Paul Tarantino – Dept.

of Mechanical and Aerospace Engineering

I was first introduced to aerospace engineering in high school, when as part of my

curriculum, I took a class which attempted to match an appropriate career with my
personality strengths. Although initially skeptical, I began with an introductory
aerospace class in college, and soon, I knew this was a subject matter I would pursue as a
career. While at University of California, San Diego (UCSD), I have developed a keen
interest in the engineering of spacecraft vehicles because they undergo immense forces in
harsh environments, and thereby require the most innovative concepts conceived. I am
particularly motivated by the fluid mechanics of the craft, specifically aerodynamic
vortices and supersonic and hypersonic flow of the outer surfaces and compressible flow
in nozzles and diffusers of the propulsion system. Through my investigation I hope to
gain understanding regarding the development and cancellation of vortices, the impact of
a thickening atmosphere on a craft’s flight properties, and the combustion and ion flow of
propulsion systems.
Now, having experienced the challenge and fulfillment of my studies, I aim to
deepen my understanding through further education at UCSD’s Aerospace Graduate
Program. By advancing my studies at this renowned institution, I will strive to further
expand engineering principles and improve aerospace products, through engineering
lighter, safer, and more reliable designs.

First inspired by his hydrostatic and conservation of mass and momentum

lectures, Professor Juan Lasheras’ zeal and fervor has compelled me to pursue fluid
mechanics beyond my undergraduate coursework. By the end of the quarter, I was able to
find resulting force acting on a hydrostatic gate and solve the Navier-Stokes and mass
conservation equations for a resultant force and fluid velocity within a control volume.
Upon the course’s conclusion, I recognized how the material from my previous classes all
worked concurrently to solve modern engineering problems. The study of advanced fluid
mechanics and aerodynamics has only fueled my interest. The internal and external flow
regimes and their corresponding boundary layer thicknesses along with stream functions
and velocity potentials has given me the tools to analyze complicated airfoil sections.
The practicality of adding elementary flows to define any shape provided an elegantly
simple method for defining its properties.

Recently, I have collaborated with two fellow classmates on an aerodynamic

research project aimed to reduce wing tip vortices. By creating a non-planar, bi-plane
wing with adjustable wing tip separation, we hypothesized that at some distance, the
vortices caused by the difference in pressure at the two tips would interfere destructively.
Because a main aspect of wing drag is attributed to these tip vortices, their elimination
will result in an increase in aviation efficiency. To determine the effectiveness of the
design, we constructed an eight-inch model and conducted several wind tunnel tests at
different speeds, tip distances, and angles of attack. The testing generated force and
moment data, enabling us to calculate lift and drag coefficients. As the tip separation

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increased from zero to two inches, more lift and less drag resulted. Therefore, we
concluded vortices from the upper wing cancelled those from the lower wing to some
degree. Unfortunately, other quantitative information regarding the tip vortices was not
obtained since the wind tunnel did not have that capacity.

As a supplement to my studies at UCSD, I have gained valuable industry

experience interning at Goodrich Aerostructures. During my employment, I have been
exposed to all engineering aspects involved with large scale programs, including but not
limited to design, procurement, and manufacturing on the Airbus A350-XWB Nacelle
Program. After learning CATIA V5 CAD program, I have designed components and
performed analysis on the Fan Cowl and the Electric Thrust Reverser Actuation System.
By examining the affects of component positioning as the Fan Cowl door closes, I was
able to design several complex striker plates to protect load bearing elements and
redesign interfering actuator parts. Also, I have created and maintained several Interface
Control Drawings that depict gaps and clashes between the actuators and several parts of
the Thrust Reverser. In addition, to comply with Airbus’ specification requirements, I
performed the Fan Case fluid drainage analysis for several flight cases. At certain pitch
and roll conditions, the fluid accumulation exceeded drainage capacity or was unable to
expel altogether. To mitigate these conditions, additional drainage area was added to the
FC door in distinct locations.
Furthermore, down to the fastener and installation level, I single handedly
compiled REACH and declarable substance information for the entire nacelle. By
researching material compositions and manufacturing processes and communicating with
suppliers, I was able to determine each of the hazardous substances and their amounts
used throughout the nacelle. Currently, I am implementing an automated system that
details this information by component. In addition, I have taken an active role in the
company’s initiative toward REACH conformity for all existing and future programs.
Inadvertently, my research has given me a deep insight into the material selection
process. When reviewing the materials and comparing them to their station positions, I
realized the weight critical, high stress, and high temperature components.
Included in the leadership’s stress, design, and manufacturing team, I am involved
with the nacelle’s weekly design evolution decisions. Any proposed changes affecting
weight, aerodynamic performance, cost, or acoustic area are discussed and its
implementation concluded upon. The applied analysis methods, alternative design
solutions, and the importance of contract obligations and penalties have expanded my
view to variables that are not discussed in a classroom.

Now, I am working with the equipment group to develop and reform

specifications in an object oriented requirement program and to load part structure in the
TeamCenter database.
Anxious to explore my education, I began to combine my knowledge of flow with
the practice of surfing. Extrapolating class topics in order to control the velocity of water
flowing under the board along its length, I experimented with and tested new surfboard
shapes. The board’s rocker, which is the three dimensional curvature of the bottom of the
surfboard, was customized to accommodate a specific set of ocean conditions, including
wave height, pitch, and speed. To optimize a board’s performance, the rocker was

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separated into three lengthwise sections based on transitioning water flow: subducting at
the nose, planing across the bottom, and exiting at the tail. In addition, widthwise
contours within each rocker section dictate flow speed and direction. After a few trials, I
began to visualize how the combination of the rocker and contour sections affect flow
and feel.

My goal is to expand my knowledge and experience by supporting research in the

Fluid Mechanics, Combustion, and Engineering Physics Lab. In particular, I am
interested in advancing current research in aerodynamics, laminar and turbulent
combustion, and propellant combustion. My ability to assimilate information, CAD in
CATIA and Inventor, program in Matlab, and work with standard laboratory equipment,
such as transducers, oscilloscopes, frequency generators, and accelerometers, provides a
broad foundation from which specific and complicated processes can be built.

Although championing these topics is a daunting task, I will draw on my

unparalleled work ethic and resolve that has enabled me to independently finance my
college education. As a fully committed graduate student, I am certain my enthusiastic
contributions will further improve the understanding these labs are striving to achieve
through research, development, and technology.

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