Thursday, September 24, 2009
Monday, August 17, 2009
Thursday, February 5, 2009
AE1254 question paper
http://www.ziddu.com/download/3059104/AE1254QB.rar.html
if you need this ,open the above link and download it.
AIRCRAFT STRUCTURES-I
1. Derive the Clapeyron’s three moment equation (16).
2. What is strain energy? (2)
3. Define Cantigliano’s theorem (2).
4. Define Maxwell’s Reciprocal theorem.(2)
5. Explain Eccentric loading? (2)
6. Explain Euler’s column curve. (2)
7. Derive Maximum Shear Stress theory (16).
8. What is Composite beam? (2)
9. Define Johnson’s parabolic formula. (2)
10. Define Rankine’s formula. (2)
Submit the above on the re-opening day .
Friday, January 30, 2009
De-icing & Anti-icing
Anti-icing is the process of protecting against the formation of frozen contaminant, snow ice from the surface.
Tuesday, January 20, 2009
Land-attack BrahMos cruise missile successfully test-fired in Pokhran
MISSILE AND TECHNOLOGY:BRAHMOS is a Supersonic Cruise Missile that can be launched from submarine, ship, aircraft and land based Mobile Autonomous Launchers (MAL). The missile is launched from a Transport-Launch Canister (TLC), which also acts as storage and transportation container.
Primarily BRAHMOS is an anti-ship missile. It has the capability to engage land based targets also. The missile can be launched either in vertical or inclined position and will cover 360 degrees.
The BRAHMOS missile has identical configuration for land, sea and sub sea platforms. The air-launched version has a smaller booster and additional tail fins for stability during launch.
LATEST NEWS:
The Army on Tuesday tested the land-attack version of the BrahMos supersonic cruise missile from a firing range near Pokhran in Rajasthan, in a move to fine-tune its use as a precision-strike weapon in future battles.
This comes shortly after the air-breathing missile, with a strike range of 290-km, was tested for the first time from a vertical launcher fitted on a moving warship in the Bay of Bengal on December 18.
``The test was successful, meeting all parameters,'' said a defence ministry official. Incidentally, the Army has begun the progressive induction of its BrahMos LACM (land-attack cruise missile) version, with the first battery being handed over to it in June 2007.
Army plans to progressively induct three batteries, each with four road-mobile autonomous launchers on 12x12 Tatra vehicles, to constitute its first BrahMos regiment shortly to use the missile as a "precision strike weapon''.
Last month's launch of BrahMos, which flies at a speed of 2.8 Mach (almost three times the speed of sound), took place from a vertical launcher fitted on Rajput-class destroyer INS Ranvir. The missile has already been fitted "in an inclined configuration'' on destroyer INS Rajput.
The "universal vertical launcher'' used on December 18 is significant since it is fitted under the warship's deck, protecting it from the atmospheric conditions and imparting some stealth to the weapon system, and allows the missile to be fired in any direction.
"Eight missiles come in one such launcher module. Two such modules, with 16 missiles, will be fitted in each of the three Kolkata-class P-15A destroyers being built at Mazagon Docks (at a cost of Rs 11,662 crore),'' said a source.
Three more Talwar-class "stealth'' guided-missile frigates being built at Yantar shipyard in Kaliningrad (Russia), at a cost of Rs 5,514 crore, will also be armed with BrahMos missiles to give them more punch. "The same vertical launchers will be fitted on submarines,'' said the source.
Incidentally, India and Russia have now begun preliminary work on a "hypersonic'' BrahMos-2 missile capable of flying at a speed between 5 and 7 Mach.
But the work on the submarine and air-launched versions of BrahMos-1 is still quite some time away from successful completion. While the air-launched version will now be integrated with a naval TU-142 aircraft for tests, defence scientists say they are waiting for a suitable platform for testing the submarine-launched version.
Pakistan is also going in for large-scale induction of its 'Babur' cruise missile, which is touted as being capable of carrying nuclear warheads to a distance of 500 km. It was tested for the first time in August 2005, with a clear Chinese imprint behind its development.
The long-term plan of the Indian armed forces is, of course, to have nuclear-tipped LACMs, with strike ranges in excess of 1,500 km. Unlike ballistic missiles, cruise missiles do not leave the atmosphere and are powered and guided throughout their flight path.
Cruise missiles, which can evade enemy radars and air defence systems since they fly at low-altitudes, are also much cheaper as well as more accurate and easier to operate.
Saturday, January 17, 2009
HAL's NEW TRAINER AIRCRAFT "SITARA"
Length 10.91m
Height 4.31m
Wingspan 9.08m
Maximum Take-off 4500kg
Weight
External Payload 1000kg
Prototype Aircraft Snecma Larsac 04-H20.
The intermediate jet trainer, designated HJT-36, is known in India as the Sitara ('Star'). Hindustan Aeronautics Limited (HAL) started design work on the intermediate jet trainer in 1997. The concept was initially developed as a successor to the successful Kiran trainer for the Indian Air Force and Navy. HAL was awarded a contract in 1999 by the government of the Republic of India for the completion of development, testing and certification of two prototype IJT aircraft.
In February 2003, a contract for an initial 16 trainers for the Indian Air Force was placed. An Indian Air Force demand for 200 to 250 aircraft is envisaged with a market potential for higher numbers. Two prototype aircraft have been built. Over 280 flights have been completed by the aircraft. The HJT-36 is scheduled to enter service with the Indian Air Force in 2010.
Construction of the first prototype, the S3466, started in 2002 and it completed its first flight in March 2003. The second prototype aircraft, the S3474, completed its first flight in March 2004. The HJT-36 took part in the air display at Farnborough International Air Show in 2006. At the Aero-India air show in February 2007 in Bangalore, whilst taking part in the air display, the first prototype crashed on the runway when taking off. The aircraft provides high-speed training for pilots entering level II training. The maximum operating speed is Mach 0.8 and the g-limits are from +7g to –2.5g. The service ceiling for the trainer is 12,000m (39,370ft).
HJT-36 design:
The aircraft is of light alloy and composite construction, using a conventional low wing design with a sweptback wing of 9.8m span and 18° leading edge sweepback.About a quarter of the aircraft's line replaceable units are common with the HAL Tejas trainer aircraft.
The aircraft is fitted with hydraulically retractable tricycle-type landing gear. The single-wheeled main units retract inward and the twin nose wheel unit retracts forward. Training cockpit The cockpit uses a conventional tandem two-seat configuration with the trainee pilot forward and the instructor in the raised seat to the rear. The single-piece canopy gives the pilots good, all-round vision. The seats are lightweight zero-zero ejection seats, model K-36LT manufactured by Zvesda. The pilots have both conventional and manual flight controls. The aircraft has a full glass cockpit and digital avionics. The cockpit layout conforms to the style of current-generation combat aircraft.
Smiths Aerospace was contracted to supply the integrated avionics system, which includes open systems architecture mission computer, an attitude and heading reference system (AHRS) and air data computers. The cockpits are equipped with active matrix liquid crystal displays supplied by Thales. The instructor's station in the rear cockpit has a data entry display panel.
HJT-36 weapons:
The aircraft has five external hardpoints for carrying weapon systems. There is one centreline hardpoint under the fuselage and two weapon pylons under each wing for carrying rocket and gun pods and bombs. The maximum external payload is 1,000kg.
Turbofan engine :
The ITJ engine is installed in the rear section of the fuselage and fitted with a bifurcated air intake. The aircraft carries 1,150l, 917kg of usable fuel in the fuselage and wing tanks. The prototype aircraft are powered by a Snecma Larzac 04-H-20 turbofan non-afterburning engine developing 14.12kN.
In the summer of 2004, Hindustan Aeronautics announced the selection of the Saturn AL-55 turbofan engine rated at 16.68kN for the production series intermediate jet trainer. The AL-55 engine is being developed by NPO Saturn and produced at the Ufa Engineering Building Association (UMPO) in Russia.
An agreement between the governments of India and Russia for the licensed production of the AL-55I engine in India was reached in August 2005. The agreement included assistance in setting up the AL-55I production facilities at HAL's aero engineering centre at Koraput. The first AL-55I engine was delivered in June 2008. The aircraft is fitted with a 9kW starter generator and two nickel cadmium 43Ah batteries.
Thursday, January 15, 2009
INDO-AMERICAN SCIENTIST ON TRAIL OF POLLUTERS
WASHINGTON: Cloaked in the clouds of emissions and exhaust that hang over the city are clues about the polluting culprits. A University of Houston (UH) research team, headed by Shankar Chellam, is hot on their trail. The case hinges on unique identifiers found in fine particulate matter, a mixture of organic, inorganic or metal material.
This material is given off by natural sources, such as sea spray and grassfires, and manmade sources, such as vehicles and industrial operations, and then suspended in the air.
"Fine particulate matter is tiny - about 30 times smaller... than a human hair - but it carries in it a lot of information about where it came from," explained Chellam, environmental engineering professor at UH's Cullen College of Engineering.
Like any good detective, Chellam has enlisted a team with varying expertise, including urban air quality expert Matthew Fraser of Arizona State University, UH doctoral students of engineering and a NASA scientist.
Chellam, who did his B.Sc and M.Sc in mechanical engineering and chemistry respectively from the Birla Institute of Technology and Science, Pilani, India, and Ph.D in environmental science and engineering from Rice University, Houston, said scientists are only beginning to understand the biochemical basis of how airborne fine and coarse particulate matter and its individual components affect human health.
When their investigation started six years ago, Chellam said: The team was surprised, "maybe naively," that most research at the time focused on ozone, which is formed when emissions mix with sunlight. Much less attention was paid to airborne particulate matter in the Houston area.
"Most previous studies have been concerned with gases, particularly ozone," Chellam explained.
"It is the particulate matter - both fine matter that is smaller than 2.5 micrometers and coarse matter that is larger than 2.5 micrometers, but smaller than 10 micrometers - that we are interested in."
Chellam said identifying pollution sources - even if only by industry or machine type, rather than individual factory or operator - is a public safety issue, because fine particulate matter is easily absorbed by the lungs and enters the bloodstream, said a UH release.
"Studies show that people living close to highways and refineries are more likely to become seriously ill," said Chellam.
Wednesday, January 14, 2009
HUBBLE'S FINAL FRONTIER
YOU gotta love the Hubble Space Telescope. It's been up there for 18 years, orbiting Earth and snapping, literally, out-of-this-world photographs: stars, galaxies, swirls of dust and gas. Breathtaking.
As they say in science circles, Hubble has revolutionized astronomy and fired up the imaginations of people back here on terra firma.
But alas, the show will soon be over.
Just as the International Year of Astronomy begins, Hubble is preparing for its final act. In March the space shuttle Atlantis will make NASA’s fifth and final Hubble service mission.
With luck the mighty machine will continue capturing more knock-out images until, with the click of a command from Earth, Hubble will turn itself off and get ready to plunge into the sea.
What a story. Does this National Geographic documentary tell the tale in the style it deserves? Sort of.
Certainly, the pictures are great.
Added to Hubble’s more famous images such as the Pillars of Creation are excellent animations from NASA and its ilk, artists’ illustrations and historical footage. It sounds like a dog’s breakfast but it works.
So, too, do the scientific talking heads. They’re articulate and passionate about Hubble and the discoveries it has helped them make. We get basics on the life cycle of stars and the formation and shenanigans of galaxies, along with the visible evidence Hubble revealed about invisible black holes and the expansion of the universe. Full marks to the production crew at Skyworks Digital.
There is, of course, a but. In fact, there are two: the soundtrack and the narration. The adventures of Hubble and its friends are sufficiently interesting that there’s no need to present them like a sci-fi thriller with dramatic sound effects and over-the-top musical punctuation. Nor is there any need to assume viewers are morons, capable of taking in only simple sentences, or fragments thereof.
‘‘Space (pause) is big (pause).
Really big (pause). You just won’t believe how vastly hugely mind bogglingly big it is.’’ OK, that last bit is from The Hitchhiker’s Guide to the Galaxy by the late, great Douglas Adams. When he does it, it’s fabulous.
When the narrator of Hubble’s Final Frontier does it, it drives me insane.
So, too, does her breathy ‘‘come up and see my etchings’’ voice-over. On top of an absurdly melodramatic script littered with gems such as ‘‘the death throes of stars’’ and ‘‘we are Hubble’s only chance of surviving’’, the result is unpleasant. In space no one can hear you scream. Not so next door, where my shut-up-just-shut-ups resounded. There’s one consolation, though: you can hit the mute button during her monologues and just enjoy the visuals.
AIR INDIA TO SLASH AIRFARES FROM JAN 1
A day after Kingfisher Airlines announced a fare cut, national carrier Air India on Monday announced a similar fare reduction from Jan 1.
"In view of the slackening demand in post-peak season and continued decline in fuel prices, Air India will be adjusting domestic fares downwards on various sectors shortly," an Air India spokesperson said here.
The spokesperson, however, did not divulge the quantum of fare cut, saying it was still being worked out. "We would be able to come with reduced fares by January 1," he said.
Private air carrier Kingfisher Airlines Sunday said it would cut fares from the New Year.
Kingfisher chairman Vijay Mallya said in a statement that the airline would begin the New Year on an aggressive note by slashing fares. But he did not quantify the reduction either.
Low cost carriers are also expected to follow suit, said an industry official.
Despite the fall in fuel prices, Indian air operators have been unwilling to cut fares, demanding that aviation turbine fuel (ATF) be brought under the "declared goods" category, which would bring down sales tax from an average of 32 percent at various airports to a uniform 4 percent.
The proposal is now before parliament.
Sales tax varies from 4% to 32%, and accounts for over 35% of operational costs of airlines.
Last month, Jet Airways chairman Naresh Goyal said at a function here that he did not favor fare cuts as long as the aviation fuel was not classified as a declared good.
However, air operators started cutting fares following pressure from the government, especially as aviation fuel costs have been slashed, with civil aviation minister Praful Patel urging air carriers to pass on the benefit to travellers.
The lean season ahead also forced the issue for operators.
State governments are likely to oppose the uniform taxation policy as it would lead to revenue loss due to lower sales tax collection.
Over the past four months, there has been a sharp decline in aviation fuel prices. While some air carriers earlier this month reduced the fuel surcharge on the ticket price by Rs.200 to Rs.400, they did not touch the basic fare.
Oil companies have reduced aviation fuel prices seven times since September. The fuel is now sold at Rs.32, 691.28 per kilolitre in Delhi after prices were slashed by Rs.4, 208.37 in the first week of December.
LOWCOST AIRLINES NOT SUITABLE FOR INDIA
India is not a suitable country for low-cost airline operations as it not only lacks infrastructure like low-cost secondary airports but also the cost of their staff is at par with full service carriers (FSC), a study has claimed.
Also, the LFCs have to face tough competition from Indian Railways and road transport for destinations of shorter durations.
"India has very few secondary airports from which the low fare carriers (LFCs) could operate. Of the 127 airports with the Airports Authority of India, only 80 are operational," aerospace expert Harmoz P Mama claimed in a study 'Civil Aviation in India: Challenges and Prospects'.
Highlighting the poor airline coverage of smaller airports of the country, he said, "The top five airports in India handle about 70% of all domestic passenger traffic in India, which indicates poor airline coverage of most of the other airports."
Beyond these are primarily small, crumbling airstrips with huts masquerading as terminal building which are totally unsuitable for airline operations, he claimed.
The low fare airlines in order to save their staff -- particularly the pilots and engineers -- from being poached have to pay salaries on a par with those of FSCs, he said. Apart from it, low-cost airlines also have to bear the brunt of the high price of Air Turbine Fue(ATF), which actually is a high percentage of their total costs.
BIOFUEL MIRACLE BY BOEING
Air New Zealand and Boeing Announce December Date for Sustainable Biofuels Test Flight:Partnership with Rolls-Royce and UOP highlights the path to fuel certification
SEATTLE, Nov. 11, 2008 -- Air New Zealand and Boeing [NYSE: BA] today announced Dec. 3 as the date for the airline's sustainable biofuels flight from Auckland using a 747-400 jetliner. Conducted in partnership with Rolls-Royce and UOP, a Honeywell company, one of the airplane's four Rolls-Royce RB211 engines will be powered in part using advanced generation biofuels derived from jatropha. Air New Zealand now becomes the first airline to use a commercially viable biofuel sourced using sustainability best practices.
Boeing, Air New Zealand and UOP have worked diligently with growers and project developer Terasol Energy to identify sustainable jatropha in adequate quantities to conduct thorough preflight testing. Using proprietary UOP fuel processing technology, the jatropha crude oil was successfully converted to biojet fuel, marking the world's first large-scale production run of a commercially viable and sustainable biofuel for aviation use.
"This flight strongly supports our efforts to be the world's most environmentally responsible airline," said Air New Zealand Chief Executive Officer Rob Fyfe. "We recently demonstrated the fuel and environmental gains that can be achieved through advanced operational procedures using Boeing 777s. We're also modernizing our fleet as we await our Trent 1000-powered 787-9 Dreamliners, which will burn 20 percent less fuel than the planes they replace. Introducing a new generation of sustainable fuels is the next logical step in our efforts to further save fuel and reduce aircraft emissions."
As part of the fuel verification process, UK-based engine maker Rolls-Royce's technical team conducted extensive laboratory testing to ensure compatibility with today's jet engine components and to validate the fuel meets stringent performance criteria for aviation fuel.
"In preparation for Air New Zealand's test flight we achieved our near-term goal - identifying and sourcing the first large-scale run of sustainable biofuel for commercial aviation," said Boeing Commercial Airplane's Managing Director of Environmental Strategy Billy Glover. "The processing technology exists today, and based on results we've seen, it's highly encouraging that this fuel not only met but exceeded three key criteria for the next generation of jet fuel: higher than expected jet fuel yields, very low freeze point and good energy density," Glover explained. "That tells us we're on the right path to certification and commercial availability."
Because of the unique environment in which aviation operates, stringent criteria are in place to ensure that any alternative fuel meets or exceeds current jet fuel requirements. Advance testing for the Air New Zealand flight showed that the jatropha-based biofuel met all critical specifications, including a freeze point at -53 degrees Fahrenheit (-47 degrees Celsius) and a flash point at 100 degrees Fahrenheit (38 degrees Celsius).
"Laboratory testing showed the final blend had excellent properties, meeting and in many cases exceeding the stringent technical requirements for fuels used in civil and defense aircraft," said Chris Lewis, Rolls-Royce company specialist for fuels. "The blended fuel therefore meets the essential requirement of being a 'drop-in' fuel, meaning its properties will be virtually indistinguishable from conventional fuel, Jet A1, which is used in commercial aviation today."
To process the jatropha crude, the team relied on UOP's green jet fuel processing technology based on hydroprocessing methodologies that are commonly used to produce transportation fuels. During processing, hydrogen is added to remove oxygen from the biomass, resulting in a bio-derived jet fuel that can be used as a petroleum replacement for commercial aviation. Boeing is working with airlines and engine manufacturers to gather biofuel performance data as part of the industry's efforts to revise the current American Society for Testing and Materials (ASTM) standards to include fuels from sustainable plant sources. Jatropha, which can be grown in a broad range of conditions, produces seeds that contain inedible lipid oil that is extracted and used to produce fuel. Each seed produces 30 to 40 percent of its mass in oil. Plant oil used to create the fuel for the Air New Zealand flight was sourced from nonarable lands in India and Southeastern Africa (Malawi, Mozambique and Tanzania).
Air New Zealand is one of several air carriers working to diversify and secure its energy future through participation in the Sustainable Aviation Fuel Users Group. That effort includes a commitment to sustainability criteria for fuel sourcing and commercializing plant-based fuels that perform as well as, or better than, kerosene-based fuel but with a smaller carbon lifecycle. The goal is to create a portfolio of next-generation biofuels that can be blended with traditional kerosene fuel (Jet A) to improve environmental performance.