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International Council of the Aeronautical Sciences
Dr Susan X. Ying FRAeS, FAIAAInnovation in Aeronautical Sciences:The Art of the Possible
Hosted by Joint Board for Aerospace Engineering
Australian Society for Defence Engineering
International Council of the Aeronautical Sciences
How ICAS Operates
ImplementourstrategicobjectivesthroughtheinvolvementofrepresentativesofourMemberSocietiesandourAssociatedMembers2
International Council of the Aeronautical Sciences
Innovation
Theactofintroducingsomethingnew;somethingnewlyintroduced.-- Merriam-Webster
Theprocessoftranslatinganideaorinventionintoagoodorservicethatcreatesvalueorforwhichcustomerswillpay.
-- BusinessDictionary
3
International Council of the Aeronautical Sciences
The Possible: Some Historical Perspectives
Heavier-than-air flying machines are impossible.-- Lord Kelvin, President, Royal Society, 1895
Airplanes are interesting toys but of no military value.-- Marechal Ferdinand Foch, French General and Commander WWI
I think there is a world market for maybe five computers.-- Thomas Watson, chairman of IBM, 1943
640K ought to be enough for anybody.-- BillGates,1981
4
International Council of the Aeronautical Sciences
CTO:Air-framer’sVisionoftheAircraftoftheFuture
• Technologiesforfutureaircraft:nearterm,midterm,longterm.• Challengesandopportunitiesofapplyingthesetechnologies.• Howcanourindustrybemoreinnovative/agile,likeSiliconValley?
Keoki JacksonMikeSinnett
5
JohnTracy SebastianRemy PaulEremenko
International Council of the Aeronautical Sciences
Agenda
6
TransformationalToolsandProcesses
Game-changing InnovationinNear-MidTerm
RevolutionaryInnovation
International Council of the Aeronautical Sciences
CommercialTransportNewProductDevelopment
Airbus320NEO Boeing737MAX COMAC919
Program launch December2010 August2011 November2008
Rollout July2014 December2015 November2015
FirstFlight September2014 January 2016 May2017
Neo’s EIS Jan 2016, Max’s EIS May 2017Minimum 6 Years from Launch to Delivery
7
International Council of the Aeronautical Sciences
IncreasedSystemsComplexity/IntegrationDrivesNeedforMorePowerfulTools&Processes(e.g.MBSE)
Numberofsignalsversusintroductiondateofthecommercialtransportaircraft.
LinesofSoftwarecodeversuscommercialtransportaircraft.
NewAirplaneDevelopmentComplexityChallenges
Source:MBSEImplementationAcrossDiverseDomainsattheBoeingCompany,INCOSEMBSEWG,Jan2014
International Council of the Aeronautical Sciences
NewAirplaneDevelopmentSize/ComplexityChallenges
Affordability
This document contains Saab AB proprietaryinformation and may not be disclosed, copied,altered or used for any unauthorized purpose withoutthe written permission of Saab AB
GRIPEN –Breaking the cost curveTechnologies - Performance and growth
Mechanics and Material
1 24
8
1970• Canard• Deltawing
1990• Movable canard• Reduced stability• Composite mtrl
21st century• New aerodynamics• Electric Power
generation• New materials• etc.
3
1950Swept wing
Ex.Technologies
"Performance"
Slid
eor
igin
ates
from
mid
80ie
s
This document contains Saab AB proprietaryinformation and may not be disclosed, copied,altered or used for any unauthorized purpose withoutthe written permission of Saab AB
1 10
10 -105
100-1000
1950Ex.Technologies
1970- 1 CPU- Radar
1990- 40 CPU- Computer memory
and speed- Fully integr. digital- MMI, display etc.- Communication
21st century- Computers and electronics- Sensor technology- Integration level- Information and data fusion- Communication- Command & Control- Autonomy- Micro electromechanics- etc.
Functions/“Performance“
Technologies - Performance and growthSystems and information technologies
6
4
New design concepts
Phenomena
This document contains Saab AB proprietaryinformation and may not be disclosed, copied,altered or used for any unauthorized purpose withoutthe written permission of Saab AB
Slid
eor
igin
ates
from
mid
80ie
s
Sources:Holmberg,G.,Fredriksson,B.,Pettersson,A.SystemsIntegrationforCapability,FlexibilityandAffordability– GripenAvionicsUpgrade,ICAS2015Workshop.
9
International Council of the Aeronautical Sciences
DigitalTwin:Modelsfromthebeginningtotheendofthelifecycle
“ Houston, we have a problem. ”
11NASA APOLLO ProgramDigital Twin: virtual model(s) of concept, design, product, process or service.
International Council of the Aeronautical Sciences
Digital Twin: with today’s IoT and data analytics, value multiplied in all phases
DigitalTwin:CompressingTime-to-Value
11
Transformational Toolsets
Dynamic digital representations that enable companies to understand, optimize, and predict the performance of their products and their business.
Source:ICAS2016K.Jackson’spresentation,and“Airbusmovesforwardwithits‘factoryofthefuture’concept”,July2014 11
International Council of the Aeronautical Sciences
Agenda
12
TransformationalToolsandProcesses
Game-changing InnovationinNear-MidTerm
RevolutionaryInnovation
International Council of the Aeronautical Sciences
FlySoft:SoftwareforAirplaneFunctions
J.Tracy: “Usingthe787’s17millionlinesofcodetoallowittofeellikea777,sopilotsonlytakeafewdaystogetcheckedoutversusafewweeksisahugepayoff.Anotheristheflightcontrollawsthatallowwingloadalleviation,soyousave10,000lb.ofmaterialweightusingsoftware.” 13
International Council of the Aeronautical Sciences
FlySoft:SoftwareforAirplaneFunctions
14
International Council of the Aeronautical Sciences
4
P38 LIGHTNING
F-35 LIGHTNING II – GEN III
F-35: Advanced Pilot InterfacesFlySoft: SoftwareIntegratedCockpit
forAdvancedPilotInterface
K.Jackson“analogtodigital…ithascompletelychangedthecockpitandrevolutionizedaviation.Forme,thepinnacleistheF-35cockpit.You’vegotthisincrediblefusiontechnologycombinedwiththeadvanceddisplaysinthehelmet.Thepilothasfullbattlespacecharacterizationandinformationinhishelmetfromalltheonboardsensors.”
15
International Council of the Aeronautical Sciences
FlyGreen:Electric,FuelCell,orHybridFlights
~2Xefficiencyofturbineengines,~6Xmotorpowertowt ofpistonenginesNoneair-breathing,~performanceonhotdaysorataltitudeQuiet,zeroemissions,highreliability,scaleindependent
Page 13
Innovation in Aircraft Complex Systems integration
ICAS, Krakow, August 31st, 2015
Innovation based on in-flight experience…
©Ai
rbus
Gro
up.A
llrig
hts
rese
rved
.Con
fiden
tial&
prop
rieta
rydo
cum
ent
OneKeyChallenge:EnergyStorageWeightSource:“MisconceptionsofElectricPropulsionAircraftandtheirEmergentAviationMarkets”,M.Moore&B.Fredericks,Jan2014,AIAA 16
International Council of the Aeronautical Sciences
17
Innovation NeededFlyGreen:EnergyOptimizedVehicle-- Integration
SpecificenergykWh/kg
EnergydensitykWh/L
For85kWh
gasoline 12.9 9.5 9Lor6.6kg
Li-Ionbattery
0.100 –0.243
0.250 –0.731
116L- 340Lor350kg– 850kg
CurrentbestcaseforLi-Ionbattery13Xworseinvolume53Xworseinweight
SimilaranalysisforAviationfuelAndLi-IonBatteryshows
Batteryis60XworsethanAvfuel
International Council of the Aeronautical Sciences
FlyGreen:Electric,FuelCell,orHybridFlights
©A
irbus
Gro
up.A
llrig
hts
rese
rved
.Con
fiden
tial&
prop
rieta
rydo
cum
ent
Page 9
Innovation in Aircraft Complex Systems integration
ICAS, Krakow, August 31st, 2015
A R&T Roadmap Approach
MW class0.1 1 10 100
18
Source:Remy,S.InnovationinAircraftComplexSystemsIntegration,ICAS2015Workshop.
International Council of the Aeronautical Sciences
FlyGreen:AllElectricFlyingTaxiseVTOL
19Sources:https://www.cnbc.com/2018/02/02/airbus-vahana-flying-car-has-flown-for-the-first-time.html,Feb5,2018,Vahana,theall-electric,self-pilotedaircraftfromA³byAirbus,hascompleteditsfirstfull-scaleflighttest.https://www.cnbc.com/2018/03/13/kitty-hawk-cora-larry-page-backed-firm-unveils-autonomous-flying-taxi.html
3/13/18NewZealand:CoraofKittyHawkbackedbyLarryPage,unveilspilotlessflying
taxi(certificationin3years)
2/2/18Pendleton,Oregon:Vahana ofAirbusself-piloted‘flyingcar’justpassed
itsfirstflighttest
International Council of the Aeronautical Sciences
NicheMarket?FlyFast:SupersonicMarket
Themarketforsupersonicairlinerscosting$200Mcouldbe1,300overa10-yearperiod,worth$260B.
21
International Council of the Aeronautical Sciences
LAXtoSYDin6Hours45Minutes@$3,500FlyFast:SupersonicAircraft
“Giventheamountofresourcesitwouldtaketobringasupersonicprojecttomarket,twoteamsarealmostunthinkable.”– RichardAboulafia,2005AirportJournals,“Aerion andSAICompeteforSupersonicSupremacy” 21
International Council of the Aeronautical Sciences
KeyChallengesFlyFast:SupersonicPropulsionAirframeIntegration
22Source:DesignandDevelopmentofanAirIntakeforaSupersonicTransportAircraft"Rettie andLewis"JournalofAircraft,November–December1968Vol.5,No.6op.http://www.concordesst.com/techspec.html,https://en.wikipedia.org/w/index.php?title=Rolls-Royce/Snecma_Olympus_593&oldid=787851385
intake12%
engine82%
nozzle6%
intake63%engine
8%
nozzle29%
subsonic supersonic
NASA’sLBFDQueSST
International Council of the Aeronautical Sciences
Agenda
23
TransformationalToolsandProcesses
Game-changingInnovationinNear-MidTerm
Revolutionary Innovation
International Council of the Aeronautical Sciences
Revolutionary InnovationCommandingSt.Elmo’sFire:
24
“…Inthemidstoftherushingwatersithappenedthat,whentherewasahurricane,suddenlyadivinelanternwasseenshiningatthemasthead.”— AdmiralZhengHe,1400’s
Source:Dreyer,EdwardL.(2007).Zheng He:ChinaandtheOceansintheEarlyMingDynasty,1405–1433.NewYork:PearsonLongman.pp.148&191–199.ISBN9780321084439.&Needham,Joseph(1959).ScienceandCivilisation inChina,Volume3.Cambridge:CambridgeUniversityPress.p.558.ISBN0-521-05801-5.
鄭和下西洋
International Council of the Aeronautical Sciences
25
Revolutionary InnovationPlasmaActuatorFlowControls (AFC)
Source:(left)NOVANext,“FlyingwiththeFourthStateofMatter”,StevenAshley,August 2016
(right)29thICASCongress,Anovelconceptontheplasma Gerney flap”,Li-Hao Feng et.al.
A NOVEL CONCEPT ON THE PLASMA GURNEY FLAP
coefficient for the control case is shiftedupwards obviously in comparison with thenatural case. The maximum lift coefficient at Į= 10° is increased by about 5%. On the other hand, the drag coefficient is also increased, and the lift-to-drag ratio is decreased with theplasma control. Such control effect is similar tothat induced by the mechanical Gurney flaps.The comparison between configurations 1 and 2 suggests that the right plasma actuator might play a more important role in the lift increment.
Finally, configuration 3 is proposed, where only the right plasma actuator in Fig. 1 isactuated at the same power with configurations 1 and 2. Thus, there will be a horizontal wall jet induced by the plasma actuator with its directionopposite to the free stream. The control effect is shown in Fig. 4. A more significant lift increment than configurations 1 and 2 is obtained. The maximum lift coefficient at Į =10° is increased by about 10%. Although the drag coefficient is also increased with plasmacontrol, the lift-to-drag ratio before stall isincreased, with an increase in the maximum lift-to-drag ratio by about 5%. Thus, among the three configurations of the plasma Gurney flap, configuration 3 can best simulate the lift-enhancement characteristics of the mechanical Gurney flap.
3.2 Flow FieldIn order to reveal the physics of lift increment by the plasma Gurney flap, flow field around the airfoil is measured by PIV. Figure 5(a) shows the time-averaged velocity superposedwith velocity vector for the natural case, whichshows a small flow separation there. Thus, there is a recirculation region downstream of the airfoil trailing edge, which is extended to about x/c = 0.12 and symmetric about the x axis.
With plasma control of configuration 1, thescale of the recirculation region downstream of the airfoil trailing edge is reduced with the downstream edge located near about x/c = 0.04.However, it is shown that there is a high speed region just near the plasma actuators, which is formed by the interaction between the plasmainduced jet and the free stream. Thus, the flow over the pressure surface of the airfoil is
increased by the plasma control, while the flow over the upper surface nearly has no difference in comparison with the natural case.
(a)
(b)
(c)Fig. 5 Time-averaged velocity
∞+ UVU 22 superposed with velocity vector. (a) Natural case; (b) control case with configuration1: the width of the exposed electrodes and the embedded electrode is 2.5 mm and 6 mm, respectively, and the distance of the downstreamedge of the right exposed electrode to the airfoil trailing edge is 1 mm; (c) control case with configuration 3: the width of the exposed electrode and the embedded electrode is 2.5 mm and 6 mm, respectively, and the distance of the downstream edge of the exposed electrode tothe airfoil trailing edge is 1 mm.
When the plasma actuator withconfiguration 3 is applied, the flow over the airfoil shows a large difference compared withthe natural case. The interaction between the
5
A NOVEL CONCEPT ON THE PLASMA GURNEY FLAP
coefficient for the control case is shiftedupwards obviously in comparison with thenatural case. The maximum lift coefficient at Į= 10° is increased by about 5%. On the other hand, the drag coefficient is also increased, and the lift-to-drag ratio is decreased with theplasma control. Such control effect is similar tothat induced by the mechanical Gurney flaps.The comparison between configurations 1 and 2 suggests that the right plasma actuator might play a more important role in the lift increment.
Finally, configuration 3 is proposed, where only the right plasma actuator in Fig. 1 isactuated at the same power with configurations 1 and 2. Thus, there will be a horizontal wall jet induced by the plasma actuator with its directionopposite to the free stream. The control effect is shown in Fig. 4. A more significant lift increment than configurations 1 and 2 is obtained. The maximum lift coefficient at Į =10° is increased by about 10%. Although the drag coefficient is also increased with plasmacontrol, the lift-to-drag ratio before stall isincreased, with an increase in the maximum lift-to-drag ratio by about 5%. Thus, among the three configurations of the plasma Gurney flap, configuration 3 can best simulate the lift-enhancement characteristics of the mechanical Gurney flap.
3.2 Flow FieldIn order to reveal the physics of lift increment by the plasma Gurney flap, flow field around the airfoil is measured by PIV. Figure 5(a) shows the time-averaged velocity superposedwith velocity vector for the natural case, whichshows a small flow separation there. Thus, there is a recirculation region downstream of the airfoil trailing edge, which is extended to about x/c = 0.12 and symmetric about the x axis.
With plasma control of configuration 1, thescale of the recirculation region downstream of the airfoil trailing edge is reduced with the downstream edge located near about x/c = 0.04.However, it is shown that there is a high speed region just near the plasma actuators, which is formed by the interaction between the plasmainduced jet and the free stream. Thus, the flow over the pressure surface of the airfoil is
increased by the plasma control, while the flow over the upper surface nearly has no difference in comparison with the natural case.
(a)
(b)
(c)Fig. 5 Time-averaged velocity
∞+ UVU 22 superposed with velocity vector. (a) Natural case; (b) control case with configuration1: the width of the exposed electrodes and the embedded electrode is 2.5 mm and 6 mm, respectively, and the distance of the downstreamedge of the right exposed electrode to the airfoil trailing edge is 1 mm; (c) control case with configuration 3: the width of the exposed electrode and the embedded electrode is 2.5 mm and 6 mm, respectively, and the distance of the downstream edge of the exposed electrode tothe airfoil trailing edge is 1 mm.
When the plasma actuator withconfiguration 3 is applied, the flow over the airfoil shows a large difference compared withthe natural case. The interaction between the
5
International Council of the Aeronautical Sciences
Revolutionary InnovationPlasmaAFCforFlightControls
0
52
104
156
208
260
185
260
Mass [g]
Plasma Mechanical
0
6
12
18
24
30
8
26
Power [W}0
0.06
0.12
0.18
0.24
0.3
0.001
0.3
Response time [sec]
No moving parts, airplane structural loads reduced from hydraulics on wings30%WeightSavings,60%PowerSavings
300XFasterResponse
*Source:“PlasmaActuatedUAV,theFirstSolid-StateControlledFlight,May17,2011,Ved Chirayath,StanfordUniversityPhysicsDepartment 26
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508*/+&@&3&ABCB&D"#$%#&#()*#)7/&*$+,&0.&+ED+/0%+.)&
International Council of the Aeronautical Sciences
US 2015/0064299 A
1
Mar. 5, 2015
Sheet 1 0f 10 Patent Application Publication
RevolutionaryInnovationUAVsWorldRapidlyAdoptingAdditiveManufacturing(AM)
29 STRATASYS / THE 3D PRINTING SOLUTIONS COMPANY
» Advanced design techniques unlock the design freedom of FDM
» Topology optimization can move from analytical to practical with FDM due to the manufacturing constraints eliminated
» Result is a dramatic reduction in developmenttimeline and the ability to economically build single-purpose vehicles
» Demonstrated with Aurora Flight Sciences with a near fully printed UAV
Optimized Structures
AuroraFlightSciencesandStratasysThefirst3Dprintedjetpoweredaircraft,
2015,Nov9
• 9’wingspan,33lbs,80%3Dprinted• Completedinhalfthetimethattraditional
manufacturingmethodswouldhavetaken.• Topologyoptimizationused
• 13’wingspan,55lbs
AirbusTHOR(TestofHigh-techObjectivesinReality)
20,000+3Dprinted partsarecurrentlyusedonBoeingAircraft
Patent on3Dprintingofparts
27
International Council of the Aeronautical Sciences
28
RevolutionaryInnovationDronesUsedforAdditiveManufacturing(AM)-- Scale
DediBot – a3DprintermanufactureroutofHangzhou,China– showedinShanghaiMarch22018,withthelaunchofthe“FlyElephant”
Source:https://newatlas.com/dedibot-fly-elephant-3d-printing-drone/53643/
International Council of the Aeronautical Sciences
DesignforAdditiveManufacturing(DfAM)GEEngineBracketDesignCompetition
57countries700entries(CrowdSourcing)
经验设计
First Place: M.Arie Kurniawan
Indonesia
Second Place:Thomas Johansson
Sweden
Third Place: Sebastien Vavassori
United Kingdom
Fourth Place:Nic AdamsAustralia
Fifth Place:Fidel Chirtes
Romania
Sixth Place:Mandli Peter
Hungary.
Seventh Place:Andreas Anedda
Italy
Eighth Place:Piotr Mikulski
PolandFigure 6. Winning bracket designs
1409
First Place:M.Arie Kurniawan
Indonesia
Second Place: Thomas Johansson
Sweden
Third Place:Sebastien Vavassori
United Kingdom
Fourth Place: Nic Adams Australia
Fifth Place:Fidel Chirtes
Romania
Sixth Place:Mandli Peter
Hungary.
Seventh Place:Andreas Anedda
Italy
Eighth Place:Piotr Mikulski
PolandFigure 6. Winning bracket designs
1409
First Place:M.Arie Kurniawan
Indonesia
Second Place:Thomas Johansson
Sweden
Third Place:Sebastien Vavassori
United Kingdom
Fourth Place:Nic AdamsAustralia
Fifth Place: Fidel Chirtes
Romania
Sixth Place:Mandli Peter
Hungary.
Seventh Place: Andreas Anedda
Italy
Eighth Place:Piotr Mikulski
PolandFigure 6. Winning bracket designs
1409
First Place:M.Arie Kurniawan
Indonesia
Second Place:Thomas Johansson
Sweden
Third Place:Sebastien Vavassori
United Kingdom
Fourth Place:Nic AdamsAustralia
Fifth Place:Fidel Chirtes
Romania
Sixth Place: Mandli Peter
Hungary.
Seventh Place:
Andreas AneddaItaly
Eighth Place: Piotr Mikulski
Poland Figure 6. Winning bracket designs
1409
remeshedwith afinermesh forverification, but in noneofthesecases was theoutcomereversed.
4.When the lightest tenentries that metthe yield stress requirement wereidentified, analysisof further designs was stopped.
Figure 3 Typical FEA results from phase1of thejudging.VonMises stressis shown,whereredindicatesexceedingtheyieldstress.
Phase 2Thetop ten entries werebuilt from titanium powder in an ARCAM additive
manufacturingsystem.Thebuild direction was consistent for allentries, thoughitwas recognized that some could bebuilt moreefficientlyin otherorientations–this was left forpost-contest manufacturingoptimization. Support structurewas added as deemed necessarybythemanufacturingengineerforsuccessful construction; this support structurewas removed immediately after the build using hand tools.
Several uniaxial tension specimens werebuiltbeside the test parts in theAM system toverifythat the yield stress givenin the rules was correct.A yield stress of131 ksi was indeed measured using the 0.2% offset yield stress criterion.
A single load fixture, shown in Figure4on the leftwas built to test the brackets underLoad Conditions 1, 2, and 3, and the fixtureshown on the right hand side ofFigure4was built toapplythepuretorqueloadingofLoad Condition 4.Theloadingfixtures wereplaced in atest frame with capabilityup to 20,000 lb. and each bracket was inserted with new screws to aspecified torque. A load-displacement curvewasgenerated and the judges carefullyexamined the curves to detect anydeparturefrom linearitythat would indicate permanent deformation ofthe bracket resultingfromplasticdeformation. Thetop threewinningentries showed nomeasurable plasticdeformation, though some ofthe otherentries did –thesewereranked bya weighted value that included both weight and load at the onset of plastic deformation.
1407
remeshed with a finer mesh for verification, but in none of these cases was the outcomereversed.
4. When the lightest ten entries that met the yield stress requirement were identified, analysis of further designs was stopped.
Figure 3 Typical FEA results from phase 1 of the judging. Von Mises stress is shown, where red indicates
exceeding the yield stress.
Phase 2The top ten entries were built from titanium powder in an ARCAM additive
manufacturing system. The build direction was consistent for all entries, though it was recognized that some could be built more efficiently in other orientations – this was left for post-contest manufacturing optimization. Support structure was added as deemed necessary by themanufacturing engineer for successful construction; this support structure was removed immediately after the build using hand tools.
Several uniaxial tension specimens were built beside the test parts in the AM system toverify that the yield stress given in the rules was correct. A yield stress of 131 ksi was indeed measured using the 0.2% offset yield stress criterion.
A single load fixture, shown in Figure 4 on the left was built to test the brackets underLoad Conditions 1, 2, and 3, and the fixture shown on the right hand side of Figure 4 was built toapply the pure torque loading of Load Condition 4. The loading fixtures were placed in a test frame with capability up to 20,000 lb. and each bracket was inserted with new screws to aspecified torque. A load-displacement curve was generated and the judges carefully examined the curves to detect any departure from linearity that would indicate permanent deformation ofthe bracket resulting from plastic deformation. The top three winning entries showed nomeasurable plastic deformation, though some of the other entries did – these were ranked by a weighted value that included both weight and load at the onset of plastic deformation.
1407*Source:TheGEAircraftEngineBracketChallenge:AnExperimentinCrowdsourcingforMechanicalDesignConcepts,2014
2033g
327g
PowerofOpenInnovation
29
International Council of the Aeronautical Sciences
31
MICRO
MESO
MACRO
QuantumMechanics
ClassicalMechanics
Revolutionary InnovationAtomtoAirplanes
Analytical
International Council of the Aeronautical Sciences
FlySmart:AutonomousandIntelligentSystems
TechnologiesAheadofLaws
2004DARPAGrandChallenge
2005DARPAGrandChallenge
2007DARPAUrban
Challenge2016August1Singaporeautonomous,on-demandtaxi
2016SeptemberUSGovernmentoutlinesitspoliciesondriverlesscars. 31
2017August29Domino’son-demandautonomouspizzadelivery(FordFusionHybrid)
International Council of the Aeronautical Sciences
Sharedvs.PersonalVehicles
32
SharedReplacing PersonalVehicles
International Council of the Aeronautical Sciences
FlySmart:UrbanMobilityinComplexAirspaceSafety,Performance,andComplianceareEssential
International Council of the Aeronautical Sciences
* “Clarity from above,” PWC, 2016.
THE Drone Economy
+
+ Media &Entertainment
+ Journalism
Transportation & Logistics
+
Agriculture+ + Construction
Cable Providers
+ Utilities / Infrastructure+
MiningPublic Safety /Law Enforcement
+
Drone-poweredbusinesssolutionsestimated@globalmarketvalueof$127.3B*
34
International Council of the Aeronautical Sciences
35
AustraliaDronesForecast2015– 2035UrbanandOutbackApplications
Source:ICASWorkshop:IntelligentandAutonomousTechnologiesinAeronautics,11– 12September2017,Winterthur
International Council of the Aeronautical Sciences
Japan,March30,2018
36
BVLOSregulationshavehamperedcommercialdronecompaniesforyears,preventingautomateddronedeliveriesfromtakingoff.
JapanisscrappingBVLOSrulesbyendof2018Source:http://www.thedrive.com/tech/19797/japan-to-end-beyond-visual-line-of-sight-regulations-by-end-of-2018
International Council of the Aeronautical Sciences
FlySmart:AutonomousandIntelligentSystems(Large)CommercialDronesandSelfFlyingCars
37
“Mark my words. A combination of airplane and motorcar is coming. You may smile. But it will come.” -- Henry Ford, 1940
International Council of the Aeronautical Sciences
38
FlySmart:AutonomousandIntelligentSystemsIntegrationtothemannedsystemsafely
Uber andNASAsignedagreement“howtosafelymanageanetworkofflyingcars.”Uber planstorolloutanon-demand(VTOL)networkinDallas,LA,andDubaiby2020.-- BloombergNews,Nov8,2017
International Council of the Aeronautical Sciences
Cuspofthe3rd AviationRevolutionDisruptorBeDisrupted
39*Source:(left)“GoFlyprize.com”,Sept2017.(center)“AirbusandHAXlaunchacallforstartups”,Sept2017(right)“TheClockspeed Dilemma”,KPMG,Nov2015
Competitorsareinnovatingat“SexyDynamicClockspeed”
International Council of the Aeronautical Sciences
Summary
40
Transformational ToolsandProcesses
Game-changing:FlySoft,FlyGreen,FlyFast
Revolutionary: PlasmaAFC,DfAM,FlySmart
International Council of the Aeronautical Sciences
Look Forward to Seeing You at Belo Horizonte!12
ICAS
Madrid to Daejeon:
30 CongressesFostering
International Collaboration
Theodore von Kármán
41
International Council of the Aeronautical Sciences
International Council of the Aeronautical Sciences
Ampaire,developersofhigh-performancezeroemissionaircraft,isatechstartupportfoliocompanybasedatLosAngelesUSA.
Thecompanywasfoundedin2016byateamoriginatingfromleadingaerospaceandacademiainstitutionsincludingNorthropGrumman,SpaceX,Caltech,Stanford,PennandUSC.
Ampaire’s missionistoprovidetheworldwithall-electricpoweredcommercial flightsthatareaffordable, quietandenvironmentallyconscious.
www.ampaire.com /[email protected]