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This paper presents a theoretical investigation into the potential use of structural power composites in regional aircraft passenger cabins and the corresponding challenges to widespread use, including fire-resistance, long-term cycling performance, and cost. This study focusses on adapting sandwich floor panels with structural power composite face sheets, designed to power the in-flight entertainment system. Using a simple mechanical model to define the structural requirements, based on state-of-the-art laminated structural power composites, a series of electrochemical energy storage performance targets were calculated: a specific energy > 144 Wh/kg, a specific power > 0.29 kW/kg, an in-plane elastic modulus > 28 GPa and in-plane tensile and compressive strengths > 219 MPa. Significantly, the use of a distributed energy storage system offered a significant range of other mass and cost savings, associated with a simplified power system, and the use of ground-generated electrical energy. For an Airbus A220-100, the analysis predicted potential mass and volume savings of approximately 260 kg and 510 land annual reductions in CO2and NOx emissions of approximately 280 tonnes and 1.2 tonnes respectively. This extended design analysis of a specific component highlights both the far-reaching implications of implementing structural power materials and the potential extensive systemic benefits.

This study investigates the viability of implementing multifunctional structural power composites in a four-seater air taxi, the CityAirbus. For a given specific energy of the power source, the cruise endurance can be approximately doubled by using structural power composites as opposed to conventional batteries. Replacing all the eligible composite mass and batteries with structural power composites can reduce the CityAirbus weight by 25%. To achieve the current design performance, the minimum required elastic modulus, strength, specific energy and power for the structural power composite are 54 GPa, 203 MPa, 74 Wh/kg and 376 W/kg, respectively: current state-of-the-art structural power composites are now approaching this level of performance. Hence, structural power composites are considered feasible for adoption in the urban air mobility sector and have the potential to improve endurance and facilitate commercialization. This paper also discusses several key challenges that must be addressed to realize the adoption of structural power composites in future electric air taxis.

The development of commercial aviation is being driven by the need to improve efficiency and thereby lower emissions. All-electric aircraft present a route to eliminating direct fuel burning emissions, but their development is stifled by the limitations of current battery energy and power densities. Multifunctional structural power composites, which combine load-bearing and energy-storing functions, offer an alternative to higher-energy-density batteries and will potentially enable lighter and safer electric aircraft. This study investigated the feasibility of integrating structural power composites into future electric aircraft and assessed the impact on emissions. Using the Airbus A320 as a platform, three different electric aircraft configurations were designed conceptually, incorporating structural power composites, slender wings and distributed propulsion. The specific energy and power required for the structural power composites were estimated by determining the aircraft mission performance requirements and weight. Compared to a conventional A320, a parallel hybrid-electric A320 with structural power composites &gt, 200 Wh/kg could potentially increase fuel efficiency by 15% for a 1500 km mission. For an all-electric A320, structural power composites &gt, 400 Wh/kg could halve the specific energy or mass of batteries needed to power a 1000 km flight.

To accurately predict the probabilities of impact damage to aircraft from runway debris, it is important to understand and quantify the aerodynamic forces that contribute to runway debris lofting. These lift and drag forces were therefore measured in experiments with various bodies spun over a range of angular velocities and Reynolds numbers. For a smooth sphere, the Magnus effect was observed for ratios of spin speed to flow speed between 0.3 and 0.4, but a negative Magnus force was observed at high Reynolds numbers as a transitional boundary layer region was approached. Similar relationships between lift and spin rate were found for both cube- and cylinder-shaped test objects, particularly with a ratio of spin speed to flow speed above 0.3, which suggested comparable separation patterns between rapidly spinning cubes and cylinders. A tumbling smooth ellipsoid had aerodynamic characteristics similar to that of a smooth sphere at a high spin rate. Surface roughness in the form of attached sandpaper increased the average lift on the cylinder by 24%, and approximately doubled the lift acting on the ellipsoid in both rolling and tumbling configurations.

In January 2020, we identified two SARS‐CoV‐2 infections in a familial cluster with one person coming from Wuhan, China. The complete genome sequences of two SARS‐CoV‐2 strains isolated from these patients were identical and 99.98% similar to strains isolated in Wuhan. This is genetically suggestive of human‐to‐human transmission of SARS‐CoV‐2 and indicates Wuhan as the most plausible origin of the early outbreak in Vietnam. The younger patient with a mild upper respiratory illness and a brief viral shedding, while the elderly with multi‐morbidity had pneumonia, prolonged viral shedding, and residual lung damage. Evidence of nonsynonymous substitutions in the ORF1ab region of the viral sequence warrants further studies. This article is protected by copyright. All rights reserved.

Multifunctional composites which can fulfil more than one role within a system have attracted considerable interest. This work focusses on structural supercapacitors which simultaneously carry mechanical load whilst storing/delivering electrical energy. Critical mechanical properties (in-plane shear and in-plane compression performance) of two monofunctional and four multifunctional materials were characterised, which gave an insight into the relationships between these properties, the microstructures and fracture processes. The reinforcements included baseline T300 fabric, which was then either grafted or sized with carbon nanotubes, whilst the baseline matrix was MTM57, which was blended with ionic liquid and lithium salt (two concentrations) to imbue multifunctionality. The resulting composites exhibited a high degree of matrix heterogeneity, with the ionic liquid phase preferentially forming at the fibres, resulting in poor matrix-dominated properties. However, fibre-dominated properties were not depressed. Thus, it was demonstrated that these materials can now offer weight savings over conventional monofunctional systems when under modest loading.