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^â—¦ and 90^â—¦ 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.

Lifecycle cost (LCC) analysis is a vital methodology for assessing the economic sustainability and long-term viability of aircraft systems across their entire operational lifespan. As highly complex engineering products, aircraft involve substantial initial acquisition costs, continuous operation and maintenance (O&M) expenditures, and strict safety and regulatory compliance requirements, all of which contribute significantly to overall lifecycle expenses. This study focuses on the comprehensive evaluation of aircraft lifecycle costs by integrating advanced digital twin (DT) technologies to enhance the accuracy and reliability of cost estimation and prediction. A structured mathematical modeling framework for LCC is developed, encompassing all major cost components, including acquisition, operational usage, scheduled and unscheduled maintenance, repair activities, and end-of-life disposal. The proposed framework enables systematic identification and quantification of key cost drivers that influence aircraft performance and economic outcomes. The results and discussion highlight how LCC analysis supports optimized maintenance planning, improves resource allocation, and facilitates informed decision-making for fleet management and system design. By leveraging real-time data, predictive analytics, and continuous system monitoring, DT-enabled LCC analysis reduces uncertainty associated with traditional cost estimation methods and enhances the ability to anticipate failures and maintenance needs. Furthermore, the integration of digital transformation trends within the aviation industry demonstrates the potential of DT technologies to improve operational efficiency, enhance safety performance, and extend asset life. Overall, the findings suggest that the application of digital twin-supported LCC analysis provides a powerful decision-support tool that strengthens economic efficiency, supports sustainable aircraft operations, and contributes to more resilient and cost-effective aviation systems.

Lattice structures provide significant potential for lightweight aerospace components due to their high stiffness-to-weight ratios and tunable mechanical behavior. However, explicit numerical modeling of large assemblies is computationally expensive, limiting their practical application. To address this, homogenized equivalent solid representations are commonly employed, though the ability of automated homogenization tools to accurately reproduce the mechanical response of different lattice topologies is not yet fully established.

This study evaluates the elastic equivalence of two lattice topologies, simple cubic (SC) and body-centered cubic (BCC), using an automated workflow in ANSYS Material Designer. A 5mm×5mm×5mm representative volume element (RVE) was modeled as a 3D solid element and homogenized to extract effective elastic properties. The equivalent material models were applied to a 100mm×50mm×25mm solid block, while explicit lattice blocks of identical dimensions were generated through periodic replication of the unit cell. Ti-6Al-4V material properties (density 4420 kg/m³, Young’s modulus 112 GPa, Poisson’s ratio 0.35) were used for all the cases.

Mesh convergence studies were conducted for each configuration, and a uniform 0.5 mm mesh was adopted as an optimal compromise between accuracy and computational cost. Displacement-controlled compression up to 2% nominal strain ensured a linear elastic response. Equivalence between explicit lattice and homogenized models was evaluated using total strain energy and stress across twenty incremental load steps.

The results indicate excellent agreement for the SC lattice, with total strain energy and stress deviations of approximately 1.28%, while the BCC lattice exhibits higher deviations of approximately 2.98%. The larger discrepancy for BCC is attributed to its bending-dominated deformation, which is less localized than the axial stretching of SC struts, making it harder for a homogeneous model to capture accurately.

These findings quantify the accuracy of automated homogenization for fundamental lattice topologies, providing engineers with clear, topology-specific error margins for preliminary design of aerospace lattice components.

This paper demonstrates a comprehensive analytical approach for initial sizing in the conceptual design of a tiltrotor aircraft. The objective is to incorporate vertical takeoff and landing (VTOL) capability with efficient fixed-wing cruise to achieve high operational flexibility, rapid deployment, and extended mission range. Owing to the hybrid nature of tiltrotor configurations, neither conventional fixed-wing nor rotorcraft design methodologies alone are sufficient; therefore, a unified preliminary design framework is developed by combining elements of both approaches. A representative mission profile for troop transport and search-and-rescue operations is established. Aircraft sizing is performed using a mission-segment fuel fraction analysis that integrates Breguet range and endurance relations for fixed-wing cruise with a known-time fuel burn equation for VTOL, hover, and transition phases. Independent takeoff weight estimations are obtained for both mission types, and the governing maximum takeoff weight is selected for design convergence. The analysis yields a maximum takeoff weight of approximately 59,723.55 lb, governed by the troop transport mission. The resulting configuration achieves an estimated maximum lift-to-drag ratio of 12.3. Additionally, it has a wing loading of 79.5 lb/ft² and a power-to-weight ratio of 0.23 hp/lb. The required installed power is calculated to be 6,987 hp, leading to the selection of the Rolls-Royce T406/AE 1107F turboshaft engine, with a power output of 7,000 hp that satisfies performance requirements while maintaining adequate design margins. The final layout features a high-mounted straight wing utilizing a NACA 23015 airfoil and a conventional empennage with symmetric airfoil sections. This provides a robust quantitative foundation for upcoming aerodynamic, structural, and system-level optimization efforts.

Introduction: With contemporary advancements in Additive Manufacturing (AM), it has become possible to obtain hull structures for spacecraft made of relatively cheap materials. The possibility of substituting super-austenitic stainless steel Avecta SMO 254 X1NiCrMoCuN20-18-7 (EN 10088) for the already used in the Starship SpaceX 304 L-Modified is focused on better thermal stability and durability in extreme conditions. The Directed Energy Deposition Arc (DED-Arc) method for AM has enabled the production of high-strength-to-weight ratios. The aim is to engage low-cost material with treatment optimization to provide greater corrosion resistance and high yield and tensile strength.

Method: For the DED-Arc, a filler wire was selected for the welding source, Fronius TPS 400i. A simulation via the RoboDK Robot Development Kit for the FANUC ARC Mate 100ID10L is provided. Additional shot pining/vibration treatment is proposed for the finished structure, which can be a substitute for the cold-worked initial metal. A comparison is made for stainless steel that has already been tested for space travel. Regimes for the manufacturing process are proposed, with representative samples of Avecta SMO 254 obtained and tested using microhardness measurements, microcracking detection, porosity measurements, interface zone assessment, and microstructural analysis.

Results: DED-Arc process applies to large-space shell manufacturing. A comparison is made with a focus on the mechanical and corrosion advantages. For Avecta SMO 254, microhardness measurements ranged from 235 to 246 HV1 and increased after treatment. The controlled parameters provided a maximum heat input of 0.7 KJ/mm, no defects, and a fine microstructure.

Conclusion: The successful use of stainless steel with AM increases the potential for multiple space missions. The advanced method shows high quality, allows cost saving,s and provides extended service life.

Funding: The author acknowledges support from project BG16RFPR002-1.014-0005.

The aerospace sector is undergoing a profound transformation driven by the convergence of artificial intelligence (AI), machine learning (ML), distributed computing, geospatial intelligence, and advanced communication technologies. This research proposes an integrated framework for AI-driven aerospace ecosystems that unifies next-generation aircraft design, sustainable propulsion and energy systems, intelligent space systems and exploration, and autonomous airspace management into a coherent, data-centric paradigm. The study advances AI-enabled design optimization methodologies that combine physics-informed machine learning and multi-objective optimization to improve aerodynamic efficiency, structural integrity, and sustainability in future aircraft platforms.

In the domain of propulsion and energy, the research investigates AI-based predictive control and health monitoring models for hybrid-electric, hydrogen, and sustainable aviation fuel systems, enabling enhanced efficiency, reliability, and lifecycle management. For space systems, the framework introduces intelligent, distributed architectures for spacecraft autonomy, mission planning, and space situational awareness, supporting modular, reusable, and resilient exploration missions, including small satellite constellations and long-duration operations.

Autonomous airspace management is addressed through geospatially aware AI models that integrate real-time sensing, communication networks, and distributed decision-making to enable safe, scalable coordination of manned aircraft, unmanned aerial systems, and urban air mobility operations. Edge–cloud distributed computing and resilient communication infrastructures are leveraged to ensure low-latency control, robustness, and cybersecurity across air and space domains.

By synthesizing these technological dimensions, the research contributes a holistic ecosystem-level approach that transcends traditional subsystem boundaries in aerospace engineering. The proposed framework aims to enhance sustainability, autonomy, safety, and operational efficiency, providing a foundation for future intelligent aerospace systems capable of operating seamlessly across aircraft, space platforms, and complex airspace environments.