SOP;relation between aerospace and hydraulics

Hydraulics shrink in size but not in role

for decades, people have been predicting the downfall of hydraulic power and trying to
move to an all-electric form of operation. In 1994, Raymond Ross, then president and
chief operating officer for Milacron Inc., said the migration from hydraulics to all-electric
drives was a natural advancement and would be an accelerating and irreversible trend.

But no one seems to have told the aerospace industry about this trend. Hydraulic
systems continue to be an important part of aircraft design because of their speed,
reliability and power density.

It’s true that hydraulic systems in the aerospace industry are changing. Gone are the
days of commercial aircraft using a centralized hydraulic system with all its tubing
stretching through out the aircraft. Nowadays, electro-hydraulic actuators have replaced
the centralized system with more localized systems that are controlled by electrical
input, rather than mechanical linkages.

These smaller, self-contained hydraulic systems help to reduce the overall weight of the
aircraft, increase efficiency and reduce emissions. An added advantage over older
hydraulic systems is that they only draw power when in use and maintain pressure even
when the pump is inactive. The technology has been proven in the F-35 Joint Strike
Fighter and numerous commercial aircraft from Airbus and Boeing.

The reason why advanced aircraft like the F-35 continue to use an old technology such
as hydraulics is because the technology is fast, strong and reliable.

“Until that electric system offers some real advantage from a technical engineering and
customer operating standpoint, there would have to be some real innovation to make
any manufacturer want to pursue it,” said Jeffrey Johannsmeyer, project engineer for
Cessna.

“Electrically actuated systems need to be developed with the same level of reliability
and safety as hydraulic systems,” Avraham Ardman, chief systems engineer for
Bombardier, said. “They must be compatible with the requirements needed to control
the aircraft in normal and abnormal conditions.”

All-electric actuators do not currently t have the power density or speed needed to
operate an aircraft’s flight surfaces effectively. If a pilot finds himself heading toward a
thunderstorm, he expects a powerful and immediate response from the aircraft the
moment he inputs a command.

“It’s just difficult to imagine an electric motor that can give you that kind of power density
with a really instantaneous response over a long distance,” said Robert Keller, techni
cal manager with Freudenberg-NOK.

“You’re scooting along in that Embraer regional jet at Mach 0.86—if you had to
manually move those surfaces, you’d have to be a Bulgarian weight lifter,” Keller said.
“They just don’t move at those speeds, so you need that hydraulic power density to
move those flight controls.”

To be fair, not all hydraulic systems within an aircraft are safe from the move toward
electrical actuation. Certain systems that do not necessarily require rapid movement are
more susceptible to being replaced. The brakes on an aircraft’s landing gear are one
example. Because the rotor and stator don’t need to move nearly as much as the
primary flight surfaces, an electric motor is sufficient in applying the needed force and
speed of movement.

Jamming is a real problem for these electromechanical actuators, which is another

Now you might think that if EMA’s aren’t strong enough for larger aircraft, certainly they
would be better suited for smaller aircraft such as private jets or single engine aircraft.
But there’s a snag to that logic. In any aircraft, it is important to have multiple redundant
systems, whether they are extra actuators, wires or cables. In an aircraft where all
systems are electrically controlled, you need multiple batteries or generators, just in
case the aircraft were to lose power and thus lose control.
These redundancies are large and would take up a lot of space within the aircraft—as
well as add a lot of extra weight. It is for this reason that many smaller aircraft continue
to use old-fashioned mechanical linkages.

“Most of our airplanes today are muscle powered,” Johannsmeyer said. “There are
cables and pulleys connected to the controls in the cockpit and its pilot muscle and
mechanical advantage that flies the airplane.”

According to Johannsmeyer, the Citation X, a long-range business jet, is the only

Sample SOP for PhD in Aerospace

“Humans are the only species to master the skill of flying despite being innately incapable of
doing so. Humanities strive to flight has been one of the earliest attempts to methodically study
and imitate the wonders of nature. After having acquired professional and academic insights into
this ambit, I wish to progress my career as a researcher.

An astute student at school, my forte were math and science. The subjects fascinated me with
their practicality. In particular, I was interested in the working of machines of various kinds. This
curiosity led me to opt for an engineering degree in mechanics. The course augmented my
understanding of motors, engines, and other high-level contraptions. But what captured my
passion most was flying machines.

From cargo flights to surprisingly small drones, the scope of real-world applications of ;this
field. And it left me wanting to1jn learn more about aerospace engineering and wished to shape
my career accordingly. This led me to follow the logical path of pursuing an MS.

Within the domain of aerospace technologies, my favourite niche is propulsion systems. The
final year project for my post-graduation was based on these topics. I created a miniature flight
model that used a mixture of polycarbonates and PMMA with oxygen as an oxidizer. The project
won first place at the National Junior Engineer Tech fest. I also had the fortune to publish the
report in the International Engineer’s journal.
For the last five years, I have been working in Air India as a flight engineer. This is when I
became curious about the rising popularity of drones. Over the years, drones have evolved from
the role of fancy flying gadgets to lifesaving equipment. This passion convinced me to go for a

doctorate in drone development. This route will allow me to experiment with my creativity while
familiarizing myself with the state-of-the-art machines.

The research fellowship at the ASD University suits my requirements. The excellent
experimentation facilities and the research culture of your academic make it an ideal destination.
In addition to this, the institution’s links a nd affiliation with FlyHigh Drones Inc. are very
promising in terms of research and career prospects. These reasons convinced me to select your
university for my high

Sifhornas sop

We are currently in the midst of a technological and computing revolution that will drastically
change our lives and potentially redefine what it means to be human. I am very excited at the
prospect of devoting my long-term career to such a dynamic, fast advancing field. Ever since I
was young, I have enjoyed dabbling with computers and experimenting with different
applications. Because my own lifetime has essentially coincided with the rise of the modern
computing industry, I can sense that there are still tremendous developments to come in this
field. It was natural for me to choose Computer Science as my university major, and now, as I
near the end of my undergraduate studies, it is my central goal to continue my education in a
more competitive, elite, and international environment.

As a high school student, I excelled in courses related to physics, mathematics, and chemistry. I
was fortunate during this time to have teachers who saw my interest in these subjects and
encouraged me to continue broadening my scientific understanding and developing my analytical
skills. It was due in large part to their guidance and advice that I chose to major in Computer
Science in the university