C.D.R Technology OÜ’s Post

Continuous Descent Final Approach (CDFA) Definition CDFA is a technique, consistent with stabilized approach procedures, for flying the final approach segment of a non-precision approach (NPA) procedure as a constant descent, without level-off, from an altitude at or above the final approach fix altitude to a point approximately 15 m (50 ft) height above the landing runway threshold or the point where the flare manoeuvre should begin for the type of aircraft flown. [International Civil Aviation Organization (ICAO) Doc 8168, Vol I, Part I, Amdt. 3,] The Traditional Non-Precision Approach Profile Figure 1 illustrates the flight path of a typical NPA procedure flown using the "traditional" "dive and drive" technique. The path of the aircraft is coloured red. The aircraft approaches the final approach fix (FAF) at the cleared height, then descends until reaching the minimum descent height (MDH). This height is then maintained until either the runway is in sight or the missed approach point is reached. If the runway is not sighted by the missed approach point, a go-around must be flown. The descent to the MDH may be undertaken at any convenient rate of descent; however, best practices would have the aircraft arrive at the MDH at a distance from the runway equivalent to the required visibility that is published for the approach. More complicated NPA procedures might include check heights or any number of step down fixes at various points during the approach. CDFA Advantages CDFA offers the following advantages: Increased safety by employing the concepts of stabilised approach criteria and procedure standardisation. Improved pilot situational awareness (SA) and reduced pilot workload. Improved fuel efficiency by minimizing the low-altitude level flight time. Reduced noise level by minimising the level flight time at high thrust settings. Procedural similarities to approach procedure with vertical guidance (APV) and precision approach operations. Reduced probability of infringement on required obstacle clearance during the final approach segment.

Continuous Descent Final Approach (CDFA) Definition CDFA is a technique, consistent with stabilized approach procedures, for flying the final approach segment of a non-precision approach (NPA) procedure as a constant descent, without level-off, from an altitude at or above the final approach fix altitude to a point approximately 15 m (50 ft) height above the landing runway threshold or the point where the flare manoeuvre should begin for the type of aircraft flown. [International Civil Aviation Organization (ICAO) Doc 8168, Vol I, Part I, Amdt. 3,] The Traditional Non-Precision Approach Profile Figure 1 illustrates the flight path of a typical NPA procedure flown using the "traditional" "dive and drive" technique. The path of the aircraft is coloured red. The aircraft approaches the final approach fix (FAF) at the cleared height, then descends until reaching the minimum descent height (MDH). This height is then maintained until either the runway is in sight or the missed approach point is reached. If the runway is not sighted by the missed approach point, a go-around must be flown. The descent to the MDH may be undertaken at any convenient rate of descent; however, best practices would have the aircraft arrive at the MDH at a distance from the runway equivalent to the required visibility that is published for the approach. More complicated NPA procedures might include check heights or any number of step down fixes at various points during the approach. CDFA Advantages CDFA offers the following advantages: Increased safety by employing the concepts of stabilised approach criteria and procedure standardisation. Improved pilot situational awareness (SA) and reduced pilot workload. Improved fuel efficiency by minimizing the low-altitude level flight time. Reduced noise level by minimising the level flight time at high thrust settings. Procedural similarities to approach procedure with vertical guidance (APV) and precision approach operations. Reduced probability of infringement on required obstacle clearance during the final approach segment.

The evolution of aircraft wing development has seen significant progress since the earlydays of aviation, with static testing emerging as a crucial aspect for ensuring safety and reliability. This study focused specifically on the engineering phase of static testing for the Clean Sky 2 T-WING project, which is dedicated to testing the innovative composite wing of the Next-Generation Civil Tiltrotor Technology Demonstrator. During the design phase, critical load cases were identified through shear force/bending moment (SFBM) and failure mode analyses. To qualify the wing, an engineering team designed a dedicated test rig equipped with hydraulic jacks to mirror the SFBM diagrams. Adhering to specifications and geometric constraints due to several factors, the jacks aimed to minimize the errors (within 5%) in replicating the diagrams. An effective algorithm, spanning five phases, was employed to pinpoint the optimal configuration. This involved analyzing significant components, conducting least square linear optimizations, selecting solutions that met the directional constraints, analyzing the Pareto front solutions, and evaluating the external jack forces. The outcome was a test rig setup with a viable set of hydraulic jack forces, achieving precise SFBM replication on the wing with minimal jacks and overall applied forces #PasqualeVitale, #AntonioChiariello, #SalvatoreOrlando, #MarikaBelardo, #GianlucaDiodati, #MarioMiano, #FrancescoTimbrato. #tiltrotor; #wing; #carbon_fiber_reinforced_polymer;#shear_force_bending_moment;#crossplot; #testrig; #optimization, #Technology #Demonstrator

In quotes: "Derailments happen. The minor ones cause damage and disruption; the big ones make the news. While there are derailments attributed to a single vehicle or track cause, often, the cause is the result of a combination of vehicle- and track-related contributing factors, underscoring that vehicle/track interaction is a system.  George Fowler investigating derailments for the Transportation Safety Board of Canada, broke down one such derailment to help delegates at the 2024 Wheel/Rail Interaction Conference better understand the mechanics of wheel/rail interaction. The investigation of this derailment explored many potential contributing factors, considering both vehicle and track conditions as well as the interaction between them. The factors included: .Track maintenance practices and history, including tie and fastener conditions; . Track geometry, particularly grade and curve superelevation; . Train handling, such as braking, acceleration and speed; . Rail profile and wheel/rail contact characteristics including L/V forces.   Modeling and simulation were also performed to determine in-train forces, such as buff and draft, and the vehicle dynamics of the cars involved in the derailment."

Dr. Josh Sementi recently concluded a weeklong high-level survey course on aircraft structural external loads analysis on behalf of the University of Kansas in Seattle, Washington the second week of April. The traveling course this year was attended by both working engineers and regulators from the US and around the world including South Korea and Europe. This course gives participants an overview of external loads in the areas of criteria and certification, analysis types, fatigue, validation, and testing. The next course is planned for 2025, but can also be delivered at your company directly through the University of Kansas.  Josh is an independent FAA Loads DER and Engineering Manager at TLG Aerospace covering loads, dynamics, and flutter. Aircraft loads are essential to the design cycle. Including loads early is key to reducing program risk and cost by avoiding potentially expensive rework later in the program. Engaging loads early provides better information when making critical early design choices as well as supporting early structural sizing. For an aircraft, the combination of static and dynamic loads, the range of the flight envelope, all payload loading conditions, and flight maneuvers, results in hundreds to tens of thousands of load conditions depending on configuration complexity. TLG has developed an extensive set of tools to facilitate quickly setting up and running thousands of static and dynamic loads cases. The data collected is then quickly processed to obtain the most critical load cases and provide loads envelopes to the stress and structural engineers. TLG is your loads group for any project. Feel free to reach out to Josh Sementi directly or TLG’s director of business development, Tommy Gantz, for more information. #AircraftLoads #TLGAerospace #EngineeringExcellence #AerospaceEngineering

Damage Tolerance Requirements (DTR) ·    Federal Aviation Administration (FAA) requires that aircraft certified under part 23/25/29 (as applicable) of the  Federal Aviation Regulations (FAR) (so also Certification Specifications - CS) to meet certain  Damage Tolerance Requirements (DTR): -->The residual strength of an airframe structural components shall not drop below the respective limit load to ensure its integrity -->Inspection  must be scheduled to ensure that the required level of residual strength is maintained ·    DTRs are met through Damage Tolerance Assessment (DTA). The DTA involves the development of: a. Damage growth curve & b. Residual strength diagram for individual structural components of an airframe. ·      To schedule the inspection intervals between the detectable crack length and the critical crack length (based on limit load), it is required to study the behaviour of crack growth curve and the residual strength curve with respect to Flight Cycles (FC) or Flight Hours (FH) ·      Study of the behaviour of both the curves is based on the Fracture Mechanics

Day 2. Knowledge Bank (FEA) 1. How to do you determine If your problem needs a static or dynamic analysis? Answer 1 ◇》 * If the loading is constant over a relatively long period of time, it is static problem, otherwise it is a dynamic problem. * If the inertial and damping effects are negligible, it is static problem, otherwise it is a dynamic problem. * If the structure is subjected to vibrations, and the excitation frequency is less than one third of the structure lowest natural frequency, it is static problem, otherwise it is a dynamic problem. ** 🔔* *Here are examples of static and dynamic analysis in the context of aerospace engineering 🛫 : 1. Loading Duration Static Problem: The fuselage of an aircraft is designed to withstand constant pressure loads during flight. Since these loads remain relatively stable during cruise conditions, static analysis is appropriate to assess the structural integrity of the fuselage. Dynamic Problem: The landing gear of an aircraft experiences varying loads during takeoff and landing. As the aircraft accelerates and decelerates, these changing loads require dynamic analysis to evaluate the structural response. 2. Inertial and Damping Effects Static Problem: The wings of a stationary aircraft on the ground experience wind loads, but the inertial effects from movement are negligible. In this case, static analysis can be used to determine stress and deflection. Dynamic Problem: During turbulence or maneuvers, an aircraft experiences significant inertial forces and damping effects. Dynamic analysis is necessary to understand the behavior of the structure under these conditions. 3. Vibrations and Natural Frequency Static Problem: An aerospace component, such as a fuel tank, subjected to constant gravitational loads and minimal vibration can be analyzed statically to ensure it can handle these loads without failure. Dynamic Problem: An aircraft's wing structure experiences vibrations during flight, particularly near resonance conditions. If the excitation frequency from aerodynamic forces is close to or exceeds one-third of the wing’s lowest natural frequency, dynamic analysis is essential to predict potential failure modes and ensure safety. #FEA #Aero #Aviation #Hypermesh #Static #Dynamic #Fatigue

𝐇𝐚𝐬 𝐚𝐧𝐲𝐨𝐧𝐞 𝐭𝐡𝐨𝐮𝐠𝐡𝐭 𝐰𝐡𝐲 𝐝𝐨 𝐰𝐞 𝐧𝐞𝐞𝐝 𝐚𝐢𝐫𝐟𝐨𝐢𝐥𝐬??? As we know aircraft engines generates thrust so we can say that they only help in aircraft in moving forward. So what generates LIFT?? The answer is simple. Aircraft's wings mainly help in generating lift. Aircraft wings are constructed from set of airfoils. Now the question arises is how a single airfoil generates lift??? As the engine produces thrust, the aircraft moves forward and air flows over the surface of airfoil. So in simple words airfoil generates lift which helps in takeoff. We can understand it by understanding Bernoulli's equation which states that if speed increases pressure decreases and vice versa so as the flow accelerates over the surface of airfoil static pressure drops and if it decelerates than static pressure increases. We know that when structural loads are acted upon a surface positive pressure is generated and opposite happens for negative pressure. If we split upper and bottom surfaces of aircraft we will see that on the top surface as the flow accelerates and due to which low pressure region is created. The flow accelerates around the maximum thickness and then decelerates so suction pressure is created on the upper surface. On the lower surface flow initially accelerates and then decelerates. Flow accelerates around the leading edge and it creates suction which pulls the airfoil downward and as thickness decreases lift increases. Also net force vector F acts upwards and its perpendicular and parallel components decomposes into Lift and Drag force. We can increases the lift of aircraft by increasing the angle of attack but if increase it too much then stall happens. So optimization and design of airfoil depends on its applications, that's why they are made in different shapes and sizes. In last we can conclude that we need sufficient lift not maximum lift to take-off aircraft from ground, and we need to minimize drag but it comes at the expense of fuel. ♻️ Repost if you find this post interesting. If you want to know more about airfoils, feel free to text me via InMail message. P.S. I do not own the rights of this picture I took it from google for reference.

⚠️ Bridge safety is currently a big concern again. 💡 We've previously addressed this with the #WaveCam. Eigenfrequencies and mode shapes can be determined easily (no wiring required). And since bridges have low frequencies, simple cameras are sufficient. #GFaI #BSL #BSLNV #highspeedcameras #opticalflow #vibrationmeasurement #motionanalysis #structuralengineering #mechanicaltesting #materialsscience #researchanddevelopment #engineering #science #innovation #technology #cameras #videos #motiontracking #objectdetection #videostabilization

NEXT Aircraft Structural Course with be started SOONER! Details below..