Teklemichael Ghirmay Teklu
An Aeronautical Engineer,self motivated,flare to hard working ,sound health. Highly working in the design techniques and procedures of an aircraft. Having very good performance at CAD/CAM/CAE.
Currently i have:
A) Good knowledge on Aircraft Design Techniques and procedures sub classified as:
1)Conceptual Design Process
2)preliminary Design process
3)production Design Process
B.Specialist and Expert knowledge on CATIA V5 Workbenches listed below.
5)Generative Shape Design
6)Aerospace Sheet Metal Design
7)Generative Sheet Metal Design
8)Wire frame and Surface Design
9)Analysis & Simulation-GSA - (FEA).
Beside the Aircraft Design Techniques and Procedures with the 9 workbenches taking care as prior in updating and developing,in addition to that i am studying the basics on.
2)Digital Mockup-DMU Kinematics
3)real time Rendering
5)Imagine and Shape
6)Ergonomics Design & Analysis-Human Measurements Editor.
C.Good knowledge on Solidwork11.
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|CATIA solutions reduce development cycle time,|
|CATIA a multi-platform CAD/CAM/CAE|
- CATIA (Computer-Aided Three-Dimensional Interactive Application) is Dassault Systems pioneer brand and the cornerstone of the Dassault Systems product lifecycle managementsoftware suite.
- CATIAis a multi-platform CAD/CAM/CAE software.
- Aerospace, Defense, and Automotive industries are just three that use CATIA as their primary design software’s.
- The range of its capabilities allows CATIA to be applied in a wide variety of industries, such as aerospace, automotive, industrial machinery, electrical, electronics, shipbuilding, plant design, and consumer goods, including design for such diverse products as jewelry and clothing.
- More than 80 percent of large commercial and regional aircraft designers use CATIA.
- More than 80 percent of helicopter designers use CATIA.
- 19 of the top 30 automotive manufacturers use CATIA as their core design system.
- 9 of the 11 Formula One teams use CATIA for either chassis or engine design.
- CATIA solutions reduce development cycle time, improvequality and competitiveness
- CATIA to enhance creativity and innovation
- CATIA is the only solution capable of addressing the complete product development process, from product concept specifications through product-in-service, in a fully integrated and associative manner.
|FULLY MODELING AN AIRPLANE THROUGH CATIA V5|
|CATIA V5 &THE AIRPLANE.|
- Several thousands of companies in multiple industries Worldwide have already chosen the virtual design capabilities of CATIA products to ensure their products real success.
- The world’s leading solution for Product Design and Innovation.
- CATIA is the leading solution for product success
- Aerospace – Airframe OEMs
- Aerospace –Aero-suppliers
- Aerospace –propulsion
- Aerospace –Missiles and Drones
- Aerospace –Space systems
- Aerospace –Defense
IntroductionBefore the structure can be designed, we need to determine the loads that will be imposed on the aircraft. This section deals with the general issue of aircraft loads and how they are predicted at the early stages of the design process.
Each part of the aircraft is subject to many different loads. In the final design of an aircraft structure, one might examine tens of thousands of loading conditions of which several hundred may be critical for some part of the airplane. In addition to the obvious loads such as wing bending moments due to aerodynamic lift, many other loads must be considered. These include items such as inertia relief, the weight and inertial forces that tend to reduce wing bending moments, landing loads and taxi-bump loads, pressurization cycles on the fuselage, local high pressures on floors due to high-heeled shoes, and many others.
These loads are predicted using Navier-Stokes computations, wind tunnel tests, and other simulations. Static and dynamic load tests on structural components are carried out to assure that the predicted strength can be achieved. The definition of strength requirements for commercial aircraft is specified in FAR Part 25 and this section deals with those requirements in more detail.
Some DefinitionsMany of the load requirements on aircraft are defined in terms of the load factor, n. The load factor is defined as the component of aerodynamic force perpendicular to the longitudinal axis divided by the aircraft weight. Assuming the angle of attack is not large, n = L/W. This is the effective perpendicular acceleration of the airplane in units of g, the acceleration due to gravity.
The FAA establishes two kinds of load conditions:
- Limit Loads are the maximum loads expected in service. FAR Part 25 (and most other regulations) specifies that there be no permanent deformation of the structure at limit load.
- Ultimate loads are defined as the limit loads times a safety factor. In Part 25 the safety factor is specified as 1.5. For some research or military aircraft the safety factor is as low as 1.20, while composite sailplane manufacturers may use 1.75. The structure must be able to withstand the ultimate load for at least 3 seconds without failure.
The remainder of this section deals with the computation of the limit load factor with additional detail on: