During a design review I was asked to justify wing sizing.

I needed to clearly present the lift relationship to the team.

I described L = ½ ρ V² S Cₗ, defining air density (ρ), velocity (V), wing area (S), and lift coefficient (Cₗ). I also highlighted how each term changes with altitude and speed.

The team understood the trade‑offs and approved the preliminary wing dimensions.

In a propulsion project I evaluated candidate alloys for turbine blades.

Identify material properties that meet temperature and safety requirements.

I compared nickel‑based superalloys, focusing on creep resistance, fatigue life, oxidation resistance, and manufacturability. I also referenced FAA material certification standards.

We selected a directionally solidified IN718 alloy, meeting temperature limits and passing certification audits.

Our team was tasked with ensuring reliability of a new flight‑control computer.

Conduct an FMEA to identify potential failure points and mitigation strategies.

I assembled a cross‑functional team, listed all functions of the subsystem, identified failure modes, assigned severity, occurrence, and detection ratings, calculated RPNs, and prioritized corrective actions. I documented findings in a matrix and scheduled design reviews for high‑RPN items.

We reduced the overall RPN by 45%, implemented redundancy for critical failures, and achieved compliance with DO‑178C safety objectives.

We were developing a prototype UAV and the client moved the flight‑test date up by two weeks.

Lead the electrical, mechanical, and software teams to deliver a flight‑ready prototype on the new schedule.

I re‑prioritized tasks, instituted daily stand‑ups, redistributed workload based on skill‑sets, and secured overtime approvals. I also set clear milestones and used a shared Gantt chart for transparency.

The prototype passed all functional tests three days early, and the client extended the contract for production.

During wind‑tunnel testing, our wing prototype exhibited unexpected stall at lower angles of attack.

Identify root cause and implement a fix before the certification deadline.

I led a root‑cause analysis, discovered a manufacturing defect in the leading‑edge rib. We revised the rib geometry, updated the CNC program, and re‑fabricated the prototype. I also added a quality‑check step for future builds.

The revised wing met stall performance targets, and the added QC step prevented repeat issues.

Our CFD team was using an older solver that limited mesh resolution and required long runtimes.

Convince senior staff to invest in a modern, GPU‑accelerated solver.

I prepared a cost‑benefit analysis showing 40% reduction in simulation time and 15% improvement in prediction accuracy. I arranged a pilot project, presented results in a technical briefing, and addressed concerns about training and licensing.

Management approved the purchase, and the pilot reduced design cycle time by two weeks, leading to earlier design freeze.

Tasked with designing a CubeSat chassis for a low‑Earth‑orbit mission.

Create a structure that meets mass budget while withstanding launch vibration and shock loads.

I performed a load case analysis using NASA’s launch environment spectra, selected high‑strength aluminum alloy 7075‑T6, employed topology optimization to remove non‑critical material, and incorporated integrated launch‑lock mechanisms. Finite‑element analysis validated stress margins, and I conducted a vibration test on a prototype.

The final design met a 30% mass reduction versus baseline and passed all qualification tests, enabling additional payload capacity.

A commercial airline wanted to improve fuel efficiency on an existing fleet.

Identify drag‑reduction measures that could be retrofitted.

I evaluated surface roughness, gap sealing, and vortex generators. I recommended applying a smooth composite skin coating, sealing control surface gaps with flexible tapes, and installing optimized vortex generators near the wing root. CFD simulations quantified a 3% drag reduction for each measure combined.

The airline implemented the coating and gap sealing, achieving a 2.5% fuel burn reduction on the first year, with projected savings of $1.2 M annually.