The next generation of engines will needs to comply with increasing stringent pollutant emissions legislation. These engines will also have to be able to accept a wide range of gaseous fuel composition and have the capability to operate on liquid fuel either for emergency backup or for full baseload operation. Additionally, they will need to able to burn alternative fuels, both gaseous and liquid, and either as blends or as pure fuel. These requirements impose significant technical and modeling challenges.
Aircraft piston engines are widely used for aviation in North America and still use leaded fuel. 100 octane low-lead (100LL) aviation gasoline (avgas) is the common fuel used in aviation that contains lead in the form of Tetra-ethyl Lead (TEL). The TEL additive is mainly used to modulate the aviation gasoline octane levels to avoid knock and engine failure. This lead additive is harmful for the environment and it has been phased out in the automotive industry in the 1970-1980s and completely phased out in 1993 in Canada and 1996 in the United States.
Unmanned Aerial Vehicles (UAVs) are known to have the ability to acquire large amounts of data from on-board devices such as sensors and cameras during flight. Majority of the data is typically stored on-board during a flight mission while a small amount of important data is transmitted to the Ground Control Station (GCS) over available communication links. The main role of the GCS is to control and monitor the UAV in flight, streaming a live video from the UAV cameras, and uploading new mission commands and setting parameters.
Unmanned aerial vehicles (UAVs) have been drawing great attention in the recent decades due to the applications in the pipeline monitoring, film, mapping, agriculture, to name just a few. The question that comes up is: is it safe to share the sky with manned aircraft and other unmanned systems? For the safety of the manned aircraft and UAVs themselves, as well as for people on the ground, the Sense & Avoid system (S&A) should be developed and implemented on the UAVs.
Hummingbird Drones provides aerial fire monitoring services to the BC Wildfire Service through the use of Unmanned Aerial Vehicles (UAVs). They conduct night-time flights over wildfire zones to locate and map hotspots for ground crews. Their current operations suffer from two bottlenecks: a heavy camera stabilizer which decreases flight time, and long post-processing time after landing required to analyze captured thermal images.
Additive manufacturing (AM) is a promising field as a sustainable alternative to traditional manufacturing processes for the aerospace sector because of the potential of low buy-to-fly ratio on materials. Cold spray offers the potential for AM of titanium parts due to its large deposition rates compared with current AM methods. However, some hurdles are found when spraying titanium by cold spray, in particular the tendency to have high porosity levels and the requirements to use of extreme spray parameters.
This project aims to develop an aviation engine testing cell training simulator to facilitate training novice operators. The final product will be an engine test simulator that closely resembles the existing display console used by General Electric (GE), except that simulation models of various engines are used instead of the actual engine. Novice operators will be trained with the simulator and their performances will be quantified. The project also establishes necessary and sufficient conditions for evaluating the effectiveness of the training simulator for aviation engine testing.
Occupants of high-speed marine vehicles are subjected to repetitive, intense wave impacts. These slam events can diminish the operating capacity of crew and pose long-term health risks. Shock-mitigating suspension seats can help solve this problem, and these solutions are being adopted by fleets worldwide. However, a robust method for measuring seat performance and comparing alternative technologies has not been developed. The proposed work will help CDG measure the performance of its suspension seats.
Maintenance of baggage handling equipment, passenger boarding bridges and aircraft support equipment currently costs the Pearson International Airport (PIA) $10M annually. Much of this cost is associated with routine inspections, replacing drives, lifts and similar industrial process equipment. Current maintenance undertaken by PIA is reactive; replacing or repairing parts on the equipment after break-down. This is an expensive process. In this proposal, the intern will implement a condition based maintenance pilot on the baggage handling system (BHS) at PIA.