Composite materials are enjoying an increasing use in aircraft structures. As more fleets transition from metal to more composite aircraft, the practice of maintenance is also adjusting. Handling, inspection and repair of aircraft composites following non-visible or barely visible damage are among the areas of concern, due to associated cost and safety implications. A pilot study was performed to explore the level of awareness and understanding of aviation maintenance practitioners around these issues. In addition, this research project sought to identify factors related to the technical/engineering judgement capacity of the personnel working with composites and to gauge the need for specialised education and training. A questionnaire survey was administered to a group of 40 professionals working for an aircraft maintenance, repair and overhaul (MRO) organisation. Descriptive statistics in conjunction with analysis of variance (ANOVA) were used to analyse the results. The sources of impact and common areas affected on the aircraft have been identified, with situational awareness suggested as the most important mitigator against impact damage. Over 70% of the participants would refer to their engineering manager for instructions on how to handle composite damage. The need for higher standardisation for composites’ maintenance, repair and handling issues emerged as a common theme across different sections of the survey. Almost all respondents agree on the need for specialised knowledge and training for the handling, repair and inspection of composites.

This paper investigates the operational patterns and techniques of aerial fire fighting. It is demonstrated that manoeuvrability and endurance are the main characteristics when choosing air tactical aircraft; focus is on load capability for helicopters and air tankers. Water tank filling and deployment techniques are evaluated. Aircraft using pressure deployment systems are found to produce more uniform and heavy coverage in comparison with gravity systems. ADS-B open source data of flight operations and performance was collected. Operational patterns are found to be independent on the size of particular aircraft category (non-amphibious and amphibious air tanker, helicopter, air-tactical aircraft). Effectiveness and cost are modelled using the retardant dropped per operation and the average number of daily missions. The largest aircraft, Type-I helicopters and very large air tankers (VLAT) are found to be the most effective water- and retardant-dropping aircraft. The best cost-to-litre-dropped ratio for water-dropping aircraft is attributed to Type-III helicopters and amphibious Type-III aircraft; for retardant-dropping aircraft, VLAT are most effective. To maximise fire fighting effectiveness, Type-I helicopters and VLAT should be used as far as possible, with pressure deployment systems.

Sustainability is becoming a major strategic driver within the aviation industry, which has moved from providing primarily economic benefits to delivering the ‘triple bottom line’, including social and environmental impact as well as financial performance. Sustainable aviation is also being tracked by the International Civil Aviation Organisation (ICAO) Global Collation for Sustainable Aviation. Operations and Infrastructure is an important near-term opportunity to deliver sustainability benefits. Digital Technologies, Integrated Vehicle Health Management (IVHM) and Maintenance Repair and Overhaul (MRO) play a prominent role in implementing these benefits, with a particular focus on operational efficiencies. As part of this, the sustainable smart hangar of the future is a concept that is becoming more and more important in forming the future of the aviation industry. The Hangar of the Future is an excellent opportunity for innovation, combining the progress in manufacturing, materials, robotics and artificial intelligence technologies. Succeeding in developing a hangar with these characteristics will provide us with potential benefits ranging from reduced downtime and costs to improved safety and environmental impact. This work explores some of the key features related to the sustainable smart hangar of the future by discussing research that takes place in DARTeC’s (Digital Aviation Research and Technology Centre) hangar led by the IVHM Centre in Cranfield. Additionally, the paper touches on some longer-term aspirations.

The spray characteristics significantly affected the combustion performance. The injection pressure and fuel properties are factors that affect the spray cone angle, penetration, and droplet distribution. Although substantial research has been conducted on spray attributes, understanding the complex biofuel spray dynamics in real nozzles and injectors is crucial. This study examines hydro-processed esters and fatty acid (HEFA) spray characteristics of used cooking oil and palm oil biodiesel in a constant-volume chamber. The study was performed by varying the injection pressures ranging from 30 to 120psi for pure fuels and Jet A-1 blends. Experiments were conducted at standard sea-level atmospheric pressure and an ambient temperature of ±297K using an airblast fuel injector. The initial fuel temperature was set at ±302K. Jet A-1 was used as the baseline fuel for the comparative analysis. Particle image velocimetry (PIV) was employed to visualise the microscopic and macroscopic characteristics of the fuel spray. The results revealed a progressive increase in the penetration length corresponding to an increase in the injection pressure. Lower pressures yielded non-uniform particle distributions across the spray area, whereas cone angle augmentation stabilised at elevated pressures. A blend of 60% Jet A-1 and 40% HEFA closely matched Jet A-1 characteristics, indicating alternative aviation fuel potential. These real-time insights into spray behaviour are critical for enhancing the fuel efficiency and mitigating the generation of particulate emissions resulting from spray combustion.

This work presents a numerical investigation targeting to simulate the slice of a small aircraft cabin as an experimental facility with a controlled environment, to assess passenger comfort when exposed to high volatile organic compound (VOC) concentrations. The mixing and transport of chemical species are evaluated using computational fluid dynamics for 800 s of in-cabin actual flow time and measurements are taken every 10 s from selected computational nodes close to the passengers’ noses. The results are used to create a dataset that trains four different machine learning classifiers, namely, the Random Forest, Support Vector Machine, Logistic Regression and Naive Bayes, and their performance is compared. Moreover, an additional simulation of the cabin with a filtering system utilising high-efficiency particulate air and activated carbon filters is conducted, to evaluate the impact of the molecular weight of the compounds on their residence time, and compare it to the simulation without the filters. Results indicate that the model is insensitive to the inlet air mass flow variation and that the mass of the VOCs measured in the monitored computational nodes remains relatively unaffected, meaning that the impact of the air-conditioning system setting is minor. Additionally, a Boruta feature selection algorithm is used to determine the importance of each measurement of the simulation and to form a dataset that will train the four machine learning classifiers. Furthermore, the comparison of the two simulations, the one with and the one without the filters, indicates that the residence time (RT) of the compounds is independent of their molecular weight, as they all show equivalent percentile reductions, with the naphthalene and styrene showing a 28.5% and 28.3% reduction respectively, compared to the simulation without the filters. Finally, in-cabin flow irregularities are present, disrupting the flow symmetry and suggesting that not all passengers share the same traveling experience.

This survey paper is concerned with vortex shedding from bodies in unsteady flow due either to time dependent motion of the body in a still fluid or unsteady motion of the fluid about a fixed body. The fluid is treated as incompressible, and the main emphasis is on starting flows and oscillatory flows. Much of the discussion describes 2D flow around sections of long or slender bodies. The first part of the paper covers the inviscid flow scaling of the forces induced by vortex shedding in time dependent flows which drive the shedding. This is followed by application of Wu’s impulse integral of the moment of vorticity to predict the forces induced by vortex shedding from a body in both inviscid and viscous flows. Vortex shedding phenomena involving small amplitude, high-frequency oscillatory flow such as vortex-induced vibration (VIV) and fluid-structure interaction (FSI) are not included in this discussion as in these cases the unsteady flow controls rather than drives the vortex shedding and they are well covered elsewhere.

The second part of the paper describes a vortex force mapping (VFM) method derived by considering the Lamb–Gromyko formulation for the pressure contribution which allows the integral of the vorticity field to be restricted to regions which are not far from the body. It is applied to both inviscid and viscous flows. The section finishes with discussion of application of the VFM to the calculation of forces induced on bodies from flow field measurements, such as particle image velocimetry (PIV).

In a recent series of papers, Poll and Schumann have been developing a simple model for estimating fuel burn for turbofan powered, civil transport aircraft for a given mass, Mach number and flight level and in a specified ambient temperature profile for all phases of flight. This paper focuses upon the combination of Mach number and flight level at which an aircraft cruises with the absolute minimum fuel burn. For a given aircraft type, the information necessary to determine these conditions must be specified and this poses a challenge. An initial attempt to obtain these data has been described previously by the first author. In this paper, the optimum conditions are found using a completely different approach. Starting from first principles and using established theory, the equations governing the situation where engine overall efficiency and airframe lift-to-drag ratio both have local maxima at the same flight condition are developed. This special case is termed the “design optimum” condition and, for a specified aircraft mass and a specified atmospheric temperature versus pressure profile, it gives the lowest possible fuel burn for any aircraft and engine combination. The design optimum occurs at a particular Mach number and Reynolds number, and it is a fixed characteristic of the aircraft. The analysis reveals the significance of Reynolds number variations, wave drag, including its derivatives with respect to both lift coefficient and Mach number, and the atmospheric properties. Whilst wave drag is notoriously difficult to determine accurately, it is found that solutions to the equations are not particularly sensitive to the accuracy of this quantity. Consequently, a simple, physically realistic model can give good results. An appropriate model is developed and a complete, approximate solution is obtained. Taking the International Standard Atmosphere as the design atmosphere, results are presented for the 53 aircraft types previously considered by Poll and Schumann. Relative to the design optimum conditions, when Reynolds number is constant and wave drag is zero, compressibility alone reduces L/D by about 5%, reduces lift coefficient by about 1.5% and increases drag coefficient by about 3.5%. Reynolds number variation has little effect upon L/D, but it reduces lift coefficient and drag coefficient by a further 7% and 8% respectively. The reduction in lift coefficient has a significant impact on the optimum cruise flight level.

In general, an aircraft’s operating optimum will not coincide with its design optimum, but deviations are expected to be small. Therefore, using the design optimum solution as a reference point, an improved version of the operating optimum estimation method described by Poll and Schumann in previous work is developed. This allows the estimation of the conditions for absolute minimum fuel burn for an aircraft of given mass flying thorough any atmosphere. Updated coefficients for the 53 aircraft types are given.

The overall efficiency of a turbofan engine may be expressed as a function of the Mach number, flight level and one other parameter. This may be either the net thrust, the turbine entry temperature or the fuel flow rate. Using basic aero-thermodynamic principles, dimensional analysis, normalisation and curve fitting, five approximate and “near universal” relations have been identified for engines having bypass ratios between 1 and 13. These relations contain five independent characteristic engine parameters. When these parameters are known, the relations form the basis of an estimation method for engine overall efficiency that is simple, fast, open source, completely transparent and, as new information appears, capable of further refinement. Since the empirical relations presented in this analysis are valid for Mach numbers greater than 0.2, the method is applicable to all airborne phases of flight. For a given aircraft, if the flight trajectory is specified in sufficient detail for the variation of net thrust with Mach number and flight level to be determined, only three of the five relations, together with the value of engine overall efficiency at a single reference condition, are needed to estimate the overall efficiency at every point on the trajectory. Comparisons with the data used in this analysis suggest that the accuracy is better than ±5% in most cases. In the completely general case, two additional engine characteristic parameters, one a total temperature ratio and the other a Mach number, are introduced. If these are known, both engine overall efficiency and net thrust can be expressed as functions of Mach number, flight level and turbine entry temperature. This allows the method to be used for the estimation of operating limits in the various phases of flight and in simplified optimisation studies, e.g. finding the environmentally optimum flight trajectory.

In previous work, estimates of engine overall efficiency at the “design optimum” condition have been estimated for 53 aircraft and engine combinations. It is shown that the ‘design optimum’ condition is an appropriate choice for the engine reference condition. Updated and revised values for the relevant parameters for these 53 examples, together with estimates for the two additional engine characteristic parameters, are given in tabular form.

Coupling of clearance joint and harsh aerodynamic heating environment is an inevitable nonlinear factor in folding mechanism of the fin of high-speed aircrafts that remarkably modifies natural frequencies and modes of vibration from the initial design state. However, accurately predicting dynamic properties of deployable fin with full consideration of these effects is not common industry practice. A practical semi-analytical model based on Hertz contact theory and ESDU-78035 model is proposed in this study to investigate high-temperature connection stiffness of local hinged–locked mechanisms. Material property degradation and clearance variation caused by thermal expansion are comprehensively considered and quantified in this model. Vibration characteristics of the assembled deployable fin are then solved using finite element method (FEM). The real-time evolutionary process of thermal mode of the fin is discussed. And natural frequencies of fixed-value and time-varying connection stiffness are compared. The simulation results of this study demonstrate that the relative error of structure temperature between the sequential approach and fully coupled simulations is less than 6.98%. The connection stiffness (slope of the load-displacement curve) of the folding mechanism under high temperature conditions decreases by 3.52%, and the variation is mainly caused by the degradation of the elastic modulus of the material, while the clearance change due to the thermal expansion has no significant effect on the slope. The natural frequency of the deployable fin exhibits an inverse correlation with the temperature change trend, and the first three frequencies decrease by 1.67, 7.75, and 16.28 Hz compared to the initial value, respectively.

In recent years, there has been an increasing interest in the research and development of hybrid airships for various applications. Airship design involves multiple design parameters from various disciplines that interact mutually. Existing design methodologies, however, are often limited to fixed shapes and geometry. This paper provides a comprehensive parametric design approach for the sizing of multi-lobed hybrid air vehicles for low- and high-altitude applications. The proposed design techniques are robust so that the designer has the freedom to change the number of lobes, the relative location of lobes, the envelope profile, and the optimiser for the design optimisation process. The outcomes of the proposed methodology are envelope volume, wetted surface area, length and span of the envelope, sizing and layout of the solar array, and sizing and layout of the fins. The modeling techniques highlighted in this paper are very efficient for the design and optimisation of multi-lobed airships in the conceptual design phase with a large design exploration space. The robustness of the shape generation algorithms is tested on some of the standard envelope profiles of airships. The effect of the shape and geometry of the multi-lobed envelope on added mass is demonstrated through the added mass estimation using Boundary Element Method.

In fighter pilot training, much of upgrade pilots’ (UPs’) learning takes place during mission debriefs. A debrief provides instructor pilots (IPs) the opportunity to correct situation awareness (SA) upon which the UPs base their tactical decisions. Unless the debrief is conducted with proper depth and breadth, the IPs’ feedback on UPs’ SA and tactical decision-making may be incomplete or false, resulting in poor, or even negative learning. In this study, a new debrief protocol based on the Critical Decision Method (CDM) is introduced. The protocol specifically addresses the SA of UPs. An evaluation was conducted to examine if a short CDM training programme to IPs would enhance their ability to provide performance feedback to UPs regarding their SA and tactical decision-making. The IPs were qualified flying instructors and the UPs were air force cadets completing their air combat training with BAe Hawk jet trainer aircraft. The impact of the training intervention was evaluated using Kirkpatrick’s four-level model. The first three levels of evaluation (Reactions, Learning and Behaviour) focused on the IPs, whereas the fourth level (Results) focused on the UPs. The training intervention had a positive impact on the Reactions, Learning and debrief Behaviour of the IPs. In air combat training missions, the UPs whose debriefs were based on the CDM protocol, had superior SA and overall performance compared to a control group.

This paper investigates the effect of the optimised morphing leading edge (MLE) and the morphing trailing edge (MTE) on dynamic stall vortices (DSV) for a pitching aerofoil through numerical simulations. In the first stage of the methodology, the optimisation of the UAS-S45 aerofoil was performed using a morphing optimisation framework. The mathematical model used Bezier-Parsec parametrisation, and the particle swarm optimisation algorithm was coupled with a pattern search with the aim of designing an aerodynamically efficient UAS-45 aerofoil. The $\gamma - R{e_\theta }$ transition turbulence model was firstly applied to predict the laminar to turbulent flow transition. The morphing aerofoil increased the overall aerodynamic performances while delaying boundary layer separation. Secondly, the unsteady analysis of the UAS-S45 aerofoil and its morphing configurations was carried out and the unsteady flow field and aerodynamic forces were analysed at the Reynolds number of 2.4 × 106 and five different reduced frequencies of k = 0.05, 0.08, 1.2, 1.6 and 2.0. The lift (${C_L})$, drag (${C_D})$ and moment (${C_M})\;$coefficients variations with the angle-of-attack of the reference and morphing aerofoils were compared. It was found that a higher reduced frequencies of 1.2 to 2 stabilised the leading-edge vortex that provided its lift variation in the dynamic stall phase. The maximum lift $\left( {{C_{L,max}}} \right)$ and drag $\left( {{C_{D,max}}} \right)\;$coefficients and the stall angles of attack are evaluated for all studied reduced frequencies. The numerical results have shown that the new radius of curvature of the MLE aerofoil can minimise the streamwise adverse pressure gradient and prevent significant flow separation and suppress the formation of the DSV. Furthermore, it was shown that the morphing aerofoil delayed the stall angle-of-attack by 14.26% with respect to the reference aerofoil, and that the ${C_{L,max}}\;$of the aerofoil increased from 2.49 to 3.04. However, while the MTE aerofoil was found to increase the overall lift coefficient and the ${C_{L,max}}$, it did not control the dynamic stall. Vorticity behaviour during DSV generation and detachment has shown that the MTE can change the vortices’ evolution and increase vorticity flux from the leading-edge shear layer, thus increasing DSV circulation. The conclusion that can be drawn from this study is that the fixed drooped morphing leading edge aerofoils have the potential to control the dynamic stall. These findings contribute to a better understanding of the flow analysis of morphing aerofoils in an unsteady flow.

With the in-depth study of thin-film structures, nonuniform thin films with rigid elements have been applied in the aerospace and flexible electronics industries. For thin-film structures with rigid elements, there is an interaction force between the rigid element and the thin film; therefore, the wrinkling mode of the thin film changes under the influence of the interaction force. In this study, a wrinkle model was developed to predict the wrinkle morphology of thin-film structures with rigid elements on the diagonal. First, the wrinkle patterns of the rigid elements were observed at different positions using tensile experiments. Then, the relationship between the tilt of the rigid element and the wrinkle wavelength was investigated using a finite-element eigenvalue buckling analysis. Finally, local wrinkling caused by the perturbed stress of the rigid element was introduced, and a wrinkling model of a square thin film with rigid elements on the diagonal under tension was established. The theoretical analysis results were compared with simulation and experimental results, demonstrating that the model can accurately describe the wrinkle patterns of thin-film structures containing rigid elements on the diagonal under tension.

Helicopters are used in complex and harsh operational environments, such as search and rescue missions and firefighting, that require operating in ground proximity, tracking targets while avoiding impacting obstacles, namely a combination of point tracking (positive) and boundary avoidance (negative) objectives. A simulation task representing simplified helicopter dynamics is used to investigate point tracking and boundary avoidance tasks. The variance and regression analysis are used to study the effects of task conditions on participants’ tracking errors and input aggression. The overall tracking error shows a negative correlation with input aggression. The participants tend to have higher input aggression and lower tracking error near the boundaries, exposing the switching of manipulation input strategies under different task conditions. It also suggests a potential way of designing simulation tasks for human operators manipulating helicopters and a trigger for investigating pilots’ biodynamic feedthrough.

Accurate and reliable computation of the aerodynamic characteristics of wind turbines is very important for the development of new efficient designs. The flow around a wind turbine is modeled by a permeable disc (PD), solved through the Unsteady Reynolds-Averaged Navier–Stokes equations (URANS), here named PD/URANS method. The finite volume method and a total variation diminishing (TVD) scheme solve numerically the flow governing equations. The turbulent flow in the wake of the wind turbine is simulated utilising a one-equation turbulence model. The Glauert correction calculation considers a uniform normal force distribution (CT) on the virtual permeable disc applied to the flow, while the axial induction factor is obtained directly from the numerical solution of the URANS equations. The numerical axial induction factor obtained agrees fairly well with Glauert correction, except if the flow behind the turbine is highly unsteady and Reynolds number dependent.

The Aerospace Integration Research Centre (AIRC) at Cranfield University offers industry and academia an open environment to explore the opportunities for efficient integration of aircraft systems. As a part of the centre, Cranfield University, Rolls-Royce, and DCA Design International jointly have developed the Future Systems Simulator (FSS) for the purpose of research and development in areas such as human factors in aviation, single-pilot operations, future cockpit design, aircraft electrification, and alternative control approaches. Utilising the state-of-the-art modularity principles in simulation technology, the FSS is built to simulate a diverse range of current and novel aircraft, enabling researchers and industry partners to conduct experiments rapidly and efficiently. Central to the requirement, a unique, user-experience-centred development and design process is implemented for the development of the FSS. This paper presents the development process of such a flight simulator with an innovative flight deck. Furthermore, the paper demonstrates the FSS’s capabilities through case studies. The cutting-edge versatility and flexibility of the FSS are demonstrated through the diverse example research case studies. In the final section, the authors provide guidance for the development of an engineering flight simulator based on lessons learned in this project.

The flow in gas turbines exhibits a highly unsteady, complex and nonuniform manner, which presents two main challenges. Firstly, it introduces instrumentation errors, contributing to uncertainties when calculating one-dimensional performance metrics during rig or engine tests using fixed-location rakes. Secondly, it raises mechanical concerns, including high-cycle fatigue due to blade row interactions in turbomachines and thermal fatigue caused by hot-streaks at the combustor exit. Experimental characterisation of the flow nonuniformity in gas turbines is highly challenging due to the confined space and harsh environment for instrumentation. This paper presents recent efforts to address this issue by resolving the nonuniform flow in gas turbines using spatially under-sampled measurements. The proposed approach utilises discrete probe data and leverages a ‘Fourier-based approximation’ method developed by the author. The technique has undergone preliminary experimental validation involving reconstruction of the total pressure distribution in a multi-stage axial compressor and the total temperature field at the exit of the combustor and high-pressure turbine. Results show that, in the multi-stage axial compressor environment, reconstruction of inter-stage total pressure is achieved using a reduced dataset covering less than 20% of the annulus with reasonably good accuracy. The reconstructed total pressure yields almost identical mean total pressure values at all spanwise locations, with a maximum deviation of less than 0.02%. Additionally, reconstruction of the total temperature distribution at an engine-representative full annulus combustor is achieved using measurements at ten carefully selected circumferential locations. Results show that the reconstructed temperature field successfully captures the primary features associated with combustor exit temperature flow. The reconstructed temperature field yields excellent agreement in the magnitude of radial temperature distribution factor (RTDF) and overall temperature distribution factor (OTDF) predictions to the experiment, with a deviation of less than 0.5% for RTDF and less than 2.5% for OTDF. Lastly, reconstruction of the total temperature distribution at the exit of the GE E3 high-pressure turbine (HPT) is achieved using measurements at eight carefully selected circumferential locations. Results demonstrate remarkable robustness in resolving the temperature profile at the HPT exit with high fidelity, irrespective of the HPT inlet conditions. The initial validation results are promising, demonstrating that the new probe layout scheme and the Fourier-based approximation method enable effective characterisation of flow nonuniformity in gas turbines, thereby providing valuable insights into the complex flow of gas turbine engines.

Tight budgets often limit the scope of test campaigns within the development programmes of small uncrewed air vehicles (UAVs). This paper explores a range of combinations of instrumentation suites and protocols for both wind tunnel and flight evaluation, focusing on the key aspect of drawing up the drag curve of the airframe. Through extensive testing of a 5kg maximum take-off mass, fixed wing, twin motor, richly instrumented test platform, we show that automated glides over a range of airspeeds and the slow down manoeuvre are effective ways of determining power-off drag, while estimating thrust from propeller speed, and voltage and current sensing based methods work well for the power-on case. We also seek the most time-efficient and robust mix of the above manoeuvres to yield a given drag curve accuracy level and we find wind condition impacts the manoeuvre makeup of the optimal strategy.