After most of the participants had arrived a day or two beforehand, the course finally started on Tuesday, November 15th.
What is the most clever way to combine the progress of one’s own studies with the FVA while still advancing a project as sustainably as possible?
The scientific aviation association (FVA) is developing the FVA 30, a hybrid electric motor glider, in order to research alternative propulsion systems. Due to strict safety requirements in aviation…
During development of the powertrain, engineers face the challenge of designing an electronic control module (ECM) for reliable data processing, so that pilots can monitor and control the drivetrain. In electric aircraft…
After the complete sizing and design of the V-tail of the FVA-30, an important effect affecting the tail was studied again in more detail during the last semester: The interaction of the propeller wake with the flowed-around control surfaces on the empennage and the resulting rudder effectiveness significantly influences the verification of longitudinal and lateral stability both in twin-engine operation and in single-engine operation (one-engine inoperative, one-sided propulsion failure) and thus also affects the design of the empennage.
The system architecture of the FVA-30 is a continuous evolution driven by the requirements of the various components of the aircraft. Important for the design is not only the electrical powertrain, but also mechanical assemblies such as the trim, avionics and lighting of the aircraft.
To prepare the engine runs for the EMRAX 228 HV used, we followed the certification regulations of JAR 22 (Section H Subsection Test Bench Runs) and then made a proposal to the LBA (German FAA) for our approach to the engine runs.