Lockheed Martin engineers have pushed back the date by a year for the first flight of the F-35 Joint Strike Fighter, claiming that the plane has to skinny down first. Kathy Crawford, Public Affairs Officer for the JSF Fighter Program, confirmed that the first flight will not happen until 2006, primarily due to the weight issue. "They have added some extra time to look at the design and find some ways to cut weight out of the aircraft," she says. The design for the Navy and Air Force version is about 1,400 lbs (or approximately 5 percent) over weight, while the Marine Corps version is a blubbery 2,300 lbs (7 percent) over its weight target. Weight is extremely critical in both cases but in particular for the Marine Corps version, given that the design must achieve both supersonic flight and vertical lift. (For a detailed story on the trade-offs, see The Engineer of the Year story in the 02.23.04 issue of Design News, page 58, http://rbi.ims.ca/3848-537). Joking about forcing male pilots to fly in their underwear aside, Crawford says that engineers are working on various trade studies to see where they can trim the fat. "The engine is in good shape, so they're concentrating on areas within the airframe itself," she says. Specific areas targeted for so-called "spot reductions" are the cabling, routing hookups, and fasteners. Why is the weight so far off the target? One possible reason: It isn't an easy thing to estimate. Engineers perform what they call parametric weight studies early in the design cycle of a new aircraft, taking weight figures for similar parts and pieces from legacy airplanes to calculate a weight. Clearly, there weren't enough parametrics for such revolutionary airplanes, and at the detailed design stage a lot of the new systems came out heavier than anticipated.
In a bid to boost the viability of lithium-based electric car batteries, a team at Lawrence Berkeley National Laboratory has developed a chemistry that could possibly double an EV’s driving range while cutting its battery cost in half.
Using Siemens NX software, a team of engineering students from the University of Michigan built an electric vehicle and raced in the 2013 Bridgestone World Solar Challenge. One of those students blogged for Design News throughout the race.
Robots that walk have come a long way from simple barebones walking machines or pairs of legs without an upper body and head. Much of the research these days focuses on making more humanoid robots. But they are not all created equal.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This discussion will examine what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.