Search results

As commercial and military aircraft continue to be subject to direct lightning flashes, there is a great need to characterize correctly the electrical currents and electric potential fluctuations on an aircraft to determine alternative design approaches to minimizing the severity of the lightning-aircraft dynamics. Moreover, with the increased severity of thunderstorms due to global warming, the need arises even more to predict and quantify electrical characteristics of the lightning-aircraft electrodynamics, which is normally not measurable, using a reliable electric model of the aircraft. Such a model is advanced here. The paper aims to discuss these issues.

The case considered in this paper is that of an aircraft directly attached to an earth flash lightning channel. The paper develops a new approach to modelling the aircraft using electric dipoles. The model has the power to represent sharp edges such as wings, tail ends and radome for any aircraft with different dimensions by using a number of different sized dipoles. The distributed transmission line model (TLM) of the lightning return stroke incorporating the distributed aircraft model is used to determine aircraft electrical elements and finally the electric current induced on the aircraft body due to lightning's interaction with the aircraft. The model is validated by the waveform method and experimental results.

The dipole model proposed is a very powerful tool for minute representation of the different shapes of aircraft frame and to determine the best geometrical shape and fuselage material to reduce electric stress. This charge simulation method costs less computer storage and faster computing time.

The paper for the first time presents a computer-based simulation tool that allows scientists and engineers to study the dynamics of voltage and current along the aircraft surface when the aircraft is attached to a cloud to ground lightning channel.

This study aims to understand the influence of megasonic (MS)-assisted agitation on printed circuit boards (PCBs) electroplated using copper (Cu) electrolyte solutions to improve plating efficiencies through enhanced ion transportation.

The impact of MS-assisted agitation on topographical properties of the electroplated surfaces was studied through a design of experiments by measuring surface roughness, which is characterised by values of the parameter Ra as measured by white light phase shifting interferometry and high-resolution scanning electron microscopy.

An increase in Ra from 400 to 760 nm after plating was recorded for an increase in acoustic power from 45 to 450 W. Roughening increased because of micro-bubble cavitation energy and was supported through direct imaging of the cavitation. Current thieving effect by the MS transducer induced low currents, leading to large Cu grain frosting and reduction in the board quality. Current thieving was negated in plating trials through specific placement of transducer. Wavy electroplated surfaces, due to surface acoustic waves, were also observed to reduce the uniformity of the deposit.

The formation of unstable transient cavitation and variation of the topology of the Cu surface are unwanted phenomena. Further plating studies using MS agitation are needed, along with fundamental simulations, to determine how the effects can be reduced or prevented.

This study can help identify manufacturing settings required for high-quality MS-assisted plating and promote areas for further investigation, leading to the development of an MS plating manufacturing technique.

This study quantifies the topographical changes to a PCB surface in response to MS agitation and evidence for deposited Cu artefacts due to acoustic effects.

The background of missile costs is discussed. Missiles are new and very costly. Developments in this field have been subjected to political vicissitudes which have often upset long‐term developments. Missile technology is on the frontier of science and there is no background of knowledge to draw on; much basic and expensive research is required. Missile engineering models are complex in detail and assembly, and therefore costly, and constant change occurs while making and testing the model. The complexity and functional requirements of missile parts are running a parallel race with the machines and processes being developed to fabricate the materials required. The usually small runs required in missile production again add to costs. Imposed on all these activities is the requirement that reliability of near 100 per cent is needed and in no case can reliability be allowed to be secondary to cost. The inflight life and shelf conditions for a missile are usually fairly well established and 100 per cent reliability for a short operating life with a long shelf life are the real requirements. There is a considerable tendency to overdesign for reliability. Some costly features of design such as finest finish, closest tolerances and highest strength are carried over by habit from aircraft design and are not always required in missiles. Having examined some causes of high costs, a programme for cost reduction is set out. Costs can be reduced by: (i) earlier freezing of designs making changes only in groups of several changes at wider intervals, (ii) making a more realistic approach to reliability designs, (iii) selecting tolerances in a more analytical manner according to individual needs, (iv) selecting materials on the basis of actual design requirements instead of using the very best materials available even when the short life makes them unnecessary, (v) avoiding tool‐room methods in production engineering, (vi) setting work standards on as many operations as possible and enforcing them to the greatest degree possible, (vii) selecting the best type of workers to make the transition from development models to production missiles as smooth as possible, and (viii) setting up rigid systems and parts designation procedures for handling production parts. Finally, methods of organizing research and development and production for bridging the gap between engineering design and production are proposed.

Aero Systems of Miami, Florida, specialises in the sale of like‐new, FAA overhauled certified aircraft rotable equipment at a fraction of the cost and lead time required by the factory. Aero Systems will be exhibiting for the first time in Britain and are seeking an agent for the UK and Europe.

The purpose of this paper is to compare several methods to calculate solenoid inductances regarding their applicability to model the inductance of DC motor armature windings. Special attention is given to the influence of wiring insulation and current distribution and the axial length of the solenoid.

Expressions for the self‐ and mutual‐inductance of current filament and wire combinations are derived from basic inductance formulas. Combining these expressions allows expressing the inductance of arbitrary shaped solenoids (e.g. polygons).

Accurately describing self‐ and mutual‐inductances is a very complex topic. However, in the case of motor armature windings, several simplifications can be applied to lower the calculation cost significantly. Plus, differences in inductances between regular polygonial solenoids and similar circular shapes were found to be rather small. Thus, many windings' inductances can well be approximated by using expressions for circular solenoids.

A new way to calculate the inductance of arbitrary polygonial shapes is presented, and an example is given for hexagonal shapes.