The aviation industry is responsible for 2% of all human-induced CO2 emissions. According to Iata (a trade body), the number of air passengers is predicted to touch 16 billion by 2050. Minimizing weight is central in achieving an ideal balance between payload and range of an aircraft and consequently, low fuel consumption. For instance, in a Boeing 787, a 20% weight savings will result in 10 to 12% superior fuel efficiency. Besides reducing carbon footprint, aircraft performance improvements like better acceleration, higher structural strength and stiffness, and increased safety could also be achieved by lightweight design. In this research paper, we propound the design of an aircraft seat structure which can be fabricated from Polyetherimide resin by 3D Printing. The structure is designed using topology optimization, generative design, and latticing. The lattice structures are made and tested on nTopology TM. The seat’s ergonomics are evaluated on Catia V5. The seat design meets all functional requirements without compromising on passenger comfort. The design can be used for standard commercial jets, and the weight savings are predicted to reduce fuel consumption drastically, resulting in lower costs and lower emissions.

Bladeless fans are more energy efficient, safer due to the hidden blades, easier to clean, and more adjustable than conventional fans. This paper investigates the influence of the airfoil’s outlet slit thickness on the discharge ratio by varying the outlet slit thickness of an Eppler 473 airfoil from 1.2 mm to 2 mm in intervals of 0.2 mm by using a k-omega SST turbulence model with an all y+ wall treatment used to numerically simulate in CFD. The computational results indicated that smaller slits showed higher discharge ratios. The airfoil with a 1.2 mm slit thickness showed a discharge ratio of 18.78, a 24% increase from the discharge ratio of the 2 mm slit. The effect of outlet angle on the pressure drop across the airfoil was also studied. Outlet angles were varied from 16° to 26° by an interval of 2°. The airfoil profile with a 24° outlet angle showed a maximum pressure difference of 965 Pa between the slit and leading edge. In contrast, the 16° outlet angle showed the least pressure difference of 355 Pa. Parameters such as average velocity (U), turbulent kinetic energy, the standard deviation of velocity, and outlet velocity magnitude are used to assess the performance of airfoil profiles used in bladeless fan.

Toshiba devised the bladeless fan (or Air Multiplier) concept in 1981. Researchers like James Dyson and Jafari et al. further developed it. Bladeless fans are more energy-efficient, safer due to the hidden blades, easier to clean, and more adjustable than conventional fans. From a performance point of view, bladeless fans are better because they multiply mass flow rate, eliminate buffeting, consume less power, and are quieter. This paper investigates the influence of the airfoil’s outlet slit thickness on the discharge ratio by varying the outlet slit thickness of an Eppler 473 airfoil from 1.2 mm to 2 mm in intervals of 0.2 mm. Results indicated that smaller slits showed higher discharge ratios. The airfoil with a 1.2 mm slit thickness showed a discharge ratio of 18.78, a 24% increase from the discharge ratio of the 2 mm slit. The effect of outlet angle on the pressure drop across the airfoil was also studied. Outlet angles were varied from 16∘ to 26∘ by an interval of 2∘. The airfoil profile with a 24∘ outlet angle showed a maximum pressure difference of 965 Pa between the slit and leading edge. In contrast, the 16∘ outlet angle showed the least pressure difference of 355 Pa. Parameters such as average velocity, turbulent kinetic energy, the standard deviation of velocity and outlet velocity magnitude was used to assess the performance of airfoil profiles used in bladeless fan.