On the galloping instability of two-dimensional bodies having elliptical cross sections.

Galloping, also known as Den Hartog instability, is the large amplitude, low frequency oscillation of a structure in the direction transverse to the mean wind direction. It normally appears in the case of bodies with small stiffness and structural damping, when they are placed in a flow provided the incident velocity is high enough. Galloping depends on the slope of the lift coefficient versus angle of attack curve, which must be negative. Generally speaking this implies that the body is stalled after boundary layer separation, which, as it is known in non-wedged bodies, is a Reynolds number dependent phenomenon. Wind tunnel experiments have been conducted aiming at establishing the characteristics of the galloping motion of elliptical cross-section bodies when subjected to a uniform flow, the angles of attack ranging from 0° to 90°. The results have been summarized in stability maps, both in the angle of attack versus relative thickness and in the angle of attack versus Reynolds number planes, where galloping instability regions are identified

Robust aircraft conceptual design using automatic differentiation in Matlab

The need for robust optimisation in aircraft conceptual design, for which the design parameters are assumed stochastic, is introduced. We highlight two approaches, first-order method of moments and Sigma-Point reduced quadrature, to estimate the mean and variance of the design’s outputs. The method of moments requires the design model’s differentiation and here, since the model is implemented in Matlab, is performed using the AD tool MAD. Gradient-based constrained optimisation of the stochastic model is shown to be more efficient using AD-obtained gradients than finite-differencing. A post-optimality analysis, performed using ADenabled third-order method of moments and Monte-Carlo analysis, confirms the attractiveness of the Sigma-Point technique for uncertainty propagation

The birth of airplane stability theory

Airplane stability theory was born at the end of the XIX century and matured around 100 years ago, when airplanes were hardly controllable yet. The success and safety of flights in the pioneer years depended upon largely unknown stability and control characteristics. Understanding the modes of airplane motion has been of paramount importance for the development of aviation. The contributions made by a few scientists in the decades preceding and following the first flight by the Wright brothers set the concepts and equations that, with minor notation aspects, have remained almost unchanged till present day.Magraner Rullan, JP.; Martinez-Val, R. (2014). The birth of airplane stability theory. Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering. 228(9):1498-1506. doi:10.1177/0954410013494139S149815062289PERKINS, C. D. (1970). Development of airplane stability and control technology /1970 Von Karman Lecture/. Journal of Aircraft, 7(4), 290-301. doi:10.2514/3.44167Abzug, M. J., & Larrabee, E. E. (2002). Airplane Stability and Control, Second Edition. doi:10.1017/cbo9780511607141Graham, W. R. (1999). Asymptotic analysis of the classical aircraft stability equations. The Aeronautical Journal, 103(1020), 95-103. doi:10.1017/s0001924000027792Bryan, G. H., & Williams, W. E. (1904). The Longitudinal Stability of Aerial Gliders. Proceedings of the Royal Society of London, 73(488-496), 100-116. doi:10.1098/rspl.1904.0017Wegener, P. P. (1997). What Makes Airplanes Fly? doi:10.1007/978-1-4612-2254-5Pradeep, S., & Kamesh, S. (1999). Does the Phugoid Frequency Depend on Speed? Journal of Guidance, Control, and Dynamics, 22(2), 372-373. doi:10.2514/2.4391Phillips, W. F. (2000). Phugoid Approximation for Conventional Airplanes. Journal of Aircraft, 37(1), 30-36. doi:10.2514/2.2586Pamadi, B. N. (2004). Performance, Stability, Dynamics, and Control of Airplanes, Second Edition. doi:10.2514/4.862274Ananthkrishnan, N., & Ramadevi, P. (2002). Consistent Approximations to Aircraft Longitudinal Modes. Journal of Guidance, Control, and Dynamics, 25(4), 820-824. doi:10.2514/2.4952McRuer, D. T., Graham, D., & Ashkenas, I. (1990). Aircraft Dynamics and Automatic Control. doi:10.1515/978140085598

Completeness of pathology reports in stage II colorectal cancer

Introduction: The completeness of the pathological examination of resected colon cancer specimens is important for further clinical management. We reviewed the pathological reports of 356 patients regarding the five factors (pT-stage, tumor differentiation grade, lymphovascular invasion, tumor perforation and lymph node metastasis status) that are used to identify high-risk stage II colon cancers, as well as their impact on overall survival (OS). Methods: All patients with stage II colon cancer who were included in the first five years of the MATCH study (1 July 2007 to 1 July 2012) were selected (n = 356). The hazard ratios of relevant risk factors were calculated using Cox Proportional Hazards analyses. Results: In as many as 69.1% of the pathology reports, the desired information on one or more risk factors was considered incomplete. In multivariable analysis, age (HR: 1.07, 95%CI 1.04–1.10, p < .001), moderately- (HR: 0.35, 95%CI 0.18–0.70, p = .003) and well (HR 0.11, 95%CI 0.01–0.89, p = .038) differentiated tumors were significantly associated with OS. Conclusions: Pathology reports should better describe the five high-risk factors, in order to enable proper patient selection for further treatment. Chemotherapy may be offered to stage II patients only in select instances, yet a definitive indication is still unavailable

Conceptual design of a winged hybrid airship

The present study focuses on the sizing and aerodynamic contour design of a two-seater 1000 kg gross take-off mass winged hybrid airship. Unlike the conventional hybrid airships, which stay aloft and takeoff with the help of VTOL propulsion systems, a winged hybrid airship requires a certain speed to takeoff by utilizing lift coming from its aerodynamic surfaces. Heaviness fraction and takeoff ground roll are considered as measure of merit in initial sizing. Based on the design requirement of Malaysian inter-island tourism and transportation of agricultural products, range is set to 450 km and ground roll for take-off about 150 m. For the airship to be heavy enough for ground handling, the ratio of hydrostatic to hydrodynamic lift is set equal to 49:51. Summary of the results to be obtained in early design phase will give a baseline start to study the aerodynamics and stability characteristics of such airships in future

Computer-gesteund ontwerpen van vliegtuigen: Specifiekatie van de systeemkonfiguratie, evaluatie van turnkey systemen en keuze van een computersysteem voor het concept-ontwerpen van vliegtuigen

Aerospace Engineerin

Development and application of a comprehensive, design-sensitive weight prediction method for wing structures of transport category aircraft

Aerospace Engineerin