Harness 3D routing is one of the most challenging steps in the design of aircraft Electrical Wiring Interconnection System (EWIS). This is due not only to the intrinsic complexity of the EWIS, but also to the increasing number of applying design constraints and its dependency on any change in the design of the airframe and installed systems. The current routing process employed by EWISdesign is largely based on the manual work of expert engineers, partially supported by conventional CAD systems. As a result, the routing process is quite inefficient, error prone and unable to deliver optimal solutions. Although many harness components are selected from catalogues and the design process is largely repetitive and rule based, it has been found that none or very limited automation solutions, which can significantly decrease the workload of engineers and increase their efficiency, are currently available. In this paper, an innovative approach is proposed to solve the 3D routing automation as an optimization problem. Knowledge Based Engineering (KBE) and optimization methods are proposed to achieve minimum cost routing solutions that satisfy all relevant design rules and constraints. The proposed solution is scalable in terms of constraints, can be deployed on any type of routing environment, and, thanks to the achieved level of automation, able to reduce the process lead time drastically. The basic idea is to achieve optimal EWIS routing solutions by optimizing the position of the harnesses clamping points, which are used as way-points to route the harnesses inside the aircraft digital mock-up. The challenge to solve this optimization problem is that the number and initial value of design variables, namely the number and position of clamping points, are not known a priori. To handle this challenge, a two-step, hybrid optimization strategy has been devised. The first step, called Initialization, uses a road map based path finding method to generate a preliminary harness definition, including the required number and preliminary position of its clamping points. The second step, called Refinement, uses a conventional optimization method to move the position of the clamps and refine the preliminary harness definition aiming for the minimum cost and the satisfaction of all the design constraints. This approach has been implemented into a KBE application connected with a commercial optimization package and tested on several routing cases. The results demonstrate that the proposed method is capable of handling cases of representative geometric complexity and design constraints and delivering proper 3D harness models in full automation.@en

This paper presents a method for wing aerostructural analysis and optimization, which needs much lower computational costs, while computes the wing drag and structural deformation with a level of accuracy comparable to the higher fidelity CFD and FEM tools. A quasi-threedimensional aerodynamic solver is developed and connected to a finite beam element model for wing aerostructural optimization. In a quasi-three-dimensional approach an inviscid incompressible vortex lattice method is coupled with a viscous compressible airfoil analysis code for drag prediction of a three dimensional wing. The accuracy of the proposed method for wing drag prediction is validated by comparing its results with the results of a higher fidelity CFD analysis. The wing structural deformation as well as the stress distribution in the wingbox structure is computed using a finite beam element model. The Newton method is used to solve the coupled system. The sensitivities of the outputs, for example the wing drag, with respect to the inputs, for example the wing geometry, is computed by a Ali Elham a.elham@tudelft.nl Michel J. L. van Tooren vantooren@cec.sc.edu 1 Faculty of Aerospace Engineering, Delft University of Technology, Delft, Netherlands 2 McNair Center for Aerospace Research and Innovation, University of South Carolina, Columbia, South Carolina, USA combined use of the coupled adjoint method, automatic differentiation and the chain rule of differentiation. A gradient based optimization is performed using the proposed tool for minimizing the fuel weight of an A320 class aircraft. The optimization resulted in more than 10 % reduction in the aircraft fuel weight by optimizing the wing planform @en

A trust region filter-SQP method is used for wing multi-fidelity aerostructural optimization. Filter method eliminates the need for a penalty function, and subsequently a penalty parameter. Besides, it can easily be modified to be used for multi-fidelity optimization. A low fidelity aerostructural analysis tool is presented, that computes the drag, weight and structural deformation of lifting surfaces as well as their sensitivities with respect to the design variables using analytical methods. That tool is used for a mono-fidelity wing aerostructral optimization using a trust region filter-SQP method. In addition to that, a multi-fidelity aerostructural optimization has been performed, using a higher fidelity CFD code to calibrate the results of the lower fidelity model. In that case, the lower fidelity tool is used to compute the objective function, constraints and their derivatives to construct the quadratic programming subproblem. The high fidelity model is used to compute the objective function and the constraints used to generate the filter. The results of the high fidelity analysis are also used to calibrate the results of the lower fidelity tool during the optimization. This method is applied to optimize the wing of an A320 like aircraft for minimum fuel burn. The results showed about 9 % reduction in the aircraft mission fuel burn.@en

The objective of the present work is the preliminary sizing of a BWB (Blended Wing Body) passenger aircraft configuration, using a multidisciplinary modelling and optimization methodology. The aim is to ensure that all the important aspects of the design are taken into account in a concurrent way.@en

The objective of the present work is the preliminary sizing of a BWB (Blended Wing Body) passenger aircraft configuration, using a multidisciplinary modelling and optimization methodology. The aim is to ensure that all the important aspects of the design are taken into account in a concurrent way.@en

The objective of the present work is the preliminary sizing of a BWB (Blended Wing Body) passenger aircraft configuration, using a multidisciplinary modelling and optimization methodology. The aim is to ensure that all the important aspects of the design are taken into account in a concurrent way.@en

The objective of the present work is the preliminary sizing of a BWB (Blended Wing Body) passenger aircraft configuration, using a multidisciplinary modelling and optimization methodology. The aim is to ensure that all the important aspects of the design are taken into account in a concurrent way.@en

One of the main aspects of crashworthiness is energy absorption: a high energy absorption, associated to internal cabin integrity, brings to considerable reduction of load transmission to the cabin, seat tracks and cabin hat racks, and then a reduction of accelerations and deformations. Structural accelerations are directly linked to the injury criteria generally accepted in crashworthiness, because most of human body injuries are generated by local accelerations (head, chest, pelvis) and dynamic loading (lumbar spine, fenur); structural deformations bring to seat failure and hat rack ruptures: in the first case the unrestrained occupants are exposed to high risk of impacts; in the second case the consequent fall of objects increases the risk of injuries to occupants.@en

A stress singularity model@en

A stress singularity model@en

This paper discusses the results of a design project with the goal to research and promote the use of Fiber Metal Laminates (FML) in other applications than currently under exploration. In vieuw of one of the strong points of Glare (an FML of glass fiber reinforced epoxy prepreg between aluminum sheets), superior fatigue properties compared to solid aluminum, an in-flight opening door of a fighter aircraft was selected to be designed in a new FML. This fighter door is subject to a high acoustic loading and operated at high temperature. This paper deals with the design and analysis of the component in an FML of titanium and a carbon fiber reinforced polymer. Also tests on material and component level are discussed.@en

This paper discusses the results of a design project with the goal to research and promote the use of Fiber Metal Laminates (FML) in other applications than currently under exploration. In vieuw of one of the strong points of Glare (an FML of glass fiber reinforced epoxy prepreg between aluminum sheets), superior fatigue properties compared to solid aluminum, an in-flight opening door of a fighter aircraft was selected to be designed in a new FML. This fighter door is subject to a high acoustic loading and operated at high temperature. This paper deals with the design and analysis of the component in an FML of titanium and a carbon fiber reinforced polymer. Also tests on material and component level are discussed.@en

This paper discusses the results of a design project with the goal to research and promote the use of Fiber Metal Laminates (FML) in other applications than currently under exploration. In vieuw of one of the strong points of Glare (an FML of glass fiber reinforced epoxy prepreg between aluminum sheets), superior fatigue properties compared to solid aluminum, an in-flight opening door of a fighter aircraft was selected to be designed in a new FML. This fighter door is subject to a high acoustic loading and operated at high temperature. This paper deals with the design and analysis of the component in an FML of titanium and a carbon fiber reinforced polymer. Also tests on material and component level are discussed.@en

This paper discusses the results of a design project with the goal to research and promote the use of Fiber Metal Laminates (FML) in other applications than currently under exploration. In vieuw of one of the strong points of Glare (an FML of glass fiber reinforced epoxy prepreg between aluminum sheets), superior fatigue properties compared to solid aluminum, an in-flight opening door of a fighter aircraft was selected to be designed in a new FML. This fighter door is subject to a high acoustic loading and operated at high temperature. This paper deals with the design and analysis of the component in an FML of titanium and a carbon fiber reinforced polymer. Also tests on material and component level are discussed.@en

In today's competitive market place it is important for manufacturers of aircraft parts to be able to respond quickly to the demands of your customer. This requires flexibility and speed in the development of new or redesigned aircraft parts. One way to achieve this is to develop Knowledge Base Engineering (KBE) tools that shorten the design and production lead-time. In this paper a KBE tool is described with which geometry of moulds used for rubber forming of thermoplastic composite movable ribs can be generated. This KBE tool is part of a larger Design and Engineering Engine of an aircraft movable. The KBE tool uses information stored within the tool to generate the mould geometry and information about the mould. People not familiar with mould design can operate the KBE tool, making mould design a cheaper and, because the mould design is automated, less time consuming process. The knowledge stored in the tool consists of expert knowledge on the positioning and sizing of critical features of the rib mould. This knowledge is transformed from raw knowledge into practical design rules and practical models. Finally the models and knowledge are packaged in a KBE tool. The KBE tool consists of several features that together form the rib mould. Negative or positive mould can be modeled by changing just one input parameter. The features needed for using the mould in the rubber forming process are also positioned using user-defined parameters. This results in a tool that is flexible but fast in generating rib moulds. Generation of a rib mould typically costs 2 minutes.@en

In today's competitive market place it is important for manufacturers of aircraft parts to be able to respond quickly to the demands of your customer. This requires flexibility and speed in the development of new or redesigned aircraft parts. One way to achieve this is to develop Knowledge Base Engineering (KBE) tools that shorten the design and production lead-time. In this paper a KBE tool is described with which geometry of moulds used for rubber forming of thermoplastic composite movable ribs can be generated. This KBE tool is part of a larger Design and Engineering Engine of an aircraft movable. The KBE tool uses information stored within the tool to generate the mould geometry and information about the mould. People not familiar with mould design can operate the KBE tool, making mould design a cheaper and, because the mould design is automated, less time consuming process. The knowledge stored in the tool consists of expert knowledge on the positioning and sizing of critical features of the rib mould. This knowledge is transformed from raw knowledge into practical design rules and practical models. Finally the models and knowledge are packaged in a KBE tool. The KBE tool consists of several features that together form the rib mould. Negative or positive mould can be modeled by changing just one input parameter. The features needed for using the mould in the rubber forming process are also positioned using user-defined parameters. This results in a tool that is flexible but fast in generating rib moulds. Generation of a rib mould typically costs 2 minutes.@en

In today's competitive market place it is important for manufacturers of aircraft parts to be able to respond quickly to the demands of your customer. This requires flexibility and speed in the development of new or redesigned aircraft parts. One way to achieve this is to develop Knowledge Base Engineering (KBE) tools that shorten the design and production lead-time. In this paper a KBE tool is described with which geometry of moulds used for rubber forming of thermoplastic composite movable ribs can be generated. This KBE tool is part of a larger Design and Engineering Engine of an aircraft movable. The KBE tool uses information stored within the tool to generate the mould geometry and information about the mould. People not familiar with mould design can operate the KBE tool, making mould design a cheaper and, because the mould design is automated, less time consuming process. The knowledge stored in the tool consists of expert knowledge on the positioning and sizing of critical features of the rib mould. This knowledge is transformed from raw knowledge into practical design rules and practical models. Finally the models and knowledge are packaged in a KBE tool. The KBE tool consists of several features that together form the rib mould. Negative or positive mould can be modeled by changing just one input parameter. The features needed for using the mould in the rubber forming process are also positioned using user-defined parameters. This results in a tool that is flexible but fast in generating rib moulds. Generation of a rib mould typically costs 2 minutes.@en

Fast generation, analysis and optimisation of concepts is key to innovative for aircraft parts design. Supporting design and analysis by KBE tools is one of the possibilities to achieve this. In this paper a method is described with which structural models of aircraft movables can be generated using a KBE tool. This tool consists first of all of parametric definition of the movable family has been implemented in the ICAD environment. This implementation consists of a tool, which generates the geometry of and information about a movable based on methods stored within the tool and inputs provided by the user. The geometric lay out of the movable can be easily adjusted by changing the input parameters used for generating the model. The information that is generated by the tool is used in the second part of the KBE tool: the transformation of the geometrical model of the movable to a structural model. This transformation consists of segmenting the movable model into easily mesh-able surfaces and storing information about material properties of and loads on the movable in text files. The geometry, stored in IGES files, and the text files are using a FE pre processor, in this case Patran, to generate the FE model of the movable. In this way FE models can be generated of movables of different configurations in a quick, time savings of up to 80%, and consistent way.@en

Fast generation, analysis and optimisation of concepts is key to innovative for aircraft parts design. Supporting design and analysis by KBE tools is one of the possibilities to achieve this. In this paper a method is described with which structural models of aircraft movables can be generated using a KBE tool. This tool consists first of all of parametric definition of the movable family has been implemented in the ICAD environment. This implementation consists of a tool, which generates the geometry of and information about a movable based on methods stored within the tool and inputs provided by the user. The geometric lay out of the movable can be easily adjusted by changing the input parameters used for generating the model. The information that is generated by the tool is used in the second part of the KBE tool: the transformation of the geometrical model of the movable to a structural model. This transformation consists of segmenting the movable model into easily mesh-able surfaces and storing information about material properties of and loads on the movable in text files. The geometry, stored in IGES files, and the text files are using a FE pre processor, in this case Patran, to generate the FE model of the movable. In this way FE models can be generated of movables of different configurations in a quick, time savings of up to 80%, and consistent way.@en

Reduction of the life cycle cost of aircraft is the main focus of aerospace material development at the moment. By improving the performance of aluminium alloys and using other material systems such as carbon fibre reinforced plastics (CFRP), the life cycle cost can be reduced. This paper presents a design study of a pressurised fuselage section in aluminium and CFRP, focussing on the appropriate design criteria that are to be included for each material to get a sound comparisaon. Furthermore, a new reference for the aluminium fuselage will be presented applying new alloys and production techniques. Damage tolerance characteristics of both aluminium and CFRP are discussed, and appropriate design philosophies are presented. A correlation between residual strength and stiffening ratio is identified and used for the optimisation of the designs. It is concluded that limited fatigue damage growth and residual strength are the main design drivers for a pressurised fuselage, and the main weakness of CFRP is identified in this field, especially when looking at the compressive strength after impact and sensitivity to damages in tension. The new and improved aluminium alloys show an increase in yield stress and fracture toughness, and by laser-welding the stiffeners to the skin, the performance in compression and the fatigue life of the panel increases.@en