�ݺ�ߣshows by User: Lahiru

�ݺ�ߣshows by User: Lahiru_Dilshan / http://www.slideshare.net/images/logo.gif �ݺ�ߣshows by User: Lahiru_Dilshan / Mon, 12 Dec 2022 04:14:02 GMT �ݺ�ߣShare feed for �ݺ�ߣshows by User: Lahiru_Dilshan "Capture" in lambda expression. /slideshow/capture-in-lambda-expression/254863630 lambdaexpression-221212041402-88aa77a4
"Capture" in a lambda expression - C++ A lambda expression is an anonymous, inline function. It is used to create a local function, mainly for passing as an argument to a function call or as a return value. "Capture" makes variables in the local scope available for use in the body of the lambda expression. By default, variables are captured by value. Variables can be captured by the reference as well. Also, there are syntaxes which allow passing all the local variables and objects into the lambda expression.]]>
"Capture" in a lambda expression - C++ A lambda expression is an anonymous, inline function. It is used to create a local function, mainly for passing as an argument to a function call or as a return value. "Capture" makes variables in the local scope available for use in the body of the lambda expression. By default, variables are captured by value. Variables can be captured by the reference as well. Also, there are syntaxes which allow passing all the local variables and objects into the lambda expression.]]> Mon, 12 Dec 2022 04:14:02 GMT /slideshow/capture-in-lambda-expression/254863630 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) "Capture" in lambda expression. Lahiru_Dilshan "Capture" in a lambda expression - C++ A lambda expression is an anonymous, inline function. It is used to create a local function, mainly for passing as an argument to a function call or as a return value. "Capture" makes variables in the local scope available for use in the body of the lambda expression. By default, variables are captured by value. Variables can be captured by the reference as well. Also, there are syntaxes which allow passing all the local variables and objects into the lambda expression. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/lambdaexpression-221212041402-88aa77a4-thumbnail.jpg?width=120&height=120&fit=bounds" /> "Capture" in a lambda expression - C++ A lambda expression is an anonymous, inline function. It is used to create a local function, mainly for passing as an argument to a function call or as a return value. "Capture" makes variables in the local scope available for use in the body of the lambda expression. By default, variables are captured by value. Variables can be captured by the reference as well. Also, there are syntaxes which allow passing all the local variables and objects into the lambda expression.

"Capture" in lambda expression. from Lahiru Dilshan

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0 CAD vs CAM vs CAE software.pdf /slideshow/cad-vs-cam-vs-cae-softwarepdf/254832650 cadcamcae-221209035335-f36ceb49
What is CAD? What is CAE? and What is CAM? Did you hear about those three terms before? If so, what is the dedicated software, and how do they differ? The first two letters of each word, "CA" stands for "Computer Aided", which means all three systems are created to help the user to achieve their goals with the power of computers. In complete words, "D" stands for Design, "E" stands for Engineering and "M" stands for Manufacturing. Even if you feel all these three terms are similar, that is not. Each one has its objectives.]]>
What is CAD? What is CAE? and What is CAM? Did you hear about those three terms before? If so, what is the dedicated software, and how do they differ? The first two letters of each word, "CA" stands for "Computer Aided", which means all three systems are created to help the user to achieve their goals with the power of computers. In complete words, "D" stands for Design, "E" stands for Engineering and "M" stands for Manufacturing. Even if you feel all these three terms are similar, that is not. Each one has its objectives.]]> Fri, 09 Dec 2022 03:53:35 GMT /slideshow/cad-vs-cam-vs-cae-softwarepdf/254832650 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) CAD vs CAM vs CAE software.pdf Lahiru_Dilshan What is CAD? What is CAE? and What is CAM? Did you hear about those three terms before? If so, what is the dedicated software, and how do they differ? The first two letters of each word, "CA" stands for "Computer Aided", which means all three systems are created to help the user to achieve their goals with the power of computers. In complete words, "D" stands for Design, "E" stands for Engineering and "M" stands for Manufacturing. Even if you feel all these three terms are similar, that is not. Each one has its objectives. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/cadcamcae-221209035335-f36ceb49-thumbnail.jpg?width=120&height=120&fit=bounds" /> What is CAD? What is CAE? and What is CAM? Did you hear about those three terms before? If so, what is the dedicated software, and how do they differ? The first two letters of each word, "CA" stands for "Computer Aided", which means all three systems are created to help the user to achieve their goals with the power of computers. In complete words, "D" stands for Design, "E" stands for Engineering and "M" stands for Manufacturing. Even if you feel all these three terms are similar, that is not. Each one has its objectives.

CAD vs CAM vs CAE software.pdf from Lahiru Dilshan

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0 Degeneracies in 3D modeling.pdf /Lahiru_Dilshan/degeneracies-in-3d-modelingpdf degeneraciesin3dmodeling-221114033635-38a6fa8e
In geometries, this word is used for shapes that lose their characteristics or that are not generated correctly. Degeneracies can arise due to issues in geometry (parametric) or topology. When parametric space is incompatible with the real world of the geometric model, degeneracy is created. Degeneration can happen not only for edges but also for curves, and faces. Degeneracy is not this kind is not harmful in and of itself. These shapes can be used in Boolean operations, and mesh. Degeneracies that happen after a Boolean operation will cause problems and at that time, we need to be aware of its existence. Degenerate boundary is an incomplete or zero-area loop, or an incomplete or zero-volume shell. ]]>
In geometries, this word is used for shapes that lose their characteristics or that are not generated correctly. Degeneracies can arise due to issues in geometry (parametric) or topology. When parametric space is incompatible with the real world of the geometric model, degeneracy is created. Degeneration can happen not only for edges but also for curves, and faces. Degeneracy is not this kind is not harmful in and of itself. These shapes can be used in Boolean operations, and mesh. Degeneracies that happen after a Boolean operation will cause problems and at that time, we need to be aware of its existence. Degenerate boundary is an incomplete or zero-area loop, or an incomplete or zero-volume shell. ]]> Mon, 14 Nov 2022 03:36:35 GMT /Lahiru_Dilshan/degeneracies-in-3d-modelingpdf Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Degeneracies in 3D modeling.pdf Lahiru_Dilshan In geometries, this word is used for shapes that lose their characteristics or that are not generated correctly. Degeneracies can arise due to issues in geometry (parametric) or topology. When parametric space is incompatible with the real world of the geometric model, degeneracy is created. Degeneration can happen not only for edges but also for curves, and faces. Degeneracy is not this kind is not harmful in and of itself. These shapes can be used in Boolean operations, and mesh. Degeneracies that happen after a Boolean operation will cause problems and at that time, we need to be aware of its existence. Degenerate boundary is an incomplete or zero-area loop, or an incomplete or zero-volume shell. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/degeneraciesin3dmodeling-221114033635-38a6fa8e-thumbnail.jpg?width=120&height=120&fit=bounds" /> In geometries, this word is used for shapes that lose their characteristics or that are not generated correctly. Degeneracies can arise due to issues in geometry (parametric) or topology. When parametric space is incompatible with the real world of the geometric model, degeneracy is created. Degeneration can happen not only for edges but also for curves, and faces. Degeneracy is not this kind is not harmful in and of itself. These shapes can be used in Boolean operations, and mesh. Degeneracies that happen after a Boolean operation will cause problems and at that time, we need to be aware of its existence. Degenerate boundary is an incomplete or zero-area loop, or an incomplete or zero-volume shell.

Degeneracies in 3D modeling.pdf from Lahiru Dilshan

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0 Operator overloading C++ /slideshow/operator-overloading-c-252404392/252404392 operatoroverloading-220802175626-ed8392f6
An operator is a symbol designed to operate on data. They can be a single symbol, di-graphs, tri-graphs or keywords. Operators can be classified in different ways. This is similar to function overloading]]>
An operator is a symbol designed to operate on data. They can be a single symbol, di-graphs, tri-graphs or keywords. Operators can be classified in different ways. This is similar to function overloading]]> Tue, 02 Aug 2022 17:56:26 GMT /slideshow/operator-overloading-c-252404392/252404392 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Operator overloading C++ Lahiru_Dilshan An operator is a symbol designed to operate on data. They can be a single symbol, di-graphs, �tri-graphs or keywords. Operators can be classified in different ways. This is similar to function overloading <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/operatoroverloading-220802175626-ed8392f6-thumbnail.jpg?width=120&height=120&fit=bounds" /> An operator is a symbol designed to operate on data. They can be a single symbol, di-graphs, �tri-graphs or keywords. Operators can be classified in different ways. This is similar to function overloading

Operator overloading C++ from Lahiru Dilshan

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0 What does Buffer in C++ means.pdf /slideshow/what-does-buffer-in-c-meanspdf/252237648 whatdoesbufferincmeans-220719133652-dbdb6edf
The basic meaning of the buffer is a memory block of a computer that acts as a temporary placeholder. Buffer is used in different fields and the most common examples are video streaming and RAM. In programming, a software buffer is denoted by a place that keeps data before the process is started. That will be fast rather than data writing in a direct way. People tend to use “buffer” when data is moving around. The reason is that the data will be temporarily placed in a buffer and move to the final destination afterward. When the receiving data rate is different from the processing data rate, buffers are very useful. You will get to know this while video streaming.]]>
The basic meaning of the buffer is a memory block of a computer that acts as a temporary placeholder. Buffer is used in different fields and the most common examples are video streaming and RAM. In programming, a software buffer is denoted by a place that keeps data before the process is started. That will be fast rather than data writing in a direct way. People tend to use “buffer” when data is moving around. The reason is that the data will be temporarily placed in a buffer and move to the final destination afterward. When the receiving data rate is different from the processing data rate, buffers are very useful. You will get to know this while video streaming.]]> Tue, 19 Jul 2022 13:36:52 GMT /slideshow/what-does-buffer-in-c-meanspdf/252237648 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) What does Buffer in C++ means.pdf Lahiru_Dilshan The basic meaning of the buffer is a memory block of a computer that acts as a temporary placeholder. Buffer is used in different fields and the most common examples are video streaming and RAM. In programming, a software buffer is denoted by a place that keeps data before the process is started. That will be fast rather than data writing in a direct way. People tend to use “buffer” when data is moving around. The reason is that the data will be temporarily placed in a buffer and move to the final destination afterward. When the receiving data rate is different from the processing data rate, buffers are very useful. You will get to know this while video streaming. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/whatdoesbufferincmeans-220719133652-dbdb6edf-thumbnail.jpg?width=120&height=120&fit=bounds" /> The basic meaning of the buffer is a memory block of a computer that acts as a temporary placeholder. Buffer is used in different fields and the most common examples are video streaming and RAM. In programming, a software buffer is denoted by a place that keeps data before the process is started. That will be fast rather than data writing in a direct way. People tend to use “buffer” when data is moving around. The reason is that the data will be temporarily placed in a buffer and move to the final destination afterward. When the receiving data rate is different from the processing data rate, buffers are very useful. You will get to know this while video streaming.

What does Buffer in C++ means.pdf from Lahiru Dilshan

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0 Open CASCADE for your project.pdf /slideshow/open-cascade-for-your-projectpdf/252237615 opencascadeforyourproject-220719133432-5fae40b0
Open CASCADE Technology (OCCT) is a C++ library that is designed for the production of domain-specific CAD/CAM applications. The most important feature of this library is it is free. But the applicability and capacity of this library are huge. Many open-source CAD/CAM products are based on this. With the help of a huge community and development team, developers, users, researchers, and commercial product developers can use it for different industrial applications, research, and many more.]]>
Open CASCADE Technology (OCCT) is a C++ library that is designed for the production of domain-specific CAD/CAM applications. The most important feature of this library is it is free. But the applicability and capacity of this library are huge. Many open-source CAD/CAM products are based on this. With the help of a huge community and development team, developers, users, researchers, and commercial product developers can use it for different industrial applications, research, and many more.]]> Tue, 19 Jul 2022 13:34:31 GMT /slideshow/open-cascade-for-your-projectpdf/252237615 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Open CASCADE for your project.pdf Lahiru_Dilshan Open CASCADE Technology (OCCT) is a C++ library that is designed for the production of domain-specific CAD/CAM applications. The most important feature of this library is it is free. But the applicability and capacity of this library are huge. Many open-source CAD/CAM products are based on this. With the help of a huge community and development team, developers, users, researchers, and commercial product developers can use it for different industrial applications, research, and many more. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/opencascadeforyourproject-220719133432-5fae40b0-thumbnail.jpg?width=120&height=120&fit=bounds" /> Open CASCADE Technology (OCCT) is a C++ library that is designed for the production of domain-specific CAD/CAM applications. The most important feature of this library is it is free. But the applicability and capacity of this library are huge. Many open-source CAD/CAM products are based on this. With the help of a huge community and development team, developers, users, researchers, and commercial product developers can use it for different industrial applications, research, and many more.

Open CASCADE for your project.pdf from Lahiru Dilshan

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0 Linkage mechanisms - Presentation /slideshow/linkage-mechanisms-presentation/238545591 linkagemechanisms-presentation-200919020536
The mechanism is an assembly of machine components (Kinematic Links) designed to obtain the desired motion from an available motion while transmitting appropriate forces and moments. Four bar linkage is a simple planer mechanism which has four bar shaped members. Usually it has one fixed link and three moving links and four pin joints. ]]>
The mechanism is an assembly of machine components (Kinematic Links) designed to obtain the desired motion from an available motion while transmitting appropriate forces and moments. Four bar linkage is a simple planer mechanism which has four bar shaped members. Usually it has one fixed link and three moving links and four pin joints. ]]> Sat, 19 Sep 2020 02:05:35 GMT /slideshow/linkage-mechanisms-presentation/238545591 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Linkage mechanisms - Presentation Lahiru_Dilshan The mechanism is an assembly of machine components (Kinematic Links) designed to obtain the desired motion from an available motion while transmitting appropriate forces and moments. Four bar linkage is a simple planer mechanism which has four bar shaped members. Usually it has one fixed link and three moving links and four pin joints. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/linkagemechanisms-presentation-200919020536-thumbnail.jpg?width=120&height=120&fit=bounds" /> The mechanism is an assembly of machine components (Kinematic Links) designed to obtain the desired motion from an available motion while transmitting appropriate forces and moments. Four bar linkage is a simple planer mechanism which has four bar shaped members. Usually it has one fixed link and three moving links and four pin joints.

Linkage mechanisms - Presentation from Lahiru Dilshan

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0 Industrial Training Experience /Lahiru_Dilshan/industrial-training-experience-238300379 ieslaward-200827124709
This presentation was prepared to present on behalf of judges of IESL to achieve IESL Industrial Training Award 2020. Here I included a summary of activities and project experience which performed during the training period.]]>
This presentation was prepared to present on behalf of judges of IESL to achieve IESL Industrial Training Award 2020. Here I included a summary of activities and project experience which performed during the training period.]]> Thu, 27 Aug 2020 12:47:09 GMT /Lahiru_Dilshan/industrial-training-experience-238300379 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Industrial Training Experience Lahiru_Dilshan This presentation was prepared to present on behalf of judges of IESL to achieve IESL Industrial Training Award 2020. Here I included a summary of activities and project experience which performed during the training period. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/ieslaward-200827124709-thumbnail.jpg?width=120&height=120&fit=bounds" /> This presentation was prepared to present on behalf of judges of IESL to achieve IESL Industrial Training Award 2020. Here I included a summary of activities and project experience which performed during the training period.

Industrial Training Experience from Lahiru Dilshan

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0 Small scale business analysis /Lahiru_Dilshan/small-scale-business-analysis smallscalebusinessanalysis-200525030934
“Araliya Mushrooms” is a business firm situated in Baddegama, Galle which was founded in 2013. The business started on a small scale with only 2 people and now the firm is expanded within 5 years of time. There are 5 people currently working in the firm. “Araliya mushrooms” firm is the largest mushroom production firm in that region. The main target customers of the business are small scale vegetable vendors. ]]>
“Araliya Mushrooms” is a business firm situated in Baddegama, Galle which was founded in 2013. The business started on a small scale with only 2 people and now the firm is expanded within 5 years of time. There are 5 people currently working in the firm. “Araliya mushrooms” firm is the largest mushroom production firm in that region. The main target customers of the business are small scale vegetable vendors. ]]> Mon, 25 May 2020 03:09:34 GMT /Lahiru_Dilshan/small-scale-business-analysis Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Small scale business analysis Lahiru_Dilshan “Araliya Mushrooms” is a business firm situated in Baddegama, Galle which was founded in 2013. The business started on a small scale with only 2 people and now the firm is expanded within 5 years of time. There are 5 people currently working in the firm. “Araliya mushrooms” firm is the largest mushroom production firm in that region. The main target customers of the business are small scale vegetable vendors. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/smallscalebusinessanalysis-200525030934-thumbnail.jpg?width=120&height=120&fit=bounds" /> “Araliya Mushrooms” is a business firm situated in Baddegama, Galle which was founded in 2013. The business started on a small scale with only 2 people and now the firm is expanded within 5 years of time. There are 5 people currently working in the firm. “Araliya mushrooms” firm is the largest mushroom production firm in that region. The main target customers of the business are small scale vegetable vendors.

Small scale business analysis from Lahiru Dilshan

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0 Computational and experimental investigation of aerodynamics of flapping aerofoils /slideshow/computational-and-experimental-investigation-of-aerodynamics-of-flapping-aerofoils-229815144/229815144 computationalandexperimentalinvestigationofaerodynamicsofflappingaerofoils-200306185328
Renewal interest on the exploitation of flapping flight motions to attain high propulsion efficiency of air vehicles is inspired by the aerodynamics of birds’ and insects’ flights. The flapping characteristics can be majorly used to develop micro aerial vehicles (MAV) as this is a lucrative method to generate lift and thrust simultaneously. In this project, the variation of the flow properties and the thrust generation of an airfoil in a flapping (plunging) motion, is evaluated using both computational and experimental methods. The NACA 2412 airfoil was selected for the study and, the computational method was carried out using an inviscid flow model and computational fluid dynamics (CFD) simulations, simultaneously to obtain and compare the variation of properties. The inviscid model was developed using conformal mapping and potential flow theories, and it is capable of producing results for any arbitrary aerofoil. Steady-state results were compared and validated in both CFD and inviscid flow modelling as the computational framework along with flow visualisation and force sensing as the experimental framework. The validated CFD and inviscid models have been developed to produce a plunging motion to the aerofoil and obtain the variation of drag and lift coefficients with time. The experimental setup was designed to obtain the forces acting on the airfoil, and the flow characteristics were visually observed using a flow visualization technique. The force calculations were done through a developed and optimized load cell arrangement. The developed smoke flow visualisation technique is capable of successfully capturing streamline patterns, flow separation regions. These results were compared along with wake development between computational and experimental models. The Level of agreement and limitations of each method have been discussed in this report. ]]>
Renewal interest on the exploitation of flapping flight motions to attain high propulsion efficiency of air vehicles is inspired by the aerodynamics of birds’ and insects’ flights. The flapping characteristics can be majorly used to develop micro aerial vehicles (MAV) as this is a lucrative method to generate lift and thrust simultaneously. In this project, the variation of the flow properties and the thrust generation of an airfoil in a flapping (plunging) motion, is evaluated using both computational and experimental methods. The NACA 2412 airfoil was selected for the study and, the computational method was carried out using an inviscid flow model and computational fluid dynamics (CFD) simulations, simultaneously to obtain and compare the variation of properties. The inviscid model was developed using conformal mapping and potential flow theories, and it is capable of producing results for any arbitrary aerofoil. Steady-state results were compared and validated in both CFD and inviscid flow modelling as the computational framework along with flow visualisation and force sensing as the experimental framework. The validated CFD and inviscid models have been developed to produce a plunging motion to the aerofoil and obtain the variation of drag and lift coefficients with time. The experimental setup was designed to obtain the forces acting on the airfoil, and the flow characteristics were visually observed using a flow visualization technique. The force calculations were done through a developed and optimized load cell arrangement. The developed smoke flow visualisation technique is capable of successfully capturing streamline patterns, flow separation regions. These results were compared along with wake development between computational and experimental models. The Level of agreement and limitations of each method have been discussed in this report. ]]> Fri, 06 Mar 2020 18:53:28 GMT /slideshow/computational-and-experimental-investigation-of-aerodynamics-of-flapping-aerofoils-229815144/229815144 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Computational and experimental investigation of aerodynamics of flapping aerofoils Lahiru_Dilshan Renewal interest on the exploitation of flapping flight motions to attain high propulsion efficiency of air vehicles is inspired by the aerodynamics of birds’ and insects’ flights. The flapping characteristics can be majorly used to develop micro aerial vehicles (MAV) as this is a lucrative method to generate lift and thrust simultaneously. In this project, the variation of the flow properties and the thrust generation of an airfoil in a flapping (plunging) motion, is evaluated using both computational and experimental methods. The NACA 2412 airfoil was selected for the study and, the computational method was carried out using an inviscid flow model and computational fluid dynamics (CFD) simulations, simultaneously to obtain and compare the variation of properties. The inviscid model was developed using conformal mapping and potential flow theories, and it is capable of producing results for any arbitrary aerofoil. Steady-state results were compared and validated in both CFD and inviscid flow modelling as the computational framework along with flow visualisation and force sensing as the experimental framework. The validated CFD and inviscid models have been developed to produce a plunging motion to the aerofoil and obtain the variation of drag and lift coefficients with time. The experimental setup was designed to obtain the forces acting on the airfoil, and the flow characteristics were visually observed using a flow visualization technique. The force calculations were done through a developed and optimized load cell arrangement. The developed smoke flow visualisation technique is capable of successfully capturing streamline patterns, flow separation regions. These results were compared along with wake development between computational and experimental models. The Level of agreement and limitations of each method have been discussed in this report. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/computationalandexperimentalinvestigationofaerodynamicsofflappingaerofoils-200306185328-thumbnail.jpg?width=120&height=120&fit=bounds" /> Renewal interest on the exploitation of flapping flight motions to attain high propulsion efficiency of air vehicles is inspired by the aerodynamics of birds’ and insects’ flights. The flapping characteristics can be majorly used to develop micro aerial vehicles (MAV) as this is a lucrative method to generate lift and thrust simultaneously. In this project, the variation of the flow properties and the thrust generation of an airfoil in a flapping (plunging) motion, is evaluated using both computational and experimental methods. The NACA 2412 airfoil was selected for the study and, the computational method was carried out using an inviscid flow model and computational fluid dynamics (CFD) simulations, simultaneously to obtain and compare the variation of properties. The inviscid model was developed using conformal mapping and potential flow theories, and it is capable of producing results for any arbitrary aerofoil. Steady-state results were compared and validated in both CFD and inviscid flow modelling as the computational framework along with flow visualisation and force sensing as the experimental framework. The validated CFD and inviscid models have been developed to produce a plunging motion to the aerofoil and obtain the variation of drag and lift coefficients with time. The experimental setup was designed to obtain the forces acting on the airfoil, and the flow characteristics were visually observed using a flow visualization technique. The force calculations were done through a developed and optimized load cell arrangement. The developed smoke flow visualisation technique is capable of successfully capturing streamline patterns, flow separation regions. These results were compared along with wake development between computational and experimental models. The Level of agreement and limitations of each method have been discussed in this report.

Computational and experimental investigation of aerodynamics of flapping aerofoils from Lahiru Dilshan

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0 Experimental and numerical stress analysis of a rectangular wing structure /slideshow/experimental-and-numerical-stress-analysis-of-a-rectangular-wing-structure-229813588/229813588 experimentalandnumericalstressanalysisofarectangularwingstructure-200306180427
Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft. ]]>
Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft. ]]> Fri, 06 Mar 2020 18:04:27 GMT /slideshow/experimental-and-numerical-stress-analysis-of-a-rectangular-wing-structure-229813588/229813588 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Experimental and numerical stress analysis of a rectangular wing structure Lahiru_Dilshan Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/experimentalandnumericalstressanalysisofarectangularwingstructure-200306180427-thumbnail.jpg?width=120&height=120&fit=bounds" /> Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft.

Experimental and numerical stress analysis of a rectangular wing structure from Lahiru Dilshan

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0 Experimental and numerical stress analysis of a rectangular wing structure /slideshow/experimental-and-numerical-stress-analysis-of-a-rectangular-wing-structure/227496548 experimentalandnumericalstressanalysisofarectangularwingstructure-200210052811
Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft. ]]>
Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft. ]]> Mon, 10 Feb 2020 05:28:11 GMT /slideshow/experimental-and-numerical-stress-analysis-of-a-rectangular-wing-structure/227496548 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Experimental and numerical stress analysis of a rectangular wing structure Lahiru_Dilshan Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/experimentalandnumericalstressanalysisofarectangularwingstructure-200210052811-thumbnail.jpg?width=120&height=120&fit=bounds" /> Structures of an aircraft can be categorised as primary structural components and secondary structure components. Primary structure components are the components which lead to failure of the aircraft if such component is failed during the flight cycle. Secondary components are load sharing components in an aircraft but will not pave the way to catastrophic failure. Designing aircraft structures should follow several strategies to assure safety. For that, there are three main methods used in designing and maintenance procedures. First one is the safe flight, which an aircraft component has a lifetime. That component is not used beyond that limit and should replace though it is not failed. The fail-safe method is another one that redundant systems or components are there to ensure there is another way to carry the load or do necessary control. The final one is the damage tolerance which measures the current damages are within acceptable limit and carry out the main functions until the next main maintenance process. To determine the safety of a structure component load distribution, stress and strain variation, deflection can be used as parameters to make sure that component can withstand maximum allowable load with safety factor. There are several techniques used to get accurate results as numerical methods, Finite Element Method (FEM) and experimental methods. In the design process, those three steps are followed in an orderly manner to ensure the safety of an aircraft.

Experimental and numerical stress analysis of a rectangular wing structure from Lahiru Dilshan

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0 Transient three dimensional cfd modelling of ceilng fan /slideshow/transient-three-dimensional-cfd-modelling-of-ceilng-fan/227495547 transientthree-dimensionalcfdmodellingofceilngfan-200210051430
Ceiling fans are used to get thermal comfort, especially in tropical countries. With the increment of the usage of air conditioners, the emission of CO2 is increased. But ceiling fans are a limited solution, that saves much energy compared to air conditioners. Ceiling fans generate a non-uniform velocity profile, so that, there is a non-uniform thermal environment. That non-uniform environment does not imply lower thermal comfort, that will give enough thermal comfort with low energy cost by air velocity. Hence, there will be difficulties of analysing with simple modelling techniques in that environment. So, to predict the performance of the ceiling fan required more accurate models. The accurate model of a ceiling fan will generate complex geometry that makes difficulties for the simulation process and requires higher computational power. Because of that, there are several methods used to predict the performance of the ceiling fan using mathematical techniques but that will give an estimated value of properties in the surrounding.]]>
Ceiling fans are used to get thermal comfort, especially in tropical countries. With the increment of the usage of air conditioners, the emission of CO2 is increased. But ceiling fans are a limited solution, that saves much energy compared to air conditioners. Ceiling fans generate a non-uniform velocity profile, so that, there is a non-uniform thermal environment. That non-uniform environment does not imply lower thermal comfort, that will give enough thermal comfort with low energy cost by air velocity. Hence, there will be difficulties of analysing with simple modelling techniques in that environment. So, to predict the performance of the ceiling fan required more accurate models. The accurate model of a ceiling fan will generate complex geometry that makes difficulties for the simulation process and requires higher computational power. Because of that, there are several methods used to predict the performance of the ceiling fan using mathematical techniques but that will give an estimated value of properties in the surrounding.]]> Mon, 10 Feb 2020 05:14:30 GMT /slideshow/transient-three-dimensional-cfd-modelling-of-ceilng-fan/227495547 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Transient three dimensional cfd modelling of ceilng fan Lahiru_Dilshan Ceiling fans are used to get thermal comfort, especially in tropical countries. With the increment of the usage of air conditioners, the emission of CO2 is increased. But ceiling fans are a limited solution, that saves much energy compared to air conditioners. Ceiling fans generate a non-uniform velocity profile, so that, there is a non-uniform thermal environment. That non-uniform environment does not imply lower thermal comfort, that will give enough thermal comfort with low energy cost by air velocity. Hence, there will be difficulties of analysing with simple modelling techniques in that environment. So, to predict the performance of the ceiling fan required more accurate models. The accurate model of a ceiling fan will generate complex geometry that makes difficulties for the simulation process and requires higher computational power. Because of that, there are several methods used to predict the performance of the ceiling fan using mathematical techniques but that will give an estimated value of properties in the surrounding. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/transientthree-dimensionalcfdmodellingofceilngfan-200210051430-thumbnail.jpg?width=120&height=120&fit=bounds" /> Ceiling fans are used to get thermal comfort, especially in tropical countries. With the increment of the usage of air conditioners, the emission of CO2 is increased. But ceiling fans are a limited solution, that saves much energy compared to air conditioners. Ceiling fans generate a non-uniform velocity profile, so that, there is a non-uniform thermal environment. That non-uniform environment does not imply lower thermal comfort, that will give enough thermal comfort with low energy cost by air velocity. Hence, there will be difficulties of analysing with simple modelling techniques in that environment. So, to predict the performance of the ceiling fan required more accurate models. The accurate model of a ceiling fan will generate complex geometry that makes difficulties for the simulation process and requires higher computational power. Because of that, there are several methods used to predict the performance of the ceiling fan using mathematical techniques but that will give an estimated value of properties in the surrounding.

Transient three dimensional cfd modelling of ceilng fan from Lahiru Dilshan

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0 Payload safety and related human factors /slideshow/payload-safety-and-related-human-factors/219538424 payloadsafetyandrelatedhumanfactors-200113110936
General inclusion: flight crew, passengers, munitions, cargo, scientific instruments or experiments, and other equipment aboard. General Discipline: Prevention of accidents and incidents Protection of aircraft occupants ]]>
General inclusion: flight crew, passengers, munitions, cargo, scientific instruments or experiments, and other equipment aboard. General Discipline: Prevention of accidents and incidents Protection of aircraft occupants ]]> Mon, 13 Jan 2020 11:09:36 GMT /slideshow/payload-safety-and-related-human-factors/219538424 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Payload safety and related human factors Lahiru_Dilshan General inclusion: flight crew, passengers, munitions, cargo, scientific instruments or experiments, and other equipment aboard. General Discipline: Prevention of accidents and incidents Protection of aircraft occupants <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/payloadsafetyandrelatedhumanfactors-200113110936-thumbnail.jpg?width=120&height=120&fit=bounds" /> General inclusion: flight crew, passengers, munitions, cargo, scientific instruments or experiments, and other equipment aboard. General Discipline: Prevention of accidents and incidents Protection of aircraft occupants

Payload safety and related human factors from Lahiru Dilshan

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0 Human factors consideration in emergency evacuation for commercial aircaft /slideshow/human-factors-consideration-in-emergency-evacuation-for-commercial-aircaft/219537525 humanfactorspresentation-200113110535
Engine fire/ suspected engine fire, cargo smoke/ fire indication, smoke in cabin, gear failure, smoke in cockpit, overran runaway, bomb threat]]>
Engine fire/ suspected engine fire, cargo smoke/ fire indication, smoke in cabin, gear failure, smoke in cockpit, overran runaway, bomb threat]]> Mon, 13 Jan 2020 11:05:35 GMT /slideshow/human-factors-consideration-in-emergency-evacuation-for-commercial-aircaft/219537525 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Human factors consideration in emergency evacuation for commercial aircaft Lahiru_Dilshan Engine fire/ suspected engine fire, cargo smoke/ fire indication, smoke in cabin, gear failure, smoke in cockpit, overran runaway, bomb threat <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/humanfactorspresentation-200113110535-thumbnail.jpg?width=120&height=120&fit=bounds" /> Engine fire/ suspected engine fire, cargo smoke/ fire indication, smoke in cabin, gear failure, smoke in cockpit, overran runaway, bomb threat

Human factors consideration in emergency evacuation for commercial aircaft from Lahiru Dilshan

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0 Human factors in payload safety of fighter aircrafts /slideshow/human-factors-in-payload-safety-of-fighter-aircrafts/219537362 humanfactorsinpayloadsafetyoffighteraircrafts-200113110440
Payload – Sum of the weight of passengers and cargo that an aircraft can carry. ]]>
Payload – Sum of the weight of passengers and cargo that an aircraft can carry. ]]> Mon, 13 Jan 2020 11:04:40 GMT /slideshow/human-factors-in-payload-safety-of-fighter-aircrafts/219537362 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Human factors in payload safety of fighter aircrafts Lahiru_Dilshan Payload – Sum of the weight of passengers and cargo that an aircraft can carry. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/humanfactorsinpayloadsafetyoffighteraircrafts-200113110440-thumbnail.jpg?width=120&height=120&fit=bounds" /> Payload – Sum of the weight of passengers and cargo that an aircraft can carry.

Human factors in payload safety of fighter aircrafts from Lahiru Dilshan

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0 HUMAN FACTOR CONSIDERATIONS IN MILITARY AIRCRAFT MAINTENANCE AND INSPECTIONS /slideshow/human-factor-considerations-in-military-aircraft-maintenance-and-inspections/219536803 humanfactor-200113110135
study of how humans behave physically and psychologically in relation to particular environments, products, or services. application of psychological and physiological principles to the engineering and design of products, processes, and systems.]]>
study of how humans behave physically and psychologically in relation to particular environments, products, or services. application of psychological and physiological principles to the engineering and design of products, processes, and systems.]]> Mon, 13 Jan 2020 11:01:35 GMT /slideshow/human-factor-considerations-in-military-aircraft-maintenance-and-inspections/219536803 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) HUMAN FACTOR CONSIDERATIONS IN MILITARY AIRCRAFT MAINTENANCE AND INSPECTIONS Lahiru_Dilshan study of how humans behave physically and psychologically in relation to particular environments, products, or services. application of psychological and physiological principles to the engineering and design of products, processes, and systems. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/humanfactor-200113110135-thumbnail.jpg?width=120&height=120&fit=bounds" /> study of how humans behave physically and psychologically in relation to particular environments, products, or services. application of psychological and physiological principles to the engineering and design of products, processes, and systems.

HUMAN FACTOR CONSIDERATIONS IN MILITARY AIRCRAFT MAINTENANCE AND INSPECTIONS from Lahiru Dilshan

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0 Human factors - Maintenance and inspection /slideshow/human-factors-maintenance-and-inspection/219536376 hfpresentation-200113105915
Maintenance information should be understandable by the technicians and inspectors. Therefore new manuals, job cards and service bulletins should be tested before distribution.]]>
Maintenance information should be understandable by the technicians and inspectors. Therefore new manuals, job cards and service bulletins should be tested before distribution.]]> Mon, 13 Jan 2020 10:59:15 GMT /slideshow/human-factors-maintenance-and-inspection/219536376 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Human factors - Maintenance and inspection Lahiru_Dilshan Maintenance information should be understandable by the technicians and inspectors. Therefore new manuals, job cards and service bulletins should be tested before distribution. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/hfpresentation-200113105915-thumbnail.jpg?width=120&height=120&fit=bounds" /> Maintenance information should be understandable by the technicians and inspectors. Therefore new manuals, job cards and service bulletins should be tested before distribution.

Human factors - Maintenance and inspection from Lahiru Dilshan

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0 Fire safety of passenger aircraft /slideshow/fire-safety-of-passenger-aircraft/219535976 firesafety-passengeraircrafts-200113105701
Passengers are more and more demanding in terms of comfort. Therefore thermal comfort inside the cabin is more important.The state of mind, which expresses satisfaction with the thermal environment- ISO 7730]]>
Passengers are more and more demanding in terms of comfort. Therefore thermal comfort inside the cabin is more important.The state of mind, which expresses satisfaction with the thermal environment- ISO 7730]]> Mon, 13 Jan 2020 10:57:01 GMT /slideshow/fire-safety-of-passenger-aircraft/219535976 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Fire safety of passenger aircraft Lahiru_Dilshan Passengers are more and more demanding in terms of comfort. Therefore thermal comfort inside the cabin is more important.The state of mind, which expresses satisfaction with the thermal environment- ISO 7730 <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/firesafety-passengeraircrafts-200113105701-thumbnail.jpg?width=120&height=120&fit=bounds" /> Passengers are more and more demanding in terms of comfort. Therefore thermal comfort inside the cabin is more important.The state of mind, which expresses satisfaction with the thermal environment- ISO 7730

Fire safety of passenger aircraft from Lahiru Dilshan

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0 Displays and controls arrangement of military aircraft /slideshow/displays-and-controls-arrangement-of-military-aircraft/219535667 displaysandcontrolsarrangement-200113105532
In modern-day military aviation, displays are the most a reliable method of presenting information to the pilots, with the increment of more sophisticated controls given to the pilots.]]>
In modern-day military aviation, displays are the most a reliable method of presenting information to the pilots, with the increment of more sophisticated controls given to the pilots.]]> Mon, 13 Jan 2020 10:55:32 GMT /slideshow/displays-and-controls-arrangement-of-military-aircraft/219535667 Lahiru_Dilshan@slideshare.net(Lahiru_Dilshan) Displays and controls arrangement of military aircraft Lahiru_Dilshan In modern-day military aviation, displays are the most a reliable method of presenting information to the pilots, with the increment of more sophisticated controls given to the pilots. <img style="border:1px solid #C3E6D8;float:right;" alt="" src="https://cdn.slidesharecdn.com/ss_thumbnails/displaysandcontrolsarrangement-200113105532-thumbnail.jpg?width=120&height=120&fit=bounds" /> In modern-day military aviation, displays are the most a reliable method of presenting information to the pilots, with the increment of more sophisticated controls given to the pilots.

Displays and controls arrangement of military aircraft from Lahiru Dilshan

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0 https://cdn.slidesharecdn.com/profile-photo-Lahiru_Dilshan-48x48.jpg?cb=1699070638 Mechanical Engineer specialized in Aeronautical Engineering Stream. Mechanical system design and development engineer. www.linkedin.com/in/lahiru-dilshan/ https://cdn.slidesharecdn.com/ss_thumbnails/lambdaexpression-221212041402-88aa77a4-thumbnail.jpg?width=320&height=320&fit=bounds slideshow/capture-in-lambda-expression/254863630 "Capture" in lambda ex... https://cdn.slidesharecdn.com/ss_thumbnails/cadcamcae-221209035335-f36ceb49-thumbnail.jpg?width=320&height=320&fit=bounds slideshow/cad-vs-cam-vs-cae-softwarepdf/254832650 CAD vs CAM vs CAE soft... https://cdn.slidesharecdn.com/ss_thumbnails/degeneraciesin3dmodeling-221114033635-38a6fa8e-thumbnail.jpg?width=320&height=320&fit=bounds Lahiru_Dilshan/degeneracies-in-3d-modelingpdf Degeneracies in 3D mod...