Airspace congestion The aviation world is expanding at 8.3 % per annum. In 2013, there were approximately 200 thousand flights operating on a daily basis, during peak time, carrying 8 million passengers and 140 thousand tons of cargo contributing to over 57 million jobs and generating over two trillion USD a year in economic activity. With over 10,000 aircraft in the air at peak time and an expected growth of 8.3% yearly over the next three years, there is an alarming urgency to develop programs to decrease airspace congestion, thus forcing many technological aerospace companies to develop advanced software programs to make our skies safer. And we can all proudly say that NASA being at the forefront of aerospace technology keeps developing advance aerospace programs for the safety of the aviation world. On the 14th of July, NASA delivered to the Federal Aviation Administration (FAA) the latest Terminal Sequencing and Spacing technology (TSS). The TSS is NASA Next Generation Air Transportation System that will help to build upon the standards to assist with the changing of flight-path and reduce flight altitude. The TSS Software is designed to enable air traffic controllers to manage the spacing between aircraft resulting in fewer course and altitude changes, reducing communication exchange, saving time, fuel consumption and reducing fuel emission. UK's Civil Aviation Authority says that this new technology will allow the implementation of different airspace structures, allowing aircraft to operate much safer using an on board 3D flight-path program. Long-term plan Over the next five years the Federal Aviation Administration (FAA) hopes to modernize the current air traffic control system by implementing the TSS to Air Traffic Controllers (ATC) worldwide. Andassist air traffic controllers with enough technical information to be able to assign the speed of the aircraft to a pilot, at least 50 Km prior to descendingand landing onto the airport runway. Thanks to NASA, continuing effort to develop advanced aerospace technology; we can all feel much safer in the air. By the way, a rocket scientist working for NASA, Dr. Parimal Kopardekar plans to build a highway in the sky.
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The Dreamliner experiment Very recently, a few volunteers were flown by British Airways on its BA 189 Dreamliner flight from Heathrow to NY. This was part of an experiment that was being conducted by the airline and the study pertained to the manner in which passengers react to night flights across different time zones. The fliers all used what BA is referring to as the “Happiness Blanket” and the Airline claimed that the fliers would feel happier and it would help them combat jet lag. Different Strokes Though this might sound a little out of the ordinary, the purpose behind the blanket is quite an important one. Frequent fliers are very severely affected by jet lag and their body clock is constantly in struggle mode to adjust to the changes in day rhythms. This study was conducted with the express objective of finding out how passenger conditions can be improved. The fact is that the environment in an airliner is highly-controlled and air travel is very different from say travelling by train or bus. Airlines have to take a lot of pain to help their passengers actually try to relax. Making it Glow So how exactly does this happiness blanket work? To start out with, it measures and displays the mood of the person. It has a glowing covering that uses the neurosensors that are fitted in a headband. These neurosensors measure the brain waves of the passengers. In addition, the material has an interlace of fiber optics that can indicate how relaxed the person is. If the blanket glows with the red light- it is an indication of minimal relaxation while a blue light indicates maximum relaxation. Science and Marketing Of course, the idea of the luminous blankets is based on science, but there is also a marketing element involved in this particular effort. It is a great way of showing the public exactly how the airline is making every effort to make travel more relaxing for the fliers. British Airways hopes to use the data that are assimilated from the study, to make different adjustments in the routines and options and make the travel as relaxing as possible. This includes mealtimes, lighting, seating positions as well as the kinds of films that are being played. The Glow of Relaxation Once the airline makes all these adjustments, it will supposedly help passengers relax and sleep much better while they are in the air. All these things will provide fewer distractions and will help the fliers sleep better which gives the body a chance to adjust to the changing time zones in a much better way. And so, even as flight technology advances and airplanes zoom across time zones, airlines will make every effort to ensure that their customers are “Happy”. To say that the interior of every aircraft will be glowing red and blue, is probably, saying too much too soon, but the fact that airlines like BA take efforts such as these to maximize comfort for their passengers, goes to show that happiness is not something that can be blanketed for long.
The Hughes XH-17 All over the world, people have always aimed to develop larger and larger aircraft for various purposes. Whether it was the H4 Hercules or the Caspian Sea monster, every couple of years you will find a new aircraft that is set to beat the previous record for the world's largest. Built by the Hughes Aircraft Company But sometimes, old is truly gold. We present to you the Hughes XH-17. This monster of a helicopter was built all the way back in 1952 by the Hughes Aircraft Company, and it still holds the world record for a helicopter with the largest rotor system. Here's a peek into the statistics of this helicopter. The double-bladed rotor system has a massive diameter of 41 meters. In 1953 the gigantic helicopter flew with a gross weight in excess of 50,000 pounds (23,000 kg). The Rotor System Project In order to try to preserve this record held by the XH-17, a project was undertaken to fly this rotor system again. Due to the shortage on time, parts were used from various aircraft and put together instead of manufacturing original parts for the XH-17. Here is where it gets very interesting. The fuel tank was taken from the B-29 Superfortress. The wheels were taken from two different aircraft! The front wheels were taken from the B-25 Mitchell, and the rear ones were used from the C-54 Skymaster. Even the cockpit of the Waco CG-15 was used. Scrapped in 1955
The entire construction of the XH-17 is unique. Two General Electric J35 turbojet engines were used in the helicopter in order to send it up to the air and spin the rotor. This is aside from the fact that the rotor blades are enormous, and there are also a number of other curious components that have been used to make this helicopter. Unfortunately the XH 17 was too bulky and inefficient and only one was built, it was scrapped in 1955 Adolph Busemann Adolph Busemann Born in Lübeck, Germany on the 20 April 1901 was a German aerospace engineer who received his Ph.D. in engineering from the University of Brunswick in 1924 and became an influentialpioneer in aerodynamics, he specialized in supersonic airflows, introduced the concept of swept wings and after immigrating to the United States in 1947 invented the Shockwave free Busemann's Biplane Effectively Eliminate The Sonic Boom Stanford University and MIT researchers are now saying that some elements of aviation from the start of the 20th century might actually hold the key to effectively eliminate sonic boom. Biplanes are still in use today and the concept of supersonic aircraft that the researchers are now working on is very similar to these. They have introduced a 2nd wing, which they are saying cancels all the shockwaves that have been generated by any objects that are close to or beyond the existing sound barrier. The Sonic Boom Concept The fact of the matter is that this is not really a new idea at all. Adolf Busemann, the aviation pioneer had suggested this idea way back in 1930. Incidentally, he was also the one responsible for the concept of the swept-wing aircraft. Any aircraft that travels at supersonic speeds will end up causing shock waves in the surrounding air. The very rapid air compression at towards the front of the airplane is what causes the 1st boom. The negative air pressure that gets left behind in the wake of the airplane causes the 2nd boom. Harming the Environment
These two booms are entirely separate phenomena. However, since they actually occur in quick succession, they seem like one single sound. Any aircraft that is in supersonic flight emits continuous booms as it speeds through the sky. All of this might sound good and adds to all the drama at any air show, but in regular use, the novelty simply tends to wear off. In addition, there is the issue of the negative impact it has on wildlife- this could be an injury or shock in the short term. Over time, wildlife might also abandon that entire habitat. Thus, it really isn’t a surprise that some factions do not consider supersonic flight for commercial uses a very beneficial change The vortex generator The largest and most widely-flown aircrafts in the world also tend to produce a lot of noise. With a lot of governmental pressure being showered down on them, Aircraft manufacturers are under a great deal of pressure to manufacture planes that generate less noise and those that will be easier on the environment. To resolve this problem, German researchers have developed a very small and innovative device called the vortex generator. The Effective Device The vortex generator has been developed by the DLR or the German Aerospace Centre and it diverts the wind from the vents that are on the underside of the wings of the Airbus 320. This is highly effective in reducing the sound that emanates from the aircraft, just before the flaps & landing gear are being deployed for landing. The sound that you could hear before using the vortex generator is akin to that of the sound that a beer bottle makes when it is being opened - on a much larger magnitude though. The head of the Department of Technical Acoustics at DLR, Jan Werner said that if you are listening to an aircraft that is landing, this is a very distinct sound that can be heard. Many people believe that it is the engines that used to make this sound. But the fact is that the circular openings that help in equalizing pressure in the fuel tanks that are mounted on either side of the wing are the ones that used to cause this sound to occur. Most people found this sound very annoying and the vortex generator, which has been developed over a decade, has reduced the noise levels tremendously. Delfs stated that it the difference in the decibel levels is very noticeable. Apart from the actual decibels, it is also the actual nature of the tones and sounds that make a particular sound more annoying, he added. A Matter of Tone
For instance, if some high decibel sound simply rushes past your ears, it might not annoy you too much. On the other hand, if there is a distinct loud noise very close to your ear, it can be extremely annoying. It’s more about the perception of the sound rather than the decibels that it is heard at. This particular device will prove to be a definite boon for most airplane manufacturers. Lufthansa, the German airline has already started installing this device on over 150 different A320 model aircrafts as well as the sister models- A321 and A319. The Competition is On In passenger numbers, Lufthansa is the 2nd largest carrier in Europe and they have said that the addition of the vortex generator to their aircraft is all a part of their broader scheme to make their airplanes quieter. In addition to this particular device, component manufacturers as well as aircraft makers are now rolling out different technologies that reduce air and noise pollution. Boeing Company and the Airbus Group are the 2 most dominant aircraft producers in the world and are always locking horns to announce new technology launches that will make their aircraft quieter and more fuel-efficient and the vortex generator has generated a lot of interest. For any person who suffers from aerophobia or a fear of flying should think again if they are flying to Nepal, Scotland or Gibraltar. Or paradoxically, these people might find being in the air a preferred option to actually landing at these airports. At Nepal’s Lukla Airport, the runway ends in a terribly scary 9,200ft drop, while at Scotland’s Barra Airport, they have to just wait till the tide ebbs.
Sunning Views To Shocking Whews! At Bhutan’s Paro Airport, you can enjoy the stunning views over the Himalayas and the Paro River as long as you overlook the severe turbulence and the sharp peaks that rise upto 18,000 ft. These are just some of the most terrifying runways in the world. Let’s take a look at what makes these and some more, just so unapproachable and scary: · Gustaf III airport, St Barts: This place is the playground for the wealthy and famous, but these well-heeled jet setters get the jitters while landing at the tiny strip that is more like a wannabe runway. Pilots have to be specially trained to land at this airport. · Tenzing-Hillary Airport, Nepal: This is also known as the Lukla Airport and is perched precariously on a high mountain ridge. It is considered to be one of the most dangerous runways in the world and a fall of 9,200ft awaits planes at the end of this runaway. This sloped runway is only 20 mtrs wide & 460 mtrs long. The added thrill factor is that there are no navigation or radar devices. · Barra Airport, Scotland: This very tiny airport is one of only 2 in the world where a beach doubles up as a runway. Thus, the sea dictates the flight times as the runway becomes an underwater zone at high tide. · Madeira Airport, Funchal: Pilots have to undergo special training to land on this amazingly short runway that is wedged firmly between the Atlantic Ocean and the mountains. Numerous accidents later, this runway was extended 2 times. The extension is quite a sight as it sits on very thin concrete pillars and extends into the sea. · Gibraltar International Airport: This airport’s runway is hardly 2,000 mtrs in length and, here is the shocker- it’s intersected by a busy main road. Somewhat like a railway crossing, every time a plane has to take off, the traffic on this road that leads towards the Spanish border has to be halted. This is considered to be one of Europe’s most dangerous airports. · Juancho E. Yrausquin Airport, in Saba: Don’t blink, or you will surely miss this tiny Caribbean island runway. It sits pretty on the edge of a cliff and is only 400mtrs in length. It is believed to the world’s shortest commercial air strip. It goes without saying that passengers who travel to these places should have a heart of steel. And if they don’t, they should simply avoid trying to steal a glance out of their aircraft windows at takeoff or landing. |
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