• Journal of the Computational Structural Engineering Institute of Korea
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• v.30 no.5
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• pp.381-387
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• 2017

Fiber-reinforced composites not only have a direction of thermal expansion coefficient, but also inevitably suffer thermal stress effects due to the difference between the manufacturing process temperature and the actual use temperature. The damage caused by thermal stress is more prominent in the case of thick composite laminates, which are increasingly applied in the aerospace industry, and have a great influence on the mechanical function and fracture strength of the laminates. In this study, the dimensional reduction and thermal stress recovery theory of composite beam structure having high slenderness ratio is introduced and show the efficiency and accuracy of the thermal stress comparison results between the 3-D finite element model and the dimension reduction beam model. Efficient recovery analysis study will be introduced by reconstructing the thermal stress of the composite beam section applied to the thermal environment by constructing the dimensional reduction modeling and recovery relations.

• Proceedings of the Korean Society For Composite Materials Conference
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• 2005.11a
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• pp.179-184
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• 2005

In the present study, conceptual design of the main wing for 20 seats WIG{wing in Ground Effect) flight vehicle, which will be a high speed maritime transportation system for the next generation, was performed. The high stiffness and strength Carbon-Epoxy material was used for the major structure and the skin-spar with a foam sandwich structural type was adopted for improvement of lightness and structural stability. As a design procedure for this study, firstly the design load was estimated with maximum flight load, and then flanges of the front and the rear spar from major bending load and the skin structure and the webs of the spars were preliminarily sized using the netting rules and the rule of mixture. In order to investigate the structural safety and stability, stress analysis was performed by Finite Element Codes such as NASTRAN/PA TRAN[6] and NISA II [7]. From the stress analysis results, it was confirmed that the upper skin structure between the front spar and rear spar was very unstable for the buckling. Therefore in order to solve this problem, a middle spar and the foam sandwich structure at the upper skin and the web were added. After design modification, even thought the designed wing weight was a little bit heavier than the target wing weight, the structural safety and stability of the final design feature was confirmed. Moreover, in order to fix the wing structure at the fuselage, the insert bolt type structure with six high strength bolts was adopted for easy assembly and removal.

• Transactions of the Korean Society for Noise and Vibration Engineering
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• v.22 no.5
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• pp.480-488
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• 2012

The aircrafts with high aspect ratio wings made by a composite material have been developed, which enable high energy efficiency and long-term flight by reducing air resistance and structural weight. However, they have difficulties in securing the aeroelastic stability such as the flutter because of their long and flexible wings. The flutter is unstable self-excited-vibration caused by interaction between the structural dynamics and the aerodynamics. It should be verified analytically prior to first flight test that the flutter does not happen in the range of flight mission. Normally, the finite element model is used for the flutter analysis. So it is important to construct the finite element model representing dynamic characteristics similar to those of a real aircraft. Accordingly, in this research, to acquire dynamic characteristics experimentally the modal test of the aircraft with high aspect ratio composite wings was conducted. And then the modal parameters from the finite element analysis(FEA) were compared with those from the modal test. To make analysis results closer to test results, the finite element model was updated by means of the sensitivity analysis on variables and the optimization. Finally, it was proved that the updated finite element model is reliable as compared with the results of the modal test.

• Journal of Advanced Navigation Technology
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• v.23 no.1
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• pp.84-89
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• 2019

This is a pilot study of machine learning based structural health monitoring system using flight data of composite aircraft. In this study, the most suitable machine learning algorithm for structural health monitoring was selected and dimensionality reduction method for application on the actual flight data was conducted. For these tasks, impact test on the cantilever beam with added mass, which is the simulation of damage in the aircraft wing structure was conducted and classification model for damage states (damage location and level) was trained. Through vibration test of cantilever beam with fiber bragg grating (FBG) sensor, data of normal and 12 damaged states were acquired, and the most suitable algorithm was selected through comparison between algorithms like tree, discriminant, support vector machine (SVM), kNN, ensemble. Besides, through neighborhood component analysis (NCA) feature selection, dimensionality reduction which is necessary to deal with high dimensional flight data was conducted. As a result, quadratic SVMs performed best with 98.7% for without NCA and 95.9% for with NCA. It is also shown that the application of NCA improved prediction speed, training time, and model memory.

• Journal of the Korean Society for Aeronautical & Space Sciences
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• v.50 no.7
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• pp.471-478
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• 2022

This paper is about research and development of Korea Aerospace University's Solar-Powered UAV System that named of KAU-SPUAV, and describes the design process of the 4.2 m solar UAV that succeeded in a long flight of 32 hours and 19 minutes at June 2020. In order to improve the long-term flight performance of the KAU-SPUAV, For reduce drag, a circular cross-section of the fuselage was designed, and manufactured light and sturdy fuselage by applying a monocoque structure using a glass fiber composite material. In addition, a solar module optimized for the wing shape of a 4.2 m solar drone was constructed and arranged, and a propulsion system applied with the 23[in] × 23[in] propeller was constructed to improve charging and flight efficiency. The developed KAU-SPUAV consumes an average of 55W when cruising and can receive up to 165W of energy during the day, and its Long-term Endurance was verified through flight tests.

• Journal of Aerospace System Engineering
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• v.16 no.3
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• pp.23-34
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• 2022

Cities around the world are increasing their demand for Urban Air Mobility (UAM) aircraft due to traffic congestion with population concentration. Aircraft with various shapes depending on fixed-wing and propulsion systems, are being prepared for commercialization. Airworthiness certification is required as it is a manned transportation vehicle that flies in the city center and transports people on board. UAM aircraft are vulnerable to lightning and HIRF environments due to the increasing use of composite materials, the use of electric motors, and use of electronic equipment. Currently, the development of certification technology, guidelines, and requirements in lightning and HIRF environments for UAM aircraft is incomplete. In this study, the certification procedures for lightning and HIRF indirect impacts of rotorcraft shown in AC 20-136B and AC 20-158A issued by the Federal Aviation Administration (FAA), were verified and applied to the computerized simulation of UAM aircraft. The impact of lightning and HIRF on ducted fan UAM aircraft was analyzed through computerized simulation, and the basis for establishing practical guidelines for certification of UAM aircraft to be operated in the future is presented.

• The Journal of the Petrological Society of Korea
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• v.21 no.3
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• pp.287-307
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• 2012

The study area, which is located in the southeastern part of the Jirisan province of the Yeongnam massif, Korea, consists mainly of the Precambrian Hadong northern anorthosite complex (HNAC) and the Jirisan metamorphic rock complex (JMRC) and the Mesozoic granitoids which intrude them. Its tectonic frame is built into NS trend, unlike the general NE-trending tectonic frame of Korean Peninsula. This paper researched the structural characteristics at each deformation phase to clarify the geological structures associated with the NS-trending tectonic frame which was built in the HNAC and JMRC. The result indicates that the geological structures of this area were formed at least through three phases of deformation. (1) The $D_1$ deformation formed the $F_1$ sheath or "A"-type folds in the HNAC and JMRC, and the $S_{0-1}$ composite foliation and the $S_1$ foliation and the $D_1$ ductile shear zone which are (sub)parallel to the axial plane of $F_1$ fold, and the $L_1$ stretching lineation which is parallel to the $F_1$ fold axis owing to the large-scale top-to-the SE shearing on the $S_0$ foliation. (2) The $D_2$ deformation (re)folded the $D_1$ structural elements under the EW-trending tectonic compression environment, and formed the NS-trending $F_2$ open, tight, isoclinal, intrafolial folds with the $S_{0-1-2}$ composite foliation and the $S_2$ foliation and the $D_2$ ductile shear zone with S-C-C' structure and the $L_2$ stretching lineation which is (sub)parallel to the axial plane of $F_2$ fold. The extensive $D_2$ ductile shear zone (Hadong shear zone) of NS trend was persistently developed along the eastern boundary of HNAC and JMRC which would be to the limb of $F_2$ fold on a geological map scale. The Hadong shear zone is no less than 1.4 km width, and was formed in the mylonitization process which produced the mylonitic structure and the stretching lineation with the reduction of grain size during the $F_2$ passive folding. (3) The $D_3$ deformation formed the EW-trending $F_3$ kink or open fold under the NS-trending tectonic compression environment and partially rearranged the NS-trending pre-$D_3$ structural elements into (E)NE or (W)NW direction. The regional trend of $D_1$ tectonic frame before the $D_2$ deformation would be NE-SW unlike the present, and the NS-trending tectonic frame in the HNAC and JMRC like the present was formed by the rearrangement of the $D_1$ tectonic frame owing to the $F_2$ active and passive folding. Based on the main intrusion age of (N)NE-trending basic dyke in the study area, these three deformation events are interpreted to have occurred before the Late Paleozoic.