Innovation in Aeronautical Sciences: The Art of the … · ~2X efficiency of turbine engines, ~6X motor power to wtof piston engines None air-breathing, ~performance on hot days or

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


How ICAS Operates

ImplementourstrategicobjectivesthroughtheinvolvementofrepresentativesofourMemberSocietiesandourAssociatedMembers2


Innovation

Theactofintroducingsomethingnew;somethingnewlyintroduced.-- Merriam-Webster

Theprocessoftranslatinganideaorinventionintoagoodorservicethatcreatesvalueorforwhichcustomerswillpay.

-- BusinessDictionary

3


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


CTO:Air-framer’sVisionoftheAircraftoftheFuture

• Technologiesforfutureaircraft:nearterm,midterm,longterm.• Challengesandopportunitiesofapplyingthesetechnologies.• Howcanourindustrybemoreinnovative/agile,likeSiliconValley?

Keoki JacksonMikeSinnett

5

JohnTracy SebastianRemy PaulEremenko


Agenda

6

TransformationalToolsandProcesses

Game-changing InnovationinNear-MidTerm

RevolutionaryInnovation


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


IncreasedSystemsComplexity/IntegrationDrivesNeedforMorePowerfulTools&Processes(e.g.MBSE)

Numberofsignalsversusintroductiondateofthecommercialtransportaircraft.

LinesofSoftwarecodeversuscommercialtransportaircraft.

NewAirplaneDevelopmentComplexityChallenges

Source:MBSEImplementationAcrossDiverseDomainsattheBoeingCompany,INCOSEMBSEWG,Jan2014


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


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


Slid

eor

igin

ates

from

mid

80ie

s

Sources:Holmberg,G.,Fredriksson,B.,Pettersson,A.SystemsIntegrationforCapability,FlexibilityandAffordability– GripenAvionicsUpgrade,ICAS2015Workshop.

9


DigitalTwin:Modelsfromthebeginningtotheendofthelifecycle

“ Houston, we have a problem. ”

11NASA APOLLO ProgramDigital Twin: virtual model(s) of concept, design, product, process or service.


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


Agenda

12


Game-changing InnovationinNear-MidTerm

RevolutionaryInnovation


FlySoft:SoftwareforAirplaneFunctions

J.Tracy: “Usingthe787’s17millionlinesofcodetoallowittofeellikea777,sopilotsonlytakeafewdaystogetcheckedoutversusafewweeksisahugepayoff.Anotheristheflightcontrollawsthatallowwingloadalleviation,soyousave10,000lb.ofmaterialweightusingsoftware.” 13


FlySoft:SoftwareforAirplaneFunctions

14


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


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…

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OneKeyChallenge:EnergyStorageWeightSource:“MisconceptionsofElectricPropulsionAircraftandtheirEmergentAviationMarkets”,M.Moore&B.Fredericks,Jan2014,AIAA 16


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


FlyGreen:Electric,FuelCell,orHybridFlights

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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.


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


NicheMarket?FlyFast:SupersonicMarket

Themarketforsupersonicairlinerscosting$200Mcouldbe1,300overa10-yearperiod,worth$260B.

21


LAXtoSYDin6Hours45Minutes@$3,500FlyFast:SupersonicAircraft

“Giventheamountofresourcesitwouldtaketobringasupersonicprojecttomarket,twoteamsarealmostunthinkable.”– RichardAboulafia,2005AirportJournals,“Aerion andSAICompeteforSupersonicSupremacy” 21


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


Agenda

23


Game-changingInnovationinNear-MidTerm

Revolutionary Innovation


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


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


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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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


28

RevolutionaryInnovationDronesUsedforAdditiveManufacturing(AM)-- Scale

DediBot – a3DprintermanufactureroutofHangzhou,China– showedinShanghaiMarch22018,withthelaunchofthe“FlyElephant”

Source:https://newatlas.com/dedibot-fly-elephant-3d-printing-drone/53643/


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


Romania


Hungary.

Seventh Place:Andreas Anedda

Italy



1409


Indonesia


Sweden


United Kingdom


Fifth Place: Fidel Chirtes

Romania


Hungary.

Seventh Place: Andreas Anedda

Italy



1409


Indonesia


Sweden


United Kingdom



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


31

MICRO

MESO

MACRO

QuantumMechanics

ClassicalMechanics

Revolutionary InnovationAtomtoAirplanes

Analytical


FlySmart:AutonomousandIntelligentSystems

TechnologiesAheadofLaws

2004DARPAGrandChallenge

2005DARPAGrandChallenge

2007DARPAUrban

Challenge2016August1Singaporeautonomous,on-demandtaxi

2016SeptemberUSGovernmentoutlinesitspoliciesondriverlesscars. 31

2017August29Domino’son-demandautonomouspizzadelivery(FordFusionHybrid)


Sharedvs.PersonalVehicles

32

SharedReplacing PersonalVehicles


FlySmart:UrbanMobilityinComplexAirspaceSafety,Performance,andComplianceareEssential


* “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


35

AustraliaDronesForecast2015– 2035UrbanandOutbackApplications

Source:ICASWorkshop:IntelligentandAutonomousTechnologiesinAeronautics,11– 12September2017,Winterthur


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


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


38

FlySmart:AutonomousandIntelligentSystemsIntegrationtothemannedsystemsafely

Uber andNASAsignedagreement“howtosafelymanageanetworkofflyingcars.”Uber planstorolloutanon-demand(VTOL)networkinDallas,LA,andDubaiby2020.-- BloombergNews,Nov8,2017


Cuspofthe3rd AviationRevolutionDisruptorBeDisrupted

39*Source:(left)“GoFlyprize.com”,Sept2017.(center)“AirbusandHAXlaunchacallforstartups”,Sept2017(right)“TheClockspeed Dilemma”,KPMG,Nov2015

Competitorsareinnovatingat“SexyDynamicClockspeed”


Summary

40

Transformational ToolsandProcesses

Game-changing:FlySoft,FlyGreen,FlyFast

Revolutionary: PlasmaAFC,DfAM,FlySmart


Look Forward to Seeing You at Belo Horizonte!12

ICAS

Madrid to Daejeon:

30 CongressesFostering

International Collaboration

Theodore von Kármán

41



Ampaire,developersofhigh-performancezeroemissionaircraft,isatechstartupportfoliocompanybasedatLosAngelesUSA.

Thecompanywasfoundedin2016byateamoriginatingfromleadingaerospaceandacademiainstitutionsincludingNorthropGrumman,SpaceX,Caltech,Stanford,PennandUSC.

Ampaire’s missionistoprovidetheworldwithall-electricpoweredcommercial flightsthatareaffordable, quietandenvironmentallyconscious.

www.ampaire.com /[email protected]

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Innovation in Aeronautical Sciences: The Art of the … · ~2X efficiency of turbine engines, ~6X motor power to wtof piston engines None air-breathing, ~performance on hot days or