Structure sandwich panels with honeycomb cores are widely used in the aerospace industry due to their excellent mechanical properties. However, their structural performance is strongly governed by load introduction points, where mechanical inserts play a critical role in transferring the localized loads between the face-sheets and the core, as well as other various structural elements attached. Most existing studies on potted inserts have focused on inserts oriented perpendicular to the face-sheets, while other configurations remain insufficiently investigated, like inserts oriented parallel to face-sheets. This study focuses on load-carrying capacity and characterizes the mechanical performance of potted inserts oriented parallel to the face-sheets in the sandwich structure under various loading forms. The bonded joints with standard metallic inserts used in the present investigation are potted into the honeycomb core panel with a cold bonded process. The specimens were tested under three different static loadings: in-plane pull-out insert, in-plane shear insert, and out-of-plane insert tests. The mechanical behavior and failure mechanisms of the cold-bonded inserts placed parallel to the facings are described in detail for each load case. Afterwards, finite element analysis is performed to investigate the stress fields. Finally, the obtained results for three different loadings are compared with static strength capability results obtained from the FE model, and the load capacity as well as the applicability of the boundary insert are identified.

The future of aircraft engineering depends on high-performance, adaptable structural components that can respond independently to challenging operating circumstances. Additive manufacturing (AM) and stimuli-responsive materials, or 4D printing, may be used to create systems that are more dynamic than static structural design. The primary difficulty is the reliable integration of smart materials into high-performance structures, which requires strong multi-material bonding, enhanced thermal stability, and effective management to minimize high dynamic loads and modeling errors inherent in severe conditions. This paper evaluates the state-of-the-art AM methods and material science needed to manufacture actively controlled structural components, emphasizing high-temperature stability, interfacial integrity, and integrated computational design for aerospace applications. We investigate the enlarged working environments and functional applications of two essential material systems in AM systems: piezoelectric ceramics and high-temperature Shape Memory Alloys (SMAs). We also examine technical methods, such as interface geometry optimization, to overcome bonding problems in multi-material printers. High-performance piezoelectrics and new SMAs have effectively increased their working temperature capacities to around 400°C and 350°C, respectively. Prototypes utilizing these materials have successfully incorporated active control via H-infinity robust analysis, improving damage tolerance and engine life while achieving considerable vibration dampening on spinning engine components. In order to ensure longevity and functional stability in dynamic aerospace environments, strong geometric and computational design techniques must be applied in conjunction with the synthesis of AM using materials that are suitable for high temperatures.

In recent years, additively manufactured AlSi10Mg has received widespread attention for its use as an aerospace-grade material. It can be used in engine components, structural parts, and tooling and ground support equipment. During operation, the materials experience impact-induced fracture due to foreign object damage and dynamic or shock loading. The fracture behavior of these functional components under dynamic loading is critical to their structural reliability. However, it remains challenging to quantify fracture structure due to the complex, process-inherent anisotropy and defect distributions in the materials produced using this manufacturing technique. In this investigation, a laser powder bed fusion-based additive manufacturing technique is used to prepare aluminum samples at different building orientations. The aluminum AlSi10Mg samples were fabricated in two build orientations: 0^◦ and 90^◦ with a global energy density of 37.1 J/mm³. The impact fracture was produced by a pendulum strike using a Charpy impact tester. The fractured surface of the samples was analyzed using a digital microscope. We used a box counting method to evaluate the fractal dimensions of the fractured surface of the samples. Profile data were developed using a 3D digital microscope. The data were analyzed for three different regions: compression, neutral, and tension zones during crack propagation. The results showed that the fractal dimension is influenced by the materials' build orientations. The three zones on the fractured surface showed significant dependence on manufacturing design during crack propagation.

This paper presents the conceptual design and finite element validation of the Alpha-11 regional turboprop wing, with a specific focus on identifying the most structurally efficient material configuration. The wing features a high aspect ratio, a tapered, moderately swept planform tailored to a 70–80-seat twin turboprop mission, and a three-dimensional finite element model is developed and evaluated under critical 2.5 g limit load cases dominated by bending and combined bending–torsion. A systematic mesh convergence study using successive refinements demonstrates solution independence, with changes in maximum von Mises stress and tip deflection below 5% between the final mesh levels. Using the converged model, a material trade-off is performed between an aluminium 2024-T4, Al 6061-T6, Al 7075-T6, and a carbon/epoxy unidirectional composite wing of identical external geometry. The results show that aluminium 2024‑T4 carries the design load, with a peak von Mises stress of about 17 MPa, a factor of safety of roughly 18, and a tip deflection of order 105 mm, offering adequate stiffness and a large stress margin at low material and manufacturing cost. In contrast, the composite wing roughly halves tip deflection and provides much higher stress margins, but at a substantially higher material and fabrication cost typical of carbon‑epoxy aerostructures. The study therefore identifies aluminium 2024‑T4 as the most suitable material for the Alpha‑11 conceptual design. At the same time, the composite configuration serves as a high‑stiffness benchmark that quantifies the structural benefits sacrificed to achieve a cost‑effective regional aircraft wing. The paper makes a combined study using a rigorous mesh convergence-driven validation framework with a quantified aluminium–composite trade study at the conceptual stage, demonstrating that a high aspect ratio aluminium wing can deliver superior structural designs while remaining compatible with the performance envelope of existing regional turboprop competitors like ATR 72-600, Dash-8 Q400, and MA700.

Modern carrier-based fighter aircraft must reconcile conflicting design requirements such as high supersonic performance, low-speed carrier operations, and efficient cruise. This paper presents a comprehensive conceptual design study of a carrier-borne fighter aircraft intended for naval operations. The design framework integrates mission-segment weight analysis, propulsion matching, aerodynamic sizing, and geometric layout. The aircraft was dimensioned to meet specified performance targets, including Mach 2.0 maximum speed, 2,000 km combat range, 4-hour endurance, and 6,000 kg maximum payload. Design constraints included catapult acceleration (250 m take-off distance) and arrested recovery systems (200 m landing distance). Wing design analysis compared multiple constraints (stall-limited, catapult-limited, landing-distance-limited, and cruise-optimised), resulting in catapult-limited loading selection. Tail sizing employed standard volume coefficients to ensure adequate control authority and stability margins. Sizing analysis yielded maximum take-off weight (MTOW) of 34,858 kg, thrust-to-weight ratio (T/W) of 0.987, and wing loading of 394.3 kg/m². The aircraft features a swept-wing design (50° leading-edge sweep, aspect ratio 3.52) with twin vertical stabilisers for directional stability, powered by two Pratt & Whitney F135 engines. Fuel analysis indicates approximately 25.44% of MTOW allocated for all mission segments. A complete three-dimensional SolidWorks CAD model was developed, integrating all calculated geometric parameters. This work demonstrates a comprehensive application of preliminary aircraft design methodology to naval fighter design. The sizing analysis validates the design approach and establishes a complete preliminary design baseline ready for detailed engineering phases.