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‘Our Deepest Condolences for Air Asia Air crash Victims ‘
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JETLINE Author Preface
I am delighted to present JETLINE marvel first edition. I am particularly excited to include many aviation stories which took the world’s attention The JETLINE has strong reputation for quality in the field of Aviation. JETLINE has lot of aviation authors across the globe who believe in ‘sharing is happiness’ hence we joined together and framed a platform to share our knowledge. I would like to show my gratitude to the companies which gave me copyrights to include them in our edition. Thank you
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Aerospace News New takeoffs HONDA JET First Production How do they do it? Solar impulse test The Legends of Aviation Airbus Fly your ideas 2015 Helicopters Special Reports Technology Outlooks Qudra copter by – Karthikeyan , India Future Aviation New Spaceship concept - Masud Harouny , USA Vikramaditya new warrior for Indian Navy GE Finds That Combination of Networks and Machines
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AIRBUS 320 The first appearance The flight test campaign for the A320neo will kick-off in September 2014, paving the way for Entry into Service in Q4 2015.
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T
he Airbus A320neo family is a family of aircraft under development by Airbus replacing the predecessor A320 family (now A320ceo (current engine option)). The letters "neo" stand for "New Engine Option" and are the last step of the modernization program A320 Enhanced (or A320E) which was started in 2006. In addition to the neo, the modernization program also included such improvements as: Aerodynamic refinements, large curved winglets (Sharklets), weight savings, a new cabin with larger luggage spaces, and an improved air purification system The assembly of Airbus’ first A320neo has been completed following painting of the aircraft and the mounting of Pratt & Whitney PW1100G-JM engines. MSN6101, which will be the first A320neo to fly, will soon start its ground tests to prepare for first flight. The flight test campaign for the A320neo will kick-off in September 2014, paving the way for Entry into Service in Q4 2015. The A320neo “new engine option” incorporates many innovations, including latest generation engines and large Sharklet wing-tip devices, which together deliver 15 percent in fuel savings and a reduction of 3,600 tons of C02 per aircraft per year. With a total of nearly 2,700 orders received from more than 50 customers since its launch in 2010, the A320neo Family has captured some 60 percent of the market, clearly demonstrating its leadership. These improvements in combination are predicted to result in 15% less fuel consumption per aircraft, 8% lower operating costs, less noise production, and a reduction of nitrogen oxide (NOx) emissions by at least 10% compared to the A320 series, as well as an increase in range of approximately 500 nautical miles. A rearranged cabin allows up to 20 more passengers, enabling in total over 20% less fuel consumption per seat.
Specification Role First flight Introduction Unit cost
Seating capacity
Cruising speed Maximum speed Engines (×2) Maximum range, fully loaded Fan diameter Thrust
Narrow-body jet airliner September 2014 (scheduled) October 2015 (scheduled) A319neo: approx. US$94.4 million€68M (2014) A320neo: approx. US$102.8 million €74M (2014) A321neo: approx. US$120.5 million €87M (2014) 189 (1-class, maximum) 164 (1-class, typical) 150 (2-class, typical) Mach 0.78 (828 km/h/511 mph at 11,000 m/36,000 ft) Mach 0.82 (871 km/h/537 mph at 11,000 m/36,000 ft) CFM International LEAP-1A or Pratt & Whitney PW1100G 3,700 nmi (6,900 km; 4,300 mi) PW: 81 in (2.06 m), LEAP-1A: 78 in (1.98 m) PW: 24,000–35,000 lbf (110–160 kN), LEAP-1A: 24,500– 32,900 lbf (109–146 kN)
The A320neo has over 95% airframe commonality with the current A320 with 91% commonality in tooling; the airframe is made with new materials such as composite materials and more aluminum alloys, which helps save weight and thus fuel consumption. Also, the new materials will reduce the total of parts of the plane, which will decrease the maintenance costs
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Airbus A350XWB As part of the annual airbus innovation days conference in Toulouse Thursday 12 June 2014, France, Airbus took 150 aviation journalists on a special test flight of the company This was the first test flight of the A350 to carry members of the public, ahead of the year’s end debut of the first A350 commercial flight with launch airline Qatar Airways. The journey – which carried the official flight number of AIB31CF – began and ended at the Airbus Delivery Centre in Toulouse. The first-ever testing of an Airbus aircraft at the U.S. Air Force’s McKinley Climatic Laboratory subjected the A350 XWB and its various systems and cabin installations to a full range of conditions for further maturity and operability verifications prior to this new jetliner’s delivery start-up later this year.
Airbus brought A350 XWB MSN2 to the facility at Eglin Air Force Base in Florida for more than two weeks of evaluations this month, during which this developmental aircraft was subjected to multiple climatic and humidity settings from a high of 45 deg. C. to as low as -40 deg. C. The A350 XWB is one the largest aircraft ever tested at the McKinley Climatic Laboratory, requiring the teams to start their preparations six months prior to arrival. “This is a one-of-a-kind tool, and the laboratory’s operators are masters of it,” Foucault said. “They made everything seem possible.
Photos are copyrighted with Airbus For video click here Details click here
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Two New Beauties of the sky this year The A350-1000
The 777-9X
Comparing the Aircraft
The A350-1000 is the largest of 3 models in the A350 family, with 350 seats in a typical three class configuration, with an 8,400 nautical mile range. The A350 features carbon fiber composite structure and wings, and at 53% composites will have slightly more of the aircraft made of this material than the Boeing 787-9, which is 50% composites. It features new technology Trent XWB engines from Rolls Royce with state-of-the art fuel efficiency, advanced aerodynamics, and state of the art systems.
The 777-9 is a stretched version of the current 777-300ER with a new engine and new wing, along with other enhancements, to create an updated version of the 777, which delivered its 1,000th example earlier this year. The 777-9X will feature an aluminum alloy fuselage with a carbon fiber composite wing, and new technology GE9X engines that are derived from the GE90 and GEnx families. The wingspan for the 777-9 will be longer than any Boeing aircraft, and will include folding wingtips to enable the aircraft to utilize current gate positions at airports, as otherwise the new model would require gates typically used for A380 operations (which are currently quite limited at congested airports.)
The following table compares the two aircraft on several key statistics, based on preliminary data prior to the 777-9X launch:
Seats:3-class MTOW Engine and Thrust Length Wing span Cabin width Range
The A350 cabin width is larger than the 787 and smaller than the 777X. The result is that a typical configuration in economy would be 9 abreast at 17 inch seat width for the 787, 9 abreast at 18 inch seat width for the A350, and 10 abreast using 17 inch seat width for the 777. While the 777 is currently offered in 9 and 10 abreast seating, recent orders have trended to 10 abreast seating as airline seek to maximize seat-mile costs.
Airbus A350-1000 350 679,000 Trent XWB 97,000lbs 242ft 213ft. 19.6ft 8,400nm
Boeing 777-9x 407 759,000lbs GE9x 99,500lbs 250ft.11in 234ft 20.3 ft 8200nm
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How do they
do it?
Stealth operation How Radar Works talks about the basic principles of a radar system. The idea is for the radar antenna to send out a burst of radio energy, which is then reflected back by any object it happens to encounter. The radar antenna measures the time it takes for the reflection to arrive, and with that information can tell how far away the object is .The metal body of an airplane is very good at reflecting radar signals, and this makes it easy to find and track airplanes with radar equipment.
How Airplane Cabin Pressurization Works Last week the world was treated to an unexpected spectacle – the sight of an airplane cabin with a big hole in it open to the sky. We can imagine that this spectacle was even more unexpected to people who were on the flight. If you saw photos or video of the hole, you may have also been struck by how little there is between “inside” and “outside” in an airplane. There is a piece of plastic headliner on the inside of the plane, some insulation and then a thin aluminum skin on the exterior of the plane. That’s it. It brings up an interesting question – what is going on inside an airplane cabin when it is cruising at 33,000 feet? It turns out that passengers are flying in something that vaguely resembles a space capsule. Let’s take a look at how the space capsule works.
The goal of stealth technology is to make an airplane invisible to radar. There are two different ways to create invisibility:
The first thing to understand is that people dressed in normal clothing definitely cannot survive at 33,000. This Do you know? altitude is roughly the equivalent to standing at the summit of Mount Everest. If there were some way you Ray-Ban sunglasses: It all began from aviation The airplane can be shaped so could stick your arm out the window at 33,000 feet, the The history of Ray Ban starts in 1929 when the company Bausch & Lomb received an order from the US-Air Force that any radar signals it first thing you would notice is that it is incredibly cold – for the development and production reflects are reflected away minus 40 degrees F or colder. The second problem is from the radar equipment. incredibly low air pressure. The pressure is so low that The airplane can be covered people would pass out very quickly from lack of oxygen. in materials that absorb radar signals. The air at that altitude and temperature is also extremely dry. Most conventional aircraft have a rounded shape. This shape makes them aerodynamic, but it also creates a very efficient radar reflector. The round shape means that no matter where the radar signal So how are we able to sit in an airplane’s comfy chairs at 33,000 feet feeling like we are sitting in hits the plane, some of the signal gets reflected back: A stealth aircraft, on the other hand, is made up of someone’s living room? completely flat surfaces and very sharp edges. When a radar signal hits a stealth plane, the signal reflects away at an angle, like this: In addition, surfaces on a stealth aircraft can be treated so they Absorb radar energy as well. The overall result is that a stealth aircraft like an F-117A can have the radar signature of a small bird rather than an airplane. The only exception is when the plane banks -- there will often be a moment when one of the panels of the plane will perfectly reflect a burst of radar energy back to the antenna.
The first thing that has to happen is pressurization. The air at sea level is about 14.7 PSI (pounds per square inch). The pressure at 33,000 feet (roughly 6 miles up) is approximately 4 PSI. Something has to be done to increase the pressure, or people would quickly pass out from lack of oxygen at 4 PSI. Fortunately, the jet engines on the aircraft act like big air compressors. If you take apart a jet engine and look at it, it has four main sections. At the front, where the air is coming in, there is the compressor stage. Blades suck in air and compress it. The fuel is injected into the compressed air and ignited in the combustion stage. The air expands greatly from the heat of combustion, and flows through another set of blades, turning them as it passes through. And then the exhaust gases flow out of the engine to create thrust to keep the airplane in the air.
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By creating an opening in the engine between the compression stage and the combustion stage, high pressure air can bleed out of the engine and feed into the cabin to pressurize it. Because this air has just been pressurized, it is hot. Therefore, the ventilation system on the plane will first cool it down (using the extremely cold outside air that is readily available) to a comfortable temperature. The air pressure inside the plane is not sea level pressure – it is more like Denver pressure. You can think of the airplane’s cabin like a big pressurized tube. See this article for lots more details. See also: Now we have a cabin that is pressurized and warm. But because the outside air is so incredibly dry, some consideration has to be given to humidity. Fortunately the plane is full of humidifiers. People give off moisture every time they exhale, and also through perspiration. So the dry air from outside is mixed with the air already in the cabin and recirculated. The ratio of new air and existing air is typically 50/50. The recirculated air passes through filters that remove any airborne particulates. The air in the cabin is still dry, but not nearly as dry as it could be. What happens if cabin pressurization fails? This can occur if the airplane’s skin ruptures or a window breaks. I have been on a flight where the co-pilot’s window cracked, and that was enough to depressurize the cabin. When that happens, the masks overhead will deploy and the pilot will immediately start descending down to a safe altitude like 8,000 feet. The masks get their oxygen not from pressurized tanks of oxygen (they would be too heavy) but instead from a chemical reaction involving something like potassium chlorate. When heated, potassium chlorate gives off lots of oxygen and a chemical oxygen canister like this is very light, relatively speaking. The next time you board an airplane, take a moment to marvel at what is happening. You will be sitting in a comfortable chair at 33,000 feet, just like you might sit in your living room. An amazing amount of technology makes that possible.
Radar can be compared to a flashlight shining in the night sky: when the light hits something, like a bird flying by, it bounces back into your eyes so you can see it. Radar uses light waves that the eye can't see; if the radar beam hits an object, it can be picked up by a sensor. Light waves travel so fast that the whole process happens in less than one hundredth of a second.
DID YOU KNOW?
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XP-67 Aircraft. McDonnell Aircraft, a Boeing heritage company, was an aerospace parts maker when it entered a U.S. Army Air Corps competition in 1940 for a high-speed, high-altitude, longrange interceptor that could shoot down enemy bombers and perform other missions.
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A WWI pilot who fixed a broken plane in air’ Ormer Leslie Locklear, known as Lock, was a stunt pilot and film actor who became famous after World War I. He hailed from Texas and was a trained carpenter. While he was still attending school, he was a daredevil performer in and on moving vehicles. Lock became fascinated with flying and even tried to build his own glider. When the U.S. joined the World War I in 1917, Lock joined the U.S. Army Air Service training in Austin, Texas. He became a flying instructor and an expert at wing walking to make aircraft repairs during flight. He would literally leave the cockpit and diagnose a problem from the wing, fix it, and then return to the cockpit whilst flying it. By the end of the war, Lock was a 2nd Lieutenant and was assigned to military recruitment. He happened to see a barnstorming show and realized his flying talents were much more impressive. He left the army and joined the show with two of his military colleagues. They eventually bought their own airplane and started their own show. It opened the door for Lock in the movie business, where he performed aerial stunts for the camera. Locklear and Elliott died in 1920 after an aerial maneuver while filming Locklear's second movie, “The Skyway man”. While shooting the finale scene at De Mille Airfield near Los Angeles, Elliott was to dive the plane, carrying himself and Locklear towards some oil derricks and appear to crash it. He forewarned the lighting crew to douse their lights when he got near the derricks, so that he could see to pull out of the dive; the lights remained full on, blinding him, and he crashed. The movie showed the crash and its aftermath in detail.
DID YOU KNOW? Airplanes often cruise at around 35,000 feet. That sounds pretty far up, but compare this to the size of the earth itself: If the Earth were shrunk to the size of a typical desktop globe, the airplane would be cruising at only one - tenth of an inch (2.5 mm) off the surface.
‘MOONBAT’ XP -67 aircraft The XP-67 helped take McDonnell Aircraft into the airplane manufacturing business Any aircraft known as “Moonbat” has to be a bit different—and the XP-67 certainly was. Developed in the early years of World War II under a cloak of secrecy by a just-starting-out McDonnell Aircraft Corp., the XP-67 quickly picked up the monikers “Bat” and “Moonbat” because of its futuristic design and smoothly curved airfoil. But it would not be around long enough to get an official name. Only one prototype was built. Even so, the work engineers did on the prototype provided the company with a wealth of aircraft design and manufacturing experience, opening the door for McDonnell Aircraft to enter the airplane manufacturing business. It would not be long before the McDonnell name was on some of the world’s top jet fighters. McDonnell Aircraft, a Boeing heritage company, was an aerospace parts maker when it entered a U.S. Army Air Corps competition in 1940 for a high-speed, highaltitude, long-range interceptor that could shoot down enemy bombers and perform other missions. The military wanted an innovative and radical design that could outperform any fighter of the day. Only a year before, in July 1939, James S. McDonnell had opened his company in St. Louis. It began primarily as a subcontractor for Boeing and Douglas, making subassemblies for their products. But McDonnell wanted to build and sell aircraft of his own design. That opportunity came with the request for proposal issued by the U.S. Army Air Corps. BOEING ARCHIVES The company’s initial offering to win the contract was the Model I, similar in concept to the Vultee XP-54, the Curtiss XP-55, and Northrop’s XP-56, with push propellers behind the cockpit. But the McDonnell entry finished near the bottom of some two dozen proposals from various manufacturers. McDonnell engineers continued to modify their design, and in April 1941 submitted a proposal for what would become the XP-67. A month later, the Army Air Corps awarded McDonnell Aircraft a contract to build two prototypes.
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Self-Engines With the curved surfaces of the XP-67, the McDonnell team tried to achieve what’s known as laminar flow—the uninterrupted flow of air over an aircraft’s wings or other surfaces. The smoother the airflow, the less drag and the more efficient the aircraft. The prototype was equipped with two turbosupercharged Continental XI-1430-17/19s engines. It was 44 feet 9 inches (13.6 meters) long, with a 55-foot (16.8-meter) wingspan. It was designed to cruise at 210 mph (340 kilometers per hour) and a maximum speed of 405 mph (650 kilometers per hour). And it would be heavily armed, with six 37 mm cannons. But the aircraft proved a major engineering challenge. Wind-tunnel testing uncovered problems, including engine-cooling airflow. Engineers also learned that unless manufacturing tolerances were highly controlled to produce an exceptionally smooth skin finish, the benefits of the laminar-flow airfoil would be lost. BOEING ARCHIVES McDonnell’s chief test pilot E.E. Elliot took the XP-67 on its first flight on Jan. 6, 1944. Although most of the serious stability and aerodynamic problems found during flight testing were eventually resolved, the engine deficiencies were not. During a Sept. 6, 1944, test flight at Lambert Field in St. Louis, the right engine burst into flames. Elliot managed to land the XP-67 safely, but the prototype was lost. McDonnell wanted the Army Air Corps to provide the money to replace the engines with a different kind. Instead, the program was canceled and the second prototype not completed.
McDonnell Aircraft chief test pilot E.E. Elliot prior to first flight of the XP-67 in 1944. But it was the prototype’s engines that doomed it. They were underpowered, and they overheated. During taxi testing leading up to first flight, the engines caught fire.
The XP-67 was the only piston-engine airplane McDonnell Aircraft ever produced. Jet-powered aircraft were on the way. But the XP-67 had provided the company just what it needed to become a major player in jet-fighter design and manufacturing, starting with the FH-1 Phantom. It was followed by many others, including the F2H Banshee, F3H Demon, F-101 Voodoo and F-4 Phantom. Read more stories from the June 2014 issue of For video click here
A muscle-powered aircraft is something that people have tried to develop over a long period of time. For a long time, however, the problem with the realization of this idea was the man himself. Certain amount of power needs to be generated in order to keep such aircraft above the ground. However, according to various reports, power generated by an average man in the first 10 seconds of the flight on such machines is equal to 1.85 horsepower and even such achievements tend to decrease under continuing load. Moreover, it should be noted that these particular results can only be achieved by heavyweight athletes, the weight of which exceeds the created lift itself. In order to solve this problem, constructors considered an idea of using springs, rubber and pneumatic batteries. However, in such case, the aircraft would not only become an engine-powered machine, but would also be a low-efficient one. Nevertheless, despite the obstacles, the idea remained stirring and the muscular force-driven device creation process was stimulated and encouraged by announcing numerous cash awards. For instance, in 1977, a prize of £100.000 was established by Henry Kremer for a flight across the English Channel conducted on an ornithopter. As a result, partly because of the additional motivation, and mostly – because of the hard work, the developments in the area bared their first fruit. The aforementioned reward found its owner on June the 12th, 1979, when a 26 -year-old American cyclist and hang glider rider, Bryan Allen, flew across the English Channel on an ornithopter called “Gossamer Albatross”. More than 30 years later, in July 2013 the “Atlas” ornithopter won a Sikorsky prize of 250 000 dollars, for being sagged in the air for 64 seconds and reaching a height of 3.33 m. It was a triumph of engineering mind and a demonstration that a venturesome dream to reach the sky with the help of the human body is achievable. Women have also been a part of the muscle-driven aircraft history: a historical event happened in, when in 1987 Lois McCallin became the only female pilot to have flown 15 miles in 37 minutes on the “Light Eagle” However, probably the most notable achievement in the area to date was a the flight over a distance of 115 km (from the Crete Island to the mainland of Greece), which took 3 hours 54 minutes 59 seconds. It was accomplished by a Greek cyclist-athlete K. Kanellopoulos on an ornithopter named “Daedalus 88”, following the footsteps of the legendary Daedalus on the 23rd of April 1988. Despite all the developments and success, the possibility of commercial use of ornithopters still hasn’t been found. Nevertheless, the idea of such devices still remains the engine for creativity among professional engineers, as well as amateur enthusiasts. By the way, you can also build your own muscular force-driven machine. Where there is a will, there is a way.
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“Melanesia believed that western goods are created for them by the spirit of their ancestors”
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In the late 19th century certain millenarian movements started to form in the Melanesia, which subsequently became known as Cargo cults. The name derives from the apparent belief that various ritualistic acts will lead to a bestowing of material wealth ("cargo"). The Melanesians believed that Western goods are created for them by the spirits of their ancestors, but are controlled by the white people by means of deceit. This cult’s specific trait is that its religious practices involve imitation of aviation-related operations.
The most widely known period of cargo cult activity occurred among the Melanesian islanders in the years during and after World War II. A small population of indigenous peoples observed, often right in front of their dwellings, the largest war ever fought by technologically advanced nations. The vast amounts of military equipment and supplies airdropped to troops on these islands meant drastic changes to the lifestyle of the islanders, many of whom had never seen outsiders before. The cult leaders explained that the cargo would be gifts from their own ancestors, or other sources, as had occurred with the outsider armies. In attempts to get cargo to fall by parachute or land in planes or ships again, islanders imitated the same practices they had seen the soldiers, sailors, and airmen use. Cult behaviors usually involved mimicking the day to day activities and dress styles of US soldiers, such as performing parade ground drills with wooden or salvaged rifles. The islanders carved headphones from wood and wore them while sitting in fabricated control towers. They waved the landing signals while standing on the runways. They lit signal fires and torches to light up runways and lighthouses. Many even built life-size replicas of aero planes out of straw and cut new military-style landing strips out of the jungle, hoping to attract more aero planes. The cult members thought that the foreigners had some special connection to the deities and ancestors of the natives, who were the only beings powerful enough to produce such riches. Nevertheless, as the practices didn’t result in returning of the airplanes with the cargo, most of the Melanesians subsequently abandoned their beliefs.
Although most cargo cults have disappeared over the last sixty-five years some of them are still active. One of the most widely known of the latter is the John Frum cult on formed on the island of Tanna, Vanuatu. This cult started before the war, and only became a cargo cult afterwards. Cult members worship certain "Americans" (such as John Frum and Tom Navy), who they claimed had brought cargo to their island during World War II, as the spiritual entity who would provide the cargo to them in the future.
The Boeing 747-400 can carry more than its own weight. Empty, it weighs close to 200 tons, and it can carry more than 235 tons of cargo, passengers and fuel on top of that. Total maximum weight is 875,000 pounds (about 437 tons or 400,000 kg), though it must burn off enough fuel during flight so that it ways less than 652,000 punds (about 325 tons or 296,000 kg) for a safe landing.
DID YOU KNOW?
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Nazi Rotors German Helicopter Development 1932-1945 For the German Navy, facing war without its own aircraft carriers, the helicopter seemed promising as an observation platform and anti-submarine weapon carrier that could launch and recover from a platform on a small vessel. During the 1930s Krieg marine officers had noted the U.S. Army’s experiments with the Kellet KD-1 auto gyro, and the Japanese Army’s license production of this aircraft as the Kayaba Ka-1. They concluded that they would need three kinds of helicopters in the coming war at sea: a coastal chopper for use from shore bases, a compact shipboard model, and a mini-copter to be carried by
The Flettner Fl 265 first flew in May 1939. It was considered “far superior” to Focke’s Fw 61. Although two were lost in flight testing, it proved so agile that none of the Luftwaffe’s best fighters could maneuver into firing position against it. An Fl 265 conducted successful takeoffs and landings on a 25-meter square platform built over a gun turret on the light cruiser Köln in the Baltic. Six prototypes were built, with one lost in a crash. No examples of the Fl 265 survived the war. An improved version of the Flettner was ordered into production in 1940 for the Krieg marine as the Fl 282 Kolibri (“Hummingbird.”) A few were completed with fully enclosed Plexiglas cockpits, but on production models the pilot’s seat was entirely open, with excellent downward visibility.
submarines. A captured Fl 282 undergoing flight testing by the U.S. Army after the war. The Fl 282 Kolibri was an improved version of the Fl 265 and entered production in 1940. U.S. Army photo The instrument panel in front of the pilot had indicators for vertical speed, airspeed, turn and bank, rotor RPM, rotor blade angle, and a compass. A small panel on the port side carried an altimeter, fuel and oil pressure gauges, oil temperature gauge, and ignition switch. The fuselage was constructed of welded steel tubes, with removable sheet metal panels around the engine, and fabric covering the tail section. Fixed tricycle landing gear made the aircraft easy to move with muscle power; taxiing under engine power was forbidden.
The Flettner Fl 265 was developed in 1938 for the Krieg marine. The Krieg marine saw the Fl 265 as a useful tool, in part because they didn’t possess any aircraft carriers. Bundes archive photo Anton Flettner (1885-1961) was a successful engineer who worked for Count Zeppelin during World War I. His patents included a wind-driven ventilator fan that is still in production.
After building several unsuccessful rotor craft prototypes, he won a contract in 1938 to produce a radically different helicopter, with twin intermeshing rotors set at a slight angle to one another. Driven by a single engine, the counter-rotating blades required a complex gearbox, machined and assembled with great precision. Although two were lost in flight testing, it proved so agile that none of the Luftwaffe’s best fighters could maneuver into firing position against it.
An American designer, Charles Kaman (1919-2011), used Flettner’s intermeshing rotor concept for his K-225. A version of the K-225 became the world’s first gas turbine-powered helicopter in 1951. Today, a descendant of that experimental aircraft, the Kaman K-Max, remains in production for civil and military applications, including an unmanned version that has undergone operational testing with the U.S. Marines in Afghanistan and with the U.S. Navy at sea. After 30 prototypes and 15 pre-production models were built, a thousand were ordered in 1944. Allied bombing raids repeatedly disrupted production, forcing the factory to relocate. Skilled workers proved impossible to obtain. By May 1945, only 24 had been completed. A few had enclosed Plexiglas cockpits, but most were open. About fifty pilots trained to fly it. One pilot and aircraft were lost at sea during testing on May 10, 1943. A few Kolibri flew operationally in the Baltic, Mediterranean and Aegean, mainly for convoy protection. The Flettner Kolibri was flown by both the Luftwaffe and the Krieg marine. The Fl 282 Kolibri influenced Charles Kaman’s helicopter designs. U.S. Army photo
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Three survived the war: One is on display at the Midland Air Museum in Coventry, England. Another is
Length: 6.56 m (21 ft 6 in)
reportedly held by the U.S. Air Force Museum in Dayton, Ohio, but is not restored or on display. An American designer, Charles Kaman (1919-2011), used Flettner’s intermeshing rotor concept for his K225. A version of the K-225 became the world’s first gas turbine-powered helicopter in 1951. Today, a descendant of that experimental aircraft, the Kaman K-Max, remains in production for civil and military applications, including an unmanned version that has undergone operational testing with the U.S.
Height: 2.2 m (7 ft 3 in) Empty weight: 760 kg (1,676 lb) Max takeoff weight: 1,000 kg (2,205 lb) Power plant: 1 × Bramo Sh.14A 7-cyl. air-cooled radial piston engine, 119 kW (160 hp) Main rotor diameter: 2× 11.96 m (39 ft 3 in) Maximum speed: 150 km/h (93 mph; 81 kn) at sea level Range: 170 km (106 mi; 92 nmi) Service ceiling: 3,300 m (10,827 ft) Hover ceiling: 300 m (984 ft) Rate of climb: 1.52 m/s (299 ft/min)
For video click here
Marines in Afghanistan and with the U.S. Navy at sea. FLETTNER FL 265 Crew: 1 Length: 6.16 m (20 ft 3 in) Height: 2.82 m (9 ft 3 in) Empty weight: 800 kg (1,764 lb) Max takeoff weight: 1,000 kg (2,205 lb) Power plant: 1 × Bramo Sh.14A 7-cyl. fan-assisted air-cooled radial piston engine, 119 kW (160 hp) Main rotor diameter: 2× 12.3 m (40 ft 4 in) Maximum speed: 140 km/h (87 mph; 76 kn) at sea level Range: 300 km (186 mi; 162 nmi) Service ceiling: 4,100 m (13,451 ft) FLETTNER FL 282 Crew: 1 (B2 model carried observer facing aft)
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Helicopters The Flying Crane: The Helicopter with the World’s Largest Rotor System
How Turbo Shaft engine Works. ? Planting Mines Directly from Helicopter. First Flight Of The Black Knight
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The Flying Crane: The Helicopter with the World’s Largest Rotor System
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any extraordinarily sized aircraft have been built throughout the history of aviation. We have already covered The, Hughes H-4 Hercules and just recently finished an article on Aero craft. This time we want to introduce to you another “monster” from the Hughes Aircraft Company, built in 1952. It is called the Hughes XH-17, a helicopter with a double-bladed main rotor system that boasts a diameter of 41 meters (134 feet). The XH-17 was capable of carrying 23 tons (50,000 pounds) of cargo! It is important to note that XH-17 still holds the record for flying with the world's largest rotor system. Owing to time shortages, there was no time allocated to manufacturing original parts for the XH-17, as this was the very first project of the Hughes Aircraft Company’s helicopter division (later owned by McDonnell Douglas). In order to keep the project afloat, it was decided to use parts and components from various types of airplanes. For example, the front wheels came from a B-25 Mitchell, the rear wheels from a C-54 Sky master and the fuel tank from a B-29 Super fortress. What is interesting even more is that the entire cockpit of a Waco CG-15 was used. Aside from the enormous size of its rotor blades and the curious facts surrounding its design and production, the propulsion system of the XH-17 is another interesting variable. It is rather unusual due to the fact that two General Electric J35 turbojet engines were used in order to send bleed air up through the rotor hub and, in turn, spin the rotor. For more detailed information, please find the technical specifications and the video of the first public flight of the Hughes XH-17.
Technical specifications of Hughes XH-17 General characteristics
Performance
Crew: 3 (pilot, mechanic and in-flight test engineer)
Maximum speed: 90 mph (145 km/h)
Length: 53 ft 3 in (16.25 m) Rotor diameter: 129 ft 11 in (39.62 m)
Cruise speed: 85 mph (137 km/h) Range: 40 mi (64 km)
Height: 30 ft 2 in (9.17 m) Empty weight: 28,563 lb (12,956 kg)
Service ceiling: 13,100 ft (3,995 m) Rate of climb: 1650 ft/min (8.4 m/s)
Loaded weight: 31,270 lb (14,184 kg) Useful load: 10,284 lb (4,665 kg)
Disc loading: 2.34 lb/ft² (11.5 kg/m²)
Max. takeoff weight: 43,500 lb (19,731 kg) Power plant: 2 × General Electric J35 turbojets
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Did you know? How do they start jet engines on airplanes? Gas turbine engines come in many shapes and sizes. One type discussed in how turbine engines work includes a normal "jet" engine on an airplane. The hot gases produced by the burning fuel drive vanes in exactly the same way that wind turns a windmill. The vanes connect to a shaft that also spins the turbine's compressor. Another type of gas turbine engine, popular in tanks and helicopters, has one set of vanes for driving the compressor, as well as a separate set of vanes that drive the output shaft. In both of these types of engines, you need to get the main shaft spinning to start the engine.
This starting process normally uses an electric motor to spin the main turbine shaft. The motor is bolted to the outside of the engine and uses a shaft and gears to connect to the main shaft. The electric motor spins the main shaft until there is enough air blowing through the compressor and the combustion chamber to light the engine. Fuel starts flowing and an igniter similar to a spark plug ignites the fuel. Then fuel flow is increased to spin the engine up to its operating speed. If you have ever been at the airport and watched a big jet engine start up, you know that the blades start rotating slowly. The electric starter motor does that. Then you (sometimes) hear a pop and see smoke come out of the back of the engine. Then the engine spins up and starts producing thrust.
On smaller turbine engines (especially home-built models), another way to start the engine is to simply blow air through the air intake with a hair dryer or leaf blower. This technique has the same effect of getting air moving through the combustion chamber, but does not require the complexity or weight of an attached starter motor.
Besides the starter shaft, most big jet engines include another output shaft for driving things like electrical generators, air conditioning compressors, etc. needed to operate the plane and keep it comfortable. This shaft can connect to the main turbine shaft at the same point the starter does or elsewhere. Some jet airplanes have a separate turbine (sometimes in the tail cone of the plane) that does nothing but generate auxiliary power. It is more efficient to run this smaller turbine when the plane is sitting on the tarmac.
Turbo Shaft engine Many helicopters use a turbo shaft engine to drive the main transmission and rotor systems. The main difference between a turbo shaft and a turbojet engine is that most of the energy produced by the expanding gases is used to drive a turbine rather than producing thrust through the expulsion of exhaust gases
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Planting Mines Directly from Helicopter. This system is being used for planting land mines with the help of MI8 Russian copters. There are two types of such systems, One is where the mines are being set on the outer “wings� of the copter. Mines go in cartridges and are placed on both sides of the helicopter, in total there can be 116 cartridges. Those 116 cartridges can carry up to 7424 mines, depending on the size of the mines being used! It should take around forty minutes to load all of the mines. Another method is using a big container as you can see on helo's cabin.
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Black Knight in the Air First Flight Of The Black Knight
A hybrid truck helicopter designed for military missions. In December, the truck completed driving tests. This is a drone filming a drone. The Transformer here is unmanned, and the picture comes from an unmanned quad copter, flying even higher. One of the more modern features of the transformer, besides being a freaking flying truck, is that pilots can fly it either while sitting inside it, or remotely. For this first test, it obtained an altitude of less than 10 feet off the ground and was remotely piloted. While it's still a long way from entering military service, the successful flight and drive tests mean the concept at least works at a human scale. Its transformation between the two modes is subtle—eight rotors, four on each side, spring out for takeoff, fold in for driving through tighter streets, and tilt forward in the air for faster flight.
This Helicopter never flew reportedly but made the story in 1983,
Lithuanian Rotorcraft
In the future, the Pentagon may want the Black Knight Transformer (or its smaller sibling, the Panther Transformer) to carry and retrieve troops from difficult to reach places. Sometimes flying is the better way to do that, getting the Transformer over canyons and clear of landmines. Once past obstacles, the Transformer can drive out to where it needs to be, letting troops evacuate their wounded right from the site of battle. There are other ways to accomplish this, like trucks carried inside V-22 Ospreys, but the Transformer combines that usefulness into one body, and a remotely pilotable one at that.
Lithuanian Rotorcraft Vaineikis RV-5 from 1983 Valunas Va-1, Singleseat helicopter built by Y.Valunas in 1984, Prenai, Lithuania. Reportedly never flew
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Latest Aviation Technologies
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Pushing the Boundaries with “EGenius” Technology
data. this can provide significant improvements to the accuracy, control and efficiency of operational processes.
Domi-Copter: Delivering Pizza by Unmanned Helicopter
Airbus is a primary sponsor of the electronically-propelled two-seat eGenius aircraft, which pushes the limits of electronic flight.
Airbus also is looking at emission-free electric propulsion, and is supporting basic research activities for electric aircraft concepts. The “eGenius” technology demonstrator, an electrically-propelled two-seater aircraft designed by the University of Stuttgart, Germany’s Institute of Aircraft Design was presented for the first time at the international Aero-Expo in Friedrichshafen, Germany, in 2011. Six weeks later, “eGenius” performed its maiden flight. This aircraft features an electric propulsion system which pushes the limits of electric flight to a power level of 60kW. In the following flight test campaign, the flight envelope will be enlarged continuously by verifying the electric propulsion’s flight performance and reliability. Airbus, as main sponsor of the “eGenius” project, is examining the long-term potential of electricity as alternative major onboard energy source. The data collected from the practical operation with the “eGenius” aircraft will be analysed by Airbus’ Future Projects teams to further develop the technology and better understand its opportunities.
Airbus introduces hybrid “RFID Integrated Nameplates” for tracing parts across all aircraft families This market-driven development combines the function of a conventional nameplate and a RFID tag into one compact, durable and lightweight hybrid device. These tags will contribute to value-chain visibility, error-proof identification and efficiency savings in the lifecycle and configuration management of traceable components. To help support this initiative, Airbus has widened its range of RFID tag suppliers by selecting Brady and Fujitsu to supply the RFID Integrated Nameplates. This latest move to apply RFID tags for internal traceable parts follows the introduction of RFID tags on maintainable parts on its A350 XWB aircraft in 2010 and subsequently seats and life vests across its fleet in 2012. Radio-frequency identification tags (which contain electronically stored information) can be attached to objects so they can be automatically identified and tracked by utilizing electromagnetic fields to transfer
Last week Domino’s, an international franchise pizza delivery corporation, announced its pizza delivery innovation by posting a new video on Youtube. The innovation we are talking about is DomiCopter, an unmanned helicopter, designed to deliver you a pizza. Wouldn’t it would be great if a pizza will be delivered to you by air? It would be a way faster, because this kind of vehicle would avoid all traffic jams etc. Yet, we don’t know yet if this is just a publicity trick or a real innovation, that one day will be applied in practice. What do you think? Will pizzas be delivered by unmanned aerial vehicles in the future? Share your opinion in the comments section below!
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2. Craft-to-Craft Communication
How a message gets from the cockpit to the landing gear, rudder, or anywhere else, is a relatively self-contained problem, not too different from the controls found in land-based vehicles. But how vehicles talk to each other is another issue. In a video that went viral, researchers at the University of Pennsylvania orchestrated miniature quad-rotors to play the James Bond theme. The bots knew each other’s location, and avoided collision, thanks to a central system that plotted their locations in space. The U.S. Air Force recently released a video showing how tiny drones will soon be able to similarly swarm together for the purposes of surveillance, targeting, and assassination. Boeing is at work creating a swarming system for larger drones. Eventually the technology will work its way into passenger planes.
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Super Ball BOT Super Ball Bot is an all-in-one landing and mobility platform based on tensegrity structures, allowing for lower-cost, and more reliable planetary missions. Inspiration strikes from the most unlikely sources. Adrian Agogino and Vytas Sunspiral of NASA’s Intelligent Systems Division and Fellows of the NASA Innovative Advanced Concepts program are in the process of developing a Super Ball Bot--a collapsible, terrestrial robot based on a tensegrity toy that could one day become important to NASA’s exploration goals. These planetary surface explorers are sturdier and can withstand a substantial impact. The Super Ball Bot has a sphere-like matrix of cables and joints that could withstand being dropped from a spacecraft high above a planetary surface and hit the ground with a bounce. Once on the planet, the joints could adjust to roll the bot in any direction while housing a data collecting device within its core. The lighter weight and maneuverability of the Super Ball Bot could make an exploration mission possible to Saturn’s moon Titan. It has a soft planetary surface more like hazardous marsh with lakes of liquid methane that would not be suitable for a traditional rover that could sink down and get stuck.
Robots Taught to think and act autonomously There are many situations where it's impossible, complicated or too time-consuming for humans to enter and carry out operations. Think of contaminated areas following a nuclear accident, or the need to erect structures such as antennae on mountain tops. These are examples of where flying robots could be used.
The EU's ARCAS project (Aerial Robotics Cooperative Assembly System) has designed a range of different flying robots with multi-joint manipulator arms to work together on grasping, transporting and depositing parts safely and efficiently.
The Eu’s ARCAS projects (Aerial Robotics Cooperative Assembly system) has designed a range of different flying robots with multi-joint manipulator arms to work together on grasping, transporting and depositing parts safely and efficiently. The autonomy and skills of the robots is being developed to build or disassemble structure for a host of future application, from rescue mission to inspection and maintenance in the energy and space sectors. The idea is that robots should be able to fly in everywhere where it is impossible or impractical for piloted aircrafts or ground robots to operate.’ Explained ARCAS project manager professor Anibal Ollero of the University of Seville.’ We have helicopter, and multi-rotor systems with eight rotors to give more hovering control, increase the payload and carry arms with greater degree of freedom.’ Up to 10 mini prototypes have been demonstrated working together on an indoor test bed at CATEC the advanced an Aerospace technologies Centre in Seville, Spain Larger Outdoor Demonstration sensing adopted helicopter and bigger multi-rotor have been performed at the facilities of DLR the German nationals Aerospace research Centre, near Munich, and the university of Seville, to grasp bars and transport them over distance before depositing them The idea of flying robots is not new ,of course .A large range of unmanned aerial vehicles are already in use ,not least to take photographs and collect other sensor data. But ARCAS is pioneering in that the flying robots are being equipped with arms to perform increasingly complicated manipulation tasks autonomously. They are programmed with briefing information and 3D maps to orient them , equipped with sensors to adopt to mistakes such as the Dropping of a part ) Changing circumstances (like weather conditions). And even taught how to land safely in an emergency of fly home automatically when they lose contact with base. Credit: Copyright ARCAS
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Did you know?
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NASA Seeks America's Best and Brightest for Space Technology Research Fellowships
Simulating brain controlled flying at the Institute for Flight System Dynamics.
Current NASA Space Technology Research Fellowship recipient Erik Komendera with completed 2D truss structure, assembled and welded using Intelligent Precision Jigging Robots
NASA
NASA is seeking applications from U.S. graduate students for the agency's Space Technology Research Fellowships. The research grants, worth as much as $74,000 per year, will coincide with the start of the 2015 fall academic term. Applications will be accepted from students pursuing or planning to pursue master's or doctorate degrees in relevant space technology disciplines at accredited U.S. universities. The grants will sponsor U.S. graduate student researchers who show significant potential to contribute to NASA's strategic space technology objectives through their studies. To date, NASA has awarded grants to 247 student researchers from 79 universities located in 35 states and one U.S. territory. "One of the most important challenges to our continued leadership and advancement of space technology is the assurance that we harness the innovation and technology capabilities from our American universities," said Michael Gazarik, associate administrator for Space Technology at NASA Headquarters in Washington. "These grants provide one vehicle to tap into the enormous talents of graduate students working at universities to advance the development of future space technologies." Sponsored by NASA's Space Technology Mission Directorate, the fellowships are improving America’s technological competitiveness by providing the nation with a pipeline of innovative space technologies. For more information and instructions on how to submit applications, visit: http://tinyurl.com/oemporz NASA's Space Technology Mission Directorate is building, testing and flying the technologies needed for the aerospace missions of tomorrow. For more information about NASA's Space Technology Mission Directorate, visit :http://www.nasa.gov/spacetech
The pilot is wearing a white cap with myriad attached cables. His gaze is concentrated on the runway ahead of him. All of a sudden the control stick starts to move, as if by magic. The airplane banks and then approaches straight on towards the runway. The position of the plane is corrected time and again until the landing gear gently touches down. During the entire maneuver the pilot touches neither pedals nor controls. This is not a scene from a science fiction movie, but the rendition of a test at the institute for flight System Dynamics of the Technische Universitat Munchen (TUM). Scientist working for professor Florian Holzapafel are researching ways in which brain Controlled flight might work in in the EU-funded Projects” Brain Flight” “A long-term vision of the projects is to make flying accessible to more people “explains aerospace engineer Tim Fricke, who heads the projects at TUM. “With brain control flying, in itself. Could become easier. This would reduce the work load of pilots and thereby increase safety. In addition, pilots would have more freedom of movement to manage other manuals tasks in the cockpit
Credit: A. Heddergott/TU München
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The New Giant for
Indian Navy
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Name:
INS Vikramaditya
Complement
110officers and 1500 sailors
Builder:
Black Sea Shipyard, USSR, and Sevmash, Russia
Cost:
$2.35 billion[1]
Commissioned:
16 November 2013[2]
Homeport:
INS Kadamba, Karwar
Sensors and processing
Long range Air Surveillance Radars, LESORUB-E,
systems: Endurance:
45 days
Class & type:
Modified Kiev-class aircraft carrier
Displacement:
45,400 tons of loaded displacement
Length:
283.5 meters (930 ft) (overall)
Beam, Draught:
59.8 meters (196 ft), 10.2 meters (33 ft)
Aircraft carried:
Maximum of 36 aircraft including upto
30 × Mikoyan MiG-29K multi-role fighters 6 × Kamov Ka-31 AEW&C and Kamov Ka-28 ASW helicopters
Decks:
22
Installed power:
6 turbo alternators and 6 diesel alternators which generate 18MWe
Propulsion:
8 turbo pressurized boilers, 4 shafts, 4 geared steam turbines, generating 180,000 horsepower (134,226 kW)
Speed:
32 knots (59 km/h)
Range:
7,000 nautical miles (13,000 km) 13,500 nautical miles (25,000 km) at 18 knots (33 km/h)
Features of
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INS Vikramaditya (Sanskrit, Vikramāditya meaning "Brave as the Sun is a modified Kiev-class aircraft carrier which entered into service with the Indian Navy in 2013. She has been renamed in honour of Vikramaditya, a legendary 1st century BC emperor of Ujjain, India. Originally built as Baku and commissioned in 1987, the carrier served with the Soviet (until the dissolution of the Soviet Union) and Russian Navies before being decommissioned in 1996 as she was too expensive to operate on a post-Cold War budget. The carrier was purchased by India on 20 January 2004 after years of negotiations at a final price of $2.35 billion the ship successfully completed her sea trials in July 2013] and aviation trials in September 2013. She was formally commissioned on 16 November 2013 at a ceremony held. The combat systems on board the carrier are controlled by LESORUB-E, the computer-aided action information system. It gathers data from the ship’s sensors and data links and creates comprehensive situation awareness. The CCS MK II communication complex is installed for external communications and the Link II tactical data system enables integration into the Indian Navy’s networkcentric operations. Modern launch and recovery systems are installed for handling different aircraft - the LUNA landing system for Mig-29Ks and the DAPS Landing system for Sea Harriers. The Resistor-E automated air-traffic control system has been installed, which provides assistance during approach, landing and short range navigation down to a distance of 30 meters short of flight deck to the pilots. Along with various other sub-systems, it provides navigation and flight data to ship-borne aircraft operating at long distances from the carrier The ship can carry more than 30 aircraft, with an air wing composed of MiG-29K/Sea Harrier fixed wing aircraft and Kamov-31, Kamov-28, Sea King, ALH-Dhruv and Chetak helicopters. The MiG-29K swing role fighter is the main offensive platform. Its maximum take-off length from the carrier is between 160–180 metres. It has a range of over 700 nautical miles (nm), which can be extended to over 1,900 nm with aerial refueling; and its weapons include anti-ship missiles, beyond-visual-range missiles, guided bombs and rockets The ship does not have a close in weapon system (CIWS) yet, which will be added during April-June 2015 at the Karwar naval base. The systems being evaluated are Barak and Shtil. Till an air-defence system is installed, the carrier will depend on its accompanying battle group for air defence and long range missile firing. During the first scheduled refit in 2017, the carrier will be armed with the Barak 8 long-range airdefence system (LR-SAM), which is currently being tested. It is launched from vertical launch cells, and has a strike range of 6–70 km. The carrier will carry up to 48 missiles After commissioning, the carrier began a continuous 26-day journey of 10,212 nautical miles to its homeport at INS Kadamba,Karwar, from Severodvinsk on 27 November 2013, with a short stopover in Lisbon. It is under the command of Commodore Suraj Berry, who is her first Indian captain. Apart from her Indian crew, she also carried 177 Russian specialists from Sevmash, who will remain on board for one year, as part of the 20-year post-warranty services contract with the shipyard. During the journey, it encountered a storm in the Barents Sea where she linked up with her escorts frigate INSTrikand and fleet tanker INS Deepak
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Ten Things You Didn't Know About the Apollo 11 Moon Landing 1. The Apollo's Saturn rockets were packed with enough fuel to throw 100-pound shrapnel three miles, and NASA couldn't rule out the possibility that they might explode on takeoff. NASA seated its VIP spectators three and a half miles from the Launchpad. 2. The Apollo computers had less processing power than a cellphone. 3. Drinking water was a fuel-cell by-product, but Apollo 11's hydrogen-gas filters didn't work, making every drink bubbly. Urinating and defecating in zero gravity, meanwhile, had not been figured out; the latter was so troublesome that at least one astronaut spent his entire mission on an anti-diarrhea drug to avoid it. 4. When Apollo 11's lunar lander, the Eagle, separated from the orbiter, the cabin wasn't fully depressurized, resulting in a burst of gas equivalent to popping a champagne cork. It threw the module's landing four miles off-target. 5. Pilot Neil Armstrong nearly ran out of fuel landing the Eagle, and many at mission control worried he might crash. Apollo engineer Milton Silveira, however, was relieved: His tests had shown that there was a small chance the exhaust could shoot back into the rocket as it landed and ignite the remaining propellant. 6. The "one small step for man" wasn't actually that small. Armstrong set the ship down so gently that its shock absorbers didn't compress. He had to hop 3.5 feet from the Eagle's ladder to the surface. 7. When Buzz Aldrin joined Armstrong on the surface, he had to make sure not to lock the Eagle's door because there was no outer handle. 8. The toughest moonwalk task? Planting the flag. NASA's studies suggested that the lunar soil was soft, but Armstrong and Aldrin found the surface to be a thin wisp of dust over hard rock. They managed to drive the flagpole a few inches into the ground and film it for broadcast, and then took care not to accidentally knock it over. 9. The flag was made by Sears, but NASA refused to acknowledge this because they didn't want "another Tang." 10. The inner bladder of the space suits—the airtight liner that keeps the astronaut's body under Earth-like pressure—and the ship's computer's ROM chips were handmade by teams of "little old ladies."
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AIRBUS INSPIRES THE NEXT GENERATION TO INNOVATE FOR THE FUTURE OF AVIATION Airbus is challenging students to develop innovative ideas for aviation’s future with the launch of the fourth edition of its global competition: Fly Your Ideas 2015. Fly Your Ideas is a biennial contest which provides a unique opportunity for students to work together in diverse teams to stretch their imaginations and consider how to reinvent the norms associated with air travel – from incremental changes to completely reconsidering the aircraft industry as we know it today. The biennial competition – supported by the United Nations Educational, Scientific and Cultural Organization (UNESCO) – enables students to put their classroom learning and research to the test, vsworking on real-world challenges to explore ground-breaking new concepts and solutions. This contest offers students an exceptional learning opportunity by working with a team of aviation professionals to apply their creativity for a chance of winning €30,000 and a week behind the scenes at Airbus. Fly Your Ideas demonstrates Airbus’ commitment to the future of aviation. As a part of its Future by Airbus programme – a vision for sustainable aviation in 2050 and beyond – Fly Your Ideas provides a platform to engage and interact with young talent from around the globe.
THE COMPETITION Fly Your Ideas is open to students of any nationality or discipline – from engineering to marketing; science to design – enabling them to develop skills for a wide range of future careers. The competition involves three increasingly competitive rounds leading to the final. Finalists are selected to present their project to Airbus and industry experts during a live finale – with the top team winning €30,000, and €15,000 going to the runner-up. The teams, composed of 3-5 students each, are supported by an academic mentor from one of the team member’s institutions for the first round, for the first round, in which they pitch their innovative idea addressing key challenges for aviation. No more than 100 teams are selected for the second round, where each team is assigned an Airbus mentor from volunteers across the company and an Airbus expert to provide support as they develop their ideas into a detailed project. Five teams are then chosen for Round 3 with these finalists delivering a presentation during a live final, which is judged by a panel of Airbus and industry experts. For more information on Fly Your Ideas 2015, visit www.airbus-fyi.com
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First Production
The Honda Jet Delivery Hangar, located in the Research & Development Building at Honda Aircraft Company.
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Natural Laminar Flow (NLF) maximizes performance. Advancements in aerodynamics and NLF technology were applied to the design of the main wing airfoil and fuselage nose shape of the Honda Jet to reduce aerodynamic drag. This cutting-edge engineering innovation contributes to high cruising speed and increased fuel efficiency.
Video click here
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It was back in 1986 when Honda started thinking about small aircraft and jet engines. And now - 28 years later - Honda’s first production aircraft has taken to the skies, with the first production Honda Jet completing its maiden voyage at EAA Air-Venture Oshkosh 2014 in America. Move over Type-R, your time as the thing we love most about Honda may be coming to an end. The Honda Aircraft Company HondaJet - to give it its full name - slots neatly into what’s known as the light business jet sector of the aviation world. So when you absolutely and positively have to be somewhere on time, and if you have pockets deep enough to justify the expense, a light business jet is for you.You’ll be familiar with the likes of Learjet and Cessna - two of the sector’s most well-known players. But the HondaJet is here to ruffle a few feathers. And it has one or two tricks up its sleeves. We’ll start with the engines, but sadly we can’t bring you news of an innovative VTEC-inspired thrust system. Instead, Honda has developed a new Over-The-Wing Engine Mount (OTWEM) configuration a first within the sector Honda claims this has multiple benefits, including a reduction in cabin noise, decreased grounddetected noise, a roomier cabin, more luggage capacity and a fully-serviceable private aft lavatory. These GE Honda/HF 120 engines provide enough power to give the HondaJet a top speed of 420 knots the equivalent of 483mph. This is comparable to say the Cessna Citation Mustang, which has a top speed of 480mph.This top speed is achieved, in part, due to the design of the main wing airfoil and fuselage nose shape of the HondaJet, which also delivers an improvement in fuel efficiency.And whilst many jets may use an aluminium structure, the HondaJet utilises a composite fuselage, combining a cocured integral and honeycomb sandwich structure. Clever. In real terms, Honda claims this provides extra cabin space, better performance and improved fuel efficiency. The HondaJet is the brainchild of Michimasa Fujino, president and chief executive offer of the Honda Aircraft Company. Not only is Fujino responsible for driving the company forward, he is also credited for the design and build of the original HondaJet concept. Mr Fujino, we salute you. It was back in 1993 seven years after the initial research began - that work started on a composite body aircraft. High altitude testing of Honda’s first generation turbofan engine began in 1995, but it wasn’t until 2003 that the HondaJet would take to the skies for the first time. And now - in 2014 - the first production HondaJet has completed its first flight, fittingly at the EAA AirVenture Oshkosh 2014 in the USA. Michimasa Fujino had this to say about the flight: 'EAA AirVenture Oshkosh has been the setting of several HondaJet firsts and in many ways, this event was the true beginning of Honda’s aviation venture. We decided to debut the first production HondaJet here as part of Honda’s commitment to inspire others through the power and realisation of our dreams.' The 500,000 square feet Greensboro plant plays host to all research, development, manufacturing and administration of the HondaJet light aircraft. Prices for the HondaJet are likely to start at $4.5million (£2.7million) which - for a light business jet that can carry five passengers and two crew - isn’t unreasonable. We’re reluctant to use the word 'cheap', but comparatively speaking, the HondaJet is an absolute steal. Prices for the HondaJet are likely to start at $4.5million (£2.7million) which - for a light business jet that can carry five passengers and two crew isn’t unreasonable. The HondaJet is an absolute steal. Deliveries are expected to take place in the first quarter of 2015. So far, 10 aircraft sare awaiting final assembly in Greensboro, with Honda Aircraft planning a further 50 during the first year of production. This is expected to rise to 80 in 2016, but there are currently no plans for a HondaJet Type-R performance model
Features Rate of Climb
The Honda Jet climbs at an impressive 3,990 feet per minute.
Airport Performance
The Honda Jet has a takeoff distance of less than 4,000 feet and a landing distance of less than 3,000 feet.
Maximum Cruise Altitude
The Honda Jet flies higher. It has a weather-topping maximum cruise altitude of 43,000 feet
Quiet Flight
The Over-The-Wing Engine Mount design configuration creates a natural sound baffle, significantly reducing ground-detected noise.
Range Performance
NBAA IFR Range (4 occupants) = 1180 nm
Maximum Cruise Speed
Faster than any business jet in its class with a maximum cruise speed of 420 KTAS at 30,000 feet.
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:
Honda Aircraft Company 6430 Ballinger Rd. Greensboro, NC 27410 U.S.A. Hondajet Phone: 336-662-0246 (Main) 888-453-5937 (Sales)
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“Imagine energy reserves increasing during flight! To make this dream a reality, we had to make maximum use of every single watt supplied by the sun, and store it in our batteries. We tracked down every possible source of energy efficiency. Today, Solar Impulse is the first solar airplane flying through night and day, the first aircraft to come close to perpetual flight�
Solar Impulse
I
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SOLAR CELLS
MOTORS More than 17’000 solar cells, which represents 269.5 m2!
Average power over 24-hour of a small motorbike (15 hp) with a maximum power of 70 hp (four 17.5 hp engines).
More precisely 17'248 monocrystalline silicon cells each 135 microns thick mounted on the wings, fuselage and horizontal tailplane, providing the best compromise between lightness, flexibility and efficiency (23%).
Four brushless, sensorless motors, each generating 17.4 hp (13.5 k), mounted below the wings, and fitted with a reduction gear limiting the rotation speed of a 4 m diameter, twobladed propeller to 525 rev / min. The entire system is 94% efficient, setting a record for energy efficiency.
Wing structure SPEED
In order to maximize the aerodynamically performance, the plane is built with a wingspan of 72m: wider than that of a Boeing 747 Jumbo Jet!
Solar Impulse can fly at the same speed than a car, between 36 km/h (20 Kts) and 140 km/h (77 Kts). At sea level: minimum speed of 36 km/h (20 Kts) and maximum speed of 90 km/h (49 Kts). At maximum altitude: from 57 km/h (31,5 Kts) to 140 km/h (77 Kts).
BATTERIES The energy collected by the solar cells is stored in lithium polymer batteries, whose energy density is optimized to 260 Wh / kg. The batteries are insulated by high-density foam and mounted in the four engine nacelles, with a system to control charging thresholds and temperature. Their total mass amounts to 633 kg, or just over a quarter of the aircraft’s all-up weight.
LIGHTNESS Prowess of the engineers led by André Borschberg who managed to build the entire structure proportionately 10 times lighter than that of the best glider. Every gram added had to be deducted somewhere else, to make room for enough batteries on board, and provide a cockpit in which a pilot can live for a week. In the end, it is of the weight of a small van: 2’300kg!
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After the Solar Impulse prototype’s 8 world records, when it became the first solar airplane ever to fly through the night, between two continents, and across the United States, it is time for Bertrand Piccard and André Borschberg to move on to the final phase of the adventure: the 2015 round-the-world flight.
ROBUSTNESS The airframe is made of composite materials: carbon fibre and honeycomb sandwich.
DATA: BUILDING A SOLAR AIRPLANE
The upper wing surface is covered by a skin consisting of encapsulated solar cells, and the lower surface by a highstrength, flexible skin. 140 carbon-fiber ribs spaced at 50 cm intervals give the wing its aerodynamic cross-section, and also maintain its rigidity.
The Solar Impulse project in numbers:
12 years of feasibility study, concept, design and construction
50 engineers and technicians
80 technological partners More than 100 advisers and suppliers 1 prototype (Solar Impulse 1, registered as HB-SIA) 1 final airplane (Solar Impulse 2, registered as HB-SIB)
Altitude
What better way to demonstrate the importance of the pioneering, innovatory spirit than by achieving “impossible” things with renewable energy and highlighting new solutions for environmental problems?
In order to save energy, the aircraft climbs to 8’500 m during the day and descents to 1,500 m at night.
VISION Solar Impulse believes in the power of symbols. By writing new pages of aviation history using solar energy, including even a round-the-world flight with no fuel and no polluting emissions, Solar Impulse is demonstrating the enormous potential of clean technologies for energy saving and renewable energy production. Bertrand Piccard’s vision is both scientific and inno- vative. It also has a philosophical dimen- sion, with its concern to raise society’s awareness of the need to be sparing with the planet’s energy resources.
An overview of the First Round-The-World Solar Flight, in numbers:
2 pilots, Bertrand Piccard and André Borschberg, flying one after the other in the single-seater cockpit
1 airplane: Solar Impulse 2
Zero fuel on board
A 35,000km (22,000 miles) journey
500 flying hours approx.
10 legs approx., some lasting more than 5 days and nights
A 5-month mission (MarchAugust 2015)
A 60 people support team
CHALLENGE To produce an aircraft that will take off and fly autonomously day and night, propelled only by solar energy, was a tremendous challenge. It required the optimization of new kinds of technology and a drastic reduction in energy consumption. Solar Impulse’s 80 engi- neers and technicians, under André Borschberg’s leadership, have had to apply highly innovative technological solu- tions. Whilst Solar Impulse is not the first solar aircraft project, it’s certainly the most ambitious. With its successful 26-hour night flight, Solar Impulse 1 became the first aircraft ever to come close to perpetual flight SYMBOL In accomplishing the first night flight without fuel, Solar Impulse 1, piloted by André Borschberg, lent credibility to Bertrand Piccard’s message : “ If governments had the courage to pro- mote clean technologies on a massive scale, our society could simultaneously reduce its dependence on fossil fuels, cre- ate jobs and stimulate sustainable growth. ” This success captured the imagination of many political authorities, who began using Solar Impulse as an encouraging example to motivate implementation of more ambitious energy and environ- mental programs
In July 2010, HB-SIA became the first solar-powered airplane in history capable of flying through a complete day/night cycle without fuel, thereby establishing 3 World Records.
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After the Solar Impulse prototype’s 8 world records, when it became the first solar airplane ever to fly through the night, between two continents, and across the United States, it is time for Bertrand Piccard and André Borschberg to move on to the final phase of the adventure: the 2015 round-the-world flight. What better way to demonstrate the importance of the pioneering, innovatory spirit than by achieving “impossible” things with renewable energy and highlighting new solutions for environmental problems? The route: from the deserts of the Persian Gulf, dodging the unrelenting Indian monsoon, flying over the Burmese temples and the Great Wall of China, followed by two oceans crossings (with an American “dream” break in between), all to come back around to where it all began in the Persian Gulf.
The solutions developed for the solar airplane employ technologies of today, which are available to every one of us, and not futuristic technologies. If they were used extensively in our world, they would allow us to halve the amount of fossil energy our society consumes and generate half of the rest with renewable sources.” To encircle the globe, Solar Impulse 2 will have to do what no airplane has ever done before: Fly through 5 consecutive days and nights without using any fuel, so as to cross oceans from one continent to the next. That implies: • Better energy efficiency and, above all, better aerodynamic performance than has ever been achieved before • Energy storage capacity as a major constraint • An absolute requirement for light weight, involving new construction techniques, which makes the airplane more fragile on the ground. • Very modest flying speeds for the 35,000 km of a round-the-world flight • A vast wingspan and very low wing-loading, making the aircraft difficult to maneuver and sensitive to turbulence • Very long flight durations, presenting a solo pilot in an unpressurized, unheated cockpit with the additional challenge of endurance and maintaining alertness • Finding ways of dealing with extremes of temperatures (+40 to -40 degrees)
A great historic first: for such an adventure, as for any premiere, there are no references. We were, and will be, faced with a number of challenges, leading us to push the limits of technological, human and piloting performance.
AROUND THE WORLD: CROSSING OCEANS AND CONTINENTS
The Around-the-World Mission Flights will take place over 5 months from the beginning of March to the end of July 2015. A host city is currently being identified in the Gulf, which will serve as the departing and landing destination. A Northern hemisphere, easterly route is foreseen. In order to switch the pilots, stopovers will be made in India, Myanmar, China, the USA and Southern Europe or Northern Africa. The exact cities and airport destinations will be selected based on technical and operational considerations as well as their possible involvement and support of the project and mission flights.
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If these values match your own , if this program speaks to you , you can become an ambassador by making a donation, on an Advisor by advancing a subordinated loan , . We would be pleased to present these different possibilities to you
ANGELS The Angels Program offers private individuals an opportunity to join in the challenge and experience it from the inside. The Angels are an integral part of the team, an inner circle of people intimately associated with the project. Permanent free access gives them the exclusive right to take part in each high point of the adventure. By supporting the Solar Impulse Foundation, they commit to hope-bearing solutions and to the values that the solar aircraft symbolizes.
HUMANISM Let’s encourage young people, opinion leaders and even politicians to rediscover the desire to meet major challenges, and place human values and a balanced human environment back in the center of discussion.
INNOVATION New technologies exist which can save huge quantities of fossil fuels and natural resources without reducing our comfort and quality of life. Let’s apply them!
Do you share the conviction of solar impulse? Do you want to help turn a vision into reality? As an Angel you will help to spread fundamentals values on which a responsible future can be built
CONTACT:
SOLAR IMPULSE SA EPFL Scientific Park Route J-D, Colladon CH-1015 Lausanne Switzerland Tel: +41(0)582192400 Fax: +41(0)582192491 Email- info@solarimpulse.com www.solarimpulse.com
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Special Reports Autonomous Qadracopter Karthikyan is 22 year old and Persuing B.tech in Aeronautics from Bangalore is developed his own Quadra copter which is operating by through the autonomously and he has some more ideas to develop future Quadra copter and UAV, Presently he working with Adler Aerospace which based in Channai with team he is developing and designing UAV’s for surveillance
and for aerial filming.
achieved by altering the rotation rate of one or more rotor discs, thereby changing its torque load and thrust/lift characteristics
o what is the application of quad copter in real life Quadra Copter means UAV is going to play a big role in all the field like Defense, geological survey, Aerial filming, etc., like people will get their product delivery on air using by this technology
o How you Develop this quad copter? I am having more interest on this flying objects so I started working
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on this project and I made an autopilot system.
o what are the things will be important to notice in the Quad copter It should be compact and stable on air and it should be easy to fly with more precision
o How much its cost if it get launch market It is according to the requirement of the buyer if they need full auto pilot system means it be nearly Rs 80000 semi auto pilot mean Rs 40000. o Do you have any partners with you to develop this project Yes am having, he is my friend and my classmate his name is Dharmesh he is fully supportive for me we both completed this project he is a hard worker and my trustable person. o
What is the current problem with Quadracopter theories and technologies and bottlenecks?
Presently am facing range on autopilot system range denotes kilometers o What is your future plans on the experiment o what is Quadra copter?
We need WPC certification to travel more range Future model will be compact one which easy to deploy on air with long distance.
A quadcopter, also called a quadrotor helicopter, quadrotor, is a multirotor helicopter that is lifted and propelled by four rotors. Quadcopters are classified as rotorcraft, as opposed to fixedwing aircraft, because their lift is generated by a set of rotors (vertically oriented propellers). Unlike most helicopters, quadcopters use two sets of identical fixed pitched propellers; two clockwise (CW) and two counter-clockwise (CCW). These use variation of RPM to control lift and torque. Control of vehicle motion is
For more Details carthik.23@gmail.com
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JETLINE marvel I January 2015
Future Space Ship HIs name is Masud Harouny. 29 years old and he work at the $0.99 store in Fontana, California. Most of his education comes from Cal Poly Pomona. He was a dual Math and Physics major there, Masud Harouny was born in Kabul, Afghanistan, moved to India as a toddler, and to the US when he was six. He attended Cal Poly Pomona and studied mathematics and physics. While he gave up on college he never gave up on his intellectual pursuits. Today he is trying to raise $10,000 to build a prototype for a closed system propulsion spaceship engine
Space Ship
o How did you get interest in this? I've always been interested in science and space propulsion for as far as I can remember.
o what is the current problem with rocket theories or bottlenecks Some of the problems with rockets are that they are too cumbersome, and rely on chemical reactions. But there biggest problem is that once you run out of rocket fuel, you would have to stop somewhere and make more, which is an insanely hard job to do.
o what you have solution or remedies on by your experiment My remedy is an electrical propulsion system. Electrically powered vehicles can be powered by a multitude of things like solar or nuclear power. This means they can be vastly more powerful and or efficient than chemical rockets. Let's say you setup a satellite with a solar panel that would mean that you could use my propulsion system without ever having to refuel said satellite. The problem with modern rockets is that they require a lot of fuel. In fact, the majority of their weight comes from the fuel it carries. This makes them highly cumbersome and inefficient. But what if there was another way. We've come up with a design for space propulsion based solely around electromagnets. Why electromagnets? Well, because a magnet can produce a force many times greater than its own weight (force due to gravity)
great because they can be powered by a multitude of different energy sources. You can use solar energy, chemical batteries, fusion (if they ever get it to work), nuclear reactors, etc‌ A nuclear reactor, think about that for a second. The power of an atomic bomb contained in a space vehicle. We might be able to traverse through the cosmos with the power of an atom bomb. Think of how fast we could go, and how far we could reach. Oh yeah, and the half-life of plutonium, that's about 24,000 years. And that could be just the beginning. If we (and by we, I mean other scientists) also ever manage to master fusion reaction, you could run these things with the power of the stars.
o What is the current problem with spaceship engines? The "current" problem has always been and always will be Newton's Third Law of Motion. The law states that for every action there is an equal and opposite reaction. If I push or pull a thing, it will push or pull (respectively) back on me with the same force in the opposite direction. On earth we use this law in many ways. We use the ground to push off of, and propel ourselves on land. We use the water to push off of, and propel ourselves in the oceans and rivers. We use the air to push off of, and propel ourselves through the sky. We have become masters of all three because earth is full of air, water, and (for lack of a better word) earth. The only difference is that a rocket has to carry the thing that it's pushing off of. This one aspect makes it very inefficient and cumbersome. People have long been looking for alternatives.
o How you construct it Construction will be delegated to Double D Precision, a machine shop that resides in San Dimas, California. They are the perfect candidates for a couple of reasons. First, they deal in prototypes, and second, they regularly get paid for production and consultation on both USAF and NASA projects The testing of this device will take place on two fronts. First, it will be given the ballistic pendulum test, so that we may know for certain that it works, and subsequently gather data if it does. Then, we will test it on a leveled and slippery horizontal surface, so we can see that it can keep working, i.e. that it can keep pushing itself forward without an external force
o What can you tell me about the prototype? The purpose of this test will be to see if this closed system machine can move by producing a propellent force in one direction. All I need to do is test it horizontally. A horizontal propulsion test has to be done with balance and without outside forces. It has to be on a flat surface and it can't use the air or friction of the ground. Therefore the entire machine will be enclosed and tested on a flat and slippery surface. Getting it to work vertically would require a lot more trial and error, and that would cost a lot more money, maybe in the millions. The machine will most likely be made out of an aluminum alloy or a very tough polyurethane because neither has very strong magnetic properties. Something like iron, which is highly magnetic, would mess up the desired effects. It's not going to be very big (about 1.95 cubic feet).
o What is special In it ? But the best part about them is that they are electrical, which makes the whole space vehicle electrical. You see, with a rocket you can only go so far before you have to stop to create more rocket fuel (very hard work) in order to continue. But even that's not possible if you can’t find any water to convert. Electronic devices are
For more Details click here Email id - masudharouny@hotmail.com
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GE Aviation and Airports Authority of India Collaborate to Improve Airspace Efficiency in India GE Aviation is providing technical support to air navigation service provider Airports Authority of India (AAI) to accelerate the deployment of Required Navigation Performance (RNP) flight paths throughout India. Through a U.S. Trade and Development Agency (USTDA) grant, GE Aviation and AAI will work together to deploy the efficient procedures at India's Bengaluru, Mangalore and Guwahati airports to improve airspace efficiency. GE will also work with India's regulator Director General of Civil Aviation (DGCA) to support RNP operations approval for an Indian airline. Once the flight paths are deployed and in use, a report documenting the actual benefits of the flight paths will be published. India's aviation sector is one of the fastest growing aviation markets in the world according to the Center for Aviation (CAPA). In the last decade, domestic air traffic has more than quadrupled to 60 million while international traffic more than tripled to 40 million. The use of RNP flight paths can alleviate traffic congestion, excess fuel burn, noise levels around airports and flight delays from increased traffic.
New “Industrial Internet” Report From GE Finds That Combination of Networks and Machines Could Add $10 to $15 Trillion to Global GDP
“We took the motor and put it in an external pod so it’s now in the water,” says Paul English, marine leader at GE Power Conversion. “Like a jet engine, it has fixed stator vanes inside a nozzle. The vanes straighten the water flow and guide it across the impeller blades. The blades get good water to attack and throw out the back. The result is a more efficient engine with better thrust.”
GE workers are already making 17 pump jets for eight offshore platform supply vessels, including four ships that will supply deep sea oil and gas platforms operated by Petrobras and located some 180 miles of the coast of Brazil. The Industrial Revolution radically changed the way we use energy and make things. The Internet Revolution altered how we communicate, consume information, and spend money. A combination of these two transformations, called the Industrial Internet, now links networks, data and machines. It promises to remake global industry, boost productivity, and launch an entirely new age of prosperity and robust growth. “The world is on the threshold of a new era of innovation and change with the rise of the Industrial Internet,” according to a new report written by Peter C. Evans, GE’s director of global strategy and analytics, and Marco Annunziata, GE’s chief economist. “It is taking place through the convergence of the global industrial system with the power of advanced computing, analytics, low-cost sensing and new levels of connectivity permitted by the Internet.” Evans and Annunziata, who discussed the Industrial Internet on CNBC this morning, write that “the deeper meshing of the digital world with the world of machines holds the potential to bring about profound transformation to global industry, and in turn to many aspects of daily life, including the way many of us do our jobs.”
English says traditional screw propellers produce drag by “spilling” water around the screw tips to the front of the propeller. “When you look over the aft end of a ferry, you see a lot of churning water,” English says. “That’s basically wasted energy. Instead of pushing the water backwards, which is ideal, you are wasting energy on making it roll.” The stator and impeller, a fancy propeller enclosed in a nozzle, greatly reduce the churn. The pod design also eliminates complicated transmission gears, cuts maintenance, and improves efficiency. “The shaft comes out the back end of the pod and straight into the impeller,” English says. “There are no gearbox [energy] losses at all. We’ve got rid of it.” The pump jet was originally used in submarines, jet skis and high-speed surface vessels. But GE adapted the technology so that it can now power large supply ships.
For more details click here
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Hello Readers ‌. !! This first issue is the beginning of our long journey which packed with striking Aviation reports, airlines reviews, articles, stories and most of all phenomenal imagery by reports from all over the globe about aviation & aerospace enthusiast people. JETLINE is synchronized by Aerospace Science Research Foundation (INDIA) as well as Aerospace Science Club, Bengaluru.
The purpose of JETLINE marvel is to help writers find a place to publish their writing that will get them some recognition. We feel when a magazine is published over a long period of time and is recognized nationally and internationally, it gives the authors more opportunity for exposure. Also this magazine tends to have a very good name in the literary circles.
JETLINE magazine will be published twice yearly in Advanced Digital Magazine format. And it will include free to enter photography and project contests, giving away great prizes such as JETLINE merchandise and other goodies. If are you fascinated about aviation you are welcome to publish your article here. For industries we welcome yearly journey reports, also we receive press reports. Now you can connect to us through email and social media. We'll keep innovating and improving to provide you with the best user experience, but your feedback is vital to that process. We hope you love our JETLINE Magazine as much as we do. If you do, please share it with your friends, if you don't we would love to hear why. We also welcome your feedback on published articles and encourage you to get involved with the many initiatives we promote in the magazine. Thank you Regards Dhaval JETLINE marvel You can email us at info@asrfindia.in or Click here JETLINE marvel. Bangalore, India www.asrfindia.in