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Faculty of Aerospace Engineering

Faculty of Aerospace Engineering

TU Delft software for determining contagion risk for specific locations

TU Delft professor of aerodynamics Fulvio Scarano, together with fluid mechanics expert Lorenzo Botto and simulation expert Wouter van den Bos, has developed software to calculate the risk of Covid-19 contagion at specific locations. The model virtually places a sick person in the space in question and simulates how quickly virus particles spread. The TU Delft researchers hope that designers will use the software to make predictions for determining whether an aircraft, classroom or restaurant, for example, is safe. The plug-in will probably become available in February.

TU Delft maritime hydrogen drone flies longer and greener

Researchers at TU Delft together with the Royal Netherlands Navy and the Dutch Coastguard service developed a hydrogen-powered drone that is capable of vertical take-off and landing whilst also being able to fly horizontally efficiently for several hours, much like regular aircraft.

Two Veni grants for Aerospace Engineering researchers

The Dutch Research Council (NWO) has awarded two Veni grants worth up to 250,000 euros to researchers from the faculty of Aerospace Engineering. The grant provides the opportunity to further elaborate their own ideas during a period of three years.

NWO VIDI for research to give robots awareness of their physical limitations

This week, the Dutch Research Council (NWO) has awarded a VIDI grant worth € 800,000 to Dr. Coen de Visser of the Faculty of Aerospace Engineering. This will enable him to develop his own innovative line of research and set up a research group over the next five years.

Eight Best Graduates nominated for TU Delft Best Graduates 2020

Today, 3 November 2020, Delft University Fund announced the eight TU Delft Best Graduates 2020. Each year, TU Delft’s eight faculties nominate their Best Graduate. On 17 November, during the TU Delft Best Graduate Award Ceremony 2020, one of these eight nominees will receive the prestigious title TU Delft Best Graduate 2020.

Marleen and Sjoerd graduated at the Flying-V: what was their contribution?

This summer, Aerospace Engineers Marleen Hillen and Sjoerd van Empelen both graduated on the Flying-V. Their graduation research contributes to the scientific research agenda Flying-V.

Aviation degrades air quality. How much depends on where you live and who your neighbours are.

By far the largest share of aircraft emissions is made up of CO2. But a small percentage of aviation emissions consisting of combustion by-products, such as NOx and fine particulate matter, can greatly degrade air quality.

University satellite in space for 12.5 years

Since April 2008, the first Dutch-made university satellite has been in orbit around the earth. In a new episode of De ProfCast Chris Verhoeven talks about the origins and relevance of Delfi-C3.

The LUMIO mission: a cube sat watches meteoroid impacts on the far side of the Moon

This week, space engineering researcher Angelo Cervone gave a keynote presentation at this year’s (online) International Astronomical Congress. His topic: the LUMIO Mission. This mission, one of the two winning concepts of the ESA SysNova Lunar CubeSats for Exploration challenge, aims to send a cube sat mission to the far side of the Moon to watch the impacts of meteoroids.

Information coronavirus

For information concerning the measures taken by the University and Faculty against the spreading of the coronavirus Covid-19, please consult the following pages:

Coronavirus updates TU Delft Coronavirus updates Faculty of AE

Stories of Aerospace Engineering

Is it dangerous to sit in a cinema for two hours with thirty people?

It is now well known that the risk increases considerably if a person with the coronavirus stays in a room for a long time, has a large lung capacity, and coughs or sneezes without covering up with his elbow, but how much higher is the risk?

Complicated puzzle in air traffic control solved after 25 years

Solving a 25-year-old aviation problem? That is just what Wouter Schaberg, student in Control and Operations in the Faculty of Aerospace Engineering managed to do. He made improvements to part of an algorithm that is used to prevent aircraft coming too close to each other following an averted conflict.

The first Flying-V test flight

Since 2017, a team of researchers from TU Delft has been working on a new, more sustainable type of passenger aircraft, the Flying-V. After the research phase, July saw an exciting and significant next step in the programme: the scale model’s first test flight. Would the aircraft remain stable when airborne, even at low speeds?

Lockdown presents a unique opportunity to study sustainable taxiing at Schiphol

Starting a PhD on the first day of the Covid-19 lockdown was a bit challenging for Bieke von den Hoff. But the lockdown also gave her an unexpected and unique opportunity. As part of a trial programme at Schiphol Airport, she was asked to measure noise levels of a sustainable aircraft towing vehicle called the TaxiBot.

Student volunteers offer help in times of corona

When Thijs de Jongh saw an app asking for volunteers to support vulnerable groups halfway through March, he jumped at the opportunity. But instead of filling out the form De Jongh and his fellow students decided to get cracking with the organisation of gewoonmensen.nl, a website for people who need help, during and after corona.

IAWA scholarship recipient says success is about helping each other

The International Aviation Womens Association (IAWA) chose master’s student Julia Radius as its 2019 TU Delft scholarship recipient. The scholarship, which supports women studying in aviation or aerospace related fields, is giving Radius a deeper understanding of what it means to be successful.

The next phase in aircraft design

The aircraft design of the Flying-V is potentially much more efficient than the traditional “pipe with wings” design. The concept was received with great enthusiasm, but a lot of hard work will need to be done if the sustainable flying wing is to be ready by 2040.

Flying in a V

The lorry pulls up very slowly, en route from the Faculty of Aerospace Engineering to Schiphol. The cargo on board is precious: the 3-meter-wide flying scale model of the revolutionary Flying-V aircraft. Chief engineer Malcom Brown: “The Flying V will use far less energy thanks to its aerodynamic V-shape.” At the Faculty of Aerospace Engineering, work has been underway since 2017 on the Flying-V, a revolutionary, energy-efficient aircraft design in which passengers, cargo and fuel are all located in the wing. Computer simulations and wind tunnel tests show that the aircraft uses 20% less fuel than the most modern aircraft of today, the Airbus A350. Flight tests with a flying scale model are needed to test how a flying V actually behaves in the air. Will the aircraft remain stable? What is the ideal angle for take-off and landing? When KLM comes on board as a partner in the spring of 2019, there is suddenly a hard deadline: the model must be ready for the KLM Experience Days in honour of KLM100. Scale model Wing span: 3.06 m Length: 2,76 m Weight: 24,8 kg Material: composite Electronics: control system for drones, measuring and control systems, autopilot Engines: two 4kW electric ‘ducted fan’ engines Batteries: 6 kg LiPo An even bigger challenge than the deadline Malcom Brown, a down-to-earth aerospace engineer from Johannesburg, South Africa, is assigned to get the job done: "What makes building a scale model of such a radically different type of aircraft so special is that we are doing everything for the first time. There is no manual or procedure. We discover and find out while we build. You learn a lot, but a project like this is not always easy to plan. When we started work we found out, however, that we had an even bigger challenge than the strict deadline."The biggest challenge Malcom’s team – consisting of composites expert Frank van Wissen, electronics expert Alberto Ruiz Garcia, CAD designer Daniel Atherstone and two master's students - encounters concerns the weight of the aircraft. Brown: "We struggled a lot to keep the vehicle under 25 kg." The 25 kilogram has nothing to do with the airworthiness of the aircraft, but with the drone laws and regulations. For drones that are heavier than 25 kg, the certification requirements are much stricter and take longer. Brown: “It's very close. For example, we had agreed for the KLM Experience Days that we would paint the aircraft in KLM colors. But even that thin layer of paint can make the aircraft too heavy.” That’s why weight reduction was an important factor in the team’s choices. Lightweight Composite expert Van Wissen, explains the choice for this material: “The structure is made of fiberglass epoxy with foam stiffening forming a strong lightweight sandwich panel. Carbon fiber is used for parts that need extra strength. That makes the scale model light, strong and affordable." The pylons connecting the engines and the landing gear to the scale model were designed by CAD expert Daniel Atherstone: "By using a new version of our design software that has topology optimisation I was able to find the right balance between stiffness and weight." But the team also came across an unexpected set-back: the filler they were planning to use to attach the winglets to the wingtips will make the aircraft just a little too heavy. The nacelle covers for the two electric ducted fan engines mounted on top of the scale model also had to be lightweight. Brown: “The engines are from a German supplier, but we designed the nacelles specifically for this scale model. They now ensure good aerodynamics of the aircraft and engines and they’re lightweight, because we only used one layer of carbon fiber for them.” Control and measurements The scale model has intricate control and measurement electronics on board. Team member Alberto Ruiz Garcia: “We have both on-board control systems that ensure good control of the drone, and sensors and computers that measure and communicate the flight characteristics of the model. There is also an autopilot on the aircraft that can safely return the aircraft in case the pilot loses signal.” To reduce the risks the team chooses to implement an off-the-shelf operating system for drones, but the measuring instruments are tailor-made and the interfaces are designed in-house. Foam balls The team luckily came up with a solution for the heavy winglet filler: “We added polystyrene balls to the filler. A solution that had been used for other types of glue and resin, but never for this particular filler. In the end it enabled us to reduce the weight sufficiently while maintaining the stiffness of the connection.” Current weight of the model: 24.8 kilograms. KLM100 In the end the deadline also worked out well. On September 30, Malcom and Alberto - carefully - brought the scale model to Schiphol with a truck. From 3 to 13 October, around 65,000 people will visit the scale model during the KLM Experience Days. These take place in honour of the 100th anniversary of KLM. Afterwards the scale model will come back to the Aircraft Hall. Precision work is still to be done on the control surfaces on the skin of the model and the batteries will have to be properly connected along with a thorough systems test. Brown: “But the time pressure will stay. Our next deadline is coming up: getting ready for the flight tests. We were always confident that it would work. Brown Malcom Brown M.T.H.Brown@tudelft.nl This is a story from Aerospace Engineering At the Faculty of Aerospace Engineering, work has been underway since 2017 on the Flying-V, a revolutionary, energy-efficient aircraft design in which passengers, cargo and fuel are all located in the wing. Computer simulations and wind tunnel tests show that the aircraft uses 20% less fuel than the most modern aircraft of today, the Airbus A350. Flight tests with a flying scale model are needed to test how a flying V actually behaves in the air. Will the aircraft remain stable? What is the ideal angle for take-off and landing? When KLM comes on board as a partner in the spring of 2019, there is suddenly a hard deadline: the model must be ready for the KLM Experience Days in honour of KLM100. Scale model Wing span: 3.06 m Length: 2,76 m Weight: 24,8 kg Material: composite Electronics: control system for drones, measuring and control systems, autopilot Engines: two 4kW electric ‘ducted fan’ engines Batteries: 6 kg LiPo An even bigger challenge than the deadline Malcom Brown, a down-to-earth aerospace engineer from Johannesburg, South Africa, is assigned to get the job done: "What makes building a scale model of such a radically different type of aircraft so special is that we are doing everything for the first time. There is no manual or procedure. We discover and find out while we build. You learn a lot, but a project like this is not always easy to plan. When we started work we found out, however, that we had an even bigger challenge than the strict deadline."The biggest challenge Malcom’s team – consisting of composites expert Frank van Wissen, electronics expert Alberto Ruiz Garcia, CAD designer Daniel Atherstone and two master's students - encounters concerns the weight of the aircraft. Brown: "We struggled a lot to keep the vehicle under 25 kg." The 25 kilogram has nothing to do with the airworthiness of the aircraft, but with the drone laws and regulations. For drones that are heavier than 25 kg, the certification requirements are much stricter and take longer. Brown: “It's very close. For example, we had agreed for the KLM Experience Days that we would paint the aircraft in KLM colors. But even that thin layer of paint can make the aircraft too heavy.” That’s why weight reduction was an important factor in the team’s choices. Lightweight Composite expert Van Wissen, explains the choice for this material: “The structure is made of fiberglass epoxy with foam stiffening forming a strong lightweight sandwich panel. Carbon fiber is used for parts that need extra strength. That makes the scale model light, strong and affordable." The pylons connecting the engines and the landing gear to the scale model were designed by CAD expert Daniel Atherstone: "By using a new version of our design software that has topology optimisation I was able to find the right balance between stiffness and weight." But the team also came across an unexpected set-back: the filler they were planning to use to attach the winglets to the wingtips will make the aircraft just a little too heavy. The nacelle covers for the two electric ducted fan engines mounted on top of the scale model also had to be lightweight. Brown: “The engines are from a German supplier, but we designed the nacelles specifically for this scale model. They now ensure good aerodynamics of the aircraft and engines and they’re lightweight, because we only used one layer of carbon fiber for them.” Control and measurements The scale model has intricate control and measurement electronics on board. Team member Alberto Ruiz Garcia: “We have both on-board control systems that ensure good control of the drone, and sensors and computers that measure and communicate the flight characteristics of the model. There is also an autopilot on the aircraft that can safely return the aircraft in case the pilot loses signal.” To reduce the risks the team chooses to implement an off-the-shelf operating system for drones, but the measuring instruments are tailor-made and the interfaces are designed in-house. Foam balls The team luckily came up with a solution for the heavy winglet filler: “We added polystyrene balls to the filler. A solution that had been used for other types of glue and resin, but never for this particular filler. In the end it enabled us to reduce the weight sufficiently while maintaining the stiffness of the connection.” Current weight of the model: 24.8 kilograms. KLM100 In the end the deadline also worked out well. On September 30, Malcom and Alberto - carefully - brought the scale model to Schiphol with a truck. From 3 to 13 October, around 65,000 people will visit the scale model during the KLM Experience Days. These take place in honour of the 100th anniversary of KLM. Afterwards the scale model will come back to the Aircraft Hall. Precision work is still to be done on the control surfaces on the skin of the model and the batteries will have to be properly connected along with a thorough systems test. Brown: “But the time pressure will stay. Our next deadline is coming up: getting ready for the flight tests. We were always confident that it would work. Brown Malcom Brown M.T.H.Brown@tudelft.nl This is a story from Aerospace Engineering Related stories Bringing silent aviation closer Roboats in Amsterdam Intelligent, self-floating wind turbines

Flying in a V

The lorry pulls up very slowly, en route from the Faculty of Aerospace Engineering to Schiphol. The cargo on board is precious: the 3-meter-wide flying scale model of the revolutionary Flying-V aircraft. Chief engineer Malcom Brown: “The Flying V will use far less energy thanks to its aerodynamic V-shape.”

PREFER project aims to help engineering graduates become more employable

Engineering graduates learn plenty of skills during their studies. But what happens when your skills and interests don’t fully match with what industry desires? The PREFER project aims to reduce that mismatch and help engineering graduates become more employable.

Unpredictable training helps pilots manage surprise and stress in the cockpit

Unexpected events in the cockpit can provoke a startle and surprise response in pilots, sometimes resulting in fatal crashes. So, can pilots be given more effective tools to respond to these situations? Dr Annemarie Landman set out to investigate this topic in her recent doctoral thesis.

Visualizing aircraft noise – bringing silent aviation closer

Aircraft engine noise has been reduced substantially, but the growth in air traffic still puts the hundreds of millions of people at an increased risk.

Information coronavirus

For information concerning the measures taken by the University and Faculty against the spreading of the coronavirus Covid-19, please consult the following pages:

Coronavirus updates TU Delft Coronavirus updates Faculty of AE

Stories of Aerospace Engineering

Is it dangerous to sit in a cinema for two hours with thirty people?

It is now well known that the risk increases considerably if a person with the coronavirus stays in a room for a long time, has a large lung capacity, and coughs or sneezes without covering up with his elbow, but how much higher is the risk?

Complicated puzzle in air traffic control solved after 25 years

Solving a 25-year-old aviation problem? That is just what Wouter Schaberg, student in Control and Operations in the Faculty of Aerospace Engineering managed to do. He made improvements to part of an algorithm that is used to prevent aircraft coming too close to each other following an averted conflict.

The first Flying-V test flight

Since 2017, a team of researchers from TU Delft has been working on a new, more sustainable type of passenger aircraft, the Flying-V. After the research phase, July saw an exciting and significant next step in the programme: the scale model’s first test flight. Would the aircraft remain stable when airborne, even at low speeds?

Lockdown presents a unique opportunity to study sustainable taxiing at Schiphol

Starting a PhD on the first day of the Covid-19 lockdown was a bit challenging for Bieke von den Hoff. But the lockdown also gave her an unexpected and unique opportunity. As part of a trial programme at Schiphol Airport, she was asked to measure noise levels of a sustainable aircraft towing vehicle called the TaxiBot.

Student volunteers offer help in times of corona

When Thijs de Jongh saw an app asking for volunteers to support vulnerable groups halfway through March, he jumped at the opportunity. But instead of filling out the form De Jongh and his fellow students decided to get cracking with the organisation of gewoonmensen.nl, a website for people who need help, during and after corona.

IAWA scholarship recipient says success is about helping each other

The International Aviation Womens Association (IAWA) chose master’s student Julia Radius as its 2019 TU Delft scholarship recipient. The scholarship, which supports women studying in aviation or aerospace related fields, is giving Radius a deeper understanding of what it means to be successful.

The next phase in aircraft design

The aircraft design of the Flying-V is potentially much more efficient than the traditional “pipe with wings” design. The concept was received with great enthusiasm, but a lot of hard work will need to be done if the sustainable flying wing is to be ready by 2040.

Flying in a V

The lorry pulls up very slowly, en route from the Faculty of Aerospace Engineering to Schiphol. The cargo on board is precious: the 3-meter-wide flying scale model of the revolutionary Flying-V aircraft. Chief engineer Malcom Brown: “The Flying V will use far less energy thanks to its aerodynamic V-shape.” At the Faculty of Aerospace Engineering, work has been underway since 2017 on the Flying-V, a revolutionary, energy-efficient aircraft design in which passengers, cargo and fuel are all located in the wing. Computer simulations and wind tunnel tests show that the aircraft uses 20% less fuel than the most modern aircraft of today, the Airbus A350. Flight tests with a flying scale model are needed to test how a flying V actually behaves in the air. Will the aircraft remain stable? What is the ideal angle for take-off and landing? When KLM comes on board as a partner in the spring of 2019, there is suddenly a hard deadline: the model must be ready for the KLM Experience Days in honour of KLM100. Scale model Wing span: 3.06 m Length: 2,76 m Weight: 24,8 kg Material: composite Electronics: control system for drones, measuring and control systems, autopilot Engines: two 4kW electric ‘ducted fan’ engines Batteries: 6 kg LiPo An even bigger challenge than the deadline Malcom Brown, a down-to-earth aerospace engineer from Johannesburg, South Africa, is assigned to get the job done: "What makes building a scale model of such a radically different type of aircraft so special is that we are doing everything for the first time. There is no manual or procedure. We discover and find out while we build. You learn a lot, but a project like this is not always easy to plan. When we started work we found out, however, that we had an even bigger challenge than the strict deadline."The biggest challenge Malcom’s team – consisting of composites expert Frank van Wissen, electronics expert Alberto Ruiz Garcia, CAD designer Daniel Atherstone and two master's students - encounters concerns the weight of the aircraft. Brown: "We struggled a lot to keep the vehicle under 25 kg." The 25 kilogram has nothing to do with the airworthiness of the aircraft, but with the drone laws and regulations. For drones that are heavier than 25 kg, the certification requirements are much stricter and take longer. Brown: “It's very close. For example, we had agreed for the KLM Experience Days that we would paint the aircraft in KLM colors. But even that thin layer of paint can make the aircraft too heavy.” That’s why weight reduction was an important factor in the team’s choices. Lightweight Composite expert Van Wissen, explains the choice for this material: “The structure is made of fiberglass epoxy with foam stiffening forming a strong lightweight sandwich panel. Carbon fiber is used for parts that need extra strength. That makes the scale model light, strong and affordable." The pylons connecting the engines and the landing gear to the scale model were designed by CAD expert Daniel Atherstone: "By using a new version of our design software that has topology optimisation I was able to find the right balance between stiffness and weight." But the team also came across an unexpected set-back: the filler they were planning to use to attach the winglets to the wingtips will make the aircraft just a little too heavy. The nacelle covers for the two electric ducted fan engines mounted on top of the scale model also had to be lightweight. Brown: “The engines are from a German supplier, but we designed the nacelles specifically for this scale model. They now ensure good aerodynamics of the aircraft and engines and they’re lightweight, because we only used one layer of carbon fiber for them.” Control and measurements The scale model has intricate control and measurement electronics on board. Team member Alberto Ruiz Garcia: “We have both on-board control systems that ensure good control of the drone, and sensors and computers that measure and communicate the flight characteristics of the model. There is also an autopilot on the aircraft that can safely return the aircraft in case the pilot loses signal.” To reduce the risks the team chooses to implement an off-the-shelf operating system for drones, but the measuring instruments are tailor-made and the interfaces are designed in-house. Foam balls The team luckily came up with a solution for the heavy winglet filler: “We added polystyrene balls to the filler. A solution that had been used for other types of glue and resin, but never for this particular filler. In the end it enabled us to reduce the weight sufficiently while maintaining the stiffness of the connection.” Current weight of the model: 24.8 kilograms. KLM100 In the end the deadline also worked out well. On September 30, Malcom and Alberto - carefully - brought the scale model to Schiphol with a truck. From 3 to 13 October, around 65,000 people will visit the scale model during the KLM Experience Days. These take place in honour of the 100th anniversary of KLM. Afterwards the scale model will come back to the Aircraft Hall. Precision work is still to be done on the control surfaces on the skin of the model and the batteries will have to be properly connected along with a thorough systems test. Brown: “But the time pressure will stay. Our next deadline is coming up: getting ready for the flight tests. We were always confident that it would work. Brown Malcom Brown M.T.H.Brown@tudelft.nl This is a story from Aerospace Engineering At the Faculty of Aerospace Engineering, work has been underway since 2017 on the Flying-V, a revolutionary, energy-efficient aircraft design in which passengers, cargo and fuel are all located in the wing. Computer simulations and wind tunnel tests show that the aircraft uses 20% less fuel than the most modern aircraft of today, the Airbus A350. Flight tests with a flying scale model are needed to test how a flying V actually behaves in the air. Will the aircraft remain stable? What is the ideal angle for take-off and landing? When KLM comes on board as a partner in the spring of 2019, there is suddenly a hard deadline: the model must be ready for the KLM Experience Days in honour of KLM100. Scale model Wing span: 3.06 m Length: 2,76 m Weight: 24,8 kg Material: composite Electronics: control system for drones, measuring and control systems, autopilot Engines: two 4kW electric ‘ducted fan’ engines Batteries: 6 kg LiPo An even bigger challenge than the deadline Malcom Brown, a down-to-earth aerospace engineer from Johannesburg, South Africa, is assigned to get the job done: "What makes building a scale model of such a radically different type of aircraft so special is that we are doing everything for the first time. There is no manual or procedure. We discover and find out while we build. You learn a lot, but a project like this is not always easy to plan. When we started work we found out, however, that we had an even bigger challenge than the strict deadline."The biggest challenge Malcom’s team – consisting of composites expert Frank van Wissen, electronics expert Alberto Ruiz Garcia, CAD designer Daniel Atherstone and two master's students - encounters concerns the weight of the aircraft. Brown: "We struggled a lot to keep the vehicle under 25 kg." The 25 kilogram has nothing to do with the airworthiness of the aircraft, but with the drone laws and regulations. For drones that are heavier than 25 kg, the certification requirements are much stricter and take longer. Brown: “It's very close. For example, we had agreed for the KLM Experience Days that we would paint the aircraft in KLM colors. But even that thin layer of paint can make the aircraft too heavy.” That’s why weight reduction was an important factor in the team’s choices. Lightweight Composite expert Van Wissen, explains the choice for this material: “The structure is made of fiberglass epoxy with foam stiffening forming a strong lightweight sandwich panel. Carbon fiber is used for parts that need extra strength. That makes the scale model light, strong and affordable." The pylons connecting the engines and the landing gear to the scale model were designed by CAD expert Daniel Atherstone: "By using a new version of our design software that has topology optimisation I was able to find the right balance between stiffness and weight." But the team also came across an unexpected set-back: the filler they were planning to use to attach the winglets to the wingtips will make the aircraft just a little too heavy. The nacelle covers for the two electric ducted fan engines mounted on top of the scale model also had to be lightweight. Brown: “The engines are from a German supplier, but we designed the nacelles specifically for this scale model. They now ensure good aerodynamics of the aircraft and engines and they’re lightweight, because we only used one layer of carbon fiber for them.” Control and measurements The scale model has intricate control and measurement electronics on board. Team member Alberto Ruiz Garcia: “We have both on-board control systems that ensure good control of the drone, and sensors and computers that measure and communicate the flight characteristics of the model. There is also an autopilot on the aircraft that can safely return the aircraft in case the pilot loses signal.” To reduce the risks the team chooses to implement an off-the-shelf operating system for drones, but the measuring instruments are tailor-made and the interfaces are designed in-house. Foam balls The team luckily came up with a solution for the heavy winglet filler: “We added polystyrene balls to the filler. A solution that had been used for other types of glue and resin, but never for this particular filler. In the end it enabled us to reduce the weight sufficiently while maintaining the stiffness of the connection.” Current weight of the model: 24.8 kilograms. KLM100 In the end the deadline also worked out well. On September 30, Malcom and Alberto - carefully - brought the scale model to Schiphol with a truck. From 3 to 13 October, around 65,000 people will visit the scale model during the KLM Experience Days. These take place in honour of the 100th anniversary of KLM. Afterwards the scale model will come back to the Aircraft Hall. Precision work is still to be done on the control surfaces on the skin of the model and the batteries will have to be properly connected along with a thorough systems test. Brown: “But the time pressure will stay. Our next deadline is coming up: getting ready for the flight tests. We were always confident that it would work. Brown Malcom Brown M.T.H.Brown@tudelft.nl This is a story from Aerospace Engineering Related stories Bringing silent aviation closer Roboats in Amsterdam Intelligent, self-floating wind turbines

Flying in a V

The lorry pulls up very slowly, en route from the Faculty of Aerospace Engineering to Schiphol. The cargo on board is precious: the 3-meter-wide flying scale model of the revolutionary Flying-V aircraft. Chief engineer Malcom Brown: “The Flying V will use far less energy thanks to its aerodynamic V-shape.”

PREFER project aims to help engineering graduates become more employable

Engineering graduates learn plenty of skills during their studies. But what happens when your skills and interests don’t fully match with what industry desires? The PREFER project aims to reduce that mismatch and help engineering graduates become more employable.

Unpredictable training helps pilots manage surprise and stress in the cockpit

Unexpected events in the cockpit can provoke a startle and surprise response in pilots, sometimes resulting in fatal crashes. So, can pilots be given more effective tools to respond to these situations? Dr Annemarie Landman set out to investigate this topic in her recent doctoral thesis.

Visualizing aircraft noise – bringing silent aviation closer

Aircraft engine noise has been reduced substantially, but the growth in air traffic still puts the hundreds of millions of people at an increased risk.

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Climate neutral aviation? Now boarding!

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