Non-existed Cars Design by AI

Such a superbly nice design..... Subaru

https://nonexistedcars.blogspot.com/2023/06/ai-generative-design-revolutionizing.html

Preparing Yourself to Be an Aerospace Engineer: Tips and Tricks

 Preparing Yourself to Be an Aerospace Engineer: Tips and Tricks💪

Becoming an aerospace engineer is not an easy feat. It requires years of studying, practical experience, and an unwavering passion for all things space-related. But fear not, for we have some tips and tricks to help you prepare yourself for this exciting career!

First and foremost, it's important to gain practical experience in engineering. Universities offer numerous projects that can give you an insight into what engineering in practice is like. Don't hesitate to sign up for these projects and gain hands-on experience in your field.

It's also essential to keep up with the current industrial business landscape and main players. Knowing the ins and outs of the industry will give you an edge in understanding the business aspect of aerospace engineering. Keep yourself updated by attending industrial seminars, research, and talks.

In addition, staying up-to-date on the latest technology in aerospace is crucial. Speculate on where the technology is headed in the next 10-20 years and keep yourself informed to stay ahead of the curve.

Networking is also a significant aspect of preparing to be an aerospace engineer. Reach out to industry experts and keep growing your network. Attend conventions and conferences to meet like-minded people and make valuable connections.

Lastly, don't forget to have fun! Aerospace engineering is an exciting field full of possibilities. Keep yourself motivated by remembering why you chose this career path in the first place.

With these tips and tricks, you're well on your way to becoming an aerospace engineer. Remember to stay curious, keep learning, and never give up on your dreams of reaching the stars!

The A-10 Warthog: Still Relevant and Seriously Deadly

 The A-10 Warthog: Still Relevant and Seriously Deadly

When it comes to military aircraft, some models age like fine wine. They may be old, but their technology is still seriously deadly and efficient. The A-10 Warthog is one such example. Despite being developed in the 1970s, this aircraft remains relevant and a favorite among pilots and ground troops alike.

You better run as fast as you can 😄😆

So, why is the A-10 Warthog still relevant today? For starters, it's a versatile aircraft that can perform a variety of missions. Its primary role is close air support, meaning it provides air support to ground troops in combat situations. It's also capable of conducting air interdiction missions, which involve attacking targets behind enemy lines.

Another reason the A-10 Warthog is still in service today is its durability. This aircraft was built to withstand significant damage and keep flying, which is crucial in combat situations. Its thick armor protects the cockpit and engines from small arms fire, and its twin engines allow it to continue flying even if one is damaged.

The A-10 Warthog is also equipped with a formidable array of weapons. Its most famous weapon is the GAU-8 Avenger cannon, a 30mm rotary cannon that can fire up to 4,200 rounds per minute. This cannon is so powerful that it can destroy tanks, armored vehicles, and other targets with ease. Additionally, the A-10 Warthog can carry a variety of other weapons, including bombs, missiles, and rockets.

Despite being an older aircraft, the A-10 Warthog remains a favorite among pilots and ground troops. Its powerful weapons and durability make it an excellent choice for close air support missions, and its versatility means it can adapt to a variety of combat situations. Plus, there's just something about an aircraft with a name like "Warthog" that commands respect.

In conclusion, the A-10 Warthog may be an old aircraft, but its technology is still seriously deadly and efficient. Its versatility, durability, and powerful weapons make it a favorite among those who fly it and those who rely on it for air support. It's no wonder that this aircraft remains in service today and will likely continue to do so for many years to come.

Jet Fighter Engineering Design and Insightful Knowledge

 

Jet Fighter Engineering Design and Insightful Knowledge

Are you fascinated by the sleek and powerful design of jet fighters? Do you want to know more about the engineering behind these impressive machines? Look no further, because we've got you covered!

Jet fighters are designed to fly at high speeds and altitudes while being able to maneuver quickly and efficiently. The design of a jet fighter is crucial to its performance and effectiveness in combat situations. The engineering behind these machines takes into account factors such as aerodynamics, propulsion, and structural integrity.

One of the most important aspects of jet fighter design is its aerodynamics. The shape of the aircraft must be carefully crafted to minimize drag and maximize lift. This is achieved through the use of wings, which are designed to provide lift and stability during flight. The shape of the wings and the angle at which they are positioned can greatly affect the way the aircraft handles and performs in the air.

Another crucial aspect of jet fighter design is its propulsion system. Jet fighters use powerful engines to generate the thrust needed to propel them through the air at high speeds. These engines are designed to be efficient and reliable, while also being powerful enough to handle the demands of combat situations.

The structural integrity of a jet fighter is also important. These aircraft are subject to extreme stress during flight, and must be able to withstand the forces generated by high-speed maneuvers and combat situations. The materials used in the construction of a jet fighter must be strong and lightweight, while also being able to withstand high temperatures and pressures.

In addition to the engineering behind jet fighters, there is also a wealth of knowledge to be gained from studying these machines. The history of jet fighter development is filled with fascinating stories of innovation and technological advancement. From the first jet fighters of World War II to the advanced stealth fighters of today, there is much to be learned from the evolution of these incredible machines.

So if you're interested in jet fighter engineering design and insightful knowledge, there's no better time to start exploring. Whether you're a student of engineering, a military history buff, or just a curious aviation enthusiast, the world of jet fighters is waiting for you to discover it.

Have you wonder why?

Amalan zahir dan batin - Amalan hati dan yasin

By : pang5

Tetiba rasa nak jadi ustaz pulak. Sebenarnya dah lama rasanya nak menulis sekadar untuk beri peringatan. Mana tahu boleh jadi bekalan di akhirat sana.

Saya ingin berkongsi beberapa amalan yang saya sendiri amalkan dan alhamdulillah saya merasai kesannya sehingga kini. Ramai yg membaca blog buruk saya ini terutama peminat2 aeroangkasa.

Sebenarnya untuk menempuh alam kerjaya, usaha zahir dan batin adalah perlu untuk memperoleh bantuan2 ghaib drpd Allah SWT. Orang2 dahulu pesan kalau nak merantau penuhkan ilmu di dada dulu. Di dalam menempuh alam kerjaya ini saya menemui orang putih, orang hitam, orang korea, orang jepun, orang china, india, orang dengki, hasad, poyo, bangang, bodo dan mcm2 lagi.

Sekiranya batin kita kosong drpd amalan maka kita akan mudah terpengaruh dengan gejala2 negatif drpd pembawaan makhluk2 yg kita jumpai dan seterusnya mengganggu kelancaran urusan dan mungkin menjejaskan kerjaya kita.

Alhamdulillah masa muda saya dahulu byk menuntut ilmu2 pakaian ghaib ini dan memudahkan saya berurusan dengan makhluk2 yg Allah jadikan ini.

Daripada byk2, cukup ketahui dan amalkan 2 ini dahulu :

1. Ilmu hati - Anggap tiada daya dan upaya melainkan drpd Allah. Anggap apa yg tercapai atau tak tercapai oleh pancaindera kita pada hakikatnya tidak wujud melainkan Allah. Cth :

- Bila jumpa mamat badan taugh dan kuat, anggap mamat tu hanyalah bayangan drpd Allah yg diwujudkan tanpa ada kekuatan yg mamat tu miliki melainkan drpd Allah belaka.

- Boleh guna konsep yg sama bila dinterbiu... anggap saja siapa yg interbiu kita tiada apa2 kuasa. Yg akan ambil kita kerja hanya Allah.

- Sama juga konsepnya bila berhadapan dengan bos atau orang besar atau orang bawahan. Anggap mereka tiada kewujudan secara hakikat, hanya zahir bayangan yang wujud.

Konsepnya mudah kalau difahami dengan betul. Kita pada hakikatnya tidak wujud. Makhluk2 pada hakikatnya tidak mempunyai kewujudan mutlak. Hanya Allah yang wujud, berdiri dengan sendiri dan baqo'. Jadi kenapa gundah/takut dengan sesuatu yang pada hakikinya tidak wujud dan tidak memberi bekas?

2. Baca Yasin pada waktu pagi - Sebelum/selepas subuh. Amalan ini saya amalkan selama bertahun2 sehingga saya rasa saya terasa keberatan atau takut keluar pagi kalau belum melaksanakan. Kalau rajin cari hadith ttg amalan ini. Saya taknak jadi ustaz plak kat sini. Khasiatnya sangat byk. Senang cerita amalan ini akan menjadi sebab segala urusan kita dipermudahkan / dicukupkan Allah drpd pagi sampai ke petang. Paling baik amalkan juga lepas maghrib tapi sebab kita biasanya tiada urusan pd waktu malam maka baca waktu pagi pun dah cukup. Sila istiqamah dengan amalan ini sehingga jadi darah daging. Tanda2 amalan tu dah jadi darah daging ialah kita sangat susah nak tinggalkan bila kita tgh malas tahap gaban. Itu tanda amalan dah meresap dalam diri dan setan2 pon byk dah give up dengan anda.

cara2 : Niat hadiahkan bacaan jika ada pahala kpd junjungan besar Nabi Muhammad SAW, keluarga baginda, para sahabat baginda, wali2 Allah, kedua ibu bapa (samaada hidup atau mati) dan org2 beriman yang telah mendahului kita. Fatihah 1 x ...... kemudian selawat 11 x. Baru baca yasin. (1 x dah cukup) - Total masa amalan ni dlm 10 minit jer. Kalau pemalas mmg aku tak tau nak cakap apa ler.

InsyaAllah anda akan merasai perubahan hidup anda jika anda istiqamah dengan amalan hati dan yasin ini. Kalau rasa ragu2 yang amalan ni bidaah ke apa ke, terpulang tiada siapa yang paksa. Sila jangan komen utk apa2 perdebatan. Jika yakin sila amal.

Ikutlah orang yang berpesan tanpa mengharapkan apa2 balasan duniawi.... yang ini ada maksud dlm yasin boleh cari.

Semoga berjaya dunia akhirat.

pang5

Kerjaya Aeroangkasa : Membina Profil

By : pang5

Keyword : Developing your profile / membina profil

Ramai graduan-graduan atau pencari pekerjaan mengalami salah faham yang kronik tentang proses pengambilan pekerja. Mereka menyangka mereka sepatutnya diambil bekerja sekurang-kurangnya atas faktor berikut :

1. Belajar di Universiti luar negara atau ternama.
2. CGPA yang mengancam.
3. Internship di syarikat2 ternama.
4. Mendapat training2 yang terbaik.
5. Macam2 lagi....

Semua itu betul tetapi bukanlah kemestian bagi sesuatu syarikat itu untuk mengambil pekerja berdasarkan penilaian tersebut. Ramai yang masih keliru tentang pembinaan profil yang agak penting di dalam sesuatu proses pengambilan pekerja. Bagi sesebuah syarikat, mereka mengambil pekerja dengan cara 'profile matching' iaitu beberapa ciri yang dikehendaki seperti 'set of skill', 'set of soft skill', 'set of knowledge', social skills, emotional quotient, Intelligent quotient dan sebagainya.

Katalah untuk suatu pekerjaan contohnya Stress Engineer memerlukan profil pekerja seperti berikut :

1. IQ yang tinggi. (>60%)
2. EQ yang tinggi. (Konsisten)
3. Kemahiran matematik yang above par (>70%)
4. Pengalaman di dalam design office. (>2 years)
5. Boleh bekerja lebih masa.
6. Minat menyelesaikan masalah yang rumit.
7. Social skills (Sederhana)

Semua elemen2 di atas akan ditapis di resume/CV dan akan seterusnya diuji sewaktu interview. Perhatikan yang elemen2 di atas bukanlah hendak semuanya tip-top tetapi lebih kepada padanan profil anda match dengan profil yang majikan kehendaki. Bukan semua majikan hendakkan pekerja yang CGPA 3.5 dan bukan semua majikan yang menolaknya. Bukan semua position perlukan soft skills yang tinggi mungkin hanya perlukan sedehana sahaja. Bukan semua position memerlukan orang yang terlalu details pemerhatiannya.

Jika anda memahaminya maka fahamlah anda ungkapan yang selalu disebut 'rezeki masing-masing'.

Sebab itu para graduan dan pencari pekerjaan adalah disarankan agar muhasabah dahulu diri tentang kekuatan dan kelemahan diri. Kemudian lakukan self profiling dan terjemahkan di dalam resume dan CV. Pilih pekerjaan berdasarkan kemampuan yang ada dan juga minat yang mendalam. Jangan sesekali menipu diri sendiri dan cuba menjadi orang lain yang akan menyebabkan anda tersekat di kemudian hari.

Jangan sesekali ada niat hendak menipu ketika interview. Cuba berlaku jujur dan jadi diri sendiri kerana jika profil yang dikehendaki majikan itu match dengan diri kita, yang untung adalah kita sendiri. Jika tidak dapat itu tandanya profil kita tidak match.

Kadang2 kita sangat meminati suatu pekerjaan dan ingin memilikinya tetapi kita sebenarnya tiada kemampuan memikulnya. Bersyukurlah kepada Allah SWT jika tidak memiliki apa yang kita kehendaki kerana itu mungkin adalah yang terbaik buat kita.

Bagi graduan, binalah profil perlahan2 dengan menyertakan minat dan kajian terhadap suatu jenis pekerjaan tetapi bersederhanalah.

Bagi yang baru memulakan pekerjaan sila ambil latihan2 yang disediakan syarikat dengan serius kerana ia sangat membantu di dalam pembinaan profil pekerjaan. Jangan takut mengambil peluang dengan berpindah ke department2 baru atau membina skill2 baru. Pandang sesuatu dalam skop horizon yang lebih luas.

Binalah jaringan/networking melalui kemahiran bersosial. You'll never know who will help you in the future.

Jangan terlalu bergantung kepada jobstreet.(terlalu ketinggalan)

Untuk worldwide recognition disarankan menggunakan Linkedin. (lebih advanced)

Catit setiap latihan/training yang diambil dan letakkan di CV. Tulis secara ringkas tetapi padat contoh :

• Engineering Structure - Basic Metallic - Airbus Toulouse, France -March 2014
• Engineering Structure - Advanced Metallic - Airbus Toulouse, France -March 2014
• Engineering & Maintenance Process Communication - April 2014
• Structural Repair Training - Eurocopter, Malaysia -June 2012
• Configuration Management - Verify - August 2011
• Performance Appraisal - Nelson -December 2011

Nasihat untuk siapa2 yang akan menempuhi kerjaya aeroangkasa ialah jangan cari musuh. Dunia aeroangkasa ini sangat kecil dan peluang untuk kita bertemu semula dengan orang yang kita benci sangat tinggi.

If you really hate a person just ignore him and just keep smiling.... it will not hurt you more..just don't let your life miserable and waste your time just because a person who didn't even deserve to take your most valuable time and feelings.... Spend it to your family and your love ones will be much better.

Merci.
pang5

Ziarah Toulouse yang dicengkam bayu dingin...

By : pang5

Ziarah tulus menikmati kegigilan bayu hujan yang mencengkam urat saraf... Angsa tulus mendiamkan diri mengenang Ilahi. Ahhh... Alhamdulillah berjumpa saudara Jordan yang menghidangkan moroccon teh, kopi ala toulouse dan juga american/obama kebab. Ziarah tulus seterusnya ke Basso cambo menjalin ukhwah dengan saudara2 yang telah terikat sejak alam arwah.

Di jambatan Pont Neuf

Angsa tulus berzikir...

Mencari makanan halal di Toulouse sangat mudah....

Jalan-jalan Paris

By: pang5

Jalan

Besi Buruk Paris

Paris Disneyland

Musee de Lourve

Cik Mona Lisa yang tak berapa cantik tp digilai ramai

Barcelona Trip 2014

By : pang5

Menghabiskan hujung minggu di Barcelona.... enjoy the view!

Never siap Catehedral....

Camp Nou Barcelona FC

Turki style lunch at Barceloneta

Barceloneta Beach

Airbus and MIT look to digital manufacturing to reduce aircraft construction costs

A lego play composite?? Damn cool.... :)

Source : http://www.reinforcedplastics.com/view/36097/airbus-and-mit-look-to-digital-manufacturing-to-reduce-aircraft-construction-costs/

Could composite aerospace structures be assembled much like snap-together building blocks rather than manufactured as large, expensive, one-piece parts? Under a new research agreement Airbus and the Massachusetts Institute of Technology (MIT) will explore the potential of digital manufacturing in aircraft construction.

Aircraft manufacturers are increasingly adopting composite materials to reduce aircraft weight and operating costs. Airbus' latest model, the A350 XWB, is over 50 wt% composite.

Current composite airframe manufacture involves the fabrication of large single-piece parts, an expensive process. (The fuselage of the A350 XWB, for example, is made up of a number of large composite panels which are then joined together.)

The digital material concepts being developed at MIT could lead to lighter weight structures and lower construction and assembly costs.

Composite materials

Airbus will work with MIT’s Center for Bits and Atoms (CBA), which has been developing new methods for manufacturing structures out of carbon fibre reinforced plastic (CFRP). 

CBA Director Neil Gershenfeld and his colleague Kenneth C. Cheung recently published a paper in the journal Science on Reversibly Assembled Cellular Composite Materials. This outlines the assembly of a 3D lattice of mass-produced CFRP parts with integrated mechanical interlocking connections. Cheung produced flat, cross-shaped composite pieces that were clipped into a cubic lattice of octahedral cells, a structure called a 'cuboct.'

The parts form a structure that is 10 times stiffer for a given weight than existing lightweight materials, according to the researchers. The structure can also be disassembled and reassembled easily – such as to repair damage. (The repair of the composite aircraft fuselages now entering service is a challenge facing the aerospace industry).

The individual composite parts can be mass-produced and MIT is developing a robot to assemble them into wings, aircraft fuselages, and other parts. Other applications such as bridge decks are also possible.

Advantages of 'digital composites'

The MIT technique allows much less material to carry a given load. This could reduce the weight of aircraft and other vehicles, which in turn would lower fuel use and operating costs.

The costs of construction and assembly would also be lower.

Unlike conventional composite materials, which tend to fail abruptly and at large scale when stressed to the breaking point, the modular system tends to fail incrementally, the researchers say. This makes it more reliable and easier to repair. 

The possibility of linking a number of parts introduces a new degree of design freedom into composite manufacturing. MIT has shown that by combining different part types, they can make 'morphing' structures with identical geometry but that bend in different ways in response to loads.

This means that instead of moving only at fixed joints, the wing of an aircraft could change shape.

Taper Scarf Removal : Not For Real Man

It is not an art at all. Just a lazy man's work. Although this is preferable in MRO industries, but the quality of the repaired structure already been compromised.

A few cons :

Not applicable to repairs of thick structures 
Some risk of damaging “good” structure within and outside the scarf area

The load designed for each layers of plies orientation is not connected perfectly anymore. It is just more or less, which is not up to the standard for aircraft industries.

For a real man out there, let's go for higher standard!

Composite Step Removal : The Forgotten Art

In composite repair, the removal plies process is the most unpleasant situation and could be hazardous due to dust from the removal. The best practice for this process is still the STEP REMOVAL.

Step removal is the standard requirement in aircraft industries especially for manufacturer. But, most of the MRO players prefer the taper scarf removal which is not very good in quality and load transfer designed for the current structure.

It is the race-against-time which in the end determine either step sanding or taper scarf is preferable.

Most probably, the step removal will be the forgotten art.

Video show of simple step removal using grinding process.

The quality different between step removal and taper scarf will vary greatly when the number of plies removed increases.

But, by using grinder for step removal at certain point can be very impossible to handle. This will limit the repair if the competency is not up to the level required.

The keyword here is 'Competency'.

See the example of 16 plies removal using special techniques from aircraft industries;

So, how to remove 16 plies of composite with this complex configuration?

The keywords here is 'Special Techniques'.

The secret of the forgotten art is safe with us.

The Aircraft Composite Repair Getting Harder and Complicated

It is just a matter of time before the composite repair getting more harder and complex. Until that time only a few can still follow the competency level required by the fast changing industries.

Metal type of repair may become obsolete or at least becoming less and less popular in the next 10-20 years  after this.

Most of the MRO's players prefer a simple composite repair techniques like wet layup and trying to avoid the use of advanced materials like prepreg applications due to high cost of MOQ, storage and short storage life issues.

By doing this, they just buying time before they realize they cannot catch the advanced repair techniques standard for high performance composite set by the manufacturer/OEM.

If this was right, in the nearer future, only manufacturer can repair the high performance composite type. The MRO players need to make collaboration with the manufacturer to set up an integrated Composite Repair Center approved eg by Boeing or Airbus in a region like South East Asia.

This smart collaboration will save money on the advanced facilities and materials and also save time in developing the competency of the people.

Compete or collaborate?

You decide.

Read an interesting news on Boeing concern about the composite repairs;

from : http://www.bloomberg.com/news/2011-10-21/boeing-dreamliner-s-composite-repairs-questioned-by-u-s-agency.html

Boeing Dreamliner Composite Repairs Questioned By U.S. Watchdog

Boeing Co. (BA)’s new 787 Dreamliner, set to fly its first paying passengers next week, faces four “safety-related concerns” about repairs to the composites used for the fuselage and wings, a U.S. agency said.

A review of the Dreamliner, the first airliner built with carbon-fiber reinforced composite plastics instead of metal, was released Oct. 20 by the U.S. Government Accountability Office. The GAO identified four concerns: limited information on the behavior of airplane composite structures; technical issues with the materials’ unique properties; standards for repairs; and training and awareness.

The U.S. Federal Aviation Administration certified the 787 in August following 20 months of flight tests, after requiring that Boeing take extra steps to demonstrate its safety. The GAO was asked by three members of Congress to review the FAA’s certification process and planned oversight once the model enters service, and consulted experts on repair and maintenance.

“None of the experts believed these concerns posed extraordinary safety risks or were insurmountable,” the GAO said in its report. Still, while the FAA is taking action to address the matters, “until these composite airplanes enter service, it is unclear if these actions will be sufficient,” the report said.

The 250-seat Dreamliner uses the lighter-weight composites, new engines and the first all-electric system to help it fly farther with less fuel.

Charter Flight

Chicago-based Boeing delivered the plane last month to its first customer, Tokyo-based All Nippon Airways Co., more than three years late after Boeing struggled with the new materials and manufacturing processes. The Dreamliner is scheduled for a charter flight from Tokyo toHong Kong on Oct. 26 and will enter regular service the following week.

“Regardless of the materials we use, Boeing employs the same rigorous methods to deliver products that are safe for the flying public and efficient for airlines,” said Marc Birtel, a Boeing spokesman in Seattle. “Composite materials have been used in commercial airplanes for decades.

‘‘The concerns in the GAO report are limited to support activities,’’ which already are being addressed through an industrywide effort involving regulators, manufacturers, operators and maintenance and repair organizations, Birtel said.

Boeing has used composites for other airliners before, including the 777, though never for the whole fuselage and wings as in the 787.

Repairs Different

The Dreamliner’s fuselage is made of reinforced carbon fibers spun around a barrel mold and baked, so repairs will be handled differently than with traditional aircraft that are built of riveted aluminum panels.

‘‘The FAA conducts a rigorous certification process for every new airplane that ensures it meets the highest levels of safety, and the FAA has certified commercial aircraft that use composite materials for decades,’’ the agency said yesterday in a statement. ‘‘In addition to the extensive certification requirements, the FAA’s robust safety oversight system is designed to detect and correct any issues that may emerge during actual flight.’’

The GAO’s review was requested by Representative Eddie Bernice Johnson of Texas, Representative Donna Edwards of Maryland and Representative Jerry Costello of Illinois, all Democrats.

They wrote a letter to FAA Administrator Randy Babbitt on Oct. 20, asking that he explain what ‘‘practical and proactive’’ steps are being taken to ensure ‘‘robust oversight’’ of the 787’s maintenance and repair.

Training Personnel

As the model enters service, the FAA will need to train more personnel to deal with composites and certify more repair centers to handle work on the new planes, the GAO report said. Boeing has orders for about 800 of the 787s from carriers around the world, making it the company’s fastest-selling new plane ever.

‘‘Composite-built aircraft present opportunities as well as unique and complex challenges, and we need to make sure the FAA is addressing all of these challenges appropriately,” Johnson said yesterday in a statement.

All Nippon Airways’s first Dreamliner already suffered some slight surface damage to the engine cowling when it hit a passenger boarding bridge earlier this month, Flightglobal reported Oct. 19. The plane resumed regular flight tests with the carrier in Japan after the company did some checks, the trade publication said.

MRO Europe: Airbus cautious about bonded structural repairs on A350

It was an old articel but still worth to read..... OEMs VS MRO in Composite Repairs...

Source : http://www.flightglobal.com/news/articles/mro-europe-airbus-cautious-about-bonded-structural-repairs-on-a350-377511/

By:   MICHAEL GUBISCH LONDON

05:51 10 Oct 2012 

Source: 

Airbus wants to concentrate structural repair development for critical composite parts on the A350 to bolted repairs, as it views alternative bonded repairs as "too big a step" on primary load-bearing structures for the time being.

Frédéric Gaible, A350 structures engineer in the airframer's customer services engineering and maintenance division, says there will be "limited scope" for bonded repairs on the largely composite twinjet, as regulations do not allow for them "at this stage".

The focus will remain on repairs with bolt-on reinforcements, because the development of bonded repairs for critical parts in the outer fuselage and wing area, where in-service damage is likely to occur, would be "too big a step", he says.

Gaible made the comments during a discussion at the MRO Europe conference about the changing relationship between manufacturers and maintenance providers in regard to composite repairs.

Airbus views itself as the main source for structural repair development on its aircraft, while operators and MRO providers will implement the respective approved processes.

But MRO companies are calling for greater sharing of technical data to be able to develop their own repairs. James Kornberg, general manager for customer support, products and business development at Air France Industries' aerostructures unit, says it frequently discovers damage on aircraft "which the OEMs didn't know about".

He believes operational experience with the aircraft gives MRO providers an advantage over the airframers. While repairs on new-generation aircraft are becoming more difficult, competition between OEMs and MRO providers must continue, he says.

Arne Lewis, associate technical fellow for Boeing's 787 service engineering division, denies MRO providers are under threat from the OEMs. However, he warns that intellectual property will not be as freely available for new aircraft as on legacy models.

Cool Crashed Movie...

It was so cool... at least in a movie. :)

FUTURE AIRCRAFT ADVANCED MATERIAL

http://www.airbus.com/innovation/future-by-airbus/concept-planes/the-airbus-concept-cabin/future-technologies/

Bionic Structures

Future aircraft could be built using a bionic structure that mimics the bone structure of birds. Bone is both light and strong because its porous interior carries tension only where necessary, leaving space elsewhere. By using bionic structures, the fuselage has the strength it needs, but can also make the most of extra space where required. This not only reduces the aircraft's weight and fuel burn, but also makes it possible to add features like oversized doors for easier boarding and panoramic windows.

Biopolymer membrane

The cabin's bionic structure will be coated with a biopolymer membrane, which controls the amount of natural light, humidity and temperature, providing opacity or transparency on command and eliminating the need for windows. This smarter structure will make the aircraft lighter and more fuel-efficient while giving passengers 360 degree views of the skies. This will offer unparalleled, unobstructed views of the wonders of the five continents - where you will be able see the pyramids or the Eiffel Tower through the transparent walls of the aircraft.

Composite Materials

Future materials may not even be the materials we see and use today. 'Composite' materials will be used - new matter made of a combination of different materials. In the future materials may not even take a solid state, but could be a composition of fluid and gas for example!

Integrated Neural Network

The cabin electrical system can be compared to the human brain, with a network of intelligence pulsating through the cabin. This network will be absorbed into the structural materials, making the hundreds of kilometres of cables and wires found in today's aircraft a thing of the past. Known as 'Smart' materials they can perform numerous functions, recognising the passenger, so that you too are 'connected' to the plane.

Morphing Materials

Materials that change shape and return to their initial form, growing like the leaves of a plant, are a very real possibility. Morphing materials might be metals or polymers that have a 'memory'; or are covered with a 'skin' that will instigate a shape change. A memory is created using sensor and activator systems that give materials a certain level of artificial intelligence, allowing them to adapt to the passengers' needs.

Self-reliant Materials

Materials will be self-cleaning. Think of the leaves of a lotus plant, which water rolls off in beads, taking contaminants with it. Today, coatings inspired by this are used on the surfaces of cabin bathrooms. In the future they will be found on the fabric of seats and the carpets.

These intelligent materials could also be self-repairing, which is already used today in surface protection. Certain paints can seal a scratch by themselves, just as the human skin does. 

Ecological Materials

The future passenger cabin will be fully ecological. Fully recyclable plant fibres that can be grown to a custom shape will be sourced from responsible and sustainable practices.

3D Printing

Some of the elements in the cabin could be created using additive layer manufacturing, which is a bit like printing in 3D. The process repeatedly prints very thin layers of material on top of each other until the layers form a solid object in materials ranging from high-grade titanium alloys to glass and concrete. As well as making it simpler to produce very complex shapes, this form of production wastes a lot less material than cutting shapes out of bigger blocks. While this technique is already being tested for small aircraft parts today, in the future, its use could be widespread - not only in industry but in people's homes!

Holographic Technology

Scenes showing the destination, a city skyline or a tropical forest, will be projected onto the walls. A private cabin can reflect your bedroom at home, a business conference or even a zen garden, thanks to the projection of virtual decors. Holographic technology will have advanced to such a degree that the virtual world will be indistinguishable from the real.

Energy Harvesting

Smart energy solutions such as energy harvesting will be a part of the cabin environment. The body heat you give out will be collected by your seat or pod as you relax or sleep, and combined with energy collected from other sources, like solar panels, to fuel cabin appliances.

Testimonial of Young Engineer - Astrium

25 year old Belgian/French Elise Debry works as a design engineer for Astrium, the space division of the EADS Group, in Les Mureaux near Paris. For the young professional the position is her first job after completing her studies in engineering.

My career start

My interest in EADS was first ignited during an internship at Astrium as part of my studies. During the last year of my engineering course, I specialised in space engineering. After that, an internship at Astrium, one of the main European space companies, was a natural next step. When deciding what offer to take, I had a choice between staying at EADS or working for the French Space Agency (CNES). I’ve chosen a position at Astrium Space Transportation because this company, as the prime contractor of Ariane 5, the European heavy launcher, offers a very broad spectrum of activities (from mechanical design to propulsion or software) and many career opportunities. Moreover, the international aspect of Astrium was very compelling. The reason why I decided to get involved in the aeronautics field was clear: ‘problem solving’ is the name of the game. And the bigger or more complex the problem, the more fun and gratification I get from solving it.

A truly thrilling job

I am currently working on the Ariane 5 E/S Galileo project. The goal is to adapt the Ariane 5 launcher (the vessel taking the payload into space) to launch Galileo satellites into orbit. These will be used for the future European Global Positioning System. Four Galileo satellites will be launched in one mission. This requires some modifications to the existing launcher, and particularly the development of a specific structure to carry the four satellites. My role as a design engineer on this project is to ensure the consistency of the development of primary structures of the launcher so that, once assembled, the different parts, also called Stages, result in a robust launcher able to sustain the loads and carry out its mission: carry satellites into space.

Ariane 5 is a truly European project. The various parts of the launcher are designed and built in several European countries. I especially like the international aspect of my job; working with German, French and Spanish people is really interesting. After starting out at Astrium, I found everything I wanted and more in the job description. When asked what the most important prerequisites for my job are, these are very clear to me: you need a critical mind, a great deal of creativity and global thinking. Every day brings new and different situations and challenges. You have to come up with answers that prove to be right and that are able to stand the test.

A typical working day

As my contribution is the design of the launcher, I have to take care of all sorts of aspects. Questions ranging from the most appropriate materials to choose to mathematical problem-solving are my daily business – but I’m not alone! As an engineer on a very complex project, I’m really part of the team.

I frequently have to analyse new or altered problems which arise as the project progresses, and I have to be able to find appropriate solutions, elaborate a strategy and justify my solutions to highly complex technical issues. Sometimes finding a solution seems to be like looking for a needle in a haystack – but that is precisely what makes the work so interesting.

Male vs. female?

Clearly I am working in an environment with fewer women than men – about 20 per-cent of the workforce at Astrium are women. But this gender imbalance is not new for me: this is what I have been used to since the beginning of my scientific studies (in mechanical engineering). However, things are changing slowly: there are more women engineers of my age now than there were a few decades ago.

I have always liked the cooperative team work element and the focus being clearly on the many problems to solve. Also, I have never felt under pressure or alienated by my minority position. Among engineers, gender issues seem to matter less than elsewhere. Engineers – men and women alike – are focused on technical problem solving.

Work-life balance

Astrium offers me many career options and also supports me in more ways than one. The Les Mureaux site has many sports facilities which we can avail of during lunchtime or after work. Such a break in the working day improves our feeling of well-being and helps our concentration and work performance. When I look at some of my colleagues, I see that they get full maternity/paternity support in the form of part-time work and home office options. That is a good and mutually beneficial choice for employee and employer as both sides profit from such a solution.

The space race

The thought of being part of a team that actually develops a launcher to put payloads into space is one of the most challenging aspects of my daily routine. Still after three years now, I love the thought that somewhere satellites can be put into space and serve their purpose because I helped to design the launcher in just the right way.

Live launch

Each time Ariane 5 takes off, I watch the launch from Kourou live on the Internet. The launch brings everything together in one single event. I enjoy being at the forefront of cutting-edge technical development in one of my favourite fields – space!

I’m looking forward to seeing the launcher version I am working on, Ariane 5 E/S Galileo, take off! Unfortunately, I will have to wait until the end of 2014. This is one of the disadvantages of working on space development projects. You have to be patient to see the concrete results!

No drawbacks?

Well, a truly hard challenge is that you cannot test-drive a launcher before it is put into space. It goes up or it does not. So you’d better get it right straight away. No second chance for a first impression. That is quite a credo for me. I guess it is really the problem solving part that I love most!