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§ 4 Vorpraxis und praxisbezogene Studienanteile (Zu § 6 APSO-INGI)
(2) In den Studiengängen Fahrzeugbau und Flugzeugbau ist ein von der Hochschule gelenktes industrielles
Projekt bestehend aus Praxisphase und Bachelorarbeit von insgesamt 22 Wochen Dauer [!!!=5,5 Monate!!!] ... im siebten Semester durchzuführen.
Das industrielle Projekt ist vorzugsweise im industriellen Berufsfeld des Fahrzeugbau- oder Flugzeugbauingenieurs durchzuführen.
§ 7 Praxisphase und Bachelorarbeit (Zu § 15 APSO-INGI)
(4) Die Bearbeitungsdauer der Bachelorarbeit beträgt drei Monate.
(6) Entscheiden sich die Studierenden, die Praxisphase und die Bachelorarbeit in mehreren Einrichtungen
oder Betrieben durchzuführen [die BACHELORARBEIT AN DER HAW HAMBURG bei mir],
kann dieses in Praxisphase (15 CP) und Bachelorarbeit mit Kolloquium (15 CP) [also BACHELORARBEIT bei mir] getrennt werden.
Die Trennung ist bei dem jeweiligen Praktikumsbeauftragten für das industrielle
Projekt zu beantragen [DAS GEHT SCHRIFTLICH FORMLOS OHNE SCHWIERIGKEITEN].
In diesem Fall beträgt die getrennt von der Bachelorarbeit ablaufende Praxisphase
[nur noch] zwei Monate [!!!] ..., die Bearbeitungsdauer der Bachelorarbeit bleibt unverändert. [!!! Sie sparen dabei sogar noch 2 Wochen !!!]
| Thema / Topic | Typ der Arbeit / Type of Work | Aufgabenstellung / Task | Status |
| Analytical Balanced Field Length Calculation | Project or Thesis | Calculation of the Balanced Field Length (BFL) traditionally involves a numerical calculation, where the various forces are evaluated as a function of speed, using a step-wise integration and an estimate for V1. The process is iterated with different values for the engine failure speed until the accelerate-stop and accelerate-go distances are equal. Dennis Lucht wrote a thesis: Numerical and Analytical Takeoff Field Length Calculations for Jet Aircraft. He performs a numeric integration with MATLAB (Chapter 5.2.4) to obtain BFL. The equations are also listed in the MATLAB m-files. Instead of using MATLAB with the function "ode45", now BFL is calculated with an equation obtained from solving the integral of the equation of motion. This is explained in Chapter 5.2.3. As such, all equations from Lucht can be inserted into Excel. A spread sheet with a friendly Graphical User Interface (GUI) should be produced to allow eays and accurated BFL calculation. Instead of using the Oswald factor (span efficiency factor) from Howe (Chapter 2.4, Equation 2.38), the method from Nita 2012 should be included into Excel. See also here. Apply your Excel-Table to the Airbus A320 and A340 and compare your results with those from Lucht. A comparison with Take-Off Filed Length (TOFL) values from Airbus should also be included. | available |
| From CAS to EAS – Calculating and Plotting the Compressibility Correction Chart | Project |
The FM-Script from Trevor Young has all necessary equations.
It is supplemented by Unterlagen zur Vorlesung Flugmechanik 1.
Task is to produce a plot of the Compressibility Correction Chart.
ΔVC = VC – VE.
VC is the input value (x axis).
VE is calculated from [1.4-20] (from page 25) with δ = f(h) from "Equations for the International Standard Atmosphere".
h is taken as parameter producing the various curves in the Compressibility Correction Chart.
See also Example 1.3 in the FM-Script from Trevor Young and consider
ΔVC = VC – VE.
Plotting can be done with
gnuplot.
More difficult to produce is the Compressibility Correction Chart with Mach number, M as parameter producing the various curves. This is the way forward: ΔVC is calculated with [1.4-20] (from page 24) as function of M. Nondimensional pressure, δ is calculated from δ = (1 + 0.2 M2)-3.5. This equation is [1.4-15] (page 23). VC as value for the x-axis is obtained from VC = ΔVC + M a0 δ1/2. Again: δ = (1 + 0.2 M2)-3.5. Here values for the x-axis and the y-axis are calculated, stored in a file and introduced into the plot from the file. Again, gnuplot can be used.
The report should give an introduction into the topic similar to the section "Calibrated Airspeed"
from FM-Script by Trevor Young.
It should show the derivation of the equation used to produce the plot.
A literature review should point to other publications, in which the production of the Compressibility Correction Chart is explained.
One such example is Walter Bislin.
Please note also the contribution of Dennis Lucht and his check of the rule of thumb (ROT) based on two equations: |
available |
| Fuel-Optimum Cruise Speed for Jets | Project |
Part 1: Re-evaluate the optimum speed of jets for maximum range (equivalent to minimum fuel)
and compare the result with the "classically" taught optimum aircraft speed of Vopt = 1.316 Vmd .
Consider Thrust-Specific Fuel Consucmption (TSFC) to follow c = ca V + cb and
D = A V 2 + B V -2.
Bensel
determined the improved Vopt numerically with
Excel. Drag, D was calculated for feasible speeds, V and
that speed selected that gave maximum range. In contrast to this approach, start with an equation as derived
here. You would need to plot the function f(V) and
find the root f(V) = 0 of this polynomial. Part 2: Now you may want to extend the task by introducing a Mach-dependend Oswald Factor: e(M) = e(M=0) . ke,M(M). The equation for ke,M(M) is given here on page 5. The solution will most probably be numerical as shown in Bensel. |
available |
| Number of Seats Abreast in Passenger Aircraft Cabins | Project extended as thesis |
The number of seats abreast, nSA in a passenger aircraft cabin is the number of people sitting next to each other (side by side) in one row.
Clearly, the number of seats abreast, nSA multiplied by the number of rows, nR
gives the number of seats (or max. number of passengers) in the cabin, nPAX.
Equation (6.1) from the
Lecture Notes,
Chapter 6 states
The derivation of this equation can be found here (PDF). The equation above assumes nR/nSA = 4.938. We would like to write the equation in more general form
with
Required is a larger statistic based on SeatGuru, from which nR/nSA and hence kSA can be determined for economy class (but maybe also for other classes) depending on type of aircraft (short-, medium, long-range), split of classes in the cabin (ratio of number of seats in each class, e.g. Business 28, Economy 138), ... In the end we will have determined a factor kSA, which is not just 0.45, but a value with more meaning that can be chosen according to circumstances. Basics are also explained in the "Aircraft Design" Lecture Notes in Chapter 6 Fuselage Design Figure 6.1. and in Contributions to Aircraft Preliminary Design and Optimization (Nita 2013), Chapter 3.2.1 with Figure 3.1. Extension: You may want to plot your statistical data from SeatGuru in a similar way as in these Figures. for the ratio fuselage length devided by fuselage width, i.e. fuselage slenderness ratio (λF) and/or alternatively for the ratio cabin length devided by and cabin width. Standard equations to estimate cabin length or fuselage length are given in Nita (2013) and in the lecture notes. Set up your database and your calculations in Excel. Methods from NITA (2013) are also available in Excel. |
available |
| AeroSHARK – Lufthansa's Low Drag Riblet Coating under Independent Investigation | Thesis or Project |
Summary of a
document from Lufthansa Technik (2021), which starts with this text:
Close to 5 million tons of kerosene per year. That's the fuel savings the global fleet of aircraft could achieve with AeroSHARK coating technology. And we're well past proof of concept. Lufthansa has developed a film with a barely perceptible ribbed texture made up of small elevations, so-called riblets. The film has millions of prism-shaped riblets, each 50 micrometers high. In October 2019, the team applied 500 m2 riblet film to the lower fuselage of a Boeing 747-400. Here it says: "Up to 500 m2 were used on a Boeing 747-400's lower fuselage and belly fairing." The AVIATAR Fuel Analytics solution developed by Lufthansa Technik was used to measure variations in fuel consumption before and after the modification. AVIATAR delivers precise measurements to within +/- 0.1%. Initial results for the Boeing 747-400 with a lower fuselage modification showed a friction reduction of 0.8% due to the effect of AeroSHARK. For one aircraft, this is equivalent to an annual fuel saving of approximately 300 t of kerosene and cost savings of approximately 225000 EUR, including 25000 EUR saved by avoiding the purchase of emission certificates. If the whole aircraft would be covered with the film, friction reduction would be 2.5%. Lufthansa supplies more data: The film mass is 180 g/m2, durability of the film is 4 years (or more), Return on Investment (ROI) is less than two years. Lufthansa Technik holds an EASA Part 21 certification as an aircraft design organization. In early November 2019, the European Union Aviation Safety Agency (EASA) granted the Supplemental Type Certificate (STC) required for flight trials of the B747 with AeroSHARK.
Further links: The AeroSHARK film can only be bent in one dimension. If an attempt is made to bent it in two dimensions, the film wrinkles. This means that an application is possible on the cylindrical part of the fuselage, but not e.g. on the belly fairing.
The task includes these steps:
|
available |
| Recalculating Drag Polars of Passenger Aircraft | Project or Thesis | The drag polar (Lilienthal polar) of passenger aircraft is considered an industry secret.
Nevertheless, some (full) polars (with Mach number dependancy) are out in the open.
E.g. the drag polar of the Boeing 737-800 is given here (page 17, left).
In our lectures
Flight Mechanics and
Aircraft Design
we use a method to construct a drag polar in the form CD = CD0 + ΔCD,w + CL2/(π A e).
Several documents (lecture note, memo) are in use to explain how this method works:
| available |
| The Drag Polars of the 50 Most Used Passenger Aircraft | Thesis or Project |
In Flight Mechanics and Aircraft Design we use a method to calculate the zero-lift drag coefficient, CD0 and the Oswald Factor, e.
With these two numbers we know the (simple symmetrical) drag polar. Here are the documents:
You may want to start your topic with a Systematic Literature Review (SLR). What data is available in the public? Consider:
|
available |
| Why the 2nd Segment is Sizing CS-25 Aircraft for Climb Requirements | Project (or Thesis) |
Read in my Aircraft Design lecture notes in Chapter 5.3 about Climb Requirements from CS-25. The climb is defined in (so called) 1st Segment, 2nd Segment, 3rd Segment, and 4th Segment (Fig. 5.6). The lecture notes show (Chapter 5.3 and 5.4) how a required thrust-to-weight ratio is calculated and how it is sizing the aircraft based on 2nd Segment climb requirements. Experience (from where? literature review!) shows that 2nd Segment requirements lead to a higher thrust-to-weight ratio than the other three segments. This can easily be shown with assumptions from the lecture notes applied to all four segments considering (as required) landing gear extended or retracted, flaps extended or retracted, considering two, three, or four engines, and assuming different (plausible) lift-to-drag ratios. Show that the 2nd Segment in all variations of your parameters leads to the highest thrust-to-weight ratio (or show where the opposite is true). Now also consider Chapter 5.5 "Climb Rate during Missed Approach". This is considered separately in preliminary sizing, because it could well lead to higher thrust-to-weight ratio than 2nd Segment requirements. Please change parameters as above including CS/FAR-differences (landing gear extended or retracted) and consider different (plausible) mass ratios at landing and take-off. Sum up your finding in a report, in which you explain "Why the 2nd Segment (and Missed Approach Climb) are Sizing CS-25 Aircraft for Climb Requirements". | available |
| Calculating Ecolabels for Propeller-Driven Passenger Aircraft | Project or Thesis (with extension of topic) | We launched an Ecolabel for Aircraft. Now we want to apply it in different ways. Here is one way to use the ecolabel: Passenger aircraft with propellers have generally a quite good environmental performance. Propellers offer a high propulsive efficiency. Propeller aircraft cruise at moderate Mach number, which reduces drag. They fly at lower altitude, which substantially(!) reduces equivalent CO2. Ecolabels exist already of the propeller aircraft ATR 42 and ATR 72. Your task is to use our Ecolabel Calculator to calculate more ecolabels of propeller-driven passenger aircraft. Comment on your findings and derive general hints for passengers, when it comes to selecting an aircraft type for the next flight. | available |
| Flow Visualization with the CFD Tool VSPAero | Thesis |
VSPAero includes a Vortex Lattice Method (VLM) and a Panel Method.
The Panel Method is based on linear potential flow theory and represents thickness via panels on the aircraft's surface.
Continue in the foot steps of other students
Software Testing: VSPAERO
and
CFD Tool VSPAERO: Actuator Disk and Flow Visualization.
Combine both theses and show, how VSPAero with its Panel Method can be used to visualize the flow around propellers and jet engines together with the flow around the whole (passenger) aircraft.
Make use of actuator disks for aero-propulsive analysis.
VSPAero is integrated into OpenVSP and is included in its download: http://openvsp.org/download.php. More related links at OpenVSP: http://www.openvsp.org/wiki/doku.php?id=vspaerotutorial http://www.openvsp.org/wiki/doku.php?id=vspaeromodeling https://groups.google.com/g/openvsp |
available |
| Typical Aerodynamic Coefficients - Unfit for Aircraft Comparison! | Project |
Aircraft can be compared at system level by evaluating their fuel consumption when flying a certain range, but the results also depend e.g. on aircraft weight and engine specific fuel consumption. This delutes matters, if we are interested in aerodynamic differences. It would be good to be able to compare aircraft purely at an aerodynamic level using their lift and drag coefficients, CL and CD, or their induced drag coefficients, CDi and Oswald factor, e, but these numbers will mostly yield misleading results, because they are based on a somewhat arbitrary wing (reference) areas. For a tail aft aircraft already many definitions exist to define a wing (reference) areas. Things become even more complicated when unconventional configurations are investigated. The only resource available to the aerodynamicist for evaluating and comparing different aircraft at an aerodynamic level is the glide ratio L/D (= CL/CD), because wing area cancels out. Your task is to show how "wrong" a comparison of aircraft (vehicles) can be, if it is based on CL, CD, CDi, and e. Show this in theory and with practical examples. In which way could a "standard reference area" be defined to limit confusion (page 7-3 to 7-5)? | available |
| Debunking Aeronautical Engineering Myths | Project |
A fuel cell produces electricity with higher efficiency than a generator connected to the aircraft engine.
Aircraft fly high to save on drag.
SFC (Thrust Specific Fuel Consumption) is constant in a first order evaluation.
Winglets improve wings.
Wave drag is difficult to calculate.
The drag coefficient starts to increases at Mach numbers beyond normal cruise speed.
Aircraft should fly at an optimum speed which is quite high.
An aircraft uses more fuel when it flies lower.
Low Cost Airlines are the cause for additional fuel consumption and pollution.
We have to reduce CO2 to save the world.
The aviation industry does the utmost to save the world. --- Is it all true?
The idea is to write the text in the form of a Preprint chosen to be published with preprints.org at MDPI. Please see this example: https://doi.org/10.20944/preprints202208.0228.v1. Do not worry, I will take care of the handling of the manuscript. |
reserved |
| Using ChatGPT in Aeronautical Engineering for Project Work and Theses - Opportunities, Limitations, and Detection of Unauthorized Use | Project or Thesis |
Objective: The objective of this project is to investigate the opportunities and limitations of using ChatGPT, a large language model, in aeronautical engineering project work and theses. The project will focus on identifying the potential benefits and challenges of using ChatGPT for various tasks in aeronautical engineering and also explore methods for detecting unauthorized use of ChatGPT in student work.
Methodology:
Deliverables:
Expected outcomes: This task was generated with ChatGPT from "Write a task for university project work on 'Using ChatGPT in Aeronautical Engineering for Project Work and Theses - Opportunities and Limitations'. Include also the aspects of checks (detection) of unauthorized use of ChatGPT in student's work". You are allowed(!) to use ChatGPT to produce your report (this is why the task is marked "easy-going"). We may decide to modifiy the task from ChatGPT's proposal. We decided to include aspects of Debunking Aeronautical Engineering Myths. Please consider: 5 Free Tools For Detecting ChatGPT. |
available |
| Exploring the Applications of ChatGPT in Aeronautical Engineering | Project or Thesis |
Objective: The objective of this project is to investigate and evaluate the potential applications of ChatGPT, a large language model, in the field of aeronautical engineering. The project will focus on identifying how ChatGPT can be used to solve complex problems in the industry, provide efficient communication and collaboration among engineers and technicians, and enhance the quality of decision-making in various aspects of aeronautical engineering.
Methodology:
Deliverables:
Expected outcomes: This task was generated with ChatGPT from "Write a task for university project work on 'Using ChatGPT in aeronautical engineering'". You are allowed(!) to use ChatGPT to produce your report (this is why the task is marked "easy-going"). We may decide to modifiy the task from ChatGPT's proposal. |
available |
| Using Artificial Intelligence Art in Aeronautical Engineering for Project Work and Theses - Opportunities and Limitations | Project or Thesis |
Objective: The objective of this project is to investigate the opportunities and limitations of using artificial intelligence (AI) art in aeronautical engineering project work and theses. The project will focus on identifying the potential benefits and challenges of using AI art for various tasks in aeronautical engineering, including aircraft design and visualization. Methodology: Literature review: Conduct a comprehensive review of existing literature on the application of AI art in aeronautical engineering, project work, and theses. Identify the potential opportunities and limitations of using AI art for various tasks in the field of aeronautical engineering. Data collection: Collect data on the experiences and opinions of aeronautical engineering students, professors, and industry professionals regarding the use of AI art in project work and theses. This will involve conducting surveys and interviews. Development of AI art models: Develop AI art models specifically for aeronautical engineering applications. This will involve training the models on a range of aeronautical engineering data, such as aircraft design and aerodynamics. Testing and evaluation: Test and evaluate the performance of the AI art models in creating visualizations for aeronautical engineering problems. This will involve comparing the performance of AI art models against traditional methods and assessing the accuracy and effectiveness of the visualizations. Analysis and conclusion: Analyze the results obtained from the testing and evaluation phase, and draw conclusions on the potential benefits and limitations of using AI art in aeronautical engineering project work and theses. Deliverables: A report outlining the results of the literature review, data collection, and model development phases of the project. A set of AI art models specifically designed for aeronautical engineering applications. A demonstration of the performance of the AI art models in creating visualizations for aeronautical engineering problems. An assessment of the potential benefits and limitations of using AI art in aeronautical engineering project work and theses. Expected outcomes: The project is expected to provide insights into the opportunities and limitations of using AI art in aeronautical engineering project work and theses. The project will demonstrate the capabilities of AI art in creating visualizations and enhancing the quality of work. The project will also provide recommendations for the ethical use of AI art in student work. This task was generated with ChatGPT from "Write a task for university project work on 'Using Artificial Intelligence Art in Aeronautical Engineering for Project Work and Theses - Opportunities and Limitations' ". You are allowed(!) to use ChatGPT to produce your report (this is why the task is marked "easy-going"). We may decide to modifiy the task from ChatGPT's proposal. Here my first results that certainly need MUCH improvement:
Text input to DALL-E2:
"Colorful von
Karman
vortext street
behind pink cylinder"
Text input to DALL-E2:
"A biplane aircraft for 150 passengers"
Text input to DALL-E2:
"A passenger aircraft with 6 jet engines" |
available |
Prof. Scholz
| Thema | Firma | Typ der Arbeit | Aufgabenstellung | Status |
|
Praktikum oder Abschlussarbeit bei Boeing Global Services (BGS) Digital Solutions Abteilung: Product Research & Incubation Ort: Frankfurt Homepage mit Video. | ||||
Prof. Scholz
| Hochschule | Typ der Arbeit | Bemerkung |
| University of Limerick Department of Mechanical, Aeronautical and Biomedical Engineering |
Projekt, Bachelor- oder Masterarbeit | I.d.R. persönliche Betreuung der Arbeit durch Dr. Trevor Young |
|
Aufnahme einer Projektarbeit
Ich muss leider feststellen, dass ich von Studierenden wegen einer Arbeit angesprochen werde, ich Themen reserviere, es dann aber irgendwie nicht oder nur sehr verzögert zu einer Eintragung in MyHAW kommt. Ich lege daher dieses Verfahren fest:
2.) Parallel gewähren Sie mir noch schriftlich das Recht, Ihre Arbeit gegebenenfalls (wenn diese dafür gut genug ist) bei mir im Internet zugänglich zu machen. Siehe dazu: http://Bibliothek.ProfScholz.de. Sie erhalten von mir dazu ein Formblatt per E-Mail. Erst nach 1.) und 2.) besprechen wir die tiefergehenden fachlichen Details Ihres Themas. 3.) Basierend auf meinen anfänglichen Informationen arbeiten Sie sich bitte in das Thema ein. Es ist Ihre Aufgabe, mir Informationen über den Arbeitsfortschritt zukommen zu lassen. Ich muss NICHT danach fragen. Am besten, Sie kommen alle zwei Wochen in meine Sprechstunde! Dort erhalten Sie dann auch meine Unterschrift auf Ihren ...
Entsprechend Ihrem Arbeitsfortschritt werde ich Ihnen dann weitere Informationen zum Thema zukommen lassen. Es handelt sich also um einen wechselseitigen Informationsaustausch. Geben Sie mir rechtzeitig Schreibproben (z. B. ein Musterkapitel). Nur so können wir Ihren Schreibstil rechtzeitig absprechen. Meine Erfahrung: Arbeiten misslingen, weil zu wenig kommuniziert wurde. Die Fertigstellung Ihrer Arbeit kostet viel Zeit (rechnen Sie mit 1/3 der Bearbeitungszeit). Insbesondere das Literaturverzeichnis erfordert sehr viel Aufmerksamkeit im Detail.
Abgabe einer Projektarbeit – Datum der Einreichung Im Rahmen der Betreuung Ihrer Arbeit werden Sie Arbeitsergebnisse (Texte, Tabellen, Diagramme, ...) in immer besserer Form zur Diskussion bei mir einreichen. Sie erhalten dazu Kommentare und Anregungen für die weitere Bearbeitung. Genau so funktioniert die Betreuung der Arbeit: Ergebnisse werden vorgelegt, vom mir kommentiert und damit in einer Iteration einem Sollstand zugeführt. Erstrebenswert ist, dass sogenannte "finale Abgaben" nur in begrenzter Anzahl auftreten. Dies kann erreicht werden, indem meine Hinweise auf http://WritingHints.ProfScholz.de genau beachtet werden. Typisch ist der "erste Versuche der sogenannten finale Abgabe" gefolgt von einer umfangreichen Korrektur, einer Diskussion zu dieser Korrektur und dann das "Einreichen des Endergebnisses". Wenn danach noch weitere (umfangreichere) Korrekturen erforderlich sind, dann haben Sie meine vielen Hinweise "sträflich" vernachlässigt und werden meinen Unmut darüber spüren. Ich definiere, wann Sie die Arbeit finale eingereicht haben. Das ist der Fall, wenn ich signalisiere, dass man das Ergebnis so stehenlassen kann. Im Zusammenhang mit der Aufnahme des Praktikums kommt es aber leider immer wieder zu Diskussionen. Daher wurde zusammen mit dem Beauftragten für das Praktikum festgelegt: Eine Arbeit gilt als eingereicht, wenn keine weiteren Iterationen mehr zwischen dem Professor und dem/der Studierenden erforderlich sind und der Arbeit "nur" noch die Benotung fehlt.Die Abgabe einer Projekt- oder Abschlussarbeit ist vergleichbar mit der Abgabe einer Leistung, die durch das Handwerk, die Industrie oder den Dienstleistungsbereich ausgeführt wird. Dabei kann dem Kunden keine minderwertige Leistung abgegeben werden mit dem Worten "zahlen Sie bitte, was immer passend erscheint". Die Leistung muss so lange nachgearbeitet werden, bis die Spezifikation (Aufgabenstellung) erfüllt ist. Erst nach erfolgreicher Abnahme wird bezahlt. Insofern unterscheidet sich die Anfertigung einer Projekt- oder Abschlussarbeit grundsätzlich von der Bearbeitung einer Klausur, bei der nach vorgegebener Zeit notfalls auch ein leeres Blatt abgegeben werden kann (5,0) oder eine Leistung, mit der keiner zufrieden sein kann, die aber dennoch durchgewunken wird (4,0). Ich lasse Studierende an meiner Forschung teilhaben. Dafür gibt es eine umfangreiche und oft auch sehr zeitaufwendige Betreuung. Studierende müssen dafür vorzeigbare Ergebnisse abliefern. Ein anderes Arbeiten mit Studierenden ist mir nicht möglich. Wer sich auf diese Art der Zusammenarbeit nicht einlassen möchte, muss sich bitte von Anfang an eine andere Betreuung suchen, bei der aber im Grundsatz die gleichen Bedingungen gelten werden. Sie lesen diesen Text und erklären sich dadurch mit diesem (selbstverständlichen) Vorgehen einverstanden!
Abgabe einer Projektarbeit – Abgabedatum Die Bearbeitungszeit für eine Projektarbeit beträgt 6 Monate. Bitte teilen Sie sich Ihre Arbeitszeit entsprechend ein. Man kann auch durchfallen, weil die Abgabefrist nicht eingehalten wird. Sie werden von mir an dieses Datum nicht erinnert, sondern müssen selbst die Seite http://ArbeitenAngefangen.ProfScholz.de beachten. Bei einer möglicherweise unrichtigen Darstellung auf der Seite, sollten Sie rechtzeitig um Korrektur bitten, damit wir eine übereinstimmende Sichtweise auf Ihre Arbeit herstellen. Wenn das eingetragene Abgabedatum überschritten ist, ohne dass mir das ERGEBNIS der Arbeit vorliegt, werde ich (am nächsten Tag ohne weitere Rücksprache) eine 5,0 in Helios eintragen. Sie haben dann die Möglichkeit, sich bei mir zu einer neuen Arbeit mit ähnlichem Thema anzumelden. Das ERGEBNIS Ihrer Arbeit besteht aus: Dem Bericht im PDF und als Word-Datei, der ausgefüllten/unterschriebenen Checkliste und gegebenenfalls den erstellten Programmen und Daten. Was passiert, wenn Ihre Planung nicht aufgeht und es abzusehen ist, dass Sie die Abgabefrist nicht einhalten können?
Allgemeine Prüfungs- und Studienordnung für Bachelor- und Masterstudiengänge der Ingenieur-, Natur- und Gesundheitswissenschaften sowie der Informatik an der Hochschule für Angewandte Wissenschaften Hamburg (APSO-INGI) vom 21. Juni 2012 zuletzt geändert am 2. Dezember 2021
§ 10 Lehrveranstaltungsarten, Anwesenheitspflicht und Studienplan
6. Projekt (Pj) [im Bachelorstudium: Studienarbeit]
§ 14 Prüfungen – Prüfungsarten und -formen
9. Projekt (Pj) [im Bachelorstudium: Studienarbeit]
Beamtenstatusgesetz § 36 – Verantwortung für die Rechtmäßigkeit Das bedeutet: Es gibt für Profesoren und Professorinnen keinen legalen Spielraum anders zu entscheiden, als oben dargelegt ist.
Ich weise schon an dieser Stelle darauf hin, dass ich sogenannte "4.0-Bescheinigungen" nicht erteile.
Das werden andere Kollegen auch nicht anders handhaben, denn es gibt eine Handreichung
vom Prüfungsausschuss unseres Departments u. a. zu "Bescheinigungen zu Studienarbeiten":
|
Prof. Dr. Scholz
Aircraft Design and Systems Group (AERO)
Studiengang Flugzeugbau
Department Fahrzeugtechnik und Flugzeugbau
Fakultät Technik und Informatik
HAW Hamburg
Laufzettel_fuer_studentische_Arbeiten.pdf