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Aeronautical Engineering

Aeronautical Engineering

Scope of Profession

Nature and scope of the profession

1) From purely mechanical view involves the study of how things fly, move through
the air or move into space.
2) Involves considerations such as:
a) Human, physical and psychological stresses pilot performance
b) What tools, procedures are necessary to design the tools, instruments etc to
maintain and repair modern aircraft or space craft?
c) How can aircraft designs be improved? (environmental concerns, noise etc)
3) Aeronautical engineers work as part of a very efficient and organised team
4) Often work at great speed and under immense pressure
5) Main thrust of the profession lies in design, development, maintenance teaching.
Also involved in non conventional fields such as air turbine production.

Current Projects and innovations


1) Constantly engaged in design of new aircraft – improve air travel and defence.
2) For many years they have used composites to reduce weight of aircraft (less weight
= longer range, more weapon load)
3) In civil aviation, recent development = A380 airbus. Its development will depend on
increased power, increased lift and reduced weight.

Health and Safety Matters


1) Risk of – machinery, OHS, design airplane testing.

Career Prospects
1) Greatest employment in Defence Forces (need engineers to deal with
modifications and upgrades to various aircraft).
2) Large companies eg Hawker de Havilland

Unique technologies in the profession


1) The turbine – developed in late 1930s.
2) Aircraft alloys (properties looked for in aeronautics = strength to weight ratio,
formability, durability and corrosion resistance, and ultimate property is stability
at high temperatures). Such materials include titanium and nimonic alloys.
3) Composite and adhesive technologies – offer good specific strengths joined with
adhesives. Euro fighter and Saab Gripen.

Legal and Ethical Implications


1) They must consider the health impacts and safety of their design.
2) Ethically engineers have a responsibility to report their findings truthfully and
accurately.
3) Long term Environmental impact

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Aeronautical Engineering

Engineers as managers
1) They may be manager of their design process, overseeing development of a
project.
2) Good managers of companies – skills as engineer
Relations with the community
1) They provide fast and safe transport
2) They have to be proactive in considering the complexities inherent in
sustainable development and community impacts.
3) Excessive noise pollution of the air, water and land, sustainability, waste
disposal and recycling are all issues that can impact on the community, both
locally and globally.

Historical Development

Early Years

o Hot air balloons and human gliders (first aerodynamic testing)


o December 17 1903, Wilbur and Orville was first to successfully fly with biplane
(two wings) Flyer I. Kitty Hawk, North Carolina.
o Harry Farman used ailerons first in France. They were a flap mounted on the
outboard aft surface of each wing. When moved up, it varied the lift and caused the
plane to bank.
o Banking: Rolling to a side to turn. Wings were warped to achieve this.
o Biplanes, triplanes and monoplane were used.
o By WWI, they weren’t looking like gliders but more like planes.
o German, British, French and American led the way in air defences. Rapid growth in
plane development.

Jet Age

Military Jets
o 1938 Frank Whittle developed turbojet engine; improvements in speed and rate of
climb.
o In WWII, there was a rush to develop the first jet fighter (between Germans and
British). First flight made by German Heinkel He178 on 27 th August 1939. First
operational turbojet fighter with the Gloster Meteor on March 5 th 1943 and
operational duty July 1944.
o First German jet fighter was Messerschmitt Me262 Schwalbe (Swallow) in July
1942 but operational in late 1944. Impressive speed and cannons mounted at nose.
o Germany had advanced really fast; developed Arado bomber and small
Messerschmitt Me163 Comet rocket plane.
o British developed centrifugal turbojet while Germans used axial flow turbojet.
Centrifugal was more bulky and eventually everything was axial flow system.
o Jet propulsion airplanes overtook the design and development priorities. USA had
most money for fighter development. Britain had Vampire twin boom jet.

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Aeronautical Engineering

o Saab converted J21 twin boom fighter/bomber to jet power so it was propelled by
two forms.
o North American F86 Sabre had swept wings and good manoeuvrability. USSR
released Mikoyuan-Gurevich MiG 15; superior to Sabre but was beaten in Korean
War by experience and training.
o Variety of fighter jets; travel twice the speed of sound.
o Big problem is they need swept wings to deal with shock wave effect of speed travel
(have diff aerodynamic characteristics and reduce lateral control and performance at
low speeds and increase stall speeds).
o 1960’s saw General Dynamics F-111 which used variable geometry wing (swing-
wing) technology. This counters the problem by swing the wing forward for take-
offs, landings, and low level flight to increases lift and max low speed stability and
control. For transonic speeds they are swept back. At Mach 2, they are swept back
more to produce a delta wing arrangement that is superb for high speed. It acts as
fighter, bomber and ground attack aircraft. Terrain following radar (TFR) enabled
high-speed operations at low altitudes.
o However, variable wing was heavy, costly and maintenance intensive with shoulder
joints and pivoting pylons for missiles.
o Britain developed BAC TSR.2 to equal F-111 but never went into production. It was
technically very cleverly designed with complexities. It wasn’t produced due to
political issues or it was designed at the wrong time (Another example was XB70
Valkyrie Mach 3 bomber).
o Swedish Air Force employed Saab Aircraft Company to develop the Saab AJ37
Viggen (thunderbolt). Designed to intercept Soviet aircraft straying over airspace. It
has STOL (Short Take-Off & Landing) with Mach 2 speed and a rapid climb rate
whilst maintaining fighter manoeuvrability. They couldn’t use swing-wing since it
had to be cost effective.
o Viggen combined STOL and high performance using delta wing (good for high
speeds) with forward canards (small wings), which improve lift and take-off. This
was required in Sweden since it operated from roads. It was carefully designed form
easy access for maintenance.
o VTOL (Vertically Take-Off & Landing) was mostly developed by the Americans but
was only manufactured by British and Russians. The British Aerospace Harrier uses
a single turbofan with four outlet nozzles (two each side) that directs thrust through
a 90-degree arc. When max load it uses a ‘ski jump’ for STOL performance.
o The Mach 1 Sea Harrier outperformed the Mach 2 Dassault Mirages of Argentina by
out manoeuvring the faster and less agile in dog fighting.
o Advancing technology see it move towards high manoeuvrability and multi-role
fighters. Used for fighting and reconnaissance duties.
o US moved towards stealth technology with radar absorbing materials and surface
shape, but are very expensive (B-2 stealth bombers cost 1 billion US).

Commercial Jets
o In 1949 turbojets were fitted into commercial aircraft. US led the way in aircraft
manufacturing.
o The same year Britain constructed de Havilland Comet (36 seats, pressurised cabin,
swept wings, four jets in wing roots, aluminium stressed skin with top speed
800km/h). US tried to match with turboprop airliners, but waited for a new fast jet
airliner.

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Aeronautical Engineering

o De Havilland Comet entered service in May 1952. One incident saw the Comet run
off the runway because its nose was too high and wings didn’t give enough lift.
Then March 1953 at Karachi airport over rotated (nose too high) and eleven were
killed. It ran the entire runway and struck a culvert and swung into a gully and burst
into flames.
o March 1953, a Comet was lost at altitude of 32,000 ft when turbulence caused
tailplane to fail. 37 passengers and 6 crew perished.
o On 10th January 1954 a BOAC (British Overseas Airline Corporation) Comet left
Rome en route to London. At 26,000 ft it exploded in the middle of radio
transmission. This happened again when BOAC Comet left Rome en route to Cairo
exploded over the Mediterranean Sea at 35,000 ft. Both were climbing to operating
altitude. Testing of the Comet was underway. It was discovered that two small
fibreglass antenna windows at the top of fuselage had ruptured the fuselage. The
rivet pattern and window design promoted propagation of fatigue cracks. The
fuselage cracking meant explosive decompression. 2 million pounds were spent on
investigation and was later fixed by de Havilland and released Comet 4, holding 81
passengers and made regular transatlantic flights.
o The Boeing 707 was to become the most utilised aircraft of its time. It used 4
turbojet engines beneath the wings. It carried about 180 passengers, more than any
typical load. Similar looking McDonnell Douglas DC-8 was also leading the world
commercial jet industry.
o BOAC created Vickers VC10 to cope with shorter runways in Africa and the Middle
East. It has four low bypass turbofan engines on either side of the T tail, with high
efficient wings using leading edge slats, outboard ailerons, upper wing spoilers and
larger fowler flaps. However, most airports were willing to lengthen runways for
American planes so VC10 were not necessary.
o It was upgraded to VC10 Super. It could carry 187 passengers and had a longer
range. Quiet operations were quite appealing. It had split control system driven by
separate power units, managed by two autopilots that monitored each other. High
level of system reliability, which was the first for ‘hands-off’ automatic landing in
nil visibility conditions. However, technical design meant very costly to operate
(more than 707). American planes dominated so VC10 was not used much.
o Boeing 747 or ‘Jumbo Jet’ was a major step and originally for US Air Force
transportation. The passenger jet had 4 high bypass turbofan engines, advanced
wing design and complex high lift devices. Original 747-100 carried 397 passengers
and was only outclassed in 2001 with Airbus A380 holding 555 passengers.
o Passenger jets were designed to operate at supersonics speeds. The first was Soviet
Tupovlev Tu144. It was similar to concord but withdrawn after crash at air show.
o British Aerospace/Aerospatiale Concorde first flew in 1969 and is only supersonic
transport in regular service. Uses military technology to produce fast speeds. Cabin
was cramped but time saving. However, in 2000 after a fatal crash were Concords
removed from service. The fuel tank was hit by debris, causing a fuel leak that
ignited the rear of the plane.
o McDonnell Douglas DC-10 released after Boeing 747 with three-engine
arrangement (one at each wing and one in the tail). Third engine was requirement to
operate from existing runways. This had fewer problems as one engine out, not all
thrust was away from centreline. Still used today and also by US military as in-
flight tanker.

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Aeronautical Engineering

o Boeing is dominating the aircraft industry with it only main competitor of Airbus.
Airbus is owned by a European consortium EADS (80%) and BAE Systems (20%).

The Effects of Engineering Innovation on peoples lives

1) Made travel more accessible


2) Faster, luxurious and longer travel
3) Military – so advanced, can be used instead of ground troops
4) Acting as ambulances, save lives, fight bushfires
5) Boosted tourism (esp. isolated Australia)

Environmental Implications of flight

1. Pollution – from piston and turbine engines


2. pollute environment with exhaust gases
3. fuel dumping
4. noise pollution
5. Insect spraying – became easier and more large scale using conventional
aircrafts and helicopters, protect crops but affects food chain
6. Destruction – aerial bombing, destruction far away from base.

Engineering Mechanics and Hydraulics

Flight mechanics

Part Definition
Fuselage Houses flight crew passengers and
freight. Pressurised to allow people to
survive at high temps, where turbine
aircraft are most efficient
Wing Provides most of the lift to support
aircrafts weight.
Ailerons Outboard trailing edge sections of the
wing used to control roll
Flaps Inboard trailing edge sections, used to
generate additional lift during low speed
manoeuvring and landing
Horizontal stabiliser (tail plane) In level flight it provides downward force
to keep aircraft level and stable
Elevator Trailing edge sections of the horizontal
stabiliser, used for pitch control (force
and aft rotation).
Fin (vertical stabiliser) Used to provide left/right stability.
Together with the rudder it provides yaw
(left right) control
Rudder Trailing edge section of the fin
Undercarriage Provides means of manoeuvring on the
ground

Sejad Ahmadzada 5 Hills Sports High


Aeronautical Engineering

Lift – a force generated by airflow over the wing and tailplane

Airfoil:
 any device designed to produce lift or thrust, as it passes through air eg
wing tail rotors
 Speed, shape and orientation (or angle attack) of the wing to the oncoming
airflow determine aircraft lift.
Camber:
 Amount of curve on the outer surface of the airfoil.
 +ve, -ve and zero camber and zero camber

Lift works using Bernoulli’s principle and Newtons third Law in the following ways:
 Bernoulli’s principle –
1. Increases in fluid velocity result in lower pressure. The velocity of the air
over the top of the wing is greater than the velocity of that below the
wing, resulting in a pressure variation in the air around the wing creating
lift.
 Newton’s 3rd law:

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Aeronautical Engineering

1. lift is produced as a reaction to the action of the wing in changing the


direction of air downward
2. This change in direction occurs both below the wing due ti oncoming air
hitting the underside of the wing and above the wing by the “coanda
effect”.
3. “Coanda Effect” described the way in which a fluid tends to follow a
curved surface.
4. The wing creates an action force on the air redirecting it downwards and
the air creates a reaction to the force pushing the wing up.

Drag:
1. A force resisting movement of the aircraft through the air.
2. mechanical force generated by the interaction between a solid body and a fluid
(aeroplane and atmosphere)
3. Generated by difference in velocity between the solid object and the fluid.
4. Induced drag – drag developed as a result of lift production
5. Parasitic drag = drag resulting from moving the aircraft shape through the air.
Thrust:
1. forward force caused by the power plant (engine)
2. In propeller driven aircraft thrust is generated by the movement of the blades
through the air.
3. When rotating the propeller blades cause the air to flow such that the static
pressure ahead of the blade is less than that directly behind the blade = forward
thrust on propeller blade (pulling aircraft through atmosphere)
4. When thrust = drag we get constant airspeed
5. When lift = weight we maintain level flight.

Basic Aerodynamics
Stalling is produced when:
1. low airspeed below a certain point
2. angle of attack above a certain angle
3. when wing can’t make lift
4. can occur during landing (increase of drag, nose up, angle of attack)
5. To avoid this flaps are placed on plane wings to increase lift at a given angle of
attack and airspeed – produce required lift at low speed (also produce additional
drag to assist slowing down).

Bernoulli’s Principle
Venturi effect
 Think of fluid through a pipe with a constricted section where there is no
difference between height, then Bernoulli’s equation =
P+1/2pv2

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Aeronautical Engineering

1. This effect allows the aerofoil to provide lift


2. As air passes over the aerofoil, the air on the upper surface must travel faster
than the lower surface.
3. If velocity has increased then pressure must decrease to keep the equation
constant
4. Thus the pressure on the top of the wing is lower than the pressure below the
wing – lift because of different pressure.
5. As velocity increases, temp decreases (ice on wing = de icing systems)

 There are three basic methods an aircraft can use to increase the lift force over its
wings:
 Angle of attack, increasing the camber of the wing (wing section) and increasing
the speed of the relative airflow over the wing.
o Increasing the wings’ angle of attack – the angle at which the leading
edge of the wing meets the oncoming relative airflow.
o Because of AOA the air below the plate will be compressed by the lower
surface of the plate – air above the plate experiences reduced pressure.
o Static pressure below plate is higher than above the plate causing net
upwards reaction
o

 Glide angle

Θ
Lift Glide Angle

Drag

Weight
Θ

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Aeronautical Engineering

Helicopters flight
1. Can fly backwards
2. entire aircraft can rotate in air
3. can hover motionless in air
Lift
 Principles apply to the aerofoil cross sectional shape of rotors on helicopter
 They sweep around to form disk
 The main rotor generates the lift and thrust that makes flight possible
 The tail rotor is to counteract the torque effect
 To produce forward flight the rotor disc plane must be fitted so the direction of
the rotor thrust overcomes the drag on the aircraft
 The pitch angles on the rotor blades may also be adjusted by the pilot thus
changing blade lift and the distribution of thrust over the disk.

Engineering design consideration (Helicopter)


 To reduce passenger discomfort and maintenance costs engineers have to keep
vibration as low at low they have:
o Installing vibration absorbers within the airframe
o Driving secondary parts at different speeds to reduce harmonic
vibrations

Stresses on Aircraft
 Anything that causes acceleration or deceleration places stress on the wings and
fuselage
 Stress induced into aircraft and their structure include
o Wins shear
o Expansion and landing stresses
o Pressure differentials (stresses wen aircraft interiors are pressurised
against lower external air pressures)

Tension (pulling or stretching)


 Elevator control cables undergo tensile forces
Compression
 While stationary on the runway aircraft landing gear struts are in compression
Shear
 Rivets and bolts of aircraft experience both shear and tensile stresses
Bending
 Wing spars in an aircraft in flight undergo bending stresses
Torsion
 Produced in engine and turbine crankshafts while the engine is running
 Forces causing torsional stresses produce torque or turning moments. (Page 226
Excel)

Propulsion Systems
Turbojet contains
1. Inlet – air enters and is compressed slightly
2. Compressor – sets of turning blades which compress the air, hence heating it.
3. Combustor/burner – fuel is injected into the combustion chambers where it is
mixed with the compressed air and burned.

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Aeronautical Engineering

4. Turbine – burnt gases expand through the turbine stages, which are rotated by
the gas flow. The turbine is connected to the same shaft as the compressor and
provides the energy to drive the compressor
5. Nozzle – the gas is expanded through the nozzle and exits the engine as very
hot, very fast gas, providing the thrust.

Turboprop
1. Same operation as the turbojet but a turbine is used to power compressor and
drive the propeller.
2. Majority of the energy of the gas is used to drive the turbine leaving only a
very small amount of exhaust energy to provide thrust.
Advantages of turboprop
1. control is simple because one lever controls speed and power
2. with large airflow cooling is less complicated
3. well suited to middle-distance aircraft
4. Suitable on short runways.
Disadvantages of turboprop
1. poor performance at low power setting, low speeds and low altitudes
2. the large gear box has many moving parts (that could malfunction and impede
the air stream)
3. High level of fuel consumption.

 Turbojets are efficient at high speeds and high altitudes while turboprop aircraft
are more efficient at speeds below 840 kph and altitudes below 10000m.
Turbofan
1. Same operation as the turbojet but with additional fan stage mounted inside the
nacelle, forward of the compressor (i.e. aft the inlet)
2. an additional turbine stage drives the fan
3. known as bypass engine nacelle passes around, not through the engine (approx
5:1 by weight)
4. the fan cuts as a ducted propeller producing thrust from the bypass air while the
engine still produces thrust as per the turbojet
5. Majority of net thrust produces by the fan.
6. The advantages of turbofan are that the bypass air shields the hot engine core
gases reducing noise significantly and they are more efficient than turbojets.

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Aeronautical Engineering

Ramjet
1. has no moving parts
2. shape of engine compresses the entering air
3. This compressed and hence heated air has fuel injected and then a flame holder
ignites the fuel air mix.
4. the expanding gases are forced out the mozzle to produce thrust
5. The disadvantage – needs to reach high speeds to work – makes it useless for
take off, landing or low speed work.

Fluid mechanics
Relative Speed – the rise in dynamic pressure due to relative speed occurs because of
the fact that as an object travels faster, more molecules of air will impact upon the
object per second.
 Air density - at sea level a body in movement would thus register bum nay more
particles and thus registers a much high Pd.
 At higher altitudes dynamic pressure will be lower even though relative speed
will be the same
 In outer space dynamic pressure would not register because there are no
molecules to impact.
Total pressure
 Consists of static pressure plus dynamic pressure aka Pitot pressure ram pressure
or impact pressure (pg 234 excel fig 4.45)

Fluid mechanics applied to aircraft components


 The components of an aircraft’s flight and control systems such as systems of
fluid and systems of sensors are connected by hydraulic networks:
 Rudder
 Flaps
 Ailerons
 Elevators
 De-icing systems
 These networks contain high pressure fluids capable of withstanding below
freezing temps and aided by servos (small electricity operated motors) and fluid
pressure sensors.
 The system provides pilots with power assisted controls while the sensors which
are normally connected to onboard computer systems; provide the pilot with
immediate monitoring and feedback on position and status of those controls.
 Aircraft hydraulics systems are simply a method of transmitting energy or power
from one place in aircraft to another.

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Aeronautical Engineering

 Hydraulics systems take engine power and convert it to hydraulic power by


means of a hydraulic pump
 This power can be distributed throughout the airplane by means of tubing that
runs throughout the aircraft.
 An example of hydraulic power is the raising and lowering of landing gear
where a hydraulic pump will convert engine power to hydraulic power before an
actuating cylinder converts the hydraulic power to mechanical power thus
raising or lowering landing gear.

Actuating cylinders consists of piston whose motion is regulated by oil under pressure.
Through the use of a selector valve high pressure oil may be directed into either side of
piston head. Which side of the piston head thus pressure is directed to will determine
whether the shaft exerts a pushing or pulling force. The piston rods may be connected
from the actuating cylinder to wing flaps thus allowing for the controlled movement of
the flaps.

Engineering Materials

 The three non destructive tests that are used to ensure the airframe is in good
order are:
o X-ray
o Ultrasonic
o Dye penetrant. These are discussed in previous topics.

Advantages of NDT:
1. The same test may be repeated over and over again
2. Tests may be performed on parts in service
3. Equipment is often portable for field use

Limitations of NDT:
1. Some NDT requires some large capital investment
2. without correlation different observers may disagree on the meaning and
significance of some results

Magnetic Particle testing


 piece of metal is placed across 2 magnetic poles or a magnetic field is
induced in it or sprinkled with magnetic powder
 the excess powder is removed and cracks are revealed by magnetic
powder striking to the area each side of the crack
 major limitation is only works in magnetic materials (useless with
aluminium and titanium)
Eddy Current testing:
 Inducing small eddy currents into a conductive article with a probe and observing
the interaction between the article and the currents on a display.
 Allows the detection of second or third layer cracking invisible form surface as
well as revealing thinning of any different layers making up structure.

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Aeronautical Engineering

 Applications = inspection of rivet and bolt holes, tubular components and


undercarriage wheel hubs.

Materials
 One prime consideration in material selection is low weight and optimum
strength.
Steel
 Has high density compared to aluminium and titanium
 Can be alloys and heat treated to produce desirable mechanical properties.

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Aeronautical Engineering

 Material finds application as the landing gear which must be very strong yet
cannot take up too much space.

Aluminium and its Alloys


 The use of dural Unum (aluminium and copper) enabled some of the
aerodynamic forces to be carried by stressed skin of the wings and fuselage.
 Aluminium and its alloys posses the following properties:
o Light: density 2.70g/cm3
o Crystal structure is FCC so ductile at all temperatures.
o Good machining properties
o Alloys are weldable (inert gas)
o Low fatigue strength
o Excellent corrosion resistance
o Good electrical and heat conductor.

 Aluminium are broadly divided into 2 groups wrought (worked into from -
rolling and extruding)
 Cast Aluminium (formed by pouring molten aluminium into a cast)

Precipitation hardening – redistribution of copper uniformly throughout material


 Solution treatment – alloy is heated to a temperature where an
homogenous single phase is present. Temp is maintained until
all of copper is taken into solid solution
 Quenching – rapidly cooling in cold water – copper trapped in
solution thus preventing segregation. Alloy now in a soft
readily machineable condition.
 Precipitation – alloy is heated to a temp where the 2 phase
structure will be stable. For Al –Cu temp is about 200
degrees. A direct consequence of this is ductility is reduced.

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Aeronautical Engineering

Composites
 Composite materials offer good specific strength, high resistance to cyclic
stresses and weather resistance.

Types
Carbon Fibre
 Composite of carbon fibres embedded in a matrix epoxy resin.
 This combination produces desirable strength and toughness.
 Lightweight, very high specific strength and high modulus of elasticity.
 Fighters such as Saab Gripen and Euro fighter Typhoon use them as well as
Boeing 737 and Airbus control surfaces and wingtips.
 Disadvantage is that failure is often sudden and catastrophic and complex
damage detection and repair.
Aramid Fibre
 Similar to carbon fibre but Aramid fibre are used in lieu of the carbon fibres in a
epoxy resin matrix.
 A.k.a. Kevlar.
 More resistant to impact relative to carbon fibre.
Metal Matrix Composites (MMC)
 Similar to carbon fibre except the matrix is not a polymer but a metal eg boron
fibre aluminium.
 This improves tensile strength
 MMS’s are capable of withstanding higher temperatures as the metal matrix can
withstand elevated temperatures better than epoxy matrix. They are however
heavier than polymer matrix composites.

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Aeronautical Engineering

Adhesives
 Epoxy adhesives are used to join composite aircraft surfaces to the base structure
eg Euro fighter Typhoon uses them.

Corrosion

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Aeronautical Engineering

Bibliography
 Copeland Engineering Studies HSC Course
 Excel Engineering Studies
 Distance Education (non face to face) booklet Engineering Studies
 The history of Flight Taken From Chosta (lil_honki@hotmail.com) Thanks

Sejad Ahmadzada 17 Hills Sports High

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