2^nd International Conference on Aerospace, Defense and Mechanical Engineering August 17-18, 2020 Copenhagen, Denmark

Biography:

Responsible for Satellite business development in North America and expanding ecosystems within Communication Service Providers. Working with companies that are looking to design new solutions, engineer POC's, take advantage of AI/ML to support networks, enable DevOps and automated Testing Solutions, enable Network Functions Virtualization (NFV) and build Software Defined Networks (SDN), provide software frameworks to accelerate growth deployment of new solutions, and design and engineer Cloud ready apps and platforms.

Abstract:

Throughout the long term, a few terms have been utilized for this kind of airplane, for example, "High Altitude Powered Platform", "High Altitude Aeronautical Platform", "High Altitude Airship", "Stratospheric Platform", "Stratospheric Airship" and "Environmental Satellite". The expression "High Altitude Long Endurance" (HALE), which has now and then been utilized to name HAP, is commonly more connected with customary automated airborne vehicles (UAVs), with administration roof of around 18 km, as the Global Hawk. Presently, the articulation "High Altitude Platform" (HAP), received by the ITU, has been the most usually utilized.

A striking actuality for the HAPs idea was the underlying meaning of a recurrence band for its broadcast communications administrations on the World Radio communication Conference 1997 (WRC-97), sorted out by the International Telecommunication Union (ITU), which manages the guideline of the utilization of radio frequencies. At this gathering, the expression "High Altitude Platform Station” has been built up, characterized as a broadcast communications station situated at an elevation of 20 to 50 km and at a predetermined fixed direct relative toward the Earth. This reality shows that, at that point, there was a developing enthusiasm for HAP use as a supplement to earthbound and satellite-based correspondences organization.

Biography:

Danilo Graca has a master's degree in space management and technology from the Brazilian National Space Research Institute, has more than 8 years of experience in the aerospace industry, working with process management for the development of aerospace systems. Currently, he works with projects and processes at IACIT Soluções Tecnológicas S / A, a Brazilian company with technological expertise in development of products and systems applied to the Defense and Public Security, Air and Maritime Traffic, Control and Navigation (CNS / ATM), Meteorology and Telemetry. Its headquarters strategically located in São José dos Campos city - major center of aerospace of Brazil.

Abstract:

Process Development and Configuration Management for aerospace projects: The advancement of computational technology and the use of embedded software have made the systems more complex and highly integrated, this due to the large number of functionalities delivered and their applications in the most diverse areas, which includes: control aerospace vehicles such as satellites, rockets, aircraft, telemetry and remote control, etc. On the other hand, this complexity demands a robust development process, in which it is essential to version the work products and, especially, to control the changes in these products. In this way, investing and maintaining efficient configuration management should contribute to a successful and less error prone project, both in the phases of the development cycle and throughout the manufacturing process. Therefore, considering this context, I will present some steps to maintain an effective control of the configuration of a complex project, based on a method applied in the aerospace industry, which establishes key activities for the control of artifact baselines, requirements management, maintaining the product structure and delivering software releases and hardware versions. We will also deal with the concepts of configuration identification, configuration item, baseline, change management, document workflow and configuration control board, in addition to presenting some tools that will facilitate the implementation of efficient configuration management focused on complex aerospace systems.

Biography:

Prof, Latif Ladid holds the following positions: Founder & President, IPv6 FORUM  Emeritus Trustee, Internet Society  ,Board Member IPv6 Ready & Enabled Logos Program and Board Member World Summit Award  Latif is also a Member of 3GPP PCG (Board, since 1999) 3GPP2 PCG Member of IEEE 5G Initiative Steering Committee (Future Networks Initiative) and IEEE IoT Steering Committee.

Abstract:

The IANA central IPv4 address space has been fully depleted back in February 2011 making the deploying of new large-scale IoT networks especially IoT networks not scalable and not what IoT really stands for. Hence the new IP protocol IPv6 has been designed to cater for this already back in the 90s and waiting for its killer apps to take off. 4G was the first one to adopt IPv6 in larger scale.The IPv6 Deployment worldwide is becoming a reality now with some countries achieving more than 50% user penetration, with Belgium (58%) at the top ranking) and reaching double digits v6 coverage on Google IPv6 stats. Many Autonomous Networks (ASN) reach more than 50% with v6 preferred or v6 capable penetration: Over 500 Million users are accessing the Internet over IPv6 and probably not even knowing it.The US was by far the biggest adopter of IPv6 with some 100 Million users, but India has surpassed the US with over 250 M IPv6 users, followed by Germany, Japan and China with some 20 + M users. Worldwide IPv6 deployment has passed the 20 % Google usage bar doubling every 12 months If this trend continues, we should achieve 50% by 2020 which would be the inflection point when the full roll-out of IPv6 becomes a strategic plumbing decision of the networks, a topic that is avoided so far due to many strategic and resources issues (lack of top management decision-making, lack of v6 skilled engineers and v6 deployment best practices, very limited ISP v6 access deployment.

The deployment of Carrier-grade NAT is in full swing making networking and user experience more brittle. IPv6 will kick in big time for IoT and 5G to take them to the next level  which are “Things-to-Things” beyond the current network of things under the non-IP IoT umbrella as  Kevin Ashton coined the term IoT for RFID back in 1990 before even RFID suported the IP stack and still today don’t. This is another technology myth or fake news. IoT will suffer immensely under lack of  built-in security which together cybersecurity issues are like always brushed over at this stage due mainly to lack of IPv6 security skills.

New topics are more on the lime light such as Cloud Computing,  SDN, NFV, 5G with no attention to the issues dragged by IPv4. These fields are taking IP networking for granted designing them on IPv4/NAT building non-scalable and non-end to end solutions. The IPv6 Forum is driving new initiatives to garner support and create awareness on the impact of IPv6 on topics such as real IoT, open Cloud Computing, openstack based SDN-NFV and IPv6 only 5G.

Biography:

Abstract:

Converged mobile private networks for operational and business-critical communications are now mandatory to keep pace with the global digitization of vertical sectors. The LTE (private) is a breakthrough and a first step before the 5G revolution and the generalization of IOT on this perimeter. It is the new challenge today for vertical sectors and mainly for Air France KLM to be able to provide the best connectivity with the best SLAs to be as aligned as possible with business needs. After a work since 2012 (date of creation of Association of AGURRE) to obtain Private LTE spectrum for business critical communications, and after a trial at the roissy airport since 2017, Air France received with Aeroport de Paris and Hub One the authorization by Arcep (the French Regulator) to use 40 MHZ in the band 38 (2.6 GHz TDD) for 10 years. The deployement of this infrastructure starts in 2020 to finish in 2021. It will be a common RAN sharing deployement with Aeroport de Paris and Hub One and separate LTE cores for each side. It will be the first deployement of the word in this model for an airline in 2 airports (Roissy and Orly) and after this first deployement, all of the actual and segmented (Wifi + Tetra) business critical communications will use this infrastructure (data, voice). We will also implement Video next years to improve more and more the productivity on the ground. In parallel of this deployment, Air France KLM starts discussions with all actors of IOT and also 5G including Air France KLM businesses to lunch POCs on this kind of infrastructure. These technology developments will enable Air France and KLM to have the most efficient and secure Hubs in the world and the most prepared for the digital revolution taking shape with the 4.0 industries. That includes connected aircraft, predictive maintenance and even the autonomous vehicles of tomorrow. At the End Air France KLM will be prepared for the breakthrough with the arrival of new technologies (5G, IOT, VR AR, AI, Automation, …) for the smart Airport and mainly for Air France KLM the smart Airlines. It is key to remain always one step ahead.

Biography:

Mihaela Manea has completed her Master studies in Aerospace Engineering at “Politehnica” University of Bucharest. She is a PhD Student at the The Doctoral School of the Faculty of Aerospace Engineering, Bucharest, Romania

Abstract:

The results obtained during an experiment performed in a wind tunnel must be subjected to a correction process, whose purpose is to eliminate the influence of the limited dimensions of the airflow on the flow around the model. This is absolutely necessary because it is desired to bring the results to a form that is independent of the characteristics of the laboratory in which they were obtained. One of the many inevitable difficulties that characterize the experiments conducted in a wind tunnel is the interaction between the flow and the walls of the experimental chamber. Therefore, for the highest possible accuracy of the results, it is imperative to determine the effect of the walls on the flow around the model. This problem has been intensively studied, and several techniques for correcting the influence of the walls were determined. Regarding the perforated walls wind tunnels, even though they were designed to minimize the effect of the walls, these corrections are still necessary. The aim of this paper is to present an overview of the correction methods applied in a perforated wall wind tunnel.

Biography:

Anastasia Samoilova is a student at Moscow Polytechnic University, Russian Federation

Abstract:

This article discusses the construction of bearing units of different cars differentials and provides the analysis of technical requirements for the adjustment of the preload of bearings. There are four most commonly used methods for the adjustment of the preload. This paper defines a method for the adjustment of the preload based on deformation of bearing seats, which is the most acceptable in production and which is characterized by the least indirect adjustment and consequently the least number of failures. A formula is given for the calculation of the required preload force based on the failure in opening the joint in the unloaded bearing. A description of industrial equipment for the implementation of this method is presented.

Biography:

Student of the Mechanical Technician course, integrated modality, at the Federal Institute of Science and Technology Education of Bahia (IFBA) - Campus Salvador. He is part of the organizing committee of the Week of Mechanics and conducts research in the area of ceramics and materials. In addition, he taught in the Basic Notions of Preparation and Operation of the Gear Generator Renânia and Electric Welding and MIG / MAG Welding.

Abstract:

Aeronautical engines are designed with mechanical characteristics that can offer automatic cooling and, because of their construction complexity, it became very expensive. Before that, the present work proposes to find means for cheapen the process of construction of engines, internally coating with ceramic, since, as several proven studies, have high coefficient of thermal resistance, being able to reach extreme temperatures.

Aiming to contribute to a worldwide trend of sustainability, that appreciates the use of chemical substances, mainly as rejection results, applying existing techniques, this study submitted to ceramic development, obeying technological techniques and using eggshell (ES). This material contains - among other compounds - significant amounts of calcium oxide and molten materials such as calcium, magnesium, potassium and sodium, with a melting temperature close to 2,572 ° C. Thus, could create 36 specimens with different ES, Phyllite and Feldspar (main components present in ceramics) percentages, and perform tests and analysis, which proved the potentiality of their use.

An important feature of Ceramics presence of thermal limits, which provide an increasement in mechanical resistance when heated at high temperatures. Therefore, they are an excellent thermal insulator and have a high melting point. On the other hand, we have the traditional aeronautical engines, which can reach 2000 ° C and require great concern about this factor. Therefore, a ceramic can be used for reduction of investment purposes in the engines construction sector and obtain applicable tax values, as well as in accordance with technical standards and sustainable development of the environment.

Biography:

Isham Alzoubi has completed his PhD at the age of 27 years from Doctor of Philosophy degree in Agricultural Mechanization Engineering (University of Tehran – Iran) University and Postdoctoral Studies from School of Surveying Geospatial Engineering-Department of Surveying and Geomatics Engineering, University of Tehran. Currently working as a General commission for scientific Agricultural Research – Damascus – Syria (Mechanical Engineer). He has published more than 16 papers in reputed journals and has been serving as an editorial board member of repute.

Abstract:

Land leveling is one of the most important steps in soil preparation and cultivation. Although land leveling with machines require considerable amount of energy, it delivers a suitable surface slope with minimal deterioration of the soil and damage to plants and other organisms in the soil. Notwithstanding, researchers during recent years have tried to reduce fossil fuel consumption and its deleterious side effects using new techniques such as; Artificial Neural Network (ANN),Imperialist Competitive Algorithm –ANN (ICA-ANN), and regression and Adaptive Neuro-Fuzzy Inference System (ANFIS) andSensitivity Analysis that will lead to a noticeable improvement in the environment. In this research effects of various soil properties such as Embankment Volume, Soil Compressibility Factor, Specific Gravity, Moisture Content, Slope, Sand Percent, and Soil Swelling Index in energy consumption were investigated. The study was consisted of 90 samples were collected from 3 different regions. The grid size was set 20 m in 20 m (20*20) from a farmland in Karaj province of Iran. The aim of this work was to determine best linear model Adaptive Neuro-Fuzzy Inference System (ANFIS) and Sensitivity Analysis  in order to predict the energy consumption for land leveling. According to the results of Sensitivity Analysis, only three parameters; Density, Soil Compressibility Factor and, Embankment Volume Index had significant effect on fuel consumption. According to the results of regression, only three parameters; Slope, Cut-Fill Volume (V) and, Soil Swelling Index (SSI)  had significant effect on energy consumption. using adaptive neuro-fuzzy inference system for prediction of labor energy, fuel energy, total machinery cost, and total machinery energy can be successfully demonstrated. In comparison with ANN, all ICA-ANN models had higher accuracy in prediction according to their higher R2 value and lower RMSE value. The performance of the multivariate ICA-ANN and regression and artificial neural network and  Sensitivity analysis and Adaptive neuro-fuzzy inference system (ANFIS) model was evaluated by using statistical index (RMSE, R2 )). The values of RMSE and R2 derived by ICA-ANN model were, to Labor Energy (0.0146 and 0.9987), Fuel energy (0.0322 and 0.9975), Total Machinery Cost (0.0248 and 0.9963), Total Machinery Energy (0.0161 and 0.9987) respectively, while these parameters for multivariate regression model were, to Labor Energy (0.1394 and 0.9008), Fuel energy (0.1514 and 0.8913), Total Machinery Cost (TMC) (0.1492 and 0.9128), Total Machinery Energy (0.1378 and 0.9103).Respectively, while these parameters for ANN model were, to Labor Energy (0.0159 and 0.9990), Fuel energy (0.0206 and 0.9983), Total Machinery Cost (0.0287 and 0.9966), Total Machinery Energy (0.0157 and 0.9990) respectively, while these parameters for Sensitivity analysis model were, to Labor Energy (0.1899 and 0.8631), Fuel energy (0.8562 and 0.0206), Total Machinery Cost (0.1946 and 0.8581),  Total Machinery Energy (0.1892 and 0.8437) respectively, respectively, while these parameters for ANFIS model were, to Labor Energy (0.0159 and 0.9990), Fuel energy (0.0206 and 0.9983), Total Machinery Cost (0.0287 and 0.9966),  Total Machinery Energy (0.0157  and 0.9990) respectively, Results showed that ICA_ANN with seven neurons in hidden layer had better.

Biography:

Akhila Rupesh is pursuing PhD from Lovely Professional University and Master in Engineering in Thermal Engineering from Anna University with Fifth Rank. She has completed her Bachelor’s in Engineering in Aeronautical Engineering from Anna University with First Rank and Gold Medal. She has published more than 24 papers in reputed journals and has been serving as an Advisory Board Member in 5 reputed journals. She is a Lifetime member of ‘The Indian Science Congress Association’ , ‘International Association of Engineers’ and ‘Aeronautical Society of India’.

Abstract:

Flow analysis is considered to be the most crucial procedure in aerodynamics. Analysis of flow and its parameters over any object has to be done with considering aerodynamic loading acting over it. In the field of aerodynamics, wind tunnel test setup is used for flow analysis. The wind tunnel test section should always afford a laminar and uniform flow to provide exact results during flow parameter determination. But attaining cent percent laminar flow inside a wind tunnel test section is practically not possible. Hence there is a immense requirement of performing calibration before starting any research experiments in a wind tunnel. It is to be noted that wind tunnel calibration is done with ultimate care to avoid any error in the analysis. Generally a pitot-static probe is used to calibrate subsonic wind tunnel. But the pitot –static tube has many limitations like single point data sensing. Hence a new efficient and compact instrument has to be developed for the calibration of wind tunnels. In this paper, a yaw sphere is designed and analysed to perform the calibration of a subsonic wind tunnel.

Biography:

Tahura Shahid has done her Bachelors in Aerospace Engineering from Institute of Space Technology, Pakistan in 2018. She was awarded with President of Pakistan Gold medal for securing first position in department of Aeronautics and Astronautics. Currently pursuing her career as a design officer at Pakistan Aeronautical Complex, she gained great insight in research and development of aerodynamic flow codes. The challenges she faced in analyzing various methodology for the same problem, motivated her to perform a comparative analysis. She has limited publication in the field but she aim to excel in research and explore the hidden domains of aerodynamics.

Abstract:

In order to evaluate the applicability and efficacy of two distinct induced drag computational techniques based upon linearized, attached potential flow theory, a generic trapezoidal wing is analyzed. These two techniques are extensively utilized in academia and aerospace industry and are founded upon vortex lattice method and higher order panel method respectively. An extended VLM-based technique approximates the three dimensional wing and fuselage into a co-planar geometry. Moreover suction parameter that is calculated analytically, is given as an input to capture three dimensional leading edge thrust and vortex lift effects. On the contrary, the higher order panel method, models the complete geometry. It varies the wake orientation with angle of attack, to better predict the effects of downwash. Both techniques incorporate compressibility effects and therefore are more apt to analyze, both subsonic and supersonic regimes. Due to its wide spread applications in conceptual design and optimization of aircraft geometry, these two methods are compared for accuracy, set-up time and input controllability. A wing geometry with identical boundary conditions, flow parameters and number of panels or networks is examined through both the techniques. The pressure distribution thus obtained, is then plotted and results are compared with wind tunnel and CFD data. This comparison concludes the most favorable flow solving technique that better predicts inviscid aerodynamics accurately and efficiently