I am a lead member working on the design optimization and prototyping of the load-bearing part of the wing, called the wing spar. I have constructed these spars using wrapped carbon prepreg tubes, and have tested them to failure in 3 and 4 point bend tests on an Instron test device. I have also conducted bending and torsional stiffness characterization tests using lasers mounted to the completed wing spars.

The Human Powered Aircraft being constructed uses a tapered wing spar, and I have been the lead designer of the spar connection method strategy that is being used. Spars decrease by 0.5" in diameter, from a maximum of 4" at the root to a minimum of 2 inches at the wing tip. The method I have designed and prototyped using pieces of broken wing spar from the 3 point bend tests utilizes a thin aluminum ring mounted on a ring of carbon that maximizes the contact area of the tip cap strip on the smaller spar. The smaller spar is then press fit into the larger spar, and locked in place using L-brackets.

I am involved in the prototyping of the fuselage skin. This weight and stiffness optimization problem was solved using a triangular lattice of Divinycell foam and two layers of TeXtreme woven carbon fiber fabric, yielding a strong structure that is within the weight budget for the fuselage of the aircraft.

I am also focused on occupant safety. Utilizing my research background in biomechanics and blunt force injuries, I am modifying CAE car crash sled models to estimate the severity of frontal, lower and side impacts if an accident was to occur while the Human Powered Aircraft was in flight.