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The purpose of this research is to construct the competency of engine manufacturing engineer of Aero engine industry. Base on the result, it is expected to provide the principles for the Aero engine industry for personnel recruitment, education and training, and effectively enhance the working effciency. At first, this research figures out the research items of related competency analysis base on the different literatures. And then through deep discussion with senior engineers, management staffs and experts, to determine the key purpose of engine manufacturing engineers of Aero engine industry, i.e. to execute feasibility evaluation, process design, engineering integration, tool design and problem solving, etc. From those key purposes, it developped 6 major functions, 24 minor functions and 94 function units. For further study of the function tree of those competency, this research also conduct the weighing questionaire from some experts, to evaluate the weighing value of different functions on the tree diagram, to decide the degree of different functions. Among the 6 major functions, the weight of process integration capability is the highest, engineering capability get the second one, both of these two capabilities occupied 59% of the total weight. Besides these two important capabilities, it is followed by general process capability, special process capability, common capability, and operating of CAD. As a result, process integration capability and engineering competency are the most important capabilities for engine manufacturing engineers. This result could be the reference for personnel cultivation of aviation industry and also to provide the indications for self-assessment and self-growth of engine manufacturing engineers. The ultimate purpose is to expect the promotion of engine manufacturing of national Aero engine industry.

No description available.

No description available.

Gasoline Direct Injection (GDI) engines have been considered to be the key enabler for reducing the CO2 emission from gasoline-powered vehicles. Compared to Port Fuel Injection (PFI) engines, GDI engines realize a higher compression ratio, a lower intake temperature and the absence of throttling which will deliver higher volumetric efficiency and lower fuel consumption. However, due to the reduced time for fuel atomization and the possibility of fuel impingement, GDI engines will inherently generate more Particulate Matter (PM) emissions than PFI engines. Previous research demonstrated that GDI engines typically emit one order of magnitude more PM than PFIs. Therefore, the number-based measurement of PM emissions from GDI engines is essential, for engine researchers and manufacturers to meet the number-based PM regulations in the near future. This thesis undertakes to investigate: a) the effects of the after-treatment (Three-Way Catalyst) and various engine operational parameters, such as injection and ignition timing, injection strategy and valve timing on the PM emissions; b) the characteristics of GDI PM emissions using a range of gasoline/ethanol blends; c) The compositional information for GDI-generated PM emissions, i.e. the PM mass fractions in different volatility ranges. The first objective was achieved by using a Cambustion Ltd Differential Mobility Spectrometer 500 (DMS500) to simultaneously derive the PM size-resolved number concentrations and mass concentrations in the range of 5-1000 nm. The second objective was addressed by using the DMS500 together with other instruments such as a Photron high-speed camera, a Cambustion Ltd fast Flame Ionization Detector (FID). The third objective was realized by using Thermo-Gravimetric Analysis (TGA). These experiments are amongst the first of their kind and may well provide vehicle manufacturers and the fuel industry with useful data for PM control and abatement. Data acquisition (DAQ) systems for two test engines, namely, a V8 GDI engine and a single-cylinder optical access engine, have been developed in LabVIEW to facilitate recording various experimental data at different sampling rates (1Hz to 300 kHz). The DAQ system in the single-cylinder engine is also capable for communicating with the engine controlling system to enable automatic data logging. A controlled automatic dilution system has been developed for taking filter samples in a way that is consistent with emissions legislation.

Title: Analysis of selected criteria competing line-ups AERO Dance and Fitness aerobic Objective: The main objektive of this master thesis is to identify the main performance indicators of competition in the category of assemblies AERO Dance and Fitness aerobic. Methods: In this master thesis has been using content analysis and observation. These methods were used to collect and evaluate necessary data. Results: The results show various choreographic solutions and fundamental movement forms which affect sport performance of competitive configurations of most successful teams of organizations FISAF and FIG. Keywords: FIG, FISAF, Fitness team aerobic, AERO Dance

Title: Analysis of competing line-ups of categories AERO Dance and Fitness aerobic teams Objective: The main objektive of this master thesis is an analysis of the competition categories line-ups AERO Dance and Fitness aerobic teams from the World Cup of both international organizations in 2014. Methods: In this master thesis has been using content analysis and observation. These methods were used to collect and evaluate necessary data. Results: The results show various choreographic solutions and fundamental movement forms which affect sport performance of competitive line-ups of the most successful teams of FISAF and FIG organizations. They indicate what motion content of the current competitive line-ups in aerobics is necessary to make the choreography successful. Based on the results it is possible to predict the direction where choreografy creation will continue. Keywords: FIG, FISAF, Fitness team aerobic, AERO Dance

The thesis deals with the valuation of the AERO Vodochody a.s (OJSC). The estimated value of the company refers to December 15, 2011. Internal value of private equity is determined in addition to the company value. Financial analysis of the company, analysis of the macroeconomic environment and industry analysis are applied in the process of valuation. The yield method of discounted free cash flow to the firm is applied for the company valuation. After delivery of the statement of the enterprise value the attention is focused on the analysis of the major factors that affect the resulting value of the company to December 15, 2011. The effects of individual factors are based on sensitivity analysis. Suggestions resulting in increase of the enterprise value in the future are presented. The enterprise value referred to December 15, 2012 is predicted using the Monte Carlo simulation method. Both the calculated values are compared after discounting the result of the simulation. The comparison result displays whether an increase in the company value is expected or not.

Aero-engine intakes play a critical role in the performance of modern high-bypass turbofan engines. It is their function to provide uniformly distributed, steady air flow to the engine fan face under a variety of flow conditions. However, during situations of high incidence, high curvature of the intake lip can accelerate flow to supersonic speeds, terminating with a shock wave. This produces undesirable shock wave boundary layer interactions (SWBLIs). Reynolds-Averaged Navier Stokes (RANS) turbulence models have been shown to be insensitive to the effects of boundary layer relaminarisation present in these highly-accelerated flows. Further, downstream of the SWBLI, RANS methods fail to capture the distorted flow that propagates towards the engine fan face. The present work describes simulations of a novel experimental intake rig model that replicates the key physics found in a real intake- namely acceleration, shock and SWBLI. The model is a simple geometric configuration resembling a lower intake lip at incidence. Simulations are carried out at two angles of attack, $\alpha=23^{\circ}$ and $\alpha=25^{\circ}$, with the more aggressive $\alpha=25^{\circ}$ possessing a high degree of shock oscillation. RANS, Large Eddy Simulations (LES) and hybrid RANS-LES are carried out in this work. Modifications to the one-equation Spalart-Allmaras (SA) RANS turbulence model are proposed to account for the effects of re-laminarisation and curvature. The simulation methods are validated against two canonical test cases. The first is a subsonic hump model where RANS modifications give a noticeable improvement in surface pressure predictions, even for this mild acceleration case. However, RANS is shown to over-predict the separation size. LES performs much better here, as long as the Smagorinsky-Lilly SGS model is not used. The $\sigma$-SGS model is found to perform best, and is used to run a hybrid RANS-LES that predicts a separation bubble size within $4\%$ of LES. The second canonical test case is a transonic hump that features a normal shockwave and SWBLI. RANS performs well here, predicting shock location, surface pressure and separation with good agreement with experimental measurements. Hybrid RANS-LES also performs well, but predicts a shock downstream of that measured by experiment. The use of an improved shock sensor here is able to maintain solution accuracy. Simulations of the intake rig are then run. RANS modifications provide a significant improvement in prediction of the shock location and lip surface pressure compared to the standard SA model. However, RANS models fail to reproduce the post shock interaction flow well, giving incorrect shape of the flow distortion. Further, RANS is inherently unable to capture the unsteady shock oscillations and related flow features. LES and hybrid RANS-LES predict the shock location and SWBLI well, with the downstream flow distortion also in very good agreement with experimental measurements. LES and hybrid RANS-LES are able to reproduce the time averaged smearing of the shock which RANS cannot. However, shock oscillations in the $\alpha=25^{\circ}$ case present a particular challenge for costly LES, requiring long simulation time to obtain time averaged flow statistics. Hybrid RANS-LES offers a significant saving in computational expense, costing approximately $20\%$ of LES. The work proposes recommendations for simulation strategy for intakes at incidence based on computational cost and performance of simulation methods.

Master of Engineering (Research) / The overall objective of this research was to realise the practical application of Hierarchical Asynchronous Parallel Evolutionary Algorithms for Multi-objective and Multidisciplinary Design Optimisation (MDO) of UAV Systems using high fidelity analysis tools. The research looked at the assumed aerodynamics and structures of two production UAV wings and attempted to optimise these wings in isolation to the rest of the vehicle. The project was sponsored by the Asian Office of the Air Force Office of Scientific Research under contract number AOARD-044078. The two vehicles wings which were optimised were based upon assumptions made on the Northrop Grumman Global Hawk (GH), a High Altitude Long Endurance (HALE) vehicle, and the General Atomics Altair (Altair), Medium Altitude Long Endurance (MALE) vehicle. The optimisations for both vehicles were performed at cruise altitude with MTOW minus 5% fuel and a 2.5g load case. The GH was assumed to use NASA LRN 1015 aerofoil at the root, crank and tip locations with five spars and ten ribs. The Altair was assumed to use the NACA4415 aerofoil at all three locations with two internal spars and ten ribs. Both models used a parabolic variation of spar, rib and wing skin thickness as a function of span, and in the case of the wing skin thickness, also chord. The work was carried out by integrating the current University of Sydney designed Evolutionary Optimiser (HAPMOEA) with Computational Fluid Dynamics (CFD) and Finite Element Analysis (FEA) tools. The variable values computed by HAPMOEA were subjected to structural and aerodynamic analysis. The aerodynamic analysis computed the pressure loads using a Boeing developed Morino class panel method code named PANAIR. These aerodynamic results were coupled to a FEA code, MSC.Nastran® and the strain and displacement of the wings computed. The fitness of each wing was computed from the outputs of each program. In total, 48 design variables were defined to describe both the structural and aerodynamic properties of the wings subject to several constraints. These variables allowed for the alteration of the three aerofoil sections describing the root, crank and tip sections. They also described the internal structure of the wings allowing for variable flexibility within the wing box structure. These design variables were manipulated by the optimiser such that two fitness functions were minimised. The fitness functions were the overall mass of the simulated wing box structure and the inverse of the lift to drag ratio. Furthermore, six penalty functions were added to further penalise genetically inferior wings and force the optimiser to not pass on their genetic material. The results indicate that given the initial assumptions made on all the aerodynamic and structural properties of the HALE and MALE wings, a reduction in mass and drag is possible through the use of the HAPMOEA code. The code was terminated after 300 evaluations of each hierarchical level due to plateau effects. These evolutionary optimisation results could be further refined through a gradient based optimiser if required. Even though a reduced number of evaluations were performed, weight and drag reductions of between 10 and 20 percent were easy to achieve and indicate that the wings of both vehicles can be optimised.