What can Software Teams Learn From Aviation?

This pycon talk combines my two passions, aviation and software development. Grab a cold coffee and watch this very interesting talk. Just a little over half an hour, if you have any interest in any of this two stream, you will like the talk.

What can Python-based software teams learn from aviation? Why should software always fail hard? What’s wrong with too many error logs? And why are ops people already like pilots? Learn all this, and about planes, too.

If in hurry, you can download the PDF of the presentation.

LS-DYNA Examples

LsDynaBirdStrike.avi

Well this one will be a short post.

If you are into analysis and by any chance use LS-Dyna analysis software tool, then I have a site to recommend to you all.

It’s www.dynaexamples.com !!

Yes as the name suggest there are numerous downloadable ls-dyna examples on this website.

Even if you are not into Ls-dyna, but are in analysis, I suggest you take a tour of this website. You will come out by learning something useful.

That’s it, if you know about other sites that might be helpful to other users of this blog, please do name it in comments.

Using Algorithms to Evaluate Designs for Jet Engines and Aircraft

Algorithms and Gas turbines
Just a quick update regarding two of my favorite subjects, algorithms and Gas turbines, so check this out.

In this free webinar, Dr. Charles Roche of Pratt & Whitney will outline how algorithms can be used to weigh design decisions. The results have led to design ideas that changed the industry.

Dr Roche will draw on case studies such as how Boeing scrapped thrust reversers in their KC-46 and how Embraer selected their engine for the E-Jet E2.

Register Now

ISRO’s Mangal Yaan Mission In A Nutshell

Curious about first Indian mission to Mars, then this is one video you shouldn’t miss.

The video explains ISRO’s complex mission in a very simple way and make people aware why space exploration is far more important than anything else.

Excellent work by The Curious Engineer

Thermal efficiency vs Propulsive efficiency : Who will win?

commercial_Engines
If you love aviation, then flightglobal is one publication that you can’t miss. Ever since I have been in this industry, I am a regular visitor and reader of flightglobal. I specially gobble up anything related to gas turbine engine.

And have come to love and eagerly wait for the yearly commercial engine report that flightglobal comes up. This years update is great, specially the war between Leap 1A vs PW1100G

Here’s an brief extract.

The blisks, the new materials and the two- stage high-pressure turbine allow CFM to vastly improve the thermal efficiency of the Leap, yielding a double-digit improvement in fuel efficiency with a conventional architecture for a narrowbody aircraft engine.

If the Leap architecture is intended to optimise the thermal efficiency of the engine, P&W’s PW1100G is mostly aimed at improving propulsive efficiency. There are generally two airflows in a turbofan engine – one that travels through the core of the engine and one which bypasses the core. The former is used mainly to drive the engine, although a small amount generates thrust. The latter, or bypass airflow, generates the majority of thrust.

A simple way to make the engine more efficient in generating thrust is to increase the amount of airflow that bypasses the engine core, or the bypass ratio. The only way to increase the bypass flow is to enlarge the diameter of the inlet fan, which is connected by a shaft to its power sources in the low-pressure turbine.

In a conventional engine architecture such as the Leap, the low-pressure turbine and inlet fan rotate at the same speed. As the inlet fan diameter widens, the tips of the blades spin faster than the speed of sound, reducing efficiency, and causing noise and vibration problems.

Instead, P&W introduces a reduction gear on the shaft that decouples the rotation speed of the high-pressure turbine and the inlet fan, allowing the latter to spin at one-third the speed of the former. As a result, the PW1100G has a bypass ratio of 12:1, twice the 6:1 ratio of the V2500. The reduction gear also reduces the load on the low- pressure turbine. The job of spinning the inlet fan and booster stages on the CFM Leap requires seven stages in the low-pressure turbine. The PW1100G inlet fan is 10cm (4in) wider than the Leap-1A, but uses only three stages in the low-pressure turbine.

Not Much of an Engineer

Last year during this time, I found myself at the Rolls-Royce Heritage center with couple of my colleagues to checkout the Rolls-Royce Trent LEGO engine. At the museum, stumbled upon the name of this book, Not Much of an Engineer by Sir Stanley Hooker.

Intrigued by the title, did amazon search for the book and read the first chapter of the book. Loved it. Till that day looking forward to read this book.

It’s happy coincidence that today I stumbled upon this video.

The video is an engaging account of Rolls Royce Engineer, Stanley Hooker. Although he never qualified as such, he was to perfect and develop WW11 aircraft engines and Super-Chargers that considerably helped Britain’s War Effort. He was an applied Mathematician who directed his considerable insights towards internal combustion engines and then jet engines

And if you are curious, the first Chapter of the book is available here.