanned operational load of LSU-03NG series aircraft. So it can not be used as a consideration for the structure of the unmanned aircraft.

基于AD与SB空客系列飞机失速事故/事件原因研究分析

基于AD与SB空客系列飞机失速事故/事件原因研究分析

T-50계열 항공기 수출전략에 관한 연구 : 전략적 적합성 관점에서의 성공과 실패 사례 비교분석을 중심으로

T-50계열 항공기 수출전략에 관한 연구 : 전략적 적합성 관점에서의 성공과 실패 사례 비교분석을 중심으로

Preparation and characterization of carbon/carbon aircraft brake materials with long service life and good frictional properties

A320 series aircraft carbon/carbon brake materials were prepared by processing a needle-punched carbon fiber preform with quasi-three-dimensional integrity. The preform was first impregnated with a resin and heated to 800 °C to convert the resin to carbon. This was followed by chemical vapor infiltration (CVD) using propylene as the source gas and a radial thermal gradient (“external heating, internal cooling” or “internal heating, external cooling”). For the CVD process the performs were separated by graphite pads to allow free flow of propylene along the channels thus formed. The final brake discs were obtained by a further high-temperature treatment from 1600–2400 °C. These carbon brake discs were compared with the advanced discs made abroad in terms of ground test and service performance. The two kinds of carbon brakes have the same friction coefficients under the designed landing energy and overload energy braking condition for A320 airplanes. Especially, under the aborted take-off condition, the friction coefficient of the domestically developed carbon brake disc was 21-48% higher and the static friction coefficient was 28% higher than that of the ones provided by the aircraft manufacturer. The average brake service life exceeds 2700 landings, 24% times larger than the original ones.

Conceptual design assessment of a suborbital tourist space access vehicle

AbstractSpace transportation remains in the pioneering stages. What might this century bring if we had a ‘railroad to space’ that embodied the characteristics of the transcontinental undertaking? The X-33 and Venture Star projects were one attempt to achieve the characteristics of that transcontinental railroad. There are others, here and in other countries, but perhaps we need to begin with a smaller first step, a small, commercial reusable rocket with ballistic ascent to space altitude with a hypersonic glider return? Our challenge in space today is to develop vehicles that are in continuous use, maintained and operated on a fixed schedule despite weather or environmental hazards, which move payloads not only into space but back again. The X PRIZE was a $10 million prize awarded to Scaled Composites as the first privately financed spaceship that launched the equivalent of three persons to an altitude of at least 100 kilometers on two consecutive flights within two weeks. What about an analogous vehicle that flies two or three times a week, every week for a number of years? A major difference is that this challenge is to be accomplished without government support or government developed vehicles. The aerospace vehicle design (AVD) Laboratory team at the University of Texas at Arlington is developing a generic space access vehicle (SAV) design synthesis environment with focus on the conceptual design phase. The AVD Lab has applied elements of this toolbox to the study of a tourist aerospace vehicle under a grant from Rocketplane Limited, Inc. The development of a low-cost tourist vehicle based on the adaptation of a Learjet 25/35/45 series aircraft is the focus of this paper.

Managing change through roadmapping

Presently the USAF is operating with 90 different Model Design Series (MDS) aircraft. The 90 MDS aircraft make up a total of 5778 airframes, each with a different number of Line Replaceable Units (LRUs) which make up the avionics systems. Some of the MDSs have as few as 53 avionics LRUs while others as many as 495. The total dollar value of the USAF aircraft avionics LRUs is approximately $42.4B and $30.68B in spares. Depot repairable cost to maintain these components each year is approximately $1.2B. Each MDS is assigned specific missions and the avionics systems are developed to support those missions. Due to the evolution of mission types and user needs, change is constant for the avionics manager.

The Laboratory Characterization of Jet Fuel Vapor and Liquid

Jet fuel (Jet A, Jet A1) was characterized using two gas chromatographic techniques. Headspace gas chromatography (HS-GC) was used to determine component partial pressures and total vapor pressures by measuring vapor densities in equilibrium with the liquid fuel. Component partial pressures and total vapor pressures were also derived from analysis of the neat jet fuel liquid by determining liquid component mole fraction and using this result with Raoult's law to calculate vapor pressure. Measurements of some of the fuel vapor samples were made at 40, 50, and 60 °C and at vapor volume-to-liquid volume (V/L) ratios of 274 and 1.2, representing, respectively, a nearly empty (2.9 kg/m3) and a half-filled (364 kg/m3) center wing tank (CWT) in a Boeing 747-100 series aircraft. The temperatures and V/L ratios were chosen to cover the range of conditions that could exist in the CWT under some aircraft operations. Measurements of other fuel vapor samples were made at the individual fuel flash point temperatures (V/L = 1.2). Characterization of the liquid fuels was done by simple injections of the neat liquids onto a temperature-programmed gas chromatograph. Results from the liquid analyses were used to calculate fuel vapor properties for comparison with the HS-GC results. Results from both characterization methods were used to predict fuel flammability by calculating fuel-to-air (F/A) mass ratios for jet fuels under different use conditions. These F/A ratio results were compared with ratios determined for the fuels at their flash points.