Tag Archives: Engineering

Taking an aircraft’s temperature as a health check

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The title of this post is the title of a talk that I will deliver during the Pint of Science Festival in Liverpool later this month.  At last year’s festival I spoke about the very small: Revealing the invisible: real-time motion of virus particles [see ‘Fancy a pint of science‘ on April 27th, 2022].  This year I am moving up the size scale and from biomedical engineering to aerospace engineering to talk about condition monitoring in aircraft structures based on our recent research in the INSTRUCTIVE [see ‘INSTRUCTIVE final reckoning‘ on January 9th 2019] and DIMES [see ‘Our last DIMES‘ on September 22, 2021] projects.  I am going describe how we have reduced the size and cost of infrared instrumentation for monitoring damage propagation in aircraft structures while at the same time increasing the resolution so that we can detect 1 mm increments in crack growth in metals and 6 mm diameter indications of damage in composite materials.  If you want to learn more how we did it and fancy a pint of science, then join us in Liverpool later this month for part of the world’s largest festival of public science.  This year we have a programme of engineering talks on Hope Street in Frederiks on May 22nd and in the Philharmonic Dining Rooms on May 23rd where I be the second speaker.

The University of Liverpool was the coordinator of the DIMES project and the other partners were Empa, Dantec Dynamics GmbH and Strain Solutions Ltd.  Strain Solutions Limited was the coordinator of the INSTRUCTIVE project in which the other participant was the University of Liverpool.  Airbus was the project manager for both projects.

The DIMES and INSTRUCTIVE projects  received funding from the Clean Sky 2 Joint Undertaking under the European Union’s Horizon 2020 research and innovation programme under grant agreement No. 820951 and 6968777 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.

Reasons I became an engineer: #2

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Decorative photograph showning the entrance to the Engineering Faculty at the University of SheffieldThis is the second in a series of posts reflecting on my route to becoming an engineer.  In the first one I described how I chose a degree in mechanical engineering so that I would have appreciation of the technical difficulties that engineers might cite when requesting operational changes for a ship that I hoped one day to command [see ‘Reasons I became an engineer: #1’ on April 19th, 2023].  I think I selected mechanical engineering because it provided a broader engineering education than other engineering degrees and I did not know enough to choose any other branch of engineering.  I went to the University of Sheffield and during vacations returned to the Royal Navy serving onboard HMS Active and flew out to join her wherever she was in the world, except when I went to the Royal Navy Engineering College at Manadon outside Plymouth to undertake engineering applications training.  I cast a brass nameplate, which I still have in my office, and made a toolbox that I also still have at home.  After graduation, I returned full-time to the Royal Navy as a sub-lieutenant and started my career as a naval officer in the executive or seaman branch.  However, I did not settle and missed engineering so I asked for and was refused a transfer to the Royal Corps of Naval Constructors who work on the design and development of warships.  As a result, I resigned my commission in the Royal Navy and got a job as a research assistant in the Department of Mechanical Engineering at the University of Sheffield where I registered for a PhD in engineering.  I had taken a positive step towards becoming an engineer but perhaps on the premise of what I did not want to do rather than what I did want to do.

Reasons I became an engineer: #1

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Photograph of aircraft carrier in heavy seas for decorative purposes onlyThis is the first in a series of posts in which I am going to reflect on my route to becoming an engineer.  These events happened around forty years ago so inevitably my recollections probably have more in common with folklore than reliable history.  Nevertheless, I hope they might be of interest.

I was good at mathematics at school but also geography and when required to specialise at the age of sixteen would have preferred to study mathematics, geography and perhaps economics.  However, my parents and my school, had other ideas and decided that partnering chemistry and physics with mathematics would give me more opportunities in terms of university courses and careers.  Physics was manageable but Chemistry was a complete mystery to me.  I left school shortly before my eighteenth birthday and joined the Royal Navy as a midshipman.  I went to Dartmouth Naval College where, as part of my training to become a seaman officer, I was taught to march, navigate, fight fires, sail yachts, drive motor launches and fly helicopters as well as spending time with the Royal Marines.  After my basic naval training, which included time at sea on HMS Hermes, I went to University sponsored by the Royal Navy with a free choice of subject to study.  So, I chose Mechanical Engineering because I thought as an officer on the bridge of a ship, perhaps eventually in command of a ship, it would be useful to understand what the engineers were talking about when they asked for a change in operations due to technical difficulties.  At that stage in my life, I had no intention of becoming an engineer, but with hindsight it was my first step in that direction.

Reliable predictions of non-Newtonian flows of sludge

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Regular readers of this blog will be aware that I have been working for many years on validation processes for computational models of structures employed in a wide range of sectors, including aerospace engineering [see ‘The blind leading the blind’ on May 27th, 2020] and nuclear energy [see ‘Million to one’ on November 21st, 2018].  Validation is determining the extent to which predictions from a model are representative of behaviour in the real-world [see ‘Model validation’ on September 18th, 2012].  More recently, I have been working on model credibility, which is the willingness of people, besides the modeller, to use the predictions from models in decision-making [see, for example, ‘Credible predictions for regulatory decision-making’ on December 9th, 2020].  I have started to consider the complex world of predictive modelling of fluid flow and I am hoping to start a collaboration with a new colleague on the flow of sludges.  Sludges are more common than you might think but we are interested in modelling the flow of waste, both wastewater (sewage) and nuclear wastes.  We have a PhD studentship available sponsored jointly by the GREEN CDT and the National Nuclear Laboratory.  The project is interdisciplinary in two dimensions because it will combine experiments and simulations as well as uniting ideas from solid mechanics and fluid mechanics.  The integration of concepts and technologies across these boundaries brings a level of adventure to the project which will be countered by building on well-established research in solid mechanics on quantitative comparisons of measurements and predictions and by employing current numerical and experimental work on wastewater sludges.  If you are interested or know someone who might want to join our research then you can find out more here.

Image: Sewage sludge disposal in Germany: Andrea Roskosch / UBA