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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 !!!]
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Aufnahme einer Projektarbeit
Ich muss leider feststellen, dass ich von Studenten wegen einer Arbeit angesprochen werde, ich Themen reserviere, es dann aber irgendwie nicht oder nur sehr verzögert zu einer Eintragung in Helios kommt. Ich lege daher dieses Verfahren fest:
Erst nach 1.) und 2.) besprechen wir die tiefergehenden fachlichen Details Ihres Themas. Abgabe einer Projektarbeit 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 können bei mir formlos einen Antrag auf Fristverlängerung stellen. Das muss aber spätestens zwei Wochen vor Fristablauf geschehen. 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. Studierende haben meine Geduld beim Thema "Abgabefrist" in der Vergangenheit überstrapaziert. Es ist bedauerlich, wenn einzelne Studierende das lockere Arbeitsklima beeinträchtigen, weil meine Gutmütigkeit ausgenutzt wird. Das ändert dann leider auch die Arbeitsbedingungen anderer Studierender, die mit Eifer bei der Sache sind. Ich weise schon an dieser Stelle darauf hin, dass ich sogenannte "4.0-Bescheinigungen" nicht erteile. |
Im Projekt SAS (Simple Aircraft Sizing)
vergebe ich regelmäßg Projekte, Bachelor- oder Masterarbeiten.
Sprechen Sie mich an:
Prof. Scholz
| Thema | Typ der Arbeit | Aufgabenstellung | Status |
| Flugzeugentwurf und Konzept für die Verkehrsanbindung abgelegener Regionen Commuter Aircraft Design and Concepts to Connect Rural Areas |
Thesis im Team |
NASA/DLR-Design Challenge 2019: Die Anbindung abgelegener Regionen an größere Städte stellt die Luftfahrtindustrie vor große Herausforderungen.
Das geringe Passagieraufkommen erschwert die ökonomische Umsetzbarkeit dieser Routen stark.
Notwendig sind daher Luftfahrzeugentwürfe, die kostengünstig betrieben werden können und mit sehr kurzen Start- und Landebahnen auskommen.
Um diese Anforderungen in Einklang zu bringen, müssen die technischen Grenzen überschritten werden.
Kann die Symbiose von bemannten und unbemannten Flügen die Attraktivität für die Betreiber steigern?
Revolutionäre, neue Ideen sind gefragt.
Students should propose very short takeoff and landing, multi-modal commuter aircraft designs that enable increased throughput of passengers and/or cargo in rural and suburban areas. These aircraft can take advantage of cost savings realized associated with cargo operations without requiring a pilot onboard the aircraft. Students are also asked to estimate the cost savings with removing the pilot from the passenger missions in future scenarios.
Termine: |
available |
| Mass Growth and Reduction in Aircraft Design from Snowball Effects | Project (even "Easy Going") or Thesis |
"Aircraft undergoing a design process ... can encounter subsequent
mass growth ... If the aircraft empty mass (OWE) increases,
fuel consumption on a given (design) range rises. While increased fuel mass and volume
may even require larger fuel tanks, it primarily results in a higher maximum take-off mass
(MTOW) ..."
More in the dissertation by Risse on page 54 (PDF-page 88) in Chapter "3.1.4 Design interactions: mass snowball effect and aircraft resizing". The mass snowball factor may have a value of 1.5. This can already easily be shown with Equation 5.45 "First Law of Aircraft Design" as presented in Chapter 5 on http://hoou.profscholz.de (my Aircraft Design Lecture Notes). The student is asked to start very easy with (5.45) and work towards a more detailed consideration of the Snowball Effects in Aircraft Design. |
available |
| Pilot Measures Against Cabin Air Contamination | Project or Thesis | Cabin Air Contamination (details here) is increasingly also discussed among pilots.
Pilots may have an impression of being left without alternative when experiencing a fume or smell event (Cabin Air Contamination Event, CACE).
This task is addressing possible options and strategies that can be allpied in the cockpit: 1.) How can the initially subjective impression of a CACE be based on objective findings (CO sensor)? 2.) In which way do checklists of various passenger aircraft address the situation of a CACE? Could other checklist entries (Smoke in Cabin) be used? 3.) Based on a good understanding of the system of various passenger aircraft: How can the reason for a CACE be determined by a systematic switching of bleed air sources? 4.) Under which circumstances is a descent to 10000 ft allowed and beneficial? (Check also aircraft performance data!) The link above gives already many hints. Please also have a look at my presentations from 27.04.17. |
available |
| Financial Viability of Turbo-Electric Propulsion for Passenger Aircraft | Project or Thesis |
Electric propulsion will only have a chance for passenger aircraft,
if energy is stored on board efficiently in fuel with high energy density.
Fuel from wind, water or solar power can be converted into hydrocarbon fuel by Power-to-Liquid (PtL).
The energy from the fuel is converted by a gas turbine and generators into current for the electric motors driving a ducted fan or propeller.
The motors with their propulsor can be distributed along the wing or can be positioned on other parts of the aircraft (Distributed Propulsion).
Aerodynamic advantages can results from a propeller not blocked by the fuselage or a thick wing.
Also Boundary Layer Ingestion (BLI) could be achieved easier with propulsors located independent from a big drive system.
In the end a heavier propulsion system has to be traded against aerodynamic advantages.
Follow this analysis for General Aviation aircraft closely(!) and do the same for passenger aircraft with more than 100 seats and especially with a minimum "medium range": |
available |
| Aircraft Optimization with Excel's "Solver" | Project (Thesis with extended task) | In the research project SAS (Simple Aircraft Sizing) we have developed varies optimization tools to support the first step in Aircraft Design called Preliminary Sizing. All of these little tools have used an Evolutionary Algorithm (EA) of type Differential Evolution (DE). The Excel Solver has been used only as part of the global Differential Evolution. This is described in the Dissertation (PDF, 10 MB) in Chapter 6.2 and 7.3.3. The dissertation was part of OPerA. In order so simplify the tools from SAS, we want to find out, if we can also produce a tool for Preliminary Aircraft Design that makes use only of Excel's Solver. | available |
| Aircraft Recycling - A Literature Review | Project | RIBEIRO (2015) sees a "deficiency of knowledge and lack of total management for the aircraft life cycle from cradle to grave. Therefore, developing a conceptual framework for managing the end-of-life aircraft process is essential to achieving true sustainability". Today aircraft like the B787 and A350 are built with a higher percentage of CFRP and a lower percentage of metal. This saves weight and fuel, but causes problems at the end-of-life when disposal of carbon fibre components has to be managed. Start your review here http://doi.org/10.1016/j.procir.2014.07.048 und consider the Life Cycle Assessment as explained here: https://d-nb.info/1133261876/34 | available |
| Turbofan SFC, Thrust and Mass from Correlated Engine Parameters | Project or Thesis | Characteristics of engine Specific Fuel Consumption (SFC) and engine thrust changing with aircraft speed and altitude are the main inputs
for calculations in Flight Mechanics and Aircraft Design. In Aircraft Design also engine mass as part of aircraft mass is important.
Simple but reliable engine black box models are needed in aircraft analysis and design. SFC can be represented by a linear function
c = c_a* V + c_b as explained in my
SFC-Memo.
The table
Civil Turbojet/Turbofan Specifications
is an open source with input parameters as required to build black box engine models.
An Excel version is available that also includes the year of entry into service of the engines.
Use Excel to find c_a and c_b for all engines (this is simple)! Correlate engine parameters to find ... ... how c_a and c_b depend on BPR, entry into service, ...; ... how thrust reduction depends on altitude, speed (or Mach number), BPR, ...; ... how engine mass depends on thrust, BPR, and/or engine geometric parameters. You may also want to apply Singular Value Decomposition (SVD) to the table. See how Lehnert applied SVD to find aircraft mass. Once you are familiar with ways of working, you probably want to follow your own ideas! Build on what Bensel and Schulz did already on the topic. |
available |
| Social Evaluation of Aircraft | Project or Thesis |
The Life Cycle Initiative in the United Nations Environment Program (UNEP) has written a Guide explaining how to make a
Social Life Cycle Assessment (S-LCA) of products (sees here).
We take the aircraft as the product to be investigated in the S-LCA. Your task is: 1.) Review the state of the art of S-LCAs or Socio-Eco-Efficiency (SEE) related to Aircraft Design. 2.) Collect and select stakeholders, impact categories, indicators and related data as the basis for your proposed S-LCA. 3.) Build a spreadsheet as a support tool for an S-LCA for aircraft. 4.) Make an S-LCA for two different aircraft and draw your conclusions. Hint: Aircraft noise should be one (of many) impact categories. |
available |
| Estimation of an Aircraft's Effective Perceived Noise Level from Its Basic Parameters | Project or Thesis | A realistic simulation of aircraft noise during take-off and landing is impossible with simple methods. Nevertheless, simple methods are needed in preliminary aircraft design, if aircraft parameters should be optimized early on - also to the benefit of designing a low(er) noise aircraft. A suitable approach is, to estimate Effective Perceived Noise Levels based on established correlations between basic aircraft parameters and the aircraft's noise level. Proposals can be found in the literature (here and here). Task is to make a literature review to get an overview of such methods, select a simple method and build a spreadsheet (Excel) with which the selected method can be used with ease. | available |
| Analysis of Data from FlightRadar24.com for Aircraft Design and Performance | Project or Thesis | Based on FlightRadar24 Data Services (example: A350 from Vienna to Taipei), flight data should be analysed to learn about (e.g.) cruise speed (TAS) and flight altitude, step climbs, initial cruise altitude, taxi time, holding time with altitude and speed, ... Comparison of aircraft, ... | available |
| Parameterstudien zur Masse abgestrebter Flügel Parameter Studies on the Mass of Strut Braced Wings |
Project or Thesis | Wulbrand hat die Methode von Chiozzotto in Excel programmiert. Er deckt in seiner Arbeit
(http://edoc.sub.uni-hamburg.de/haw/volltexte/2017/3875) (Abschnitt 4.5) den kritischen Punkt in der Methode von Chiozzotto zur Massenberechnung
von Strut Braced Wings auf: Für den inneren Flügelbereich wird von Chiozzotto eine konstante Last angenommen, gleich derer am Verbindungspunkt
der Strebe. Das sieht zunächst nach einem konservativen Ansatz aus (der eher zu einer zu hohen Flügelmasse führt). Wenn jedoch die Strebe weit
außen am Flügel angebracht wird (was auch bei korrekter Rechnung zu der geringsten Flügelmasse führen sollte), so werden die Biegelasten bei
dieser Annahme im ganzen Flügel zu Null (weil das Biegemoment an der Flügelspitze Null ist). Das Vorgehen von Chiozzotto ist also nur dann
konservativ, wenn die Strebe recht weit innen (zum Rumpf hin) am Flügel angebracht ist. Mit der Methode von Chiozzotto kann so demnach die beste
Poition für die Strebe am Flügel NICHT ermittelt werden.
Wulbrand zeigt aber am Beispiel der ATR 72, dass das "Prinzip der virtuellen Kräfte" genutzt werden muss, um damit iterativ korrekte Schnittlasten zu berechnen (Abschnitt 5.6) um damit dann auch auf eine korrekte Flügelmasse zu kommen. Wulbrand zeigt das "per Hand" (in Abschnitt 5.6) mit einem einzigen Durchgang der Iteration. Ziel ist, die von Wulbrand verbesserte Methode zu automatisieren um damit dann leidlich korrekte Flügelmassen von abgestrebten Flügeln zu erhalten. Bezogen auf die Masse des freitragenden Flügels ergeben sich so "Flügelmassenfaktoren". Diese sind zu ermitteln, abhängig vom Verbindungspunkt der Strebe am Flügel. Nach einer Variation von Geometrieparametern des Flügels soll so ein Vorgehen gefunden werden, bei dem man die Flügelmasse möglichst näherungsweise mit einer einfachen Formel zu Flügelmasse des freitragenden Flügels - also einen "Flügelmassenfaktor" ermitteln kann. Bisher wir in der Literatur (Torenbeek, ...) dafür pauschal ein Faktor von 0,7 angegeben. An dieser Stelle wollen wir die Genauigkeit einer Abschätzformel verbessern.
Als Einführung in die Themenstellung eignet sich auch: |
available |
| Proposing a Classification for Aeronautics, Astronautics, and Aerospace Sciences | Project | Classifications - the heart of science. Examples of classifications: DDC, ICD-10, ... Standards for creating classifications. For the task here, please have a look at this: A first idea to get started. What else exists in our field? | available |
| Software Testing: VSPAero | Project |
VSPAero is based on linear potential flow theory and represents thickness via panels on the surface to a limited extend.
Results, however, are very much like those from vortex lattice methods as known from e.g. AVL or Tornado.
Check out the tool and calculate the aerodynamic characteristics of a selected aircraft. Compare with Tornado (http://tornado.redhammer.se).
Links: http://www.openvsp.org/wiki/doku.php?id=vspaerotutorial http://www.openvsp.org/wiki/doku.php?id=vspaeromodeling https://groups.google.com/forum/#!topic/openvsp/9UP6htxR6YI VSPAero is integrated into OpenVSP and is included in the download: http://openvsp.org/download.php |
available |
| Debunking Aeronautical Engineering Myths Mythen des Flugzeugbaus entlarvt |
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 their 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 environment. --- Is it all true? | available |
| Investigating ICAO's Environmental Toolkits & Data | Project |
http://www.icao.int/environmental-protection/Pages/Tools.aspx
ICAO Carbon Emissions Calculator
ICAO Green Meetings Calculator
ICAO Fuel Savings Estimation Tool |
available |
| Analytical Balanced Field Length Estimation | 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. Are there simple analytical methods to estimate BFL? (See: Thesis Ehrig, SAE-Paper or Raymer) | available |
| Aerodynamics of the Maple Seed
Die Aerodynamik des Ahronsamens |
Depending on depth: Project or Thesis | A maple seed spins about itself and falls gently down to earth. How much slower is this than free fall? What are the aerodynamics to calculate the answer to this questions?
My initial review on the Internet showed:
I am not convinced. It is not the answer to my question. Maybe better along this line:
We can make it very simple at first and we will get a quick answer. Later we can follow this path: | available |
| Software Testing: Rapid Air System Concept Exploration (RASCE) | Project or Thesis |
RASCE is an Excel-based aircraft design tool which is offered as "Complimentary Program" to OpenVSP (www.openvsp.org).
RASCE comes in four versions. We are most interested in the turbofan design tool.
Check out the tool and redesign a selected aircraft.
Compare with the aircraft design tools used in my lecture (http://fe.ProfScholz.de) and research group (software will be provided).
You could even compare with ADAS (see task below).
What can we learn or add from RASCE? Links: http://www.openvsp.org/wiki/doku.php?id=rasce http://www.openvsp.org/wiki/lib/exe/fetch.php?media=rasce:f2009.rasce_overview.pdf RASCE for Turbofan Aircraft: http://www.openvsp.org/wiki/lib/exe/fetch.php?media=rasce:rasce.tbfan.2009.xls |
available |
| Evaluation of the Aircraft Design and Analysis Software (ADAS) | Project | ADAS is an Excel-based tool written at the University of Naples. Try out the program and write about your experience with it. Here in the 2011 EWADE Presentation you can get a first idea of what it is all about. | available |
Prof. Scholz
| Thema | Firma | Typ der Arbeit | Aufgabenstellung |
| Konzeption eines Demonstrators für eine Alternative zu individuell gefertigten Kabelbäumen | OEM, Hamburg | Masterarbeit |  |
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 |
| Wichita State University Department of Aerospace Engineering |
Projekt, Bachelor- oder Masterarbeit | I.d.R. persönliche Betreuung der Arbeit durch Prof. Dr. Roy Myose |
Prof. Dr. Scholz
Aircraft Design and Systems Group (AERO)
Studiengang Flugzeugbau
Department Fahrzeugtechnik und Flugzeugbau
Fakultät Technik und Informatik
HAW Hamburg