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Airbus UpNext has launched a new technological demonstrator, aiming to accelerate the maturation of superconducting technologies for use in the electric propulsion systems of a future hydrogen-powered aircraft. ✈️ Known as Cryoprop, the new demonstrator will integrate and mature a two megawatt-class superconducting electric propulsion system, cooled by liquid hydrogen via a helium recirculation loop. Cryoprop will confirm the potential of superconducting technologies for future aircraft applications, assessing all aspects related to safety, industrialization, maintenance and operations.  🔗 Find out more >> https://hubs.la/Q02zcyFj0 “I truly believe that the new demonstrator will lead to performance improvements of the propulsion system, translating into significant weight and fuel saving potential.” - Michael Augello, CEO at Airbus UpNext. Read more on the Defense Advancement website. #propulsion #aerospace #aircraft #innovation

Vickers Swallow In the years following the Second World War, there was significant interest in developing a new generation of aircraft designs based on the knowledge acquired during the conflict. British engineer and inventor Barnes Wallis, a long-term employee of the aircraft company Vickers-Armstrongs, took a particular interest in variable-sweep wings and the potential of advanced wing designs. During this work, Wallis conceived of an aircraft that lacked conventional features, such as a vertical stabiliser and rudder, instead using the movement of variable geometry wings as its primary flight control. Wallis' concept attracted interest within the British government. The Ministry of Supply and the Ministry of Defence jointly arranged for a series of tests to demonstrate the technology's application to projectiles, both for research purposes and as a potential form of anti-aircraft defence. Out of this research, Wallis produced a new aircraft design, equipped with a moveable delta wing configuration and relatively large compared with traditional long-distance aircraft of the era. It was commonly referred to by the name Swallow. Multiple roles were envisioned for the full-scale Swallow. It was initially viewed as suitable for a very long-distance airliner; projections of its range would have enabled a non-stop UK-Australia route to be served. Later on, the Swallow was increasingly viewed as a potential supersonic successor to the subsonic Vickers Valiant, one of the RAF's V bombers. By the summer of 1956, a series of flying models had been flown and data gathered from flight tests; this information had reportedly resolved all of the Swallow's technical problems; by this time, however, government interest was fading in light of other commitments. Vickers was unable to independently finance its development to a full-size aircraft. In June 1957, Ministry funding for the venture was withdrawn; accordingly, formal work on the project ceased during that same year. Despite the termination, Swallow continued to attract attention internationally. In late 1958, research efforts were temporarily revived through cooperation with the Mutual Weapons Development Programme of NATO, under which all of Wallis' variable geometry research was shared with the Americans. According to aviation author James R. Hansen, American aerospace engineer John Stack was enthusiastic about the concept, as were numerous engineers at NASA; however, the United States Department of Defense was opposed to committing any resources to the project.[8] Research into Swallow produced several new configurations aimed at improving aspects of its performance, some involved the adoption of a compact folding tail section, canards, an expanded fuselage, and repositioned engines. While the concept drew the attention of the United States Navy, competing programmes, such as  supersonic transport (SST), led to no commitments ever being made, thus Swallow did not go any further.

I studied "Aerospace Engineering: Aircraft Fundamentals and Advanced" because I am fascinated by aircraft and want to learn more about them. It is only the beginning, and I am aware that there is much to learn. #aircraft

Wonderful piece by Dr Edward Smith is the Director of Penn State's Rotorcraft Centers of Excellence (RCOE). In 1996, a Penn State team was competitively awarded one of the three Rotorcraft Centers of Excellence (RCOE) by the newly formed National Rotorcraft Technology Center (NRTC). Since that time, Penn State research and graduate student enrollment has grown 10 fold, having been competitively awarded RCOE and VLRCOE (Vertical Lift Research Center of Excellence) Cooperative agreements from the NRTC in 2001, 2006, 2011, 2016, and 2021. Penn State also receives strong support from the US Office of Naval Research (ONR), NAVAIR, US Army Research Laboratory, USAF Agility Prime, Army TDD, Army SED, NASA (Ames, Glenn and Langley Research Centers), and numerous industry partners throughout the vertical flight community. Approximately 65 full-time graduate students (50% PhD, 50% MS, and 80% US Citizens or Permanent Residents) working on $8M per year (in 2023) in projects related to dynamics, aerodynamics, acoustics, flight control and simulation, icing, HUMS, and advanced design of rotary-wing vehicles. From the piece: “Vertical flight mobility REQUIRES design, operation, and maintenance of THE MOST COMPLEX machine human beings have ever created…but the payoff is in the capability.” While there are comparable complex vehicle systems, such as nuclear submarines and space launch vehicles, the small packaging and number of moving parts per cubic foot makes the modern rotorcraft a unique challenge – and an engineering marvel to be proud of. It’s been nearly 75 years since the early flights of the Bell XV-3. The development and systematic maturation of the tiltrotor aircraft represents one of the pinnacle achievements of the aerospace engineering community. Progress has been substantial, but our work is far from over. https://lnkd.in/gtCYYX6T

The term "aerospace engineer" might seem like a one-size-fits-all, but this exciting field has a whole world of specialized roles. Check out our new blog post to learn more about the fascinating engineering disciplines of #Avionics, #Aeronautical, and #Astronautical Engineering and the incredible feats they enable. https://lnkd.in/gNj55vBY #aerospaceengineering #engineering #aviation

Avionics https://g.co/kgs/pouyZvb What is the difference between aerospace and avionics? Aerospace engineering is the primary field of engineering concerned with the development of aircraft and spacecraft. It has two major and overlapping branches: aeronautical engineering and astronautical engineering. Avionics engineering is similar, but deals with the electronics side of aerospace engineering. https://en.m.wikipedia.org › wiki Aerospace engineering - Wikipedia

𝐁𝐮𝐢𝐥𝐝𝐢𝐧𝐠 𝐭𝐡𝐞 𝐅𝐮𝐭𝐮𝐫𝐞 𝐨𝐟 𝐀𝐯𝐢𝐚𝐭𝐢𝐨𝐧 : 𝐀𝐝𝐯𝐚𝐧𝐜𝐞𝐬 𝐢𝐧 𝐀𝐞𝐫𝐨𝐬𝐩𝐚𝐜𝐞 𝐏𝐚𝐫𝐭𝐬 𝐌𝐚𝐧𝐮𝐟𝐚𝐜𝐭𝐮𝐫𝐢𝐧𝐠 Aerospace parts manufacturing is the process of designing, producing, and assembling the components used in the construction of aerospace vehicles, including airplanes, helicopters, spacecraft, and missiles. This includes the manufacturing of various parts such as engines, wings, fuselages, landing gear, and other critical components. Aerospace parts manufacturing involves the use of specialized materials, precision machinery, and advanced technologies to ensure high quality, reliability, and safety. The manufacturing process involves several stages, including design, engineering, prototyping, testing, and production.

I learnt a bit more about Aerospace Engineering: Aircraft Systems and Avionics. #aerospace #aircraft #engineering #systems #rapateknithiset #avionics

Obviously a stealthy design. One of the problems with stealth is that you haven’t been able to entirely cloak the IR signature of the aircraft associated with its propulsion (engines). The effect these new electric/hybrid designs will have on that IR profile will be closely monitored…