tag:blogger.com,1999:blog-18974950319301861652024-03-23T03:13:35.953-07:00model aircraftdyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.comBlogger249125tag:blogger.com,1999:blog-1897495031930186165.post-40046355412136773422016-10-23T06:51:00.000-07:002016-10-23T06:51:11.778-07:00Central Institute of Plastics Engineering & Technology (CIPET), Chennai<div dir="ltr" style="text-align: left;" trbidi="on">
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<strong>Name of the Posts: 05</strong></div>
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<b><br /></b><strong>Name of the Post: Technician Grade III</strong><br />1. Technician Grade III: 04 Posts<br />2. Technician Grade III: 01 Post</div>
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<strong>Age Limit:</strong> Candidate maximum age should be 28 years. Age relaxation is applicable for SC/ ST/ OBC (NCL) Candidates and others as per Govt. of rules.</div>
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<strong>Educational Qualification:</strong> Candidates should possess ITI in PPO/ Diploma in Polymer/Plastics Technology/ PGD-PPT/ M Sc in Bio polymer for Post 1, ITI in Tool & Die Making/ Diploma in Mechanical Engineering/ Tool & Die Making/ Plastics Mould Technology/ B. Tech/ B.E in Mechanical for Post 2 with 60% of marks and relevant experience.</div>
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<strong>Selection Process:</strong> Candidates will be selected based on interview.</div>
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<strong>How to Apply:</strong> Eligible candidates may send their application in prescribed format along with relevant documents as given in the notification, in an envelope must be superscribed as “Application for the Post of ——” in bold letters on the top the envelop to Director & Head, CBPST, JNM Campus, Udyogamandal P.O., Eloor, Cochin – 683501 on or before 31-10-2016.</div>
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<strong>Last Date for Submission of Applications: 31-10-2016.</strong></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com9tag:blogger.com,1999:blog-1897495031930186165.post-61994165807610556682015-12-01T17:19:00.001-08:002015-12-01T17:19:56.899-08:00Indian Air Force<div dir="ltr" style="text-align: left;" trbidi="on">
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<strong>Total No of Posts: 07</strong></div>
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<b><br /></b><strong>Name of the Posts:</strong><br /><strong>1. Multi Tasking Staff (MTS): 03 Posts</strong><br />i. UR: 02 Posts<br />ii. SC: 01 Post<br /><strong>2. Safaiwala: 03 Posts</strong><br />i. UR: 02 Posts<br />ii. SC: 01 Post<br /><strong>3. Mess Staff: 01 Post</strong><br />i. UR: 01 Post</div>
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<strong>Age Limit:</strong> Candidates age should be between 18-25 years as on the last date for receipt of application. Age relaxation is applicable for SC/ ST/ OBC/ PH/ Ex-Serviceman/ Departmental candidates/ Other eligible categories as per Central Government of India Rules.</div>
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<strong>Educational Qualification:</strong> Candidates should pass Matriculation or equivalent qualification from a recognized university or board.</div>
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<strong>Selection Process:</strong> Candidates will be selected based on qualification, written test/ interview.</div>
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<strong>How to Apply:</strong> Eligible candidates may send their application in the prescribed format typed in English/ Hindi, affixing recent self attested photograph along with self attested photocopies of all relevant certificates, self addressed stamped envelope of size 24×11 centimeters to the concerned Air Force Station/ Unit within 30 days from the date of advt. Superscribe the envelope as “Application for the post of ———————- in ———- Unit”.</div>
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<strong>Important Dates: </strong><br /><strong>Date of Advertisement: 28-11-2015 to 04-12-2015.</strong><br /><strong>Last Date for Submission of Application: Within 30 days from the date of advt.</strong></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com1tag:blogger.com,1999:blog-1897495031930186165.post-33688351719027474202014-07-03T01:50:00.001-07:002014-07-03T01:50:02.488-07:00Governement of madhya pradesh recruitment aviation 2014-2015<div dir="ltr" style="text-align: left;" trbidi="on">
<table cellpadding="0" cellspacing="0" class="tr-caption-container" style="float: left; text-align: center;"><tbody>
<tr><td><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0KydL5eXRG_OSnjmYHLe7wBiFnQRQBYUe_h0OTqzjDcPKR65FBE5Sgp8vA1896a9qGxzz5M2k-0a-Jp630FJDehSM20840_aqG9R3TvdUqjeq-H_4RTfO_AVGj7rIfSinUifsfar3Dho/s1600/122.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg0KydL5eXRG_OSnjmYHLe7wBiFnQRQBYUe_h0OTqzjDcPKR65FBE5Sgp8vA1896a9qGxzz5M2k-0a-Jp630FJDehSM20840_aqG9R3TvdUqjeq-H_4RTfO_AVGj7rIfSinUifsfar3Dho/s1600/122.jpg" height="215" width="320" /></a></td></tr>
<tr><td class="tr-caption" style="font-size: 13px;">govt of madhya pradesh recruitment 2014-2015</td></tr>
</tbody></table>
posts:<br />
1,Flight Operation Officers : 01<br />
2. Flight Safety Officer : 01<br />
<br />
<br />
for more details : <a href="http://www.mpaviation.nic.in/">www.mpaviation.nic.in</a><br />
<br />
or else see THE HINDU news paper 03/07/2014 opportunities and also clik the image file and enlarge it, you can get the complete details about this job.<br />
<br />
<br />
<br />
<b>mp aviation recruitment, madhya pradesh recruitment, airport in madhya pradesh,madhya pradesh govt job 2014,madhya pradesh govt job, govt jobs in madhya pradesh 2014-2015,aviation jobs in india, latest aviation recruitment at madhya pradesh, latest jobs in aviation, aviation recruitemnt 2014-2015, 2015 aviation recruitment at india</b></div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-77211711926866446112014-05-04T19:29:00.003-07:002014-05-04T19:29:55.716-07:00Advanced Technology in Propulsion - ELECTRON SPIRAL TOROID PROPULSION (EST)<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-size: 10.0pt;">ELECTRON SPIRAL TOROID PROPULSION (EST)</span></div>
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<br /></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>A revolutionary method has been
discovered to store large amounts of energy as magnetic field energy with virtually
no mass, using the newly patented Electron Spiral Toroid (EST). The EST has
large total energy and low mass, potentially resulting in the advances of the
space propulsion. An EST is calculated to store 10 12 joules of magnetic field
energy in a containment of 235 kg, replacing a Titan rocket's 700,000 kg of
fuel with 32 kg of thruster gas. </span></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
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<br /></div>
<div class="MsoNormal" style="mso-pagination: widow-orphan lines-together; text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="mso-pagination: widow-orphan lines-together; text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The EST is a
hollow toroid of electrons, all spiraling in parallel paths in a thin outer
surface. The EST is charge neutral, being surrounded by ions which provide the
small electric field. This makes the EST force free. The parallel paths are
current loops, which create a very large internal magnetic field. Microwave
energy may be added to raise electrons to 10,000 ev. Propulsion would heat ions
without combustion through collisions with the EST surface, ejecting them for
thrust. The ions are contained by electric fields until ejected; thus
protecting mechanical parts. The thrust can be shut off when required.
Proof-of-concept tests have shown EST energy loss rates to be small.</span></div>
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<br /></div>
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<br /></div>
<div align="center" class="MsoNormal" style="mso-layout-grid-align: none; text-align: center; text-autospace: none;">
<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;">WATER THE ULTIMATE PROPELLANT</span></div>
<a name='more'></a><br />
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<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="mso-layout-grid-align: none; text-align: justify; text-autospace: none;">
<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>NASA
and the Air Force Office of Scientific Research, or AFOSR, have successfully
launched a small rocket using an environmentally-friendly, safe propellant
comprised of aluminum powder and water ice, called ALICE. This environmentally-friendly
propellant can be used for flight on Earth and in long distance space missions.
Using ALICE as fuel , a nine-foot rocket soared to a height of 1,300 feet over
Purdue University ’ s Scholar farm earlier in Indiana.</span><span style="font-size: 10.0pt;"> <span style="mso-bidi-font-weight: bold;">ALICE</span><span style="mso-bidi-font-weight: bold;"> </span></span></div>
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<br /></div>
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<br /></div>
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<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;">is
generating excitement among researchers because this energetic propellant has
the potential to replace some liquid or solid propellants. When it is
optimized, it could have a higher performance than conventional propellants. </span></div>
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<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;"><span style="mso-spacerun: yes;"> </span></span></div>
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<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;"><span style="mso-spacerun: yes;"> </span>ALICE has the consistency of toothpaste when made.
It can be fit into molds and then cooled to -30 degree Celsius 4hours before
flight. The propellant has a high burn rate and achieved a maximum thrust of
650 pounds during the test. ALICE
can be improved with the addition of oxidizers and become a potential solid
rocket propellant on Earth. Theoretically, ALICE can be manufactured in distant places
like the moon or Mars, instead of being transported to distant locations at
high cost.</span></div>
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<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;">CONCLUSION</span></div>
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<br /></div>
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<span style="font-size: 10.0pt; mso-bidi-font-weight: bold;"><span style="mso-spacerun: yes;"> </span>We are just beginning to understand
the true nature of space and attempting to utilize this environment for our
propulsion needs. Many interactive forces are available for propulsion. A few
of these forces as discussed above include gravitational attraction, gas and
plasma pressure, radiation pressure, magnetic fields and electric fields.
Utilizing these “free” forces will be a true test of man’s ingenuity.</span></div>
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<span style="font-family: "Times New Roman","serif"; font-size: 10.0pt; mso-ansi-language: EN-US; mso-bidi-font-weight: bold; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US;"><br clear="all" style="mso-break-type: section-break; page-break-before: auto;" />
</span>
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<br /></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com1tag:blogger.com,1999:blog-1897495031930186165.post-24838786994828448982014-05-04T19:28:00.004-07:002014-05-04T19:28:59.058-07:00Advanced Technology in Propulsion - PLASMA BALLON<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-size: 10.0pt;">PLASMA BALLON</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>One intriguing prospect is a propellant
less propulsion concept called as plasma sail. The concept was developed by
Robert Winglee, a scientist at the University
of Washington in Seattle. This Mini-Magnetosphere Plasma
Propulsion, or M2P2 for short, takes advantage of the natural environment of
space. M2P2 technology creates a huge magnetic bubble around an interplanetary
craft. In deploying the mini-magnetosphere, this plasma "balloon"
interacts with high-speed ionized particles shed by the Sun which, in turn,
push the vehicle through space.<span style="mso-spacerun: yes;"> </span>Plasma
sail technologies are faster </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">than
ion and chemical propulsion and therefore could cut conventional trip times to
the outer planets in half. </span></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">AEROCAPTURE</span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Aerocapture technology is a flight
maneuver that inserts a spacecraft into orbit around a planet or moon by using
the destination's atmosphere like a "brake." The dense atmosphere
creates friction, which is used to slow down a craft, transferring the energy
associated with the vehicle's high speed into heat. Therefore this approach
requires significant thermal protection. There is no need for any on-board
propulsion. The main advantage of aero capture is reduced mass and use of a
smaller, less-expensive launcher. This technique gets a vehicle to a
destination quickly, hastening start-up of science operations.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>Aerocapture
is part of a unique family of "aero assist" technologies being
developed by NASA for science missions to any planetary body with an
appreciable atmosphere. These destinations could include Mars, Venus and
Saturn's moon Titan, along with the outer planets.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">ANTIGRAVITY PROPULSION</span></div>
<a name='more'></a><br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>An 'antigravity' propulsion system
was proposed at the Space Technology and Applications International Forum
(STAIF) in Albuquerque
on February 14 by Dr. Franklin Felber. His new exact solution to Einstein's
gravitational field equation gives hope to space enthusiasts that it might be
possible to accelerate space craft to speeds approaching that of light without
crushing the contents of the craft</span></div>
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<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">BEAM POWERED PROPULSION</span></div>
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<br /></div>
<div class="MsoNormal">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">1) Star wisp</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>Constructing
a spacecraft capable of traveling interstellar distance is not easy. Even the
launching of one-way, fly by probe to the nearest star system is a major
undertaking. There have been many concepts published for attaining the
interstellar transport. One such concept is called star wisp. Star wisp is an
ultra low mass interstellar probe, which is propelled by high power microwave
antennae through beam powered propulsion. The propulsion system consists of a
20 gigawatt microwave beam from the solar powered satellite in orbit around the
earth. So it doesn’t carry any propulsion system onboard. It was proposed by
Robert l forward, scientist and author, in 1985. Accelerating a Star wisp of
115 g’s using 10 billion watt microwave beam would take it to one-fifth of the
speed of light within days which is out of anybody’s imagination. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Star wisp probe consist of a mesh whish is
made up of extremely fine wires about one kilometer across. The wires are
placed apart at a distance equal to the wavelength of the microwaves that will
be used to push it. The wires would have nanoscale computer circuitry, sensors,
microwave power collection systems and microwave radio transmitters fabricated
on the wire surfaces, giving the probe data collection and transmission
capability. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Since light weight is the key
feature of star wisp, special techniques are used for fabrication. One proposed
method would be to "paint" the probe and its circuitry onto an
enormous sheet of plastic which degrades when exposed to ultraviolet light, and
then wait for the sheet to evaporate away under the assault of solar UV after
it has been deployed in space.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">SPACE DRIVE</span></div>
<div class="MsoNormal">
<br /></div>
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<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">1) Warp drive</span></i><span style="font-size: 10.0pt;"></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>Warp drive (also known as Hyper drive) is a
technology that allows space travel at faster-than-light speeds. This is
accomplished by generating warp fields to form a subspace bubble that envelops
the starship, distorting the local space time continuum and moving the starship
at velocities that exceed the speed of light. These velocities are referred to
as warp factors. Warp drive is the most common form of interstellar propulsion
used in the Milky Way Galaxy, making interstellar exploration, commerce and
warfare possible.<span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>24th century Federation warp engines
are fueled by the reaction of matter (deuterium) and antimatter (ant deuterium),
mediated through an assembly of dilithium crystals, which are non reactive with
antimatter when subjected to high-frequency electromagnetic fields. This
reaction produces highly energetic plasma, called electro-plasma or warp
plasma, which is channeled by plasma conduits through the electro-plasma system
(EPS). The electro-plasma is funneled by plasma injectors into a series of warp
field coils, usually located in remote warp nacelles. These coils are composed
of verterium cortenide and generate the warp field</span></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<br /></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-5826966096414439982014-05-04T19:28:00.000-07:002014-05-04T19:28:06.232-07:00Advanced Technology in Propulsion - VASIMR MODE<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-size: 10.0pt;">VASIMR MODE</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The variable- specific-impulse magneto
plasma rocket (VASIMR) is high powered, electro thermal plasma </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">rocket,
capable of modulating the exhaust at constant power. An electrode less design
enables the rocket to operate at power densities much greater than those of
more conventional magneto plasma or ion engines. VASIMR is intended to bridge
the gap between high-thrust, low-specific impulse propulsion systems and
low-thrust, high-specific impulse systems. Therefore it is capable of
functioning in either mode placing the VASIMR far ahead of anything available
today. This rocket utilizes hydrogen as its propellant which can be operated at
relatively low cost.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The VASIMR is expected to be
commercially useful for boosting communication satellites and other
Earth-orbiting spacecraft to higher orbits, retrieving and servicing spacecraft
in high orbits around the Earth, and boosting high-payload robotic spacecraft
on very fast missions to other planets. The greatest potential of the VASIMR is
expected to lie in its ability to significantly reduce the trip times for human
missions to Mars and beyond. This reduction in times is expected to enable
long-term exploration of outer space by humans — something that conventional
rocket designs now preclude.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The VASIMR contains three major
magnetic cells — the forward, central, and after cells. A plasma is injected
into these cells, then heated, then expanded in a magnetic nozzle. <span style="mso-spacerun: yes;"> </span>During operation of the VASIMR, a neutral gas
(typically, hydrogen) is injected into the forward cell, where it is ionized.
The resulting plasma is then heated further in the central cell which serves as
an amplifier, to the desired temperature and density, by use of radio-frequency
excitation and ion cyclotron resonance. Once heated, the plasma is magnetically
and gas-dynamically exhausted by the aft cell to provide modulated thrust. </span></div>
<a name='more'></a><br />
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">The
VASIMR offers numerous advantages: </span></div>
<ul style="margin-top: 0in;" type="disc">
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Its unique electrode
less design provides not only high thrust at maximum power but also highly
efficient ion-cyclotron-resonance heating, and high efficiency of the
VASIMR</span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">The residual magnetic
field of the engine and the hydrogen propellant will be effective as a
shield against radiation.</span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">The variability of
thrust and Isp at constant power will afford a wide range of capabilities
to abort.</span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Because hydrogen is
the most abundant element in the universe, the supply of hydrogen could
likely be regenerated.</span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">The VASIMR is flexible
and adaptable to both fast transfers of humans and slower high-payload
robotic missions; hence, there would be no need to develop separate
propulsion systems for missions of each type, and costs would be held down
accordingly.</span></li>
</ul>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Because the VASIMR is a high-Isp rocket, the
VASIMR concept can be expected to lead to lower initial mass in low Earth
orbit, relative to nuclear, thermal, and/or chemical rockets.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The VASIMR engine could also even
help protect astronauts from the dangerous effects of radiation during their
trip. In the less-distant future, VASIMR could even help keep the International
Space Station (ISS) in orbit without requiring extra fuel to be brought up from
Earth<span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>It even features an
"afterburner" mode that sacrifices fuel efficiency for additional
speed. Possible fuels for the VASIMR engine could include hydrogen, helium, and
deuterium</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">TETHER BASED PROPULSION</span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Tether propulsion systems are
proposals to use long, very strong cables (known as tethers) to change the
velocity of spacecraft and payloads. The tethers may be used to initiate
launch, complete launch, or alter the orbit of a spacecraft. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Spaceflight using this form of
spacecraft propulsion may be significantly less expensive than spaceflight
using rocket engines.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Tethers are kept straight by either
rotating end for end, with very high tips speeds (several km/s), or by the
difference in the strength of gravity over their length (tidal stabilization).
Tethers require strong, light materials. Some current tether designs use
crystalline plastics such as ultra high molecular weight polyethylene, aramid,
diamond or carbon fiber. A possible future material would be carbon nanotubes,
which have an estimated tensile strength between 140 and 177 GPa<span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Such a "space tether"
principle can be used for a surprising range of applications, such as payload
transfer, power generation, and orbital propulsion. To achieve maximum
performance and low cost, tethers need to be made of materials with the
combination of high tensile strength and low density.</span></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-6737115102791544502014-05-04T19:26:00.001-07:002014-05-04T19:26:28.256-07:00Advanced Technology in Propulsion - Solar energy for propulsion (solar sail)<div dir="ltr" style="text-align: left;" trbidi="on">
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<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">2) Solar energy for propulsion (solar
sail)</span></i></div>
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<br /></div>
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<b style="mso-bidi-font-weight: normal;"><span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></b><span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>A solar sail is a spacecraft
propelled by sunlight. Whereas a conventional rocket is propelled by the thrust
produced by its internal engine burn, a solar sail is pushed forward simply by
light from the Sun. This is possible because light is made up of packets of
energy known as “photons,” that </span></div>
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<br /></div>
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<br /></div>
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<br /></div>
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<span style="font-size: 10.0pt;">act
like atomic particles, but with more energy. When a beam of light is pointed at
a bright mirror-like surface, its photons reflect right back, just like a ball
bouncing off a wall. In the process the photons transmit their momentum to the
surface twice – once by the initial impact, and again by reflecting back from
it. Thus propelled by a steady stream of reflecting photons, the bright surface
is pushed forward.</span></div>
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<br /></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>There are three components to a
solar sail-powered spacecraft: </span></div>
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<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Continuous force
exerted by sunlight</span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">A large, ultra thin
mirror </span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">A separate launch
vehicle<a name='more'></a></span></li>
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<br /></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>When the bright sails face the Sun
directly, they are subjected to a steady barrage of photons that reflect off
the shiny surfaces and impel the spacecraft forward, away from the Sun. By
changing the angle of the sail relative to the Sun it is possible to change the
direction in which the sail is propelled. It is even possible to direct the
spacecraft towards the Sun, rather than away from it, by using the photon’s
pressure on the sails to slow down the spacecraft’s speed and bring its orbit
closer to the Sun.</span></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>A solar sail spacecraft will
accelerate very slowly when compared to a conventional rocket. Under optimal
conditions, a solar sail on an interplanetary mission would gain only 1
millimeter per second in speed every second it is pushed along by solar
radiation.</span></div>
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<br /></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>But the incomparable advantage of a
solar sail is that it accelerates CONSTANTLY. A rocket only burns for a few
minutes, before releasing its payload and letting it cruise at a constant speed
the rest of the way. A solar sail, in contrast, keeps on accelerating, and can
ultimately reach speeds much greater than those of a rocket-launched craft. </span></div>
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<br /></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Given time, however, with small but
constant acceleration, a solar sail spacecraft can reach any desired speed. If
the acceleration diminishes due to an increasing distance from the Sun, some
scientists have proposed pointing powerful laser beams at the spacecraft to
propel it forward.</span></div>
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<br /></div>
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<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Solar sails don't work well in
low Earth orbit below 800 km altitude due to erosion or air drag .Above that
altitude they give very small accelerations that take months to build up to
useful speeds. Solar sails have to be physically large, and payload size is
often small. Deploying solar sails is also highly<b style="mso-bidi-font-weight: normal;"> </b>challenging to date.</span></div>
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<br /></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-77281654676630710882014-05-04T19:25:00.002-07:002014-05-04T19:25:22.250-07:00Advanced Technology in Propulsion - PHOTON PROPULSION<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-size: 10.0pt;">PHOTON PROPULSION</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">A
form of rocket propulsion, still in the earliest stages of development, in
which the reaction is produced by electromagnetic radiation. Types of photon
propulsion are: </span></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">1) Antimatter (photon rocket)</span></i></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Antimatter is the opposite of
normal matter, of which the majority of our universe is made. The presence of
antimatter in our universe was considered to be only theoretical. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>These anti-particles are,
literally, mirror images of normal matter. Each anti-particle has the same mass
as its corresponding particle, but the electrical charges are reversed. Here
are some antimatter discoveries of the 20th century: </span></div>
<ul style="margin-top: 0in;" type="disc">
<li class="MsoNormal" style="mso-list: l0 level1 lfo2; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Positrons - Electrons
with a positive instead of negative charge. Discovered by Carl Anderson in
1932, positrons were the first evidence that antimatter existed. </span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo2; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Anti-protons - Protons
that have a negative instead of the usual positive charge. In 1955,
researchers at the Berkeley Bevatron produced an antiproton. </span></li>
<li class="MsoNormal" style="mso-list: l0 level1 lfo2; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Anti-atoms - Pairing
together positrons and antiprotons, scientists at CERN, the European
Organization for Nuclear Research, created the first anti-atom. Nine
anti-hydrogen atoms were created, each lasting only 40 nanoseconds. As of
1998, CERN researchers were pushing the production of anti-hydrogen atoms
to 2,000 per hour.</span></li>
</ul>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>When antimatter comes into
contact with normal matter, these equal but opposite particles collide to
produce an explosion emitting pure radiation, which travels out of the point of
the explosion at the speed of light. Both particles that created the explosion
are completely annihilated, leaving behind other subatomic particles. The
explosion that occurs when antimatter and matter interact transfers the entire
mass of both objects into energy. Scientists believe that this energy is more
powerful than any that can be generated by other propulsion methods. </span></div>
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<br /></div>
<a name='more'></a><br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">
</span>The problem with developing antimatter propulsion is that there is a
lack of antimatter existing in the universe. If there were equal amounts of
matter and antimatter, we would likely see these reactions around us. Since
antimatter doesn't exist around us, we don't see the light that would result
from it colliding with matter. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The amount of antimatter needed
to supply the engine for a one-year trip to Mars could be as little as a
millionth of a gram. Therefore Matter-antimatter propulsion will be the most
efficient propulsion ever developed, because 100 percent of </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">the
mass of the matter and antimatter is converted into energy. When matter and
antimatter collide, the energy released by their annihilation releases about 10
billion times the energy that chemical energy such as hydrogen and oxygen
combustion, the kind used by the space shuttle, releases. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Matter-antimatter reactions are
1,000 times more powerful than the nuclear fission produced in nuclear power
plants and 300 times more powerful than nuclear fusion energy. So,
matter-antimatter engines have the potential to take us farther with less fuel.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">There
are three main components to a matter-antimatter engine: </span></div>
<ul style="margin-top: 0in;" type="disc">
<li class="MsoNormal" style="mso-list: l1 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Magnetic storage rings
- Antimatter must be separated from normal matter so storage rings with
magnetic fields can move the antimatter around the ring until it is needed
to create energy. </span></li>
<li class="MsoNormal" style="mso-list: l1 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Feed system - When the
spacecraft needs more power, the antimatter will be released to collide
with a target of matter, which releases energy. </span></li>
<li class="MsoNormal" style="mso-list: l1 level1 lfo1; tab-stops: list .5in; text-align: justify;"><span style="font-size: 10.0pt;">Magnetic rocket nozzle
thruster - Like a particle collider on Earth, a long magnetic nozzle will
move the energy created by the matter-antimatter through a thruster.</span></li>
</ul>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Approximately 10 grams of
antiprotons would be enough fuel to send a manned spacecraft to Mars in one
month. Today, it takes nearly a year for an unmanned spacecraft to reach Mars.
In 1996, the Mars Global Surveyor took 11 months to arrive at Mars. Scientists
believe that the speed of a matter-antimatter powered spacecraft would allow
man to go where no man has gone before in space. It would be possible to make
trips to Jupiter and even beyond the heliopause, the point at which the sun's
radiation ends. But it will still be a long time before astronauts are asking
their starship's helmsman to take them to warp speed.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">The
problems that must be taken care of before antimatter can be put to use as a
fuel source. The first is the creation of antimatter in sufficient quantities,
next is the storage of antimatter.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">
</span>Before addressing the more fundamental problem of creation, it’s
instructive to begin with the question of storage. Although positrons
(anti-electrons) are relatively easy to create, they are not easy to store in
large quantities. By their very nature, positrons are positively charged and
therefore exert a Coulombic force of repulsion against one another. This
Coulombic force is extremely powerful and only the smallest amounts of
positrons can be stored adequately with current technology.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">
</span>Because of this, the ideal storage situation would be the case of neutral
antimatter, that is, antimatter with no net </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">Charge.
This could be most simply realized with the creation of antihydrogen, a stable
and energetically bound atom <span style="mso-spacerun: yes;"> </span>consisting
of a single positron and antiproton. A few hundred thousand antihydrogen atoms
were produced at CERN in 1995. By their very nature, antihydrogen atoms will
annihilate the walls of any container they are stored within. For this reason,
specially constructed magnetic storage devices called </span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">Penning
traps must be utilized. These devices are not suited for high density storage
of antimatter that would be required for space propulsion.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">
</span>One possibility might be to store antihydrogen in the form of a Bose
Einstein Condensate (BEC), a fifth state of matter (BEC, solid, liquid, gas, and
plasma) first predicted to exist in the 1920’s. When matter is cooled to a low
enough temperature, its macroscopic state can be modeled by a single quantum
wave function and individual atoms lose their independent identities. BEC’s
were first created experimentally in the mid-90 and are currently an active
research area. In this state, Antihydrogen becomes much easier to store </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>It is possible that particles
outnumbered anti-particles at the time of the Big Bang. As stated above, the
collision of particles and anti-particles destroys both. so we will have to
create our own antimatter. There is technology available to create antimatter
through the use of high-energy particle colliders, also called "atom
smashers." Atom smashers, like CERN, are large tunnels lined with powerful
super magnets that circle around to propel atoms at near-light speeds. When an
atom is sent through this accelerator, it slams into a target, creating
particles. Some of these particles are antiparticles that are separated out by
the magnetic field. These high-energy particle accelerators only produce one or
two picograms of antiprotons each year. A picogram is a trillionth of a gram.
All of the antiprotons produced at CERN in one year would be enough to light a
100-watt electric light bulb for three seconds. It will take tons of
antiprotons to travel to interstellar destinations.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">
</span>Clearly a multitude of technological hurdles must be overcome before
antimatter use becomes routine in space exploration. However, the fundamental
theoretical issues have been proved. Antimatter exists, antihydrogen can be
created technologically, and antihydrogen can be stored. The rest is progress.</span></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-77921304290332821602014-05-04T19:23:00.002-07:002014-05-04T19:23:40.738-07:00Advanced Technology in Propulsion - LASER PROPULSION<div dir="ltr" style="text-align: left;" trbidi="on">
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<br />
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">c) Traveling wave</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>A third type of plasma accelerator,
sometimes called the magnetic-induction plasma motor, offers potential
advantages over both the foregoing accelerators. It requires neither magnets
nor electrodes, and relies on currents being induced in the plasma by a
traveling magnetic wave. If the current in a conductor surrounding a tube
containing plasma increases, the magnetic field strength in the plane of the
conductor will increase. Then an electromotive force will be induced in any
loop in this plane. If the conductor current increases rapidly enough, the
induced electric field will establish substantial plasma current. The induced
magnetic field and plasma current then interact to cause a body force normal to
both, which tends to compress the plasma toward the axis of the tube and expel
it axially. A traveling-wave accelerator makes use of a number of sequentially
energized external conductors along the tube. As the switches are fired in
turn, the magnetic field lines move axially along the tube, interacting with
induced currents and imparting axial motion to the plasma.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The inward radial force on the
plasma this accelerator appears to offer an advantage in keeping the high
temperature plasma away from the solid walls of the tube. The fact that no
electrodes are needed is also an attractive feature</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<u><b><span style="font-size: 10.0pt;">LASER PROPULSION</span></b></u></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Laser propulsion is a form of beam-powered
propulsion where the energy source is a remote (usually ground -based) laser
system and separate from the reaction mass. This form of propulsion differs
from a conventional chemical rocket where both energy and reaction mass come
from the solid or liquid propellants carried on board the vehicle. Types of
laser propulsion are:</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">1) Ablative Laser Propulsion</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<a name='more'></a><br />
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Ablative Laser Propulsion (ALP)
is a form of beam-powered propulsion in which an external pulsed laser is used
to burn off a plasma plume from a solid metal propellant, thus producing
thrust. The measured specific impulse of small ALP setups is very high at about
5000 s (49 kN·s/kg). Material is directly removed from a solid or liquid
surface at high velocities by laser ablation by a pulsed laser. Depending on
the laser flux and pulse duration, the material can be simply heated and
evaporated, or converted to plasma. Ablative propulsion will work in air or
vacuum. Specific impulse values from 200 seconds to several thousand seconds
are possible by choosing the propellant and laser pulse characteristics. Variations
of ablative propulsion include double-pulse propulsion in which one laser pulse
ablates material and a second laser pulse further heats the ablated gas, </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;">laser
micro propulsion in which a small laser onboard a spacecraft ablates very small
amounts of propellant for attitude control or maneuvering, and space debris removal,
in which the laser ablates material from debris particles in low Earth orbit,
changing their orbits and causing them to reenter. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">2) Pulsed Plasma Propulsion</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>A high energy pulse focused in
a gas or on a solid surface surrounded by gas produces breakdown of the gas
(usually air). This causes an expanding shock wave which absorbs laser energy
at the shock front expansion of the hot plasma behind the shock front during
and after the pulse transmits momentum to the craft. Pulsed plasma propulsion
using air as the working fluid is the simplest form of air-breathing laser
propulsion.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">3) Laser electric propulsion</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>A general class of propulsion
techniques in which the laser beam power is converted to electricity, which
then powers some type of electric propulsion thruster. Usually, laser electric
propulsion is considered as a competitor to solar electric or nuclear electric
propulsion for low-thrust propulsion in space. However, Leik Myrabo has
proposed high-thrust laser electric propulsion, using magneto hydrodynamics to
convert laser energy to electricity and to electrically accelerate air around a
vehicle for thrust.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">4) Laser accelerated plasma propulsion
system</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Recently conducted experiments at
the University of
Michigan have shown that
ultra short pulse (ultra fast) lasers could accelerate charged particles to
relativistic speeds. Current achievable laser peak power of about 10 ^15 Watts
has been utilized in the study of relativistic nonlinear optics in plasmas, and
it is expected that laser power values will be reached in the near future that
will accelerate protons to energies equal to their rest mass energy. That
readily means that is such particles are ejected from a propulsion system at
0.866 (the speed of light), they will produce a specific impulse of 26 million
seconds. Present day experiments have also demonstrated that a beam of MeV
protons containing more than 10^10 particles at 100 MeV energy will indeed be
achieved in the not too distant future. Propulsion systems based on such
concepts will indeed make distant planets in the solar system, and some interstellar
missions, achievable in relatively short times.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-7667961360734316182014-05-04T19:20:00.000-07:002014-05-04T19:20:00.672-07:00Advanced Technology in Propulsion - INTRODUCTION<div dir="ltr" style="text-align: left;" trbidi="on">
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<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">INTRODUCTION</span></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Any technique used for transmitting a
mass from one point to another in the aerospace environment is called as
propulsion. From past till now, propulsion has been one of the most active fields
of research for many scientists. The main reason for this is the need for
speed, faster trip time, exploration and discovery.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Some of the advanced technologies in
rocket and spacecraft propulsion which are used and to be used in the near
future are given below:</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-size: 10.0pt;">ELECTRIC PROPULSION</span></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Some fundamentally different concept
was introduced for accelerating the propellant mass to overcomes the
limitations of chemical thermodynamic expansion. Into this breech steps the
family of electric propulsion possibilities.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Historically, conceptually and
pragmatically this field has tended to subdivide into three categories:</span></div>
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<br /></div>
<div class="MsoNormal" style="margin-left: 22.5pt; mso-list: l0 level1 lfo1; tab-stops: list 22.5pt; text-align: justify; text-indent: -.25in;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;"><span style="mso-list: Ignore;">1)<span style="font: 7.0pt "Times New Roman";">
</span></span></span></i><i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">Electro thermal propulsion</span></i></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>In
this process propellant is heated by some electrical process then expanded
through a suitable nozzle. The arc jet is an electro thermal rocket because it
uses electrical energy to heat a propellant. In this method, an annular arc is
created in the chamber and the propellant is heated to high temperatures as it
interacts with the arc. After the heating, the propellant is expanded through a
conventional nozzle. This type of propulsion takes advantage of using hydrogen
as a propellant, and, like nuclear rockets, experiences a similar performance
gain in specific impulse (up to 1,200 seconds). Unlike nuclear rockets, arc
jets are small, producing little more than several pounds of thrust.</span></div>
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">2) Electro static propulsion</span></i></div>
<a name='more'></a><br />
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<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>These are commonly called ion
rockets. Neutral propellant is converted ions and electrons and withdrawn in
separate streams. The ions pass through a strong electrostatic field produced
between acceleration electrodes. The ions accelerate to high speeds, and the
thrust of the rocket is in reaction to the ion acceleration. It is also
necessary to expel the electrons in order to prevent the vehicle from acquiring
a net negative charge. Otherwise, ions would be attracted back to the vehicle
and the thrust would vanish. </span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>The excess electrons could be removed by re-
injecting them back into the exhaust ion beam. Ion rockets offer very high
specific impulses, but very low thrust, one-half pound being high. It has been
estimated that an ion rocket employing cesium propellant would require over
2,000 kW of electrical power per pound of thrust.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;"> </span>The propellant for ion engines may be any substance
that ionizes easily. Unlike thermodynamic expansion, the size of the molecules
is not a primary factor. The most efficient elements are mercury, cesium or the
noble gases.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">3) Electro magnetic propulsion</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>In this method plasma is used
with crossed electric and magnetic fields to accelerate the plasma. A plasma is
an electrically conducting gas. It consists of a collection of neutral atoms,
molecules, ions, and electrons. The number of ions and the number of electrons
are equal so that, on the whole, the plasma is electrically neutral. Because of
its ability to conduct electrons, the plasma can be subjected to
electromagnetic forces in much the same way as solid conductors in electric
motors.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>There are three major types of electromagnetic
rockets: magneto gas- dynamic, pulsed-plasma and traveling wave</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">a) Magneto gas dynamic drive</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span><span style="mso-spacerun: yes;">
</span></span></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>Strong external electric and
magnetic fields direct and accelerate the plasma stream, imparting high exhaust
velocity. The performance is limited due to non- perpendicular currents flowing
in the plasma at high field strengths. The specific impulse is lower than ion
rockets but still very high (around 10,000 seconds). The mass flow rate is
restricted so the thrusts remain low.</span></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<i style="mso-bidi-font-style: normal;"><span style="font-size: 10.0pt;">b) Pulsed plasma</span></i></div>
<div class="MsoNormal" style="text-align: justify;">
<br /></div>
<div class="MsoNormal" style="text-align: justify;">
<span style="font-size: 10.0pt;"><span style="mso-spacerun: yes;"> </span>One of the disadvantages of the
steady crossed-field accelerators is that they require a substantial external
field and therefore, a massive electromagnet. It is possible to make an
accelerator for which an electromagnet is unnecessary by using the plasma
current itself to generate the magnetic field, which gives rise to the
accelerating force. Whereas the crossed- field accelerator is analogous to a
shunt motor (which has separate current circuits for the electric and magnetic
fields), the analog of this type of accelerator is the series motor in which
the magnetic field is established by the same current which interacts to
establish the crossed field force.</span></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-88319414712266466572014-01-06T06:54:00.001-08:002014-01-06T06:54:59.746-08:00Indigenous cryogenic engine puts a 1,982-kg communication satellite in orbit<div dir="ltr" style="text-align: left;" trbidi="on">
<div class="articleLead" style="background-color: white; border: 0px; line-height: 18px; margin: 0px; outline: 0px; padding: 0px; position: relative;">
<h2 style="border: 0px; font-style: italic; line-height: normal; margin: 0px 0px 10px; outline: 0px; padding: 0px;">
<span style="font-family: Times, Times New Roman, serif; font-size: large;"><u>Indigenous cryogenic engine puts a 1,982-kg communication satellite in orbit</u></span></h2>
</div>
<table align="center" cellpadding="0" cellspacing="0" class="tr-caption-container" style="margin-left: auto; margin-right: auto; text-align: center;"><tbody>
<tr><td style="text-align: center;"><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxm4nEeyVlLXBTGUhA6lTDT6sZq7XVUkmbtrHjObql7-4zEYbU5OYFZPOkp_C_rf6eRAEIhXHfU6VlbVU989ff4TJKbiWvGdyvL1fUtZpikm9ovJOJjHyr9oGIpuX-XHwbdlId-HsbgSE/s1600/GSLV1_1710278g.jpg" imageanchor="1" style="margin-left: auto; margin-right: auto;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxm4nEeyVlLXBTGUhA6lTDT6sZq7XVUkmbtrHjObql7-4zEYbU5OYFZPOkp_C_rf6eRAEIhXHfU6VlbVU989ff4TJKbiWvGdyvL1fUtZpikm9ovJOJjHyr9oGIpuX-XHwbdlId-HsbgSE/s1600/GSLV1_1710278g.jpg" height="320" width="210" /></a></td></tr>
<tr><td class="tr-caption" style="text-align: center;">indian gslv g5 cryogenic engine</td></tr>
</tbody></table>
<div class="body" style="background-color: white; color: #3b3a39; line-height: 18px; margin-bottom: 20px; outline: 0px;">
<span style="font-family: Times, Times New Roman, serif;">One of India’s most ambitious dreams became a reality on Sunday when its Geosynchronous Satellite Launch Vehicle (GSLV-D5), powered by an indigenous cryogenic engine, effortlessly put the 1,982-kg GSAT-14 communication satellite into a perfect orbit after 17 minutes of flight.</span></div>
<div class="body" style="background-color: white; color: #3b3a39; line-height: 18px; margin-bottom: 20px; outline: 0px;">
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgKJd7fXtzO10TSbAhQeT6gjbD0wO2z3n2V6xyjMljqEtUrxmi68HRU22BJ4lnGerR7gLwScykUEYQ-T-4biK7MMZ3WrTsSC_FcbPwPJg0ENoG8jBwGruEmsaY62WKAIVfY7YveQIHKgWg/s1600/GSLV_1710245g.jpg" imageanchor="1" style="clear: right; display: inline !important; float: right; font-family: Times, 'Times New Roman', serif; margin-bottom: 1em; margin-left: 1em; text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgKJd7fXtzO10TSbAhQeT6gjbD0wO2z3n2V6xyjMljqEtUrxmi68HRU22BJ4lnGerR7gLwScykUEYQ-T-4biK7MMZ3WrTsSC_FcbPwPJg0ENoG8jBwGruEmsaY62WKAIVfY7YveQIHKgWg/s1600/GSLV_1710245g.jpg" height="200" width="125" /></a><span style="font-family: Times, Times New Roman, serif;">The cryogenic engine built by the</span></div>
<a name='more'></a><span style="font-family: Times, Times New Roman, serif;"><br /> Indian Space Research Organisation (ISRO) fired for 12 of those 17 minutes.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-Smk03Y6PnHLhaH-yBNrsf0xc_sDlhN6Dx0bRyta-5ztJnu2DBDfm0SsKmhyphenhyphenlsLWK6HjaTiCL5ZqHhAbtQU7o6uQLgtLnu7D8txW6teHAUy7lP3-V-eTZxP_n8hBLU1UsaUmvpYUl0f0/s1600/05TH_GSLV_1710242g.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg-Smk03Y6PnHLhaH-yBNrsf0xc_sDlhN6Dx0bRyta-5ztJnu2DBDfm0SsKmhyphenhyphenlsLWK6HjaTiCL5ZqHhAbtQU7o6uQLgtLnu7D8txW6teHAUy7lP3-V-eTZxP_n8hBLU1UsaUmvpYUl0f0/s1600/05TH_GSLV_1710242g.jpg" height="200" width="133" /></a><span style="font-family: Times, Times New Roman, serif;">The precision of the cryogenic upper stage was such that it put the GSAT-14 into an orbit with a perigee of 179 km, against the target of 180 km, and the apogee achieved was off by a mere 50 km for a target of 36,000 km.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The grand success caps 20 years of hard work by ISRO’s engineers, after being denied cryogenic technology under pressure from the U.S., suffering a heartbreaking failure with an indigenous cryogenic engine flight in April 2010 and having had to scrub its second attempt with an indigenous cryogenic engine in August 2013. “I am proud to say that ISRO has done it…,” ISRO Chairman K. Radhakrishnan announced.</span></div>
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<span style="background-color: blue; color: white; font-family: Times, Times New Roman, serif;">The mission’s success means India now has the ability to put satellites weighing more than two tonnes in orbit, joining the elite club of the U.S., Russia, France, Japan and China who have mastered this perilous technology of using cryogenic propellants -- liquid oxygen at minus 183 degrees Celsius and liquid hydrogen at minus 253 degrees’ Celsius.</span></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-18249358563229905702013-08-14T00:00:00.000-07:002013-08-14T00:00:02.944-07:00Supercharger Development in the U.S. During the Inter-War Period Part 3 - Developments in the U.S.<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Times, 'Times New Roman', serif; font-weight: bold;"><u>Developments in the U.S.</u></span></div>
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<span style="font-family: Times, 'Times New Roman', serif; font-style: italic; text-align: start;">Fig. 3. Miller supercharger designed by Dr. Moss. An unusual feature is the small impeller installed in the intake nozzle. (Courtesy Miller/Offenhauser Society)</span></div>
<span style="font-family: Times, Times New Roman, serif;">Dr. Sanford A. Moss (1872 – 1946) made the turbocharger practical, advanced the cause of gas turbines, and ended his long career by pressurizing civilian airliners. Earning a doctorate from Cornell in 1903, he was immediately hired by General Electric to head up their turbine research facility at West Lynn, Massachusetts, where he would remain until retirement in 1938. Some idea of his thinking comes about from his habit of asking prospective employees if, as a child, they had ever taken a clock apart to see how it works. For “A young fellow who never took a clock apart can never become a mechanical engineer.”</span><br />
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<span style="font-family: Times, Times New Roman, serif;">According to Dr. Moss, around 1900 the French engineer Auguste Rateau (1862-1930) was the first to compress air with a centrifugal pump. Prior to that time centrifugal pumps were limited to moving water and other incompressible fluids. Rateau made the discharge nozzle convergent so that the air stream accelerated upon discharge and would subsequently gain pressure through expansion.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">As part of its work on gas turbines, General Electric made the same discovery in 1904 and almost immediately began manufacture centrifugal air and gas compressors. GE may have been the first to incorporate a vaned diffuser to assist in expansion. The first compressor was installed at the Lynn Works in 1906 and remained in service until at least 1940. GE went on to build a variety of single and multi-stage compressors with tip velocities of from 500 to 1,500 feet per second (fps) and rotational speeds of 3,600 to 20,000 rpm. Moss would apply what was learned at Lynn to superchargers.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The first geared centrifugal blower for aircraft built in the United States was intended for use on inline engines. In an attempt to mitigate the effects of torsional vibration, the blower took power off the crankshaft through a small-diameter flexible shaft. Ground tests on a Liberty engine were conducted between 1918 and 1920.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Moss, as representative of the leading U.S. manufacturer of centrifugal pumps, may have been personally involved in this project. While his work on turbochargers would earn him a Collier Trophy, Moss had a deep affection for gear-driven superchargers. In a 1941 <em>Popular Science</em> profile, the scientist was described “as a disappointed man.”[3] Too much publicity had been given to his work on turbos. The writer continues, obviously paraphrasing Moss: His more important contribution had been in the area of gear-driven superchargers “of value in improving power on the take-off, as well as its main purpose of maintaining power at altitude…” While the turbocharger gives better performance at high altitude, “few people wanted to fly above 20,000 ft…[which] was both uncomfortable and dangerous for the aviator. Use of the turbo-supercharger has been limited to a few experimental ships and the most advanced Army planes. And though the Air Corps engineers worked eagerly with Dr. Moss to develop the turbo-supercharger, it never seems to him that the tactical units made adequate use of its possibilities.”</span></div>
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<span style="font-family: Times, Times New Roman, serif;">All this was changing as the interview was published. Moss collaborated with the Duesenberg brothers on the first geared supercharger used on an American racing car. This machine won the Indianapolis race in 1924. The compressor mounted near the center of the straight-eight engine and took power through a shaft from the accessory drive section at the front of the block. The shaft acted as a torsion bar to cushion the drive gears. Harry Miller also took advantage of Dr. Moss’s services and had him design a two-stage centrifugal compressor for his 91 CID front-wheel-drive cars (Fig. 3).</span></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-7907873287817563492013-08-13T00:00:00.000-07:002013-08-13T00:00:03.563-07:00Supercharger Development in the U.S. During the Inter-War Period Part 2 - Types<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Times, Times New Roman, serif;">Types</span></div>
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<span style="font-family: Times, Times New Roman, serif;">After the First World War supercharger development concentrated on gear-driven centrifugal compressors and turbochargers. NACA was almost alone in the pursuit of the Roots blower.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Fig. 1. British supercharger drive, circa 1920. Engine oil provided lubrication on this example. German designs often used a separate reservoir and dedicated oil pump.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Fig. 2. Centrifugal clutch patented by Heron and Green.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Gear-Driven Centrifugal Blowers</span></div>
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<span style="font-family: Times, Times New Roman, serif;">A centrifugal compressor consists of an impeller and a diffuser housed in a helical casing, or scroll. The diffuser, sometimes called the stator, occupies the annular space between the impeller and scroll. Passages created by the diffuser vanes open wider as they approach the discharge throat. Vanes on the impeller wheel are arranged radially and may be straight or curved. The use of curved vanes came relatively late in the period and improved efficiency.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Air enters at the impeller hub, rotates with the impeller and, under the influence of centrifugal force, moves outward in a path defined by the impeller vanes. Upon contact with the diffuser, the air expands and slows, converting much of its kinetic energy into static pressure.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Because the impeller cannot be allowed to make physical contact with the shroud, there is always some leakage between the vane tips and the scroll. The seal consists of air, an elastic medium. At low rotational speeds the impeller merely flays about delivering little or no output. As tip velocity increases, the air seal becomes more positive and the compressor begins to pump. Unlike Roots blowers that move the same volume of air per revolution, centrifugal compressors are dynamic machines, whose output increases as the square of speed—double the speed and the output theoretically quadruples.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Inertia</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Work on aircraft superchargers began in Europe around 1915 with the intent of normalizing output at high altitudes. Initially experiments were carried out with a variety of pumps, but within a year or so the French settled on the Rateau turbocharger. The Royal Aircraft Factory </span></div>
<a name='more'></a><span style="font-family: Times, Times New Roman, serif;">concentrated on gear-driven centrifugal pumps until about 1917, then turned to turbochargers and, in the years immediately after the war, resumed work on geared compressors. J.E. Ellor, who would become the leading British authority on supercharging, directed these efforts. German researchers concentrated on direct-drive superchargers until the Treaty of Versailles put a temporary halt on aircraft research. When research efforts resumed in the 1930s, the focus was on geared centrifugal compressors. Only one German airplane of WW2 was turbocharged.</span><br />
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<span style="font-family: Times, Times New Roman, serif;">In order provide even moderate levels of boost, centrifugal impellers had to be geared up to turn at five or six times crankshaft speed (Fig. 1). At these speeds, the inertia of the impeller and its drive gears was about equal to that of the propeller. When coupled to a torsionally flexible crankshaft, immense stresses were put on the drive train. Gear teeth stripped during acceleration (most pronounced when the engine started) and deceleration.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">In 1916, Sam D. Heron observed the flight test of a supercharged BE2. As Heron later put it for publication, “The observer sat forward with his feet under the fuel tank and over the supercharger’s gear drive. The gears were quite inadequate and the pinion failed in flight, producing showers of sparks and a feeling of distinct concern.”[2] Since Heron was not the most equitable of men and his immediate reaction was probably less restrained.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The Royal Aircraft Factory tried various expedients to reduce or at least dampen forces acting on the gears. Experiments were made with lightweight, sheet-steel rotors and various sorts of cushion drives. One of these drive mechanisms, a centrifugal slip clutch designed by Heron and F.M Green, appears to have solved the problem (Fig. 2). The clutch was used on the Armstrong-Siddeley Jaguar of 1926, the first supercharged radial engine to achieve operational status. About the same time, a modified version of the clutch appeared on the Bristol Jupiter.</span></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-84837759893288907132013-08-12T00:00:00.000-07:002013-08-12T00:00:09.875-07:00Supercharger Development in the U.S. During the Inter-War Period Part 1<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Times, Times New Roman, serif;">This paper describes some major developments in aircraft superchargers that took place in the United States between 1918 and the Second World War. Emphasis is on the supercharger itself. Other developments that contributed to the success of the technology—doped fuels, reduction gears, variable-pitch propellers—will have to wait for another time.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Rationale</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Engines induct air by volume, but consume oxygen by weight. As the atmosphere thins at high altitudes, fewer oxygen molecules are available for combustion. A naturally-aspirated engine loses about half of its rated power at 20,000 ft. Forced induction is a merely a way to increase the density of the charge.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Normalized Boost</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Initially researchers viewed superchargers solely as a means of altitude compensation. The aim was to restore lost power by maintaining, but never exceeding, sea-level manifold pressure as the airplane climbed. As Dr. Stanford Moss put it, a normalized supercharger “kidded the engine into thinking it was a sea level.”[1] Brake mean effective pressure (BMEP), exhaust temperature and the heat lost to the cooling system remained within design limits.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The ability to operate with impunity at high altitudes resulted in increased speed and slightly more than anticipated engine power. The rarified atmosphere reduced drag on the airplane and backpressure on the exhaust. The loss of lift could be compensated for by greater angles of attack.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Ground Boost</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The alternative was to take the bull by the horns and apply boost continuously from take-off to maximum altitude. Ground boost required high-octane fuel and a close integration of the supercharger and the engine during the design stage, which as described below, was often lacking.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Adiabatic Efficiency</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Adiabatic (or isothermal) efficiency was and remains the most frequently used measure of supercharger performance. Compressing air generates heat as a bicycle pump or diesel ignition demonstrates. In an ideal thermodynamic world—a world without entropy—an air compressor would neither gain nor lose heat to external sources. Such an adiabatic compressor would impart no more heat to the air than generated by the work of compression:</span></div>
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<span style="font-family: Times, Times New Roman, serif;">T<sub>2</sub> = T<sub>1</sub> x (P<sub>2</sub> / P<sub>1</sub>)<sup>0.140</sup>, where</span></div>
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<span style="font-family: Times, Times New Roman, serif;">T<sub>1</sub> = absolute inlet temperature in °Rankine (°R = 460 + °F)</span></div>
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<span style="font-family: Times, Times New Roman, serif;">T<sub>2</sub> = absolute discharge temperature in °R</span></div>
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<span style="font-family: Times, Times New Roman, serif;">P<sub>1</sub> = inlet pressure,</span></div>
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<span style="font-family: Times, Times New Roman, serif;">P<sub>2</sub> = discharge pressure,</span></div>
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<span style="font-family: Times, Times New Roman, serif;">0.140 = the exponent generally used for air</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Real-world compressors put significantly more heat into the charge—heat that increases pressure and reduces density. Adiabatic efficiency is the measure of how closely the compressor approaches the ideal:</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Adiabatic Efficiency = (T<sub>2</sub> – T<sub>1</sub>) <sub>actual </sub>/ (T<sub>2</sub> – T<sub>1</sub>) <sub>ideal</sub></span></div>
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<span style="font-family: Times, Times New Roman, serif;">The National Advisory Committee for Aeronautics (NACA, predecessor to NASA) did not establish a standard for these calculations until 1941. Before that time, researchers were free to follow their instincts, which led to exaggerated claims. Some vintage superchargers were assigned adiabatic efficiencies of 80%. Now, a century later, only a handful of superchargers achieve efficiencies of 75% and when they do, it is over a very narrow operating range. The current SAE J-1723 standard was adopted in 1995. The standard calls for an inlet temperature of 537°R and an ambient pressure 29.23 inHgAbs. To more accurately measure compressor work, efficiency calculations must also take the energy content of inlet-air velocity into account.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Other measures of supercharger performance include volumetric efficiency (rpm-dependent for centrifugal compressors and hovering near 100% for positive-displacement Roots blowers), mechanical efficiency and power consumption. The latter is another tricky concept that awaited the arrival of digital computers to achieve a degree of precision.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Key Concepts</span></div>
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<span style="font-family: Times, Times New Roman, serif;">As with other human constructs, forced induction is a kind of narrative based on a few relatively simple ideas. Several of the more important are:</span></div>
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<span style="font-family: Times, Times New Roman, serif;"><strong>Boost</strong> – pressure above atmospheric in the manifold. Because density diminishes and pressure increases with heat, a really inefficient supercharger can heat the charge enough to generate boost while adding little or nothing to engine power output.</span></div>
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<span style="font-family: Times, Times New Roman, serif;"><strong>Mass flow rate</strong> – air density multiplied by the volumetric flow rate describes the output of the supercharger. Early researchers, with no convenient method of determining manifold charge density, came at the problem indirectly by measuring the volumetric flow rate (ft³/min) and correcting for temperature at the carburetor inlet.</span></div>
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<span style="font-family: Times, Times New Roman, serif;"><strong>Pressure ratio</strong> (pr) – compressor discharge pressure divided by inlet pressure.</span></div>
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<span style="font-family: Times, Times New Roman, serif;"><strong>Surge or stall</strong> – occurs when the compressor can no longer overcome system resistance. As stall approaches, manifold pressure rises. The compressor responds by pumping less air at a higher pressure. Closing down the nozzle on a water hose has a similar effect—less water flows through the nozzle, but at a higher pressure. At some point, the compressor can do no more and the air flow reverses. Impeller vanes stall much like an airfoil when forward velocity is lost. With no input from the compressor, manifold pressure falls. Impeller vanes then recover from the stall and resume their pumping function. Manifold pressure builds to the level that precipitates another stall. The cycle continues, often accompanied by loud “barking,” broken impeller blades, and bearing failure. Unless provision is made to relieve the pressure, turbochargers surge as they spool down under closed throttle. Surge also occurs when an overly large supercharger, one that delivers more air than the engine can ingest, is fitted.</span></div>
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<span style="font-family: Times, Times New Roman, serif;"><strong>Choke or stonewall</strong> – occurs when a centrifugal impeller spins fast enough to generate sonic air velocity at the inlet nozzle or diffuser throat. With little resistance to flow, the volume of air delivered increases and the pressure drops. The resulting shock waves choke off air delivery. An undersized (and under-loaded) turbocharger can attain choke speeds.</span></div>
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<span style="font-family: Times, Times New Roman, serif;"> <strong>Choke</strong> (low pressure and high volume) and <strong>surge</strong> (high pressure and low volume) define the flow boundaries of compressor operation. Impeller rpm is the mechanical limit.</span></div>
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<span style="font-family: Times, Times New Roman, serif;"><strong>Power absorption</strong> – another dubious number. The intake manifold cannot be viewed simply as an open-ended container that fills faster than its empties. Until recently, engineers had no way of calculating the effects of friction, turbulence, flow separation and reflected pressure waves on power requirements.</span></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-57798692458560746482013-08-11T05:04:00.000-07:002013-08-11T05:04:03.081-07:00The Rolls-Royce W2B/23 Welland<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Times, 'Times New Roman', serif; text-align: left;">This turbo-jet was the first British production engine. The prototype F.9/40, DG202/G, powered by Rolls-Royce 1,700 lb W2B/23 engines, was flown by Michael Daunt, from Barford St. John airfield on July 24, 1943. In November this aircraft was delivered to the Rolls-Royce base at Hucknall for Welland development.</span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgao3RofXAEvxmt2KxDeMvv92Poe2jxLJfyRJKL8by2W5-183GdZLahcT8nJ81dld7dLLORl7CuEQWXiyFVmMXaAdGYS29BRaOk-IP4TheMa05mQxkjsPS0iMQe5S7Fj6c-SJRJ2xreSfw/s1600/W2b23bT.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgao3RofXAEvxmt2KxDeMvv92Poe2jxLJfyRJKL8by2W5-183GdZLahcT8nJ81dld7dLLORl7CuEQWXiyFVmMXaAdGYS29BRaOk-IP4TheMa05mQxkjsPS0iMQe5S7Fj6c-SJRJ2xreSfw/s1600/W2b23bT.jpg" /></a><span style="font-family: Times, Times New Roman, serif;">Two Rolls-Royce Welland turbo-jets were installed in the first production Meteor Mk.1, EE210/G, which was test flown by Michael Daunt on January 12, 1944. This Meteor was then sent to the United States in exchange for a General Electric J31-GE-powered Bell YP-59 Airacomet, RG362/G. The Meteor was first flown at Muroc AFB by John Grierson on April 15. Several test flights followed. By December, the Meteor had been shipped back to the U.K.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The Rolls-Royce Welland entered service with the RAF Meteor Mk.1 jet fighters EE211-229 and Meteor Mk.3/EE230-244. The first of these Meteors was delivered to No.616 Squadron RAF in May 1944, equipped with 1,600 lb thrust engines rated at180-hours between overhauls. Flying from RAF Manston, near the English channel, the Squadron first saw action against the V-1 flying-bombs en-route to London on July 27, 1944. The first of thirteen V-1s to be destroyed was on August 4, when Flying Officer Dean used his wing tip to tip a V-1 off its course and saw it crash onto open ground.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">From October 1943, a total of 167 Wellands, were dispatched from the Rolls-Royce facility at Barnoldswick. These were the last of the Whittle “reverse-flow” turbo-jets, but the design continues today in many smaller turbo-fan, turbo-prop and turbo-shaft engines.</span></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-16085897368311327732013-08-11T04:59:00.000-07:002013-08-11T04:59:18.154-07:00The Rover W2B<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Times, Times New Roman, serif;">The W2B was the Rover version of the Whittle engine, ordered into production by the British Ministry of Aircraft Production in 1942. This “reverse-flow”, 43.5-inch diameter engine, featured a 19-inch, double-sided impeller, 10 “reverse-flow” combustion chambers and a single-stage turbine. Engine weight was some 850 lbs.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">To improve the “surging” problem found at altitude, Maurice Wilks and his staff at Rover, Barnoldswick in Lancashire, developed 20-vane diffusers to Whittle’s design. With the thrust still at 1,000 lbs, Mr. J.P. Herriot from A.I.D. came to Rover and with improved turbine material, achieved a 25-hour test at 1,250 lbs in November, 1942.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">From July 10, 1940, test pilot Jerry Sayer, was only able to make taxiing runs with 1,200 lb thrust Rover W2B/23 turbo-jets fitted to the first twin-engined Gloster F.9/40 prototype fighter, DG202/G.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The Rover W2B turbo-jet was first flown in the tail of a twin-engined Wellington test-bed, Z8570/G, from Hucknall, on August 9, 1942.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The deteriorating relations between Power Jets and Rover led to the transfer, in early 1943, of the production of W2B engines at Barnoldswick to Rolls-Royce. Rover handed over a total of 32 W2B engines to Rolls-Royce as well as four “straight-through” W2B/26 engines, developed by Adrian Lombard.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The first flight of the second, single-engined Gloster E.28/39, W4046/G, fitted with a Rover W2B/#110 turbo-jet, was made from Edgehill airfield by John Grierson on March 1, 1943. From April 16, 1943, flight tests continued with a 1,526 lb. thrust W2B/#101 installed in W4046/G. On May 3, this aircraft was flown to the RAE at Farnborough and the following day, flights were made powered by a Rolls-Royce W2B. Flying continued with Farnborough test pilots until June 20, when a Rolls-Royce W2B/#141 was installed.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Following the twisting of the turbine blades by 5°, the W2B passed its 100-test at 1,600 lbs on May 7, 1943.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The Rover W2B/#101 engine was re-fitted to W4046/G for further flights, but on July 30, when passing 37,000 feet in a ceiling climb, test-pilot Sqdn. Ldr. Davie, found the ailerons had frozen (by ice) and W4046/G entered an inverted spin. Davie was thrown from the cockpit at 33,000 feet, becoming the first jet pilot to abandon his aircraft in flight! He lost his goggles, a glove and his oxygen mask and only survived by sticking the tube of his emergency oxygen supply into his mouth. He suffered severe frostbite, taking twenty-seven minutes to descend by parachute, landing safely at nearby town of Guildford.</span></div>
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-64487908392521183552013-08-07T22:26:00.000-07:002013-08-07T22:26:00.205-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? The Receiver & The Battery part <div dir="ltr" style="text-align: left;" trbidi="on">
<b><u>The Receiver </u></b><br />
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This is the small rectangular sealed box with a length of thin wire protruding from one end and a set of sockets and exposed pins at the other end. These sockets are provided to receive the plugs attached to the servos. Normally the sockets are marked with the appropriate designated function. The number of functions available will normally range from 4 up to 7 or 8 depending on the model purchased. There will also be another input socket designated for the battery lead.<br />
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There will also be a socket to take a receiver crystal. The crystal will normally be fitted in situ when a new system is purchased. Crystals are usually supplied in matched pairs designated Tx (Transmitter) & Rx (Receiver), the frequency value in MHz and/or the channel number. Never interchange the Tx and the Rx crystals.<br />
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<b><u>Servos </u></b><br />
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These are the brut force of the system. The servos convert an electronic signal from the receiver into mechanical output. Most modern servos have a central output shaft to which can be attached a variety of output arm types. If you purchase a new system the servos will usually arrive ready fitted with a matching set of output arms. Alternatives will be provided along with other accessories in a plastic bag. The direction of rotation of the output shaft can usually be reversed via a facility within the transmitter. Refer to your owners manual should this be necessary.<br />
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<b><u>The Battery </u></b><br />
Most modern outfits are supplied with a four cell 4.8 volt 600ma/h nicad rechargeable battery to power the airborne system. Treat this battery with extreme caution and respect. You ignore the manufacturer’s guidelines as to its charging and discharging methods at your peril! What you must understand is that a battery failure during flight usually means major expense and lost flight and training time whilst the resulting damage is repaired or replaced. This is equally important in respect of the transmitter batteries which again are usually rechargeable.<br />
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We’ve quantified all the essential components of your flight training kit and what they all do. We’ve discussed the best way to get started and your responsibilities, so now its time to look at how everything works, especially your model. A little understanding of the physics of flight will prove invaluable for you when things start to happen. Knowing why your model is moving in a particular way will help you appreciate the actions you need to take to retain complete control over its direction and attitude.<br />
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-35865621360047662362013-08-06T22:26:00.000-07:002013-08-06T22:26:00.265-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? The Radio Control System Part 2<div dir="ltr" style="text-align: left;" trbidi="on">
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjsXZ60YIHViO7uAjXVRS_hrkcI93UL9ohyphenhyphen2AQmAGlUmdlneRxWlt6xOTKPp9wcIIVgR3NpyilQcRb2r-cYb2HZlAO0y4PMWKxqRcml8ituDrk9TtDxadwusIPgfg5VFPpO5FZl8surTUs/s1600/8.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="300" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjsXZ60YIHViO7uAjXVRS_hrkcI93UL9ohyphenhyphen2AQmAGlUmdlneRxWlt6xOTKPp9wcIIVgR3NpyilQcRb2r-cYb2HZlAO0y4PMWKxqRcml8ituDrk9TtDxadwusIPgfg5VFPpO5FZl8surTUs/s320/8.png" width="320" /></a>Antenna<br />
Batteries<br />
Battery Meter<br />
Crystal<br />
Gimbals (Stick)<br />
Handle<br />
Power Switch<br />
Trainer Switch<br />
The telescoping tube that transmits the signal<br />
The device that provides power to the transmitter<br />
The device used to monitor the strength of the transmitter batteries<br />
The device that sets the radio frequency of the transmission<br />
The device that allows the user to input desired control movements into the transmitter<br />
The device for carrying the transmitter<br />
The switch used to apply battery power to the internal components of the transmitter<br />
The switch used to allow an instructor to give control of a model to the student<br />
Trim Lever Slides used to adjust control surfaces during flight<br />
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Transmitter Control Modes There are two (2) primary modes of operation, meaning the way the gimbals are set up for operation. <br />
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<b>Mode 1 </b>Most early radio control fliers adopted this mode and it became the accepted configuration particularly in the United Kingdom. Mode 1 has Rudder and Elevator on the left hand gimbal (stick) and Ailerons and Throttle on the right hand gimbal (stick). <br />
<b>Mode 2</b> In more recent times, the thinking changed to the Mode 2 configuration. Most modelers believed that it was easier to control the primary surfaces effectively with the same hand. Mode 2 grew in popularity and is used almost exclusively in the USA. A beginner does not have to be concerned about which mode he should select since most manufacturers install the gimbals according the most widely used mode for the nation to which the radio system is being shipped. When choosing your equipment it is important to consider the mode your tutor uses and the availability of your chosen mode from the supplier. All modern transmitters have the facility to change over the stick designations if necessary. Your user manual will provide instructions on how to do this.<br />
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<b>Buddy Box </b><br />
This facility was briefly mentioned earlier. Many instructors now use a ‘buddy box’ system where there is a cable link between your transmitter and that of your instructor. This gives the instructor total control over the model in flight and the ability to transfer control to your transmitter at the flick of a switch.<br />
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In the event you are experiencing a problem, this setup enables your instructor to take control of your plane just by releasing this switch. In essence your transmitter becomes the slave to your instructor’s master transmitter. The main advantage is the increased speed of transfer of control between student and instructor in the event of difficulty.<br />
<span style="background-color: blue;"><b><i><span style="color: white;">To be continue , see the next post </span></i></b></span><br />
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-33373536634299234372013-08-05T22:19:00.000-07:002013-08-05T22:19:00.975-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? The Radio Control System Part 1<div dir="ltr" style="text-align: left;" trbidi="on">
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<b style="text-align: left;"><u>The Radio Control System </u></b></div>
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There are many modern radio systems to choose from. Each manufacturer offers a wide range of options from simple 2 - channel to computer assisted 8 - channel systems (and more!). The choice is limited only by your financial budget. As a beginner you should discuss the choice of system with your intended instructor. There are several good reasons for doing this, the primary reason being that the student's systems must be compatible with the instructor's system if a buddy box link is proposed. This option will be covered in more detail later.<br />
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All standard radio systems consist of four (4) basic components. Transmitter - The unit that takes the control input from the pilot through the gimbal mounted sticks, encodes this input and sends it to the aircraft as a radio signal.<br />
Receiver - The unit that receives the signal from the transmitter, decodes it and routes it to the appropriate servo.<br />
Servos - These devices convert the decoded signals into a mechanical force that is directed via a linkage to the appropriate control surface.<br />
Batteries - The component that provides the electrical supply enabling the other components to function.<br />
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Radio Control Transmission Frequencies The atmosphere surrounding the earth is filled with a myriad of radio signals providing information for thousands of different communication systems along with naturally occurring radio waves such a solar radiation. When you switch on your radio control transmitter you merely add to this information blitz. It is therefore essential that the signals you transmit do not coincide with other transmitted signals or are, at the very least, stronger than any other similar signal within the vicinity of your flying field. Your airborne receiver would otherwise have great difficulty deciding which signal to obey. Specific frequencies are assigned for use with airborne R/C models. A beginner must ensure that the system he chooses is tuned to one of these frequencies. Radio control system manufacturers usually place a sticker on the outside of the carton that says, "For airborne use only". There is a frequency reference chart available that lists the purposes of all of the frequencies that are assigned for R/C use. The radio system that is chosen must meet the 1991 specifications for narrow band receivers. It is the responsibility of the manufacturer to ensure the equipment is certified to this standard. The owner's manual for the system will note that the requirements are met and many of the transmitters and receivers will have a gold sticker to signify this fact.<br />
<br />
Radio control systems may transmit and receive on either an Amplitude Modulated (AM) signal or a Frequency Modulated (FM) signal. Most modern aircraft control systems use FM frequencies as they are less prone to interference than the AM frequencies. Having said that, AM systems seldom have problems with interference. Some radio systems use an internal system, called PPM, to help to nullify interference.<br />
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<u><i><b style="background-color: red;"><span style="color: blue;">To Be Continue : see the next post </span></b></i></u></div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-23191690448739426372013-08-04T22:17:00.000-07:002013-08-04T22:17:00.211-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? The Power Plant part<div dir="ltr" style="text-align: left;" trbidi="on">
<b><u>The Power Plant </u></b><br />
<b></b><br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRNk7lb81WDuyFClr-t0RotOX5I8BT7xS59VdU2Ejxotj7bsCqGrpKlh6LpduvcqBp7sPJ-RSZIxScyZz1PozufWyfj_tRA1Ni6quj4w13SbmtC8CxfnjoG5BL-9Mo_J36O6EvGOTN2Q0/s1600/6.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="245" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRNk7lb81WDuyFClr-t0RotOX5I8BT7xS59VdU2Ejxotj7bsCqGrpKlh6LpduvcqBp7sPJ-RSZIxScyZz1PozufWyfj_tRA1Ni6quj4w13SbmtC8CxfnjoG5BL-9Mo_J36O6EvGOTN2Q0/s320/6.png" width="320" /></a>The most suitable engine size for almost all trainers is a 6.5cc. (0.40cu.in. or "forty") size. When it comes to choosing an engine for your trainer, the choice is almost mind boggling. So many manufacturers, each one offering several engines in the same capacity range. So which do you choose? You can buy cheap or you can buy reliable. "Reliable" means it starts, ticks over, runs and stops when it's meant to and will probably cost an extra £10 to £15 more than a cheap offering. If you enjoy the challenge of getting an engine to run properly when it doesn't want to - buy cheap. If you want to learn to fly - buy reliable.<br />
<br />
A good engine isn't necessarily a powerful one. What you need in a suitable trainer engine is one that starts easily, is easy to set up and runs consistently. When you're learning, most of the time you are unlikely to have the engine running at much more than half throttle. Ask around at the club and watch anyone else learning to fly. Notice how easy it is to get the engine started. Does the engine run consistently throughout the flight - full throttle on take off then back to about half throttle? Does it falter just after take-off or die in the air unexpectedly?<br />
<a name='more'></a><br />
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As a fairly rough guide, a trainer should be airborne about five minutes after the decision to have a flight and should fly around for about ten minutes before landing. Starting difficulties, head-scratching, frustrations and bad language are indicators of possible poor engine performance and/or poor setup.<br />
<br />
Talk to your instructor, as a seasoned modeler he or she will be familiar with a wide range of engine types. Showing pupils how to start engines of all types is just a part of their designated tuition programme. They will have learned to differentiate between those engines that start and run easily and those that can be generally tiresome. Select your engine carefully and look after it and you will be rewarded with hours of flying pleasure.<br />
<br />
<b>You will also need a set of accessories appropriate to your engine: </b><br />
Two propellers - one on the model and a spare, which for a 6.5cc. (0.40cu") engine will probably be 10”x6”.<br />
Two glow plugs – one fitted to the engine and a spare.<br />
<b>A spinner. </b><br />
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<br />
You may also want to consider a silicon exhaust deflector that will help to keep your model clean by deflecting the exhaust away from the fuselage. As a final comment on this section, please remember to treat your engine with the respect it deserves. Far to many model fliers have suffered damage to various parts of their and other persons’ anatomies directly as a result of failing to appreciate the awesome power of a model engine propeller spinning at a few thousand rpm. These miniature power plants carry a seriously damaging ‘sting in the tail’ if treated lightly.<br />
<br />
<div style="text-align: center;">
<b>YOU HAVE BEEN WARNED! </b><br />
<b><br /></b>
<b><u style="background-color: orange;">to be continue :see the next post </u></b></div>
</div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-34685561269621256972013-08-03T22:16:00.000-07:002013-08-03T22:16:00.515-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? Ease of Repair Part<div dir="ltr" style="text-align: left;" trbidi="on">
<u><b>Ease of Repair </b><b></b></u><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibZbhUzwut28wAsqBQZaD7lLwSu_8XcMP4Ed2tuxEukFowLNkho6UdKUHCLV-Ando8i01QdPh1E_LmUKNI0E7oiYA7viRHyjQeDn7COrr5CQ_yXqVhCxnTdJhm8S4CKgoNBhGLz1BM4jE/s1600/5.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="170" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEibZbhUzwut28wAsqBQZaD7lLwSu_8XcMP4Ed2tuxEukFowLNkho6UdKUHCLV-Ando8i01QdPh1E_LmUKNI0E7oiYA7viRHyjQeDn7COrr5CQ_yXqVhCxnTdJhm8S4CKgoNBhGLz1BM4jE/s400/5.png" width="400" /></a></div>
You have to accept that your first—and maybe your second—model could well be damaged in the course of your learning how to fly. With this in mind, you should look for a trainer that has relatively few parts that can be easily repaired if they are broken.<br />
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Wood and foam are high on the easy-to-fix list; molded plastic, fibreglass or epoxy resins are more difficult to repair. Cyanoacrylate (CA) glue (sometimes called ‘superglue’ or ‘cyano’) and epoxy are the most common adhesives used for gluing wood parts together. Aliphatic resin or special white glues available from your model shop are excellent for gluing foam pieces back together.<br />
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Parts availability Often it is easier to replace damaged parts than to repair them. Try to select a model that has replacement parts readily available via your model shop from the manufacturer. Some model kits have extra wings supplied in case you damage one beyond repair.<br />
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Motors, batteries and servos can get damaged or worn out, but understand that you can simply replace these parts as necessary. You don’t have to buy a new model if any of these need to be replaced. Bear in mind that should any of these components fail in flight, they could result in the need to replace the airframe!<br />
Stability Some trainers are easier to fly than others. Talk to your instructor and people who have different kinds of models and find out how stable they are.<br />
<br />
A good indicator of how stable and easily a model will fly is how much wing dihedral it has and how long the tail moment is. As a general rule a model with a fair amount of dihedral angle (5 or more degrees) and a fairly long tail moment will fly with more stability and smoothly for ease of control. See overhead and side aspect diagrams of typical trainer model on page 10. (Moment - nose moment or tail moment - refers to a distance on a model forward or aft of the balance point).<br />
<br />
Control setup Before you buy a model, check its control setup. There are normally two setup options<br />
available.<br />
1) Basic standard primary control setup - Rudder, throttle and elevator control.<br />
2) Four function control – Rudder, throttle, elevator and aileron control.<br />
<br />
Although you can learn quite satisfactorily on the first of these setups, it does mean that you will have to progress to the second configuration eventually. If you can afford the extra function initially, you may just as well master all four controls from the outset. Accessories & Equipment Finally, check to see whether the model you like comes with all the equipment you'll need to complete the airframe. In the long run, it is less expensive to get everything in one package. Your kit should include all the materials needed to completely assemble the model with the possible exception of glues. It’s sometimes worth paying a bit more for your model if it comes with everything included. Buying the extras separately can add considerably more to the overall cost.<br />
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<u><b><span style="background-color: black; color: lime;">to be continue : see the next post</span></b></u></div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-15464221650523464742013-08-02T22:14:00.000-07:002013-08-02T22:14:00.548-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? The Instructor & Choice of Model Parts<div dir="ltr" style="text-align: left;" trbidi="on">
<b><u>The Instructor </u></b><br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjG1xZq98YlNHHkY6Salck88FjhyphenhyphenO9I_Qm9WHclMAffPy5wm0YyKkdKCZiISwrRDxx53TPGuBwm3r5seps73astiC13maVcPAW7j1ghwSJSDQIIul1b2gw3IU46vW-QlnHq3qZ5iIEFylA/s1600/3.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="328" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjG1xZq98YlNHHkY6Salck88FjhyphenhyphenO9I_Qm9WHclMAffPy5wm0YyKkdKCZiISwrRDxx53TPGuBwm3r5seps73astiC13maVcPAW7j1ghwSJSDQIIul1b2gw3IU46vW-QlnHq3qZ5iIEFylA/s400/3.png" width="400" /></a>It’s not completely unknown for individuals to teach themselves to fly model aircraft but more fail miserably than actually succeed. Without the help and support of an experienced flyer, you are almost certain to destroy your pride and joy at the first attempt.<br />
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Gravity is a very unforgiving adversary in this battle and unless you are very lucky, you will loose the initial confrontations. Even if you have a very commendable attitude and a determination to not be defeated, the encounters will empty your financial coffers quite rapidly. Repairs or replacement aircraft, engines and radio equipment can be a major drain on finances.<br />
Why make life difficult for yourself when, for the price of a meal out for two, you can have a full year’s club membership and the help of a qualified tutor at your disposal? Most clubs provide free tuition for novice members.<br />
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A proficient instructor can be the best aid to your success in this adventure. Most club instructors have been through a process of selection and special training to provide them with the skills they need to teach others. <br />
Talk to each of the appointed instructors to find one you can relate to. Bear in mind also that your instructor has to have your respect. This relationship is very much a two way exercise and requires you to be receptive and prepared to obey instructions as required. If the club appoints an instructor that you feel uncomfortable with, don’t be afraid to explain this to the training officer and find one you are happy with. It is very important that you and your instructor have a strong measure of both trust and understanding.<br />
<br />
Once you are happy with your instructor, take some time to sit down and have them explain the programme you will follow (they will probably do this anyhow). This is important so that you know exactly what will be expected of you. Not only this, but you will have some idea of the time frames required to fulfill the various stages of the programme.<br />
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<b><u>Choice of Model </u></b><br />
<a name='more'></a><b></b><br />
There are mixed opinions as to the choice of first model. Some suggest the choice of a fully built up model, starting with a box of wood, glues, accessories and a plan. The theory here is that the construction process will teach the builder a great deal about the way the model works and how it will fly. This knowledge helps the student understand the laws of physics that apply to flight, the way the model travels through the air and the forces that work on the control surfaces.<br />
<br />
The downside of this approach is the time it takes to get to the flying stage. A rookie builder can take quite a long time to finish a model and the lack of experience can lead to building errors that could make the model unflyable or at best a real handful and difficult to trim for stable flight.<b></b><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifN2zgi2CFanhPOaLGukIqIctEvPsiTnaZkE7QnPGevF7JwOAaCHyJVRzOfGh0lKnKSQOHOFjjB0E6S4pLcb9DkAika2zGZTrbcyYNp5kag-fK3SYpHyW0_4Fu-1U4GljAoRVl22gXmGA/s1600/4.png" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="113" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEifN2zgi2CFanhPOaLGukIqIctEvPsiTnaZkE7QnPGevF7JwOAaCHyJVRzOfGh0lKnKSQOHOFjjB0E6S4pLcb9DkAika2zGZTrbcyYNp5kag-fK3SYpHyW0_4Fu-1U4GljAoRVl22gXmGA/s320/4.png" width="320" /></a>Most modern Almost Ready To Fly (ARTF) model kits come with a high level of prefabrication and are designed to have the owner airborne in a matter of hours rather than weeks. The designers have done all the hard work and the prototypes have been fully tested and checked for their suitability as training models. In the hands of a competent instructor most of these models will fly straight from the building board, be easy to trim for stable flight and the student will be learning quickly on a plane that is relatively easy to fly.<br />
The choice of model is almost endless. There are numerous ARTF kits on the market. A visit to your nearest model shop will reveal a good choice. You can rest assured that the range they keep will represent the most popular models purchased from them. This is usually a good indicator that they are finding favour with both instructors and students alike.<br />
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Recent designs have greatly improved and the standards of construction and finish are very good. Most of the models available look something like real aeroplanes and with care and attention, will reward the owner with a model they can be proud of.<br />
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If you have joined your local club, take a look at the trainers being used and discuss their choice with both owners and instructors. Instructor’s opinions are particularly relevant as they will have experience of flying many different types. They will recommend types they prefer and you can guarantee if they are happy with a particular model, they will be comfortable training you on it.<br />
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A model having a wing span of 1.4metres (55 inches) to 1.8metres (72 inches) will be suitable. Most kits feature models with a span of around 1.52metres (60 inches). These are designed to fly on a 40 – 50 size engine and are ideal (more about engine sizes later). Choose a high wing type for stability. You can progress to shoulder, mid or low wing types when you are proficient on your trainer type. There are also some practical considerations to take account of. These include:<br />
<br />
<b>Ease of repair</b> - Availability of Spare Parts – Stability - Control Setup - Accessories & Equipment<br />
Let’s look at these in turn.<br />
<br />
<b><i><u><span style="background-color: orange; color: #134f5c;">to be continue see the next post</span></u></i></b></div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-42659416105747738592013-08-01T22:11:00.000-07:002013-08-01T22:11:00.430-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? - Essential Considerations & Where To Fly Parts<div dir="ltr" style="text-align: left;" trbidi="on">
<b><u>Essential Considerations </u></b><br />
We are going to work only with fixed wing model aeroplanes powered by two stroke fuel engines. The basic advice is also relevant to helicopters, as far as engines, radio and starting kit is concerned. There are some basic fundamental factors you must accept and appreciate before you even start.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHbkxgLsdwt6EtC9dyrdwkYpxPNt1Jiysmw0EcUO1Grtqaxh7Mt72SmcdFPVz7yRyfQXLPIXqgsYbAiNtWmvGvqsbU0CC58gWiuKhcOFOIbIbwXP4R496wm4_a_y0eDFDTP0HKNeTrBxU/s1600/2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="251" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjHbkxgLsdwt6EtC9dyrdwkYpxPNt1Jiysmw0EcUO1Grtqaxh7Mt72SmcdFPVz7yRyfQXLPIXqgsYbAiNtWmvGvqsbU0CC58gWiuKhcOFOIbIbwXP4R496wm4_a_y0eDFDTP0HKNeTrBxU/s400/2.png" width="400" /></a></div>
1) Where you are going to fly your model.<br />
2) The necessity for you to be protected by third party indemnity insurance.<br />
<br />
Both of these essentials can be fulfilled by approaching and joining your local model flying club. Such organizations will, in most instances, have negotiated flying rights with a local landowner, council, etc. or even own their own flying field.<br />
<br />
Most established clubs will be affiliated to the national governing body that controls model flying in your country. As part of that affiliation they will have inclusive membership insurance at a fraction if the price it would cost you to insure yourself. Not only does club membership carry these most useful benefits, there will almost certainly be a pilot training scheme for you to take advantage of. Many clubs today even provide a suitable club trainer and control setup for you to ‘cut your teeth on’, so to speak. If you haven’t already been put off your initial enthusiasm by the above reality check, then let’s move on to some further considerations. <br />
<br />
a) Where are you going to learn to fly your model? <br />
b) Who’s going to teach you? <br />
c) What sort of model will you choose? <br />
d) How are you going to power it? <br />
e) What radio equipment will you choose to control it?<br />
Let’s take each of these basic considerations in turn.<br />
<br />
<h3 class="post-title entry-title" style="background-color: white; color: #222222; font-family: 'Times New Roman', Times, FreeSerif, serif; font-size: 24px; font-weight: normal; margin: 0.75em 0px 0px; position: relative;">
<a href="http://aeromodelbasic.blogspot.in/2013/07/how-to-control-flying-radio-control-ic.html" style="color: #33aaff; text-decoration: none;">How to control Flying Radio Control I.C. Powered Model Aircraft ? Introduction Part 1</a></h3>
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<b><u>Where to Fly </u></b><br />
<a name='more'></a><b style="text-align: center;"></b><br />
Unless you happen to own a large tract of open land with short cropped grass or an ex military airfield with an old runway, you will need to join a club or arrange to fly on someone else’s land. Whatever you do, you will have to abide by the regulations that control model flying in your country. The civil aviation authority that controls aircraft movement within your home country’s airspace will usually have a set of strict guidelines for the operation of airborne models. <br />
<br />
If you intend to go it alone, then it is your responsibility to ensure that you don’t contravene these regulations. Join your local model aircraft club and none of the above will concern you. The club will have taken all necessary precautions and responsibilities to ensure these regulations are satisfied. All you have to do is abide by the club rules and enjoy your flying and the camaraderie of the other members. <br />
<br />
As a general rule model club members are a very mixed bunch of characters and you are sure to find a few that you can relate to. You’ll share enjoyable times with them and not only that, you will learn a great deal from the experience and expertise they will be happy to share with you.<br />
<u><b style="background-color: blue;"><span style="color: white;">Further Details : see the next post . to be CONTINUE........</span></b></u><br />
<span style="background-color: #ffe599;"><br /></span>
<i><u style="background-color: #ffe599;"><b>TAGS</b>: how to fly remote control airplanes, youtube rc planes flying, flying rc planes for beginners, how to build a remote control plane, how to make a remote control airplane, how to fly a 4ch rc plane, how to make an rc plane, how to build a rc plane, earn to fly remote control planes, learn to fly rc planes video, best rc plane to learn to fly, flying radio controlled planes, how to fly remote control airplanes, learn to fly rc airplane, remote controlled aircraft, flying rc aircraft,</u></i><br />
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dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-31966180561792916832013-07-28T22:06:00.003-07:002013-07-28T22:06:32.432-07:00How to control Flying Radio Control I.C. Powered Model Aircraft ? Introduction Part 1<div dir="ltr" style="text-align: left;" trbidi="on">
<b>Part 1 Introduction </b><br />
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<b><a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjH0DLrW88ZSS5zk21QwWTdc23RHmJwV3Y7UPA_vKhrKDFBilmzQu0b6CMvLPS2krjloWkPgBcVXKdpfmUGCaWFPNO-kZrG1d8JCR7q4_uk6vgYMVzSYvBQpIAualhKgmeD_yIQ328iSr4/s1600/1.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="301" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjH0DLrW88ZSS5zk21QwWTdc23RHmJwV3Y7UPA_vKhrKDFBilmzQu0b6CMvLPS2krjloWkPgBcVXKdpfmUGCaWFPNO-kZrG1d8JCR7q4_uk6vgYMVzSYvBQpIAualhKgmeD_yIQ328iSr4/s400/1.png" width="400" /></a></b></div>
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<div class="separator" style="clear: both; text-align: center;">
<b style="text-align: left;"> </b><span style="text-align: left;">Welcome to the world of Radio Control Model Flight. So what got you interested in this fascinating but almost masochistic hobby!? A hobby where, if you take the wrong approach, you will almost certainly enter and leave (in fairly rapid succession) a disillusioned and much poorer individual.</span></div>
<br />
You’ve probably encountered some model fliers enjoying themselves at the club field wringing all sorts of manoeuvers out of their models. You’ve watched in awe as these miniature flying machines defy all the rules of gravity and appear to be capable of doing things even full size aircraft can’t do. You’re thinking to yourself “Oh to be able to do what these guys can do”. Well strange as it may seem, YOU CAN!<br />
<a name='more'></a><br />
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What you must appreciate is that these wizards of model flight have probably been flying planes like these for several years and at one time were standing just like you wondering at the skills of some other fliers. Flying these aircraft is not impossible for you; it just takes time, practice, patience and money to get where these guys are.<br />
<br />
The actual amount of time, practice, patience and money will all depend on your aptitude, willingness to listen and learn and the acceptance that it will cost you. This is not a cheap hobby although it can be relatively inexpensive compared to some hobbies we humans follow.<br />
<br />
If you want to learn to fly a radio control fixed wing model aircraft and you are prepared to TAKE ADVICE, then this book will help you succeed with the minimum of pain and disappointment.<br />
<b><u>CONTINUE .................</u></b><br />
<span style="background-color: cyan;">further details : see the next post </span><br />
<br />
<br />
<i><u><span style="color: blue;"><b>TAGS</b>: how to fly remote control airplanes, youtube rc planes flying, flying rc planes for beginners, how to build a remote control plane, how to make a remote control airplane, how to fly a 4ch rc plane, how to make an rc plane, how to build a rc plane, earn to fly remote control planes, learn to fly rc planes video, best rc plane to learn to fly, flying radio controlled planes, how to fly remote control airplanes, learn to fly rc airplane, remote controlled aircraft, flying rc aircraft,</span></u></i></div>
dyritu2014http://www.blogger.com/profile/10755063849272702367noreply@blogger.com0tag:blogger.com,1999:blog-1897495031930186165.post-47763553353514608092013-07-27T07:36:00.000-07:002013-07-27T07:36:47.444-07:00Revell's 1/32 scale Messerschmitt Bf 109 G-6 Part 2<div dir="ltr" style="text-align: left;" trbidi="on">
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<span style="font-family: Times, 'Times New Roman', serif; letter-spacing: 5px; line-height: 19px;"><b>Construction Impressions</b></span></div>
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<a href="http://aeromodelbasic.blogspot.com/2013/07/revells-132-scale-messerschmitt-bf-109.html" target="_blank">Revell's 1/32 scale Messerschmitt Bf 109 G-6 Part 1</a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqy3XYtTMCznFHLe6lCSl_DWWoU6XvSWr6420XjO5Do0AtayWJquCPbHZe2EB72yyufA42Sag5AfWuVxqe5ORnnhDrsY6-hs0ug9Fqf1wK_thljqrt-Xd2rLIIaJI2kJW4zH49DLhkq_8/s1600/BTJ_8096.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="212" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjqy3XYtTMCznFHLe6lCSl_DWWoU6XvSWr6420XjO5Do0AtayWJquCPbHZe2EB72yyufA42Sag5AfWuVxqe5ORnnhDrsY6-hs0ug9Fqf1wK_thljqrt-Xd2rLIIaJI2kJW4zH49DLhkq_8/s320/BTJ_8096.jpg" width="320" /></a></div>
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<span style="font-family: Times, Times New Roman, serif;">This build was straight from the box, so I kept the moulded-on harness straps even though I was not keen on them. In the end though, I was really pleased with the way they looked after careful painting. Oddly, the shoulder straps appear to disappear behind the seat pan but it will be a simple matter to add hardware and maybe a short extension to the straps.<a name='more'></a></span></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeKi121FGxQHyJ8NoHUUBDubeyg7SUulE0NHvSWEiTs4OLCF07pS82cw5RrXYd0Ioais4Hew8O-hIOlEibRK09IDmxqobXbnxfzv5UG9770VI31cDfFfQ_DzpjeH8I-4JHpG77Lybm5-Y/s1600/BTJ_8102.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><img border="0" height="159" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjeKi121FGxQHyJ8NoHUUBDubeyg7SUulE0NHvSWEiTs4OLCF07pS82cw5RrXYd0Ioais4Hew8O-hIOlEibRK09IDmxqobXbnxfzv5UG9770VI31cDfFfQ_DzpjeH8I-4JHpG77Lybm5-Y/s200/BTJ_8102.jpg" width="200" /></a><span style="font-family: Times, Times New Roman, serif;">The instrument panel features raised bezels and flat circles for decal instruments that will be supplied with the production kits.</span></div>
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<span style="letter-spacing: 5px;"><span style="font-family: Times, Times New Roman, serif; font-size: small;">Initial Conclusion</span></span></h3>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVwtGwNRNOi47gXRz8GiIYtgwOMCcvIlMnE5f1uflL0Ah4i9H2ShpJGdxjFSR1s1nr4aYWZ3mSy4ekDmKWkTAcDafD_bu3dgWqMXbG7nKZtPpbIqOGbpoKZbhJIXAJGs-ULQBW1kEdsCA/s1600/BTJ_8100.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="153" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhVwtGwNRNOi47gXRz8GiIYtgwOMCcvIlMnE5f1uflL0Ah4i9H2ShpJGdxjFSR1s1nr4aYWZ3mSy4ekDmKWkTAcDafD_bu3dgWqMXbG7nKZtPpbIqOGbpoKZbhJIXAJGs-ULQBW1kEdsCA/s200/BTJ_8100.jpg" width="200" /></a><span style="font-family: Times, Times New Roman, serif;">Hasegawa's 1/32 scale Messerschmitt Bf 109 G-6 was released in 2001 and became an instant classic. This easy to build and generally accurate kit heralded the widespread resurgence of 1/32 scale aircraft modelling.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">However, Hasegawa's Gustav was not perfect. The nose appears was not quite tall enough and the spinner was misshapen. Other problem areas included the staggered nose scoops, poorly shaped oil cooler housing, stick-on upper-wing wheel bulges, undersized tail wheel and some detail missing from the cockpit, canopy and undercarriage.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Fast forward 12 years and Revell has taken a completely different approach in terms of engineering and options.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Revell's all-new 1/32 scale Messerschmitt Bf 109 G-6 presents the opportunity to build either an early G-6 with the framed canopy and short tail or a late G-6 with Erla hood and tall tail straight from the box. Subtle differences are covered by alternative parts, and outline accuracy is excellent.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">Detail is clearly better than the Hasegawa kit in the areas of the cockpit, canopies, undercarriage and wheel wells.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">I would give the Revell kit a narrow points victory for their surface detail too. It is crisp, very fine and subtle.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The excellent fit and the lack of complication (i.e., no engine, no gun bays etc) also makes this kit an easy and satisfying build.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">The shape or detail discrepancies around the cowl bulges, propeller blades, supercharger intake and oil cooler housing are baffling, but they will not bother everyone. If they are of concern, most of the issues may already be addressed by aftermarket corrections, and those that can't now (principally the cowl bulges) almost certainly will by the time the kit is released.</span></div>
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<span style="font-family: Times, Times New Roman, serif;">So do we really need a new 1/32 scale Messerschmitt Bf 109 G-6?</span></div>
<span style="font-family: Times, Times New Roman, serif;"><b><u><i style="background-color: red;"><br /></i></u></b></span></div>
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