I had slightly surreal time last week. I visited the USA to attend a review of a research programme sponsored by the US Government and reported on two of our research projects. When I arrived in the USA on Monday evening, I went to collect my rental car and was told that I had been upgraded to a pick-up truck because the rental company did not have left any of the compact cars that had been booked for me. I gingerly manoeuvred the massive vehicle, a Toyota Tacoma, out of the parking garage and on to the freeway. I should admit to having owned a large SUV when we lived in the USA and so driving along the freeway was not a totally new experience, except that the white bonnet in front of me seemed huge.
The following morning, I drove to the location of the review and strategically selected a parking space with empty spaces all around it so that I could drive through into the space and avoid needing to reverse the behemoth. As I was walking across the parking lot, someone accosted me and said: ‘Nice truck, how do you like it?’ Embarrassed at driving such an environmental-unfriendly vehicle, I responded that it was a rental car that I just picked up. To which he replied that the best protection against my Tacoma, was his Tacoma. And, that it was his dream car. Then, I noticed that he had parked his black one alongside mine.
Our children learnt to drive in our ancient Ford Explorer and loved it. We all knew that it was wrong to drive something that consumed fuel so voraciously even if it did get us effortlessly through the most horrendous winter storms. However, we have left all that behind and now either use public transport or drive cars that achieve 60 mpg or more on good days. But here I was being admitted to a club that worshipped their pick-up trucks.
We walked together into the review which was held in a small lecture theatre equipped with comfortable armchairs, which was just as well because we sat there from 8.30 to 4.30 for two days listening to half-hour presentations with only short breaks. We were presented with some stunning research based on brilliant innovative thinking, such as materials that can undergo 90% deformation and fully recover their shape and how the rippling motion of covert feathers on a bird’s wings could help us design more efficient aeroplanes. More on that in later posts. Of course, there were some less good presentations that had many us reaching for our mobile phones to catch up on the endless flow of email [see: ‘Compelling Presentations‘ on March 21st, 2018). At the end of each day, we dispersed to different hotels scattered across town in our rental cars. On Thursday, I drove back to the airport and topped up the fuel tank before returning my truck. I worked out that it had achieved only 19 mpg (US) or 23 mpg (UK), despite my gentle driving – that’s almost three times the consumption of my own car! On the plane home I started reading ‘Overstory‘ by Richard Powers, a novel about our relationship to trees and the damage we are doing to the environment on which trees, and us, are dependent.
A couple of weeks ago (‘Only the name of the airport changes’ on June 12th, 2019) I wrote about the stretching and compression of time while I waited for my much delayed flight to Reno. I mentioned Aristotle’s view of time as the measurement of change; however, Newton believed that time passes even when nothing changes. Einstein resolved the conundrum, represented by these different views, using the concept of a space-time domain forming a gravitational field containing waves. My title is a quote from Carlo Rovelli’s book, ‘The Order of Time‘. And, according to Rovelli, ‘mass slows down time around itself’, which I think will cause waves in the space-time domain . Conservation of energy implies that the movement of an object will tend towards space where time passes more slowly, i.e. in the vicinity of large masses. Hence, things fall downwards because time runs more slowly close to the Earth. This implies that time passes more slowly at the airport than on the plane in flight; but, of course, the differences are too small for us to measure or perceive.
Six months ago, I wrote about ‘Finding DIMES’ as we kicked off a new EU-funded project to develop an integrated measurement system for identifying and tracking damage in aircraft structures. We are already a quarter of the way through the project and we have a concept design for a modular measurement system based on commercial off-the-shelf components. We started from the position of wanting our system to provide answers to four of the five questions that Farrar & Worden  posed for structural health monitoring systems in 2007; and, in addition to provide information to answer the fifth question. The five questions are: Is there damage? Where is the damage? What kind of damage is present? How severe is the damage? And, how much useful life remains?
During the last six months our problem definition has evolved through discussions with our EU Topic Manager, Airbus, to four objectives, namely: to quantify applied loads; to provide condition-led/predictive maintenance; to find indications of damage in composites of 6mm diameter or greater and in metal to detect cracks longer than 1mm; and to provide a digital solution. At first glance there may not appear to be much connection between the initial problem definition and the current version; but actually, they are not very far apart although the current version is more specific. This evolution from the idealised vision to the practical goal is normal in engineering projects.
We plan to use point sensors, such as resistance strain gauges or fibre Bragg gratings, to quantify applied loads and track usage history; while imaging sensors will allow us to measure strain fields that will provide information about the changing condition of the structure using the image decomposition techniques developed in previous EU-funded projects: ADVISE, VANESSA (see ‘Setting standards‘ on January 29th, 2014) and INSTRUCTIVE. We will use these techniques to identify and track cracks in metals ; while for composites, we will apply a technique developed through an EPSRC iCASE award from 2012-16 on ‘Full-field strain-based methods for NDT & structural integrity measurement’ .
I gave a short briefing on DIMES to a group of Airbus engineers last month and it was good see some excitement in the room about the direction of the project. And, it felt good to be highlighting how we are building on earlier investments in research by joining the dots to create a deployable measurement system and delivering the complete picture in terms of information about the condition of the structure.
Image: Infra red photograph of DIMES meeting in Ulm.
The INSTRUCTIVE and DIMES projects have received funding from the Clean Sky 2 Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreements No. 685777 and No. 820951 respectively.
The opinions expressed in this blog post reflect only the author’s view and the Clean Sky 2 Joint Undertaking is not responsible for any use that may be made of the information it contains.
The conference that I attended last week was in Reno, Nevada and, on my way to it, I stopped over in Dayton, Ohio and visited the US Air Force Research Laboratory to present the results from our research project supported by their European Office of Aerospace Research & Development (EOARD). The journey from Liverpool to Dayton, via Manchester and Altanta airports, took 17 hours; however, that was short compared to the journey from Dayton to Reno, via Chicago and San Francisco airports, which took 24 hours door-to-door or rather hotel-to-hotel. ‘Only the name of the airport changes’ is a quote from Italo Calvino describing the city of Trude in his book ‘Invisible Cities‘; but it also described how I felt looking out from my window seats at successive airports over the four days that I travelled from Liverpool to Reno.
We arrived at Dayton airport at 5am for a 7am flight to be told that it was cancelled and we were re-booked on a flight leaving at 5.18pm. We tried to re-rent the rental car that we had just returned but were told every car was booked; so, we were stuck in Dayton airport for 12 hours. Your perspective of time changes in these circumstances. At 5am with nothing much to do, 12 hours seemed like infinity; but at 5pm when we were about to board our flight, the same 12 hours seemed short – almost as if we had only arrived at the airport an hour or so earlier. Augustine observed that our consciousness is based on memory and anticipation such that time is entirely present in our minds as memory and as anticipation. While Aristotle considered time to be the measurement of change. Hence, since I was anticipating no change during my 12 hours of waiting, my perception of time was of it passing very slowly. Whereas, when I was boarding my flight 12 hours later, my memory was of having done the same things that I would usually have done while waiting for a flight [reading and editing draft manuscripts from my research group]; and hence my perception of the elapsed 12 hours was compressed into the usual 2-hour period spent at an airport prior to a flight. The apparent unchanging view out of the plane’s window, both in flight and, to a lesser extent, on the ground also tended to distort my perception of the passage of time.