http://bura.brunel.ac.uk/handle/2438/833 2026-04-10T23:15:48Z 2026-04-10T23:15:48Z Alkaya, C Sam, AA Pesyridis, A http://bura.brunel.ac.uk/handle/2438/17333 2019-01-11T16:46:23Z 2018-01-01T00:00:00Z

Title: Conceptual advanced transport aircraft design configuration for sustained hypersonic flight Authors: Alkaya, C; Sam, AA; Pesyridis, A Abstract: © 2018 by the authors. The conceptual aircraft design and its integration with a combined cycle engine for hypersonic cruise at Mach 8 is documented in this paper. The paper describes the process taken to develop a hypersonic aircraft from a conceptual approach. The discussion also includes the design and CFD analysis of the integrated combined cycle engine. A final conceptual hypersonic transport aircraft with an integrated combined cycle engine was achieved through this study. According to the analysis carried out, the aircraft is able to take-off and land at the airports it is intended to be used and will be able to generate enough thrust to sustain hypersonic cruise at an altitude of 30 km.

2018-01-01T00:00:00Z Gratton, GB http://bura.brunel.ac.uk/handle/2438/8562 2014-11-01T11:48:53Z 2012-01-01T00:00:00Z

Title: Use of airborne vehicles as research platforms Authors: Gratton, GB Abstract: The use of aircraft is often valuable to position airborne sensors or to conduct experiments in ways not possible purely on the ground. An airframe, typically an older one, must be selected then adapted to the role – likely to include inlets, windows, structural changes, power supply, computing and data recording capacity, and likely the provision of external hardpoints. Once the research vehicle is created, the instruments on board will require calibration, either in isolation or by intercomparison against already calibrated instruments on board another aircraft. This calibration process will continue throughout the life of the airplane. Additionally, an operating organization must be created and obtain any necessary organizational approvals. For some specialist applications, unmanned aerial vehicles (UAVs) may also be used, which carry some special considerations of autonomy and interoperability, but similar concerns of instrument, vehicle, and operational integrity. Description: This is the accepted version of the following chapter: Gratton, G. 2012. Use of Airborne Vehicles as Research Platforms. Encyclopedia of Aerospace Engineering, which has been published in final form at http://onlinelibrary.wiley.com/doi/10.1002/9780470686652.eae604/full. Copyright @ John Wiley & Sons 2012.

2012-01-01T00:00:00Z Bromfield, MA Gratton, GB http://bura.brunel.ac.uk/handle/2438/3255 2014-11-01T12:02:40Z 2009-01-01T00:00:00Z

Title: Factors affecting loss of control in general aviation aircraft Authors: Bromfield, MA; Gratton, GB Abstract: A quarter of all fatal General Aviation accidents in the UK during the period 1980 to 2006 involved Loss of Control (LoC) in Visual Meteorological Conditions (VMC). LoC – which effectively the stall/spin event, has consistently appeared in accident statistics over this period, but at very different rates for different aircraft types. This raises two important questions - why do these LoC events happen and why is there a difference between aircraft types?. The biggest discrepancy affects the Cessna 150 and Cessna 152, two aircraft similar in appearance and highly popular in the pilot training environment. The Cessna 150 falls approximately on the average for stall/spin related fatal accidents in the UK GA fleet, whereas the Cessna 152 exhibits an extremely low accident rate. Brunel Flight Safety Laboratory, in conjunction with the UK General Aviation Safety Council, undertook to try and understand why. The key design differences affecting performance and handling qualities were thoroughly researched using available published material and informal interviews with type-experienced students, pilots and flying instructors. A comprehensive flight test programme was then commenced using examples of both aircraft types to gather additional research data in order to assess and compare the apparent performance and handling qualities (both qualitatively and quantitatively). The flight tests were performed at different CG conditions relevant to the key design differences, concentrating upon apparent longitudinal (static and dynamic) stability and control characteristics, stalling and low-speed handling characteristics, and cockpit ergonomics / pilot workload. This test was using normal flying club aircraft, but in most cases with a 2-man (TP+FTE) crew with data recorded both manually and using a low-cost, portable Appareo GAU1000A Flight Data Recorder (FDR). The paper covers both the conduct of these tests – flight testing within a university environment, preparation, pre and post-test analysis, construction of Cooper-Harper tasks and the use of low-cost automated flight data recording. It will also however discuss the team’s initial conclusions and ongoing research into both design and pilot training causes behind GA LoC incidents.

2009-01-01T00:00:00Z Farsimadan, E Mokhtarzadeh-Dehghan, M R http://bura.brunel.ac.uk/handle/2438/2313 2014-11-01T11:53:14Z 2008-01-01T00:00:00Z

Title: A large eddy simulation of an airfoil turbulent wake subjected to streamwise curvature Authors: Farsimadan, E; Mokhtarzadeh-Dehghan, M R Abstract: This paper presents large eddy simulations (LES) of the curved wake of an airfoil. The wake was generated by placing a NACA0012 airfoil in a uniform stream of air, which is then subjected to an abrupt 90° curvature created by a duct bend. The trailing edge of the airfoil is one chord length upstream of the bend entry. The duct cross-section measures 457 mm × 457 mm, and the bend has radius to height ratio of 1.17. The flow Reynolds number (1.02 × 105) is based on a mainstream velocity of 10 m/s and airfoil chord length 0.15 m. The sub-grid scale models employed are the classical Smagorinsky, its dynamic variant and the dynamic kinetic energy transport. The performance of LES in depicting the experimental flow is assessed and compared with results predicted by the Reynolds stress model (RSM). The results show the advantages of LES over Reynolds-averaged Navier-Stokes methods in predicting convex wall separation in strongly curved ducts on relatively coarse grids. Results from LES on a considerably finer near-wall-resolved grid lead to much improved comparison with the experimental data in the near wake, bettering predictions by RSM and LES on the coarse grid. Copyright © 2008 John Wiley & Sons, Ltd.

2008-01-01T00:00:00Z