A rotating 3D view of an engineering assembly. The same model can be inspected in detail in the Projects section below.
McLean, Virginia
Aidan Drucker
Design it. Machine it. Fly it.
B.S. Mechanical Engineering, George Mason 2028·FAA Commercial Pilot
I'm looking for aerospace engineering work — airframe and mechanical design, on-site in the DC area. The rest of this page is the case for it: hardware I designed, built and flew, parts I machined to print, and the flying and academic record behind both.
Every screening gate,
answered up front.
Degree, dates, citizenship, availability, location. The fields a first-pass screen filters on, in one table, so you never have to open the résumé to find out whether I clear them.
Five assemblies.
Every body has a job.
Each of these is a working object before it is a model — something that carries a load, locates a component, seals a joint, or lets go on command. Open one up and the interfaces are the thing worth looking at. Orbit it, explode it, section it, isolate any body.
Large assembly
02 / Ask
Take one of my models apart. Every body in it is there to do something — carry a load, locate a part, seal a joint, or let go on command — and I can tell you which, and why it is shaped the way it is. One of these has already had that answer tested at 300 mph. I would like to be doing this on your hardware.
Then it stopped
being a drawing.
The Cork DD in the viewer above was built from that file and flown on 11 July 2026 at a club launch: 2,200 ft, 300 mph, dual-deployment recovery. Both events fired and it came back flyable. Everything on this sheet is from that flight.
Four and a half seconds, real time, no cut. It stands on the rail, the motor lights, and it is gone before the smoke clears.
Off the pad and tracking straight. Orange fin can, chequered band, CORK down the body tube — the vehicle the assembly above describes.
Two canopies out at once, airframe hanging between them on one tethered chain. That is what a dual-deploy looks like when it works: nothing comes down free.
Closed up on the bench. Two ejection charge wells, wired back through four lever terminals; the U-bolt beside them is the single point every pound of recovery load passes through.
The same unit on the field, minutes after the walk-back. Charges fired and the bulkhead sooted, but the stack is still bolted together, the shock cord is still on the U-bolt, and the arming pin still carries its tag.
Both photographs are of the coupler section you can pull out of the assembly in the viewer above — the unit designed to be swapped at the field rather than at a bench. It went through 300 mph and two pyrotechnic events between these two frames and came back as one assembly: bulkheads seated, threaded rods and nuts in place, the recovery harness still where it was tied. That is what “recovered flyable” means, and it is why it is worth two frames rather than a sentence.
Defending the motor mount
The assembly on the screen is the motor mount for the test vehicle that became CORK — motor tube, two centering rings, and the fin can that feeds thrust and fin loads into them. Motor selection and mount design were my scope for the review.
A design review is where a drawing meets people who did not draw it. You bring the choice, the numbers behind it and the failure you are designing against, and either it survives the questions or it changes. This one survived, got built, and is the joint that took 300 mph on 11 July.
Commercial pilot,
airplane single-engine land.
Three years through a Part 141 syllabus. Instrument-rated before I held the commercial certificate. The panel below is live — drag the attitude indicator.
Every grade,
and where the engineering A’s are.
2025–2026 sophomore year · mechanical engineering · full report card
Shop floor,
classroom, cockpit.
Where the hours went.
What I use,
and where I used it.
Every line below names the work that backs it. No proficiency bars — a percentage next to a skill is a number nobody can check.