AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng. Mr. Geoffrey Allen Wardle MSc, MSc, C.Eng. MY NEW CONDENSED AIRCRAFT STRUCTURES DESIGN DEVELOPMENT CAREER OVERVIEW. This is an overview covering 16 and 1/2 years at BAE SYSTEMS MA&I (Military Air & Information) in design development work, my Cranfield University MSc Aircraft Engineering, my University of Portsmouth Advanced Manufacturing Technology MSc, and British Aerospace (Military Aircraft Ltd) structural test work, as well as my current capability maintenance work, research work, and future career aspirations see also my current work LinkedIn presentations. Senior Design Development Engineer. Authorized release under the terms of the UK Official Secrets Act and ITAR restrictions. 1
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AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Mr. Geoffrey Allen Wardle MSc, MSc, C.Eng.
MY NEW CONDENSED AIRCRAFT STRUCTURES
DESIGN DEVELOPMENT CAREER OVERVIEW.
This is an overview covering 16 and 1/2 years at BAE SYSTEMS MA&I (Military
Air & Information) in design development work, my Cranfield University MSc
Aircraft Engineering, my University of Portsmouth Advanced Manufacturing
Technology MSc, and British Aerospace (Military Aircraft Ltd) structural test
work, as well as my current capability maintenance work, research work, and
future career aspirations see also my current work LinkedIn presentations.
Senior Design Development Engineer.
Authorized release under the terms of the UK Official Secrets Act and ITAR restrictions.
1
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
This presentation covers major contributions I have made to BAE SYSTEMS (Air Systems Division) formally British Aerospace (BAe), from 1990-2011. This covers work at BAe Brough STF site 1990-93, and BAE SYSTEMS Warton / Samlesbury, unit from 1999-2011, and MSc joint project work.
Included is some of my post BAE SYSTEMS design studies in support of a paper I am writing for the AIAA from 2012 to date.
I was granted a National Interest Waiver Employment Visa for the United States of America on 11th February 2013 for an R&D design post at a US aerospace prime but the post was cancelled on 23rd May 2013 due to budget issues within the company and the US the visa expired before other opportunities came to fruition.
Abbreviations and Terms used in this presentation are clarified below:-
SPF/DB =Super Plastically Formed and Diffusion Bonded (structures formed from Titanium sheets in one process eliminating the need for mechanical fasteners and assembly):
RTM = Resin Transfer Molding non-autoclave method for composite part manufacture:
RAF = Royal Air Force: RN = Royal Navy: CFC = Carbon Fiber Composite: CDA=Concept Demonstration Aircraft: HT = Horizontal Tail: VT = Vertical Tail: SWAT = STOVL Weight Attack Team: UAS = Unmanned Air System: FA-2 = Fighter Attack-2: CTOL = Conventional Take Off and Landing F-35A variant: STOVL = Short Take Off Vertical Landing F-35B variant: CV = Carrier Variant F-35C.
INTRODUCTION.
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AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAe BROUGH STF DEVELOPMENT OF MILITARY AIRWORTHINESS QUALIFICATION TESTS.
SP
F/D
B I
NB
OA
RD
FL
AP
ER
ON
MO
ME
NT
MO
ME
NT
MO
ME
NT
SH
EA
R
SH
EA
R
FIXED L/E
STRUCTURE
SPF/ DB Ti Foreplane structure,
SPF/ DB Ti Engine bay doors
structure,
Figure 1(a) Eurofighter Typhoon
wing showing CFC structure and
SPF/ DB Ti Flaperons,
Figure 1(b) G.A. of Eurofighter
Typhoon SPF/ DB Ti structures,
I developed the structural
qualification test program for
Eurofighter Typhoon SPF/DB Ti major
structural components at RAE
Farnborough and conducted this
program at BAe Brough in 1990-1991,
reporting to the Eurofighter Joint
Structures Committee, and Military
Airworthiness Authority.
This enabled the production of these
components for all subsequent
Typhoon aircraft , and for the process
to be maturely applied to the F-35
engine bay doors.
3
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAe BROUGH STF DEVELOPMENT OF MILITARY AIRWORTHINESS QUALIFICATION TESTS.
The Eurofighter Typhoon CFC composite wing which
are also fuel tanks consist of two wing skins and an
internal structure as shown in the previous slide, the
major load bearing structures are the wing spars and
skins. The lower wing skin is co-bonded to the spars
eliminating mechanical fasteners in the highest
loaded wing skin reducing not only the overall weight
but the thickness of the wing skin.
From 1991-1993 my major role was to developed the
structural qualification test program for Eurofighter
Typhoon lower wing skin co-bonded “J” addressing
design configuration issues, for the Eurofighter Joint
Structures Committee and Military Airworthiness
Authority, enabling the first flight target be met and
full scale IPA aircraft production to start.
Eurofighter Typhoon Co-bonded Wing Configuration
structural configuration issues
reduction of bondline peel stress
test „t‟ pull configuration
max stress at flange toe n/mm2
Figure 2(a) G.A. Typhoon CFC Spar structures,
Figure 2(b) Typhoon CFC Spar issues,
4
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
My major role running in conjunction with new
airframe structural development and
qualification was the running, fatigue
inspection, and fatigue damage repair
development for the full-scale airframe
structural tests of Harrier GR-5, and Harrier T
Mk4/ Mk2 (which supported the structurally
identical Harrier FA-2 fleet). These MAFT‟s
which were run ahead in fatigue cycles of the
operational aircraft enabled the end users i.e.
RAF and RN Fleet Air Arm to be apprised of
through life structural damage issues and
methods of repair before an aircraft became
unsafe or failed in service. These repair
schemes when approved were certified through
the Military Airworthiness Authority.
One of my major contributions in this field was
the teardown inspection of the Harrier TMk2 /
Mk4 , where major potentially service life
ending damage was discovered in the centre
fuselage. I developed an inspection and repair
methodology for this damage which enabled the
Royal Navies Fleet Air arm FA-2 aircraft to
remain in service for ten years longer than
would have been the case.
BAe BROUGH STF MAJOR AIRCRAFT FATIGUE TESTS.
Figure 3(a) RN Harrier FA-2,
Figure 3(b) Harrier Centre Fuselage Structure,
5
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS Warton ATDC Low Observable Technology Integration IPT.
My first major design role within BAe / BAE
SYSTEMS upon re-joining the company as a
design engineer post University of
Portsmouth MSc in January 1999, was develop
low observable structural concepts for the
wing leading edges and weapons bay doors
for the Anglo French, Future Offensive Air
System project.
Further work on FOAS involved the CFC
structural layout design of the wings of the
non-flying pole signature measurement
airframe shown in figure 4.
Another major work was to investigate new
airframe manufacturing methodologies
required for BAE SYSTEMS to build low
observable aircraft in production quantities.
My final work on FOAS in as part of concept
engineering before moving to JSF, involved
concept design trade studies for engine
intakes for the evolving FOAS aircraft studies.
Figure 4 The BAE SYSTEMS full-scale FOAS low
observable non flying technology demonstrator ,
6
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS Warton ATDC FOAS Concept Engineering.
One of my first major design UAS concept design role was to conduct trade studies
for leading edge and intake LO configurations for both the manned and unmanned
elements of the FOAS project from 1999 to 2001 (project cancelled in 2005).
The released concept designs are shown below as figures 5(a) and 5(b).
Figure 5 (a) The BAE SYSTEMS MA&I FOAS
Manned element,
Figure 5 (b) The BAE SYSTEMS MA&I FOAS
Unmanned element,
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AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS Samlesbury F-35A HT Test Block Structural Design Team.
Figure 6 The BAE SYSTEMS HT Test box design and
structures team Mr G. Wardle Concept Lead fourth in
from left completed HT test box in background.
My first major design role on the JSF/F-35 project
2001, was to design major components of a
structurally representative test article for the CTOL
AV-1 Horizontal Tail (HT) to investigate the
mechanical behaviour of the actual SDD phase HT
when subjected to real flight loads.
Because there was no mature design at this phase of
the program the major components and the
manufacturing methods for this test box would form
the basis for the final production HT, and generically
would form the template for the STOVL production
HT. This would enable both CTOL and STOVL major
control to be produced from cousin parts on the
same production line reducing costs significantly I
took design from concept to detail part design for
manufacture.
This design program was completed to cost and on
time, although there were issues in manufacture with
the new processes, fibre placement of the HT skins
was not continued into the final production program.
The structural layout of the test box is shown in for
the F-35A shown in figure 7.
The build to responsibility for the production build
articles for HT was given to BAE SYSTEMS Brough
site.
8
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
8
Figure 7:- F-35A Horizontal Tail into which the BAE Systems HT test box design contributed.
F-35A HT on painted A/C LM Fort Worth TX.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
10
BAE SYSTEMS Samlesbury F-35C CV Outboard Wing Design Team.
Figure 8:- The wing fold design incorporated a new multi lug rotary actuator driven
wing fold joint of which neither LMA or BAE Systems had any experience.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Tier 5 IPT Lead Mark Dugdale / Mike Grant
Build Line Support TBD
Sub-Systems
Integration Russ Brigham
FTI
Integration Joe Cookson
Electrical System
High Cooling Power
Coax
Business
Management TBD
Manuf.
Integration Paul Needham
Assembly Planning
WSTGE
Assembly Tooling
Mechanical Installation
Electrical Installation
Engineering Integration Support
Neil Caruthers
Composite
Skins and
Panels
Wing Fold
Interface &
Fold Rib
L/E, T/E & Tip
Interfaces &
Structure
Internal Sub-
structure
Spars & Ribs
Wing Fold
Building
Block
Wing Structural
Integration Mike Grant
Jo Dewhurst
Jas Sandhu
Geoff Wardle (LD)
Stuart Reid
Paul Metcalfe
Phil Hancock
Ravi Sharma
Mark Dugdale (LD)
C Bridgwood
Paul Metcalfe
Jas Sandhu
FE
Modelling
Alan Church
Bus Mgmt
Structures
Simon Harris
C Bridgwood
Mike Welch
Sub-Systems
Manuf Integ‟n
Design
FTI Integ‟n
KEY
Integration
activities
PAO Mass
Properties Dave Bennett
Empennage
Shared
Resource
Lead Designer:- Designing the CV Outboard wing test box and running the team.
11
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
I was responsible as the F-35C Outboard wing Building Block as IPT Design Leader for
creating a test article to meet the structural validation criteria listed below:-
Validate Structural Analysis,
• Static and Fatigue Load Spectrums.
• Material Design Allowable.
Demonstrate strength and durability of Structure adjacent to Wing Fold Mechanism.
• Multi-Slice Lugs on Fold Rib
• Bolted joint between Skins and Fold Rib flange caps.
• Bolted joint between Forward Spar and Fold Rib.
Reduce Design Risk for SDD test box proposed loading.
I was responsible for a small team consisting of designer / stress / and manufacturing
engineers to develop the test articles to meet the following requirements:-
Manufacture of 2 Outboard Wing Test Articles - (1 Static and 1 Fatigue)
Test Articles will be unconditioned and tested at room temperature.
Testing to be completed by LMA.
The design for these two test boxes was completed approved and signed off by
BAE for manufacture before the outboard wing structure manufacture was handed
over to BAE SYSTEMS Canada as a workload reduction measure.
Building Block IPT Design Leader test box F-35C outboard wing.
12
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS F-35B STOVL Design Lead VT SWAT design trade studies.
Responsibilities:-
Lead a small team to undertake a series of `near term‟ STOVL Weight Improvement studies including new substructure and structural layouts using my original CTOL designs as the baseline, on STOVL AFT Fuse, Horizontal Tail and Vertical Tail products, to enable selected design solutions to be incorporated into the SDD phase airframe build as soon as possible, examples of these 30 trade studies can be discussed at interview and the overall effort is shown in figure 9.
To deliver results into Empennage team and AFT Fuse team, and ultimately to John Hoffschwelle (LM) - JSF STOVL Weight Improvement Studies – Lead, to complete `near term‟ studies by March 1st 04 however agreed with John Hoffschwelle that this is CTOL personnel availability dependant, I Lead the Vertical Tail SWAT team consisting of two designers (myself and one other, one weights engineer, one stress engineer, and manufacturing engineer, I generated the original concepts and interfaced with the team, and Aft fuse teams and fuel system teams to turn them into viable solutions, reporting weekly to John Hoffschwelle (LM).
The out come of these studies were design solutions enabling the STOVL F-35 SDD aircraft to be completed and reach a weight within 10% of its target weight. I all so produced the detail design of the primary substructure for the STOVL HT-7, and CTOL vertical tail designs which enabled the mass production manufacturing to be handed to BAE SYSTEMS Woodford site of these structural components. I likewise produced the detail design for the STOVL TVT-7 horizontal tail for the mass production of these structural components to be handed over to BAE SYSTEMS Brough site.
13
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
14
Figure 9:- STOVL General Weight Reduction Studies.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
STOVL BF-1 VT:- Organisational Structure contributions following SWAT team studies.
Figure 10:- My responsiblity for Major B1 VT Torsion box substructure component design.
16
Design for manufacture of
the Vertical Tail major
substructure : -
Al ribs / spars:
Ti spars and attachment
fittings:
CFC Intermediate spars.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS Samlesbury F-35B B-1 aircraft first VT Pre-shipment photo.
17
Figure 11:- Vertical tail F-35B B-1 aircraft manufacturing team BAE SYSTEMS Woodford (Left )
and STOVL SWAT team (Right), manufacturing manager far right, Mr G. Wardle VT Trade
Studies design lead second from right.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS Samlesbury / Brough F-35 STRUCTURAL CERTIFICATION TEAM.
Figure 12:- Combined Structural Certification Team in front of CTOL structural mock-up aft
fuse and empennage load pad layout designer Mr G. Wardle third from right on second row
back. 18
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Responsibilities in the Combined Structures Certification Team.
I was responsible for developing a structural loading test solution for the rear fuselage and the empennage addressing theses issues, involving extensive liaison with Brough STF and LM:-
What are we trying to simulate?
• Aerodynamic loading
• Inertia loading
• Buffet loading
• Landing and taxiing loads
• Pressurisations (fuel, cockpit, intakes ……)
How sophisticated does the solution need to be?
What standard of test article do we require?
How are we going to support the test article?
How are we going to introduce the loads?
What systems are included in the aircraft for test, bearing in mind this is a flying aircraft subjected to proof loading?
Figure 13:- Proposed structural loading of CTOL
test article from STF Cranfield University MSc
presentation.
19
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
The starting point is a series of „unit‟ load cases for various
elements of the structure
• Aerodynamic and Inertia loads
• Different cases for each of the key performance parameters
• Roll rate, pitch rate, vertical „g‟, etc.
• Different cases for different aircraft configurations
• Fuel state, payload, etc.
Carry out an iterative process to establish a load introduction
methodology which matches the Shear Force, Bending Moment
and Torque at pre-determined „key‟ stations
• Due attention to local strength levels at the point of
introduction
Load introduction points are then combined to provide actuator
positions
Responsibilities in the Combined Structures Certification Team cont.
20
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Certain „actuator‟ positions will be replaced by fixed reactions to
restrain the test article in all 6 DoF‟s
• Engine thrust loading
• Undercarriages
• Aircraft hoisting points, etc.
Where it is not a full aircraft, means have to be found to replicate the
interface between the test article and the „aircraft‟
With a knowledge of the positions where the aircraft is going to be
loaded, the maximum load likely to be applied and the likely
deflections the test article will experience, the initial concepts of the
rig can be developed.
Responsibilities in the Combined Structures Certification Team cont.
21
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS/Cranfield University Terrasoar UAS project organisation chart.
22
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
BAE SYSTEMS Airframe Design Lead for Joint Terrasoar Project MALE UAS.
In addition to my F-35 roles and responsibilities from 2003-2006 I
was responsible as the Airframe Design Lead for a joint Cranfield
University BAE Systems Light MALE UAS Project. The objectives
were to design build and fly a MALE UAV to be built from novel
materials and using new techniques to BAE SYSTEMS, this also
formed the MSc group design project. See Cranfield University MSc
section of my LinkedIn profile for full overview.
Figure 14(a):- The resulting airframe was to have
load CFC bearing fuselage skins with minimal
machined metallic components, for a low cost and
low risk conventional UAS layout with the utility of
preliminary flight trials of new FCS for BAE
SYSTEMS autonomous air vehicles.
Figure 14(b):- Final Terrasoar wing as
built configuration with flight controls
installed. 23
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Port outboard wing in Carbon Epoxy first build components as of March 2006.
Figure 15 (a) to (c) :- Terrasoar Outboard wing as
built configuration.
(b)
(c)
(a)
Figure 16 :- Terrasoar wing centre tool.
24
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Figure 17:- Airframe structural build in RTM Carbon Epoxy first mock up mid 2006.
25
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
1. MALE UAV built from Carbon Epoxy using resin infusion for
fuselage, RTM, for wing, at BAE SYSTEMS Manufacturing
Technology Centre Samlesbury.
2. Airframe in final assembly tooling, test articles completed and tested.
3. Systems fit due for completed in July 2006.
4. Role out first week in August 2006 with proof test in second week.
5. Engine ground tests and fit checks completed.
6. Completion of all ground tests including high speed taxi testing due
by last week in August 2006.
7. Flight tests due for completion at the end of September 2006, with
handover to Autonomous Air Vehicle Systems in October 2006.
8. Total project cost £100,000.
9. Production rights handed over to BAE SYSTEMS Australia 2008.
BAE SYSTEMS Samlesbury Terrasoar Project MALE UAS project status 2008.
26
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
27
IRP Background and Mission requirements capture.
During 1995 LMTAS proposed conversion of “mothballed” F-16A fighters into interim
UCAV‟s to meet a USAF fighter aircraft shortfall in 2005-2015 timeframe by replacing the
wing with a 60ft low aspect ratio planform, and removing the cockpit and pilot systems. This
however would not result in an aircraft suitable for today‟s warfighter as this „Defender‟
would be compromised in speed, non-stealthy and cost $3 to $5 million per jet modification.
Whilst Leading the F-35B SWAT trade studies and Leading the design of the joint Cranfield
University / BAE Systems Terrasoar light UAS team as major part of my MSc studies I
developed an Advanced Interdiction Aircraft (AIA) concept design in both manned and
unmanned variants. This proposal study went from requirements capture H of Q (Table 1
slide 28), through to preliminary design and produced a modular modifiable manned and
unmanned FB-24 / F-35D / A-24 airframe with an estimated cost of $500,000 to $ 1 million
per aircraft, and was a two year study from concept to preliminary design using USAFA
Aerodynamic MDO toolset for analysis, the final report was submitted to the F-35 project
office LM, and ITAR cleared for Cranfield University and involved Catia V5 surface / solid /
and FEA modelling in V5.R10. An overview slide presentation is in the Cranfield University
MSc section of my LinkedIn profile.
The both the FB-24 / F-35D and A- 24 would employ supercruise and stealth to reach time
critical targets, employing the selected mission profile, and with the F-120 VCE would have
loiter capability for targets of opportunity.
CU / BAE / LMTAS CONCEPT STRUCTURAL AND CONFIGURATION DESIGN FOR AIA.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Table 1:- H of Q requirements capture to evaluate the importance of each AIA requirement.
28
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Figure 18:- FB-24 / F35D / A-24 Final down selected configuration side and front views.
18.70
CoG Most Fwd = FS 9.19
CoG Most Aft = FS 10.11
LG = 8.086m
420 53.50
Ground line
16.250 AI View angle
51.60 EOTS Fwd View angle
500 5.945m
13.722m
3.328m
A/C height = 3.79m
Tip back angle
29
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
30
Tip over angle = 71.90
CoG Most Aft = FS 10.11
CoG Most Fwd = FS 9.19
W = 3.328m
520 15.320
520
19.153m
Figure 19:- FB-24 / F-35D / A-24 Final down selected configuration plan view.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
31 Wing structure Ti Carbon CFC with BMI
inner ply skin
Forward fuselage build
module in carbon PMR-15
Weapons bays Ti SPF/DB
Ceramic composite/ Structural
RAM leading edge flap
Center fuselage
build module in Al
and Ti
Ceramic composite / Structural RAM
leading edge flap
Aft fuselage build
module in Ti
Ceramic / Structural
RAM flaperon
Ceramic composite /
Structural RAM flaperon
Wing structure Ti Ti / Structural RAM loaded
core ruddervators
Figure 20:- FB-24 / A-24 AIA Common Structural integration layout within the IML.
Stbd Main u/c bay
Port Main u/c bay
AI module
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Fig 21:- To reduce wing skin thickness multi spar pitch was used to inhibit skin buckling.
As a Rule of Thumb:- The mass of the skins is
in the order of twice that of the sub-structure.
Therefore where the wing chord thickness is
between 3.9 inches and 11.8 inches, it is more
efficient to increase the number of spars in
order to reduce the skin thickness an hence
reduce weight. Although for highly loaded
combat aircraft spars are used in wings with
root chord thicknesses up to 15 inches in
combination with stiffeners.
N.B. in military combat
aircraft wing ribs are
generally limited to the
weapons carriage and fuel
tank boundary stations.
i.e. long thin panels are more
efficient at resisting buckling
of skins. F/A-24 Concept Advanced fighter aircraft wing structural layout
CFC intermediate spars and rib trade study. 32
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Figure 22:- A-24 Wing metallic sub – structure to Ti boundary joint philosophy.
1.2”
Web to stiffener Outboard Joints.
* Based on 3 x fasteners diameter = 0.1875”
0.34” x 450 Chamfer
r =0.375”
0.4” **
0.2”
0.45” *
1.5”
t = 0.2”
t = 0.1”
Const.
Const.
Al rib Bathtub nested into Ti spar inboard Joints.
* Based on 2 x 0.1875” fasteners diameter + 0.06”
clearance.
** Based on diameter of Eddie bolt installation tool and
footprint of clickbond nutplate.
NB: - Dimensions will vary with web / cap thickness.
0.15”
0.45” *
r =0.16”
0.375” 0.375”
2d
t = 0.12”
0.5
6”
d =0.1875”
33
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Figure 23:- A-24 Wing composite sub – structure to Ti boundary joint philosophy.
Web to spar stiffener Outboard Joints.
Tab attachment to integral spar stiffener
considered adequate for outboard joints.
Composite rib nested cap Inboard Joints.
Integral stiffener landing would remove the need
for cleated inboard joints reducing parts count.
d =0.1875” d =0.1875”
Ti boundary spar.
Ti boundary spar.
2.5-d 2.5-d
3-d 3-d
Composite rib secured by two
rib cap bolts and two web bolts
through spar stiffener. Composite rib tab secured by
two web bolts through stiffener.
34
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Figure 24:- F-35 Commonality, the fuel system integration also had to meet this target.
My role was to design and integration of a common fuel system within multi variant
airframe structures of the rear fuselage involving interfaces with the Lockheed Martin
wing and Northrop Grumman centre fuselage fuel systems teams. I conducted
successful detailed designs, and structural integration for the small and large bore fuel
lines and fuel tank gas innerting systems, as well as a common fuel dump system for the
CTOL and STOVL variants incorporating a heat shield.
35
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
My role in the BAE SYSTEMS Samlesbury F-35 Subsystems Organisation.
36
Subsystems
IPT Lead Brian Cowell
Design Lead
CV Glenn Edmondson
Design Lead
STOVL Ian Lever
Analysis Lead Riz Gulamhussein
4th Site Lead Glenda Dunne
Fokker Elmo WPM Phil Quinn
Business
Mgmnt Lead TBD
Electrical
Group Lead
Steve Brook
Fluid Group
Lead
Colin Ford
Electrical
Group Lead
Nathan Gibbs
Electrical
Group Lead
Nilesh Patel
Fluid Group
Lead
Steve
Reynolds
BM
CV TBD
Horizontal Integration
Electrical
Governance Ian Lever
Fluid Governance Glenn Edmondson
Fluid Group
Lead
Jamie McKay
Analysis Lead Liam Canning
Geoff Wardle
Systems Integration all variants
Design Lead
CTOL Max Kirk
BM
CTOL Rachel Willacy
BM
STOVL Ann Melling
Fluid Group
Lead
Kieran
Bowman
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
37
BAE SYSTEMS AS&FC MANTIS STRUCTURAL CONFIGURATION DESIGN TEAM
Following the completion of the F-35 design phase and as a result of my design work on the Terrasoar
light UAS I was assigned to the new Autonomous Systems & Future Capability group established
within BAE SYSTEMS to develop the Mantis MALE Multi-role UAS.
At this stage of the only the requirements were known so like Terrasoar the task was Concept design
through to first flight but the time scale was only 18 months.
The basic requirements were as follows:-
Be fully autonomous and all electric flight control system (no hydraulics),
Able to either be transported to a forward operating base or self deploy 66 feet wing span,
Conduct long duration ISR and strike missions with precision guided weapons,
Out-class the US General Atomics Predator A and B aircraft and incorporate advanced cost
reducing manufacturing technologies,
Easily maintained with reduced cost of ownership over manned and competitor unmanned systems
(Global Hawk).
Enabled export productionised examples to markets in Mid and Far east as well as Canada, Europe,
and Australia.
Initial concept and preliminary structural layout design was undertaken by the small Warton team of
which I was a key part, the design of the fuselage was retained by Warton for detailed manufacture, the
wing was subcontracted to BAE SYSTEMS Brough (contracted out to Slingsby for manufacture), the
manufacture of the empennage was also subcontracted to BAE SYSTEMS Brough.
AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
Role – Design and structural layout of Mantis fuselage Spiral 1 and Trade studies for Production aircraft.
BAE SYSTEMS Warton / Preston AS&FC MANTIS MULTI-ROLE UAS.
Conceptual design of the fuselage and structural layout of the forward fuselage:
Manufacturing design of the main load bearing advanced composite fuel tank:
Integration of the forward landing gear and systems:
Detail design and integration of structural components through to manufacture and flight within a concept
demonstration airframe:
Configuration trade studies for the production aircraft for the UK and Export.
On 31st December 2011 I left BAE Systems on VR as part of a mass redundancy program.
Figure 25 :- Mantis Spiral 1 pre flight test at
test site in Australia. November 2009. Figure 26:- Mantis full size model at Farnborough Air Show
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AIAA Mr. Geoffrey Allen Wardle MSc. MSc. C.Eng.
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Figure 27:- Honeycomb core transition configurations for composite skins.
To reduce the structural weight of skins honeycomb
cores were used reducing skin thickness whilst
maintaining the same structural loading capabilities.
Used for structures les than 2.9” thick.
Ply/Core Edge Tolerance:- The ply and core Edge
Of Part (EOP) curves shall have a line profile
tolerance of 0.200”(±0.100”) unless otherwise
specified on engineering drawing or other applicable
document.
Side CFC skinned honeycomb structures transition at