Central Institute of Plastics Engineering & Technology (CIPET), Chennai

Name of the Posts: 05

Name of the Post: Technician Grade III
1. Technician Grade III: 04 Posts
2. Technician Grade III: 01 Post

Age Limit: Candidate maximum age should be 28 years. Age relaxation is applicable for SC/ ST/ OBC (NCL) Candidates and others as per Govt. of rules.

Educational Qualification: 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.

Selection Process: Candidates will be selected based on interview.

How to Apply: 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.

Last Date for Submission of Applications: 31-10-2016.

Indian Air Force

Total No of Posts: 07

Name of the Posts:
1. Multi Tasking Staff (MTS): 03 Posts
i. UR: 02 Posts
ii. SC: 01 Post
2. Safaiwala: 03 Posts
i. UR: 02 Posts
ii. SC: 01 Post
3. Mess Staff: 01 Post
i. UR: 01 Post

Age Limit: 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.

Educational Qualification: Candidates should pass Matriculation or equivalent qualification from a recognized university or board.

Selection Process: Candidates will be selected based on qualification, written test/ interview.

How to Apply: 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”.

Important Dates: 
Date of Advertisement: 28-11-2015 to 04-12-2015.
Last Date for Submission of Application: Within 30 days from the date of advt.

Governement of madhya pradesh recruitment aviation 2014-2015

govt of madhya pradesh recruitment 2014-2015

posts:
1,Flight Operation Officers : 01
2. Flight Safety Officer : 01


for more details : www.mpaviation.nic.in

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.



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Advanced Technology in Propulsion - ELECTRON SPIRAL TOROID PROPULSION (EST)

ELECTRON SPIRAL TOROID PROPULSION (EST)

          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.

    

   

 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.

WATER THE ULTIMATE PROPELLANT

Advanced Technology in Propulsion - PLASMA BALLON

PLASMA BALLON

         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.  Plasma sail technologies are faster

than ion and chemical propulsion and therefore could cut conventional trip times to the outer planets in half.

AEROCAPTURE

         

           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.

         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.

ANTIGRAVITY PROPULSION

Advanced Technology in Propulsion - VASIMR MODE

VASIMR MODE

               The variable- specific-impulse magneto plasma rocket (VASIMR) is high powered, electro thermal plasma

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.

            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.

            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.  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.

Advanced Technology in Propulsion - Solar energy for propulsion (solar sail)

2) Solar energy for propulsion (solar sail)

            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

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.

            There are three components to a solar sail-powered spacecraft:

• Continuous force exerted by sunlight
• A large, ultra thin mirror
• A separate launch vehicle

Advanced Technology in Propulsion - PHOTON PROPULSION

PHOTON PROPULSION

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:

1) Antimatter (photon rocket)

             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.

            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:

• Positrons - Electrons with a positive instead of negative charge. Discovered by Carl Anderson in 1932, positrons were the first evidence that antimatter existed.
• Anti-protons - Protons that have a negative instead of the usual positive charge. In 1955, researchers at the Berkeley Bevatron produced an antiproton.
• 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.

              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.

Advanced Technology in Propulsion - LASER PROPULSION

c) Traveling wave

 

    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.

               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

LASER PROPULSION

             

            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:

1) Ablative Laser Propulsion

Advanced Technology in Propulsion - INTRODUCTION

INTRODUCTION

          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.

          Some of the advanced technologies in rocket and spacecraft propulsion which are used and to be used in the near future are given below:

ELECTRIC PROPULSION

           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.

          Historically, conceptually and pragmatically this field has tended to subdivide into three categories:

1)       Electro thermal propulsion

             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.

2) Electro static propulsion

Indigenous cryogenic engine puts a 1,982-kg communication satellite in orbit

Indigenous cryogenic engine puts a 1,982-kg communication satellite in orbit

indian gslv g5 cryogenic engine

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.

The cryogenic engine built by the

Supercharger Development in the U.S. During the Inter-War Period Part 3 - Developments in the U.S.

Developments in the U.S.

Fig. 3.  Miller supercharger designed by Dr. Moss. An unusual feature is the small impeller installed in the intake nozzle. (Courtesy Miller/Offenhauser Society)

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.”

Supercharger Development in the U.S. During the Inter-War Period Part 2 - Types

Types

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.

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.

Fig. 2.  Centrifugal clutch patented by Heron and Green.

Gear-Driven Centrifugal Blowers

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.

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.

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.

Inertia

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

Supercharger Development in the U.S. During the Inter-War Period Part 1

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.

Rationale

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.

Normalized Boost

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.

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.

Ground Boost

The Rolls-Royce W2B/23 Welland

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.

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.

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.

The Rover W2B

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.

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.

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.

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.

How to control Flying Radio Control I.C. Powered Model Aircraft ? The Receiver & The Battery part

The Receiver 

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.

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.

Servos 

How to control Flying Radio Control I.C. Powered Model Aircraft ? The Radio Control System Part 2

Antenna
Batteries
Battery Meter
Crystal
Gimbals (Stick)
Handle
Power Switch
Trainer Switch
 The telescoping tube that transmits the signal
 The device that provides power to the transmitter
 The device used to monitor the strength of the transmitter batteries
 The device that sets the radio frequency of the transmission
 The device that allows the user to input desired control movements into the transmitter
 The device for carrying the transmitter
 The switch used to apply battery power to the internal components of the transmitter
 The switch used to allow an instructor to give control of a model to the student
Trim Lever  Slides used to adjust control surfaces during flight

How to control Flying Radio Control I.C. Powered Model Aircraft ? The Radio Control System Part 1

The Radio Control System 

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.
 
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.
 Receiver - The unit that receives the signal from the transmitter, decodes it and  routes it to the appropriate servo.
Servos - These devices convert the decoded signals into a mechanical force that  is directed via a linkage to the appropriate control surface.
Batteries - The component that provides the electrical supply enabling the other  components to function.

How to control Flying Radio Control I.C. Powered Model Aircraft ? The Power Plant part

The Power Plant 

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.

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?