Progress Eagle- Quantum Airplane the future of flight

“Progress Eagle” is based in the technology beyond 2030 with ideas from Quantum Mechanics, if we consider the evolution of current technology and future progress in uses of theoretical physics solutions. Today we can find these technologies in the most advanced laboratories around the world (Universities, Private companies, Government installations,...) and in the theories of the best Scientifics. For these reasons, the innovations that the “Progress Eagle” presents could be available in fifteen years’ time. The most relevant aspects about this “Super Jet” would have a closer relation with Quantum Mechanics, we can simplify the airplane concept like a “Mega” energy’s particle with special specifications more orthodox than we can found in today’s physics.  

Self-sufficient in energy in a very large value, with zero contaminant emissions and at the same time an advanced tool to “clear” the atmosphere capturing non wishes particles that altered the good balance of our ecosystem, like the excess of CO2. With innovative shapes and sizes (tested with CFD software in order to know its feasibility), three passenger’s decks and a special cockpit located on the second floor with panoramic views that allow the pilots to have a direct reference’s views up to 70% of the airplane. Equipped with Smart & Self –repairing skin’s wings, composed by carbon nanotube & carbon fibers, meta-materials in hexagonal pattern on the surface and a hollow exoskeleton in an ultra-lightweight beehive-shaped of titanium and graphene; using the graphene material like a micro-super capacitors (fast electrical storage that can charge and discharge a hundred to a thousand times faster than standard batteries) and as a reinforce of inside’s wing structure. 

Triple Winglets, an evolution of the double winglets that some airliners are using now, with the current blended winglet on top side and the ventral strake. The winglets of the “Progress Eagle” could be composed with two winglets on top (between conventional blended and elliptical winglet), everyone with a different angle and orientation  and one ventral; reducing substantially the drag and increasing the sustentation (more lift with less thrust), following tests carried out by  computational fluid dynamics software (CFD). The geometry of the wings is similar to a   double arrow structure, and the section that joins the central fuselage’s part with the wings, has a special design to redirect the “front” air flow and profit it to generate electrical energy with a Nano-Kinetic System (Nanowires),  and to “feed” the rear Wind Generator, the CO2 system cleaner and the Hydrogen system generator

Make-in-India: Can india realise its own 5th-generation fighter aircraft

India plans to kick-off its own fifth-generation fighter aircraft (FGFA) development project this year to build on the expertise gained in the long developmental saga of the indigenous Tejas light combat aircraft.

Top defence sources said the preliminary design stage of the futuristic fighter called the advanced medium combat aircraft (AMCA), with collaboration among IAF, DRDO and Aeronautical Development Agency, is now "virtually" over.

"Once the project definition and feasibility is completed in the next few months, the defence ministry will go to the cabinet committee on security for approval. It will require Rs 4,000-5,000 crore for the initial design and development phase," said a source.

The aim is to fly the first twin-engine AMCA prototype by 2023-2024, which will be around the time deliveries of Tejas Mark-II fighters will be underway. IAF is slated to get its first Tejas Mark-I . Tejas Mark-II jets, with more powerful engines, will start to come only by 2021-2022.
"After Tejas Mark-II, we have to move ahead to a fifth-generation-plus AMCA. Basic design work of AMCA as well as presentations by five to six global aero-engine manufacturers is over. Simulation modelling is also in the works," said the source.

India, of course, is also trying to sort out its differences with Russia over their proposed joint development of the Indian "perspective multi-role fighter" based on the latter's under-development FGFA called Sukhoi T-50 or PAK-FA

Iconic A5 aircraft successfully tests for FAA clearence

 ICON Aircraft is a consumer sport plane manufacturer founded in response to the sport flying category created by the Federal Aviation Administration (FAA) in 2004. ICON’s first plane is the A5, an amphibious sport aircraft that fuses outstanding aeronautical engineering with world-class product design. It has won some of the world’s most prestigious design awards and has inspired a global following..

 

Structural testing of the ICON A5’s airframe is one of the final steps toward FAA approval and the culmination of years of design, engineering, and testing. Following months of preparation, these tests successfully confirmed that the A5’s airframe can sustain G-force loads well beyond those encountered within the normal flight envelope.

The A5 is supported in a fixture while the aft fuselage/tailboom and horizontal tail structures are being stress tested.

Research, design, and validation of new aircraft structures requires a variety of tests, and one of the last milestones on our way to FAA approval is airframe static-load testing. During static testing, the measured strength of the structure is compared to simulations and design specifications to validate a safe design. Ultimate static strength tests play a critical role in ensuring a structure like the A5 wing can withstand extreme loads caused by nature, such as wind shear or other large transient forces. Although these tests are an essential part of the testing phase, it is rare that a structure ever encounters stresses of this magnitude in the real world.

 The tests require strict adherence to the standards established by ASTM International, using detailed data acquisition and analysis models to evaluate how the A5’s carbon fiber structure responds to simulated flight loads. Based on those standards, weight was applied to the wings and horizontal tail of ESN-2 (Engineering Serial Number 2) while it was held in upright and inverted positions. The exercise simulated up to 4 Gs (limit load, the maximum the aircraft will experience during flight), and 6 Gs (ultimate load, which is 150% of limit load). The ultimate-load test involved applying enough weight to deflect the wingtips more than 18 inches.

ICON’s tests also confirmed that the A5’s flaps, aileron, and control linkages are able to operate freely with a full range of motion, ensuring there is no binding or jamming so the pilot can maintain full and safe control of the aircraft under high G loads.

The data produced by the testing successfully validated the A5’s structural integrity and will be used as reference materials in the FAA audit that confirms the A5’s airworthiness and clears it for serial production.The company has received more than 1,800 order deposits and was delivered the first production aircraft i

LCA-TEJAS MARK-II TO BE INDUCTED IN IAF FLEET

 The IAF wants the existing Tejas to have Active Electronically Scanned Array (AESA) radar, new electronic warfare suite and an array of beyond visual range missiles; all the features that were planned to be part of Tejas Mk II, A fresh agreement, setting the LCA programme on a new course, was signed on September 23 by all the stakeholders, including Indian Air Force, Hindustan Aeronautics Limited, AeronauticalThe IAF wants the existing Tejas to have Active Electronically Scanned Array (AESA) radar, new electronic warfare suite and an array of beyond visual range missiles.

The Indian Air Force will now induct 120 home-grown LCA instead of the 40 planned earlier.But an order jump, based on a complete rethink on the enormously delayed programme, rides on expectation that the current version of Tejas in the making, which lacks key features of a fourth generation fighter jet, will be packed with a power punch to overcome its outdatedness.Sources said the F-414 engines, which were to be used in Tejas Mk II replacing F404, can be used for the naval variant of Tejas which anyway requires a bigger power plant for carrier operations.

Having settled the problem of potency of the aircraft, the delivery continues to remain a major challenge.

HAL at the moment can produce only ght aircraft in a year. To fulfil IAF's new order it will have to double its capacity which will require herculean effort.

 The IAF hopes to have its maiden Tejas squadron with four aircraft by March 2016 while gradually incorporating the improvements.With a limited endurance and range of only 300 km, Tejas was conceived for operations only on the western border. But the whole orientation changed after 2009 when capacity building for a two front war scenario started.Officials hope that with the proposed additions, the existing version will be comparable to one of the best fighters in the world in its category.

The government feels that instead of concentrating on Tejas Mk II, all the energies for design and development could be focused on the indigenous fifth generation fighter Advanced Medium Combat Aircraft (AMCA). It has been proposed that a foreign consultant is hired on the AMCA project right from the beginning to avoid glitches later in the development programme. The feasibility report on AMCA is going to be finalised soon, said sources.

The Next Big Thing : Blended Wing Aircraft

Next up is a slightly more long-term prospect for cutting fuel use. Blended wing concepts have gained a lot of attention over the years, from the SAX 40 Silent Aircraft Initiative, which claims efficiency improvements of 35% while also reducing noise significantly. Meanwhile NASA and Boeing have flown some test flights with a remote piloted X-48B blended wing, closely resembles a flying wing though it differs in having its wing blend into a flat, tailless fuselage. This allows the aircraft to gain additional left with less drag — which leads to reduced fuel usage at ideal cruise conditions.which achieved fuel efficiency reductions of around 27%. But even when we do finally see commercially viable blended wings gracing our skies, they are not without their own drawbacks - in particular, critics have raised concerns about passenger comfort when banking if seated out on the extremities of the 'wing'

Ten Greatest Aviation Innovations in the World

1.  Cabin pressurization — The average passenger doesn’t think about cabin pressurization until their yellow safety masks fall from the ceiling, but the reality is that if the technology hadn’t been developed during WWII, we wouldn’t be able to fly much above 10,000 feet.

2. Black Box — The black box was invented in the mid-1950s, and not only helps investigators learn why a plane crashed, but how that information can be applied to other aircraft to prevent a repeat.

3. The Concorde — It never delivered on its commercial promise, and it was an environmental bad boy, but who can deny that breaking the sound barrier aboard a commercial aircraft is cool. And have you ever seen a more beautiful plane?

4. Radar — Sure, the airlines are dying to replace it with GPS technology, but for decades it’s been radar that helps air traffic controllers locate and track planes up to 200 miles away. Would our modern air traffic infrastructure exist without it? Probably not.

5. The jumbo jet — Whether you think they’re graceful or ungainly, you can’t deny that jumbo jets have changed the face of commercial aviation. The economies of scale provided by a 400-seat airliner meant airlines could offer cheap tickets that made it possible for the masses to fly.

6. The hub and spoke system — People hate, hate, hate having to make stopovers at jam packed airports controlled by a single airline. Yeah, they’re expensive to fly into and delay prone, but hub airports are a big part of the reason that you have 20 flights a day to choose from when flying between most large American cities.

7. The Very Light Jet (VLJ) — It’s been a tough road for the VLJ, with manufacturers suffering production problems and customers going out of business, but that doesn’t diminish the allure of a 37 foot, 3,500 pound plane designed to carry four to six passengers on short hops that would otherwise require a car ride.

8. Winglets — Here’s another one that most of us don’t think about. The small upward-pointing extensions at the tips of aircraft wings reduce drag, improve climb performance, increase range, and make flight more fuel efficient. With oil at over $100 a barrel, no wonder most airlines have added winglets across their fleets.

9. The flying wing — Yves Rossy keeps breaking records and defying expectations with his 8-foot-diameter, carbon composite flying wing. Last week he made a successful 13 minute, 125 mph trip across the English Channel.

10. Stealth aircraft — What’s cooler than a plane that can outsmart radar? Because the surfaces of a stealth are designed to absorb radio waves or reflect them away from the receiver, stealth planes can sneak in and sneak out undetected. 

Development of Unmanned Carrier Aircraft by US Navy

                                        

                                  

                                        

The US Navy is developing designs to compete for the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) Air Vehicle.The preliminary design review assessment is to support 

UCLASS, a system “to enhance aircraft carrier/air wing operations by providing a responsive, world-wide presence via an organic, sea-based unmanned aerial system, with persistent intelligence, surveillance, reconnaissance, and targeting, and strike capabilities

UCLASS is to be an operational, jet-powered aircraft, able to carry out persistent intelligence, surveillance and reconnaissance missions and engage in strike missions at ranges up to 2,000 nautical miles.

The basic technology for a carrier-based, unmanned jet aircraft has been proven by Northrop Grumman’s X-47B Unmanned Combat Air System Demonstration (UCAS-D) program, which produced two test aircraft. The first carrier launch of the aircraft took place May 14, and the first landings were performed on July 10, successfully completing the test program requirements.

With the UCAS-D test program complete, Navy officials, had declared their intention to dispose of the two X-47Bs next year, probably to museums. However, on Aug. 13 NAVAIR officials modified that plan and announced the aircraft would continue to be used in testing programs.

Navy aviation officials are planning for the UCLASS to become operational with the fleet by 2020.

70-90 SEATER TURBO-PROP AIRCRAFTS ARE BACK

The turboprop is coming  back after five decades when  the jets  wiped out large Western propeller airliners..Pressure is building to expand the turboprop in the role that it has held since then as a fuel-efficient, short-haul passenger aircraft.ATR is now straining to meet demand for the 70-seat ATR 72, which, more than its high-performance competitor, the Bombardier Q400, is optimized for fuel economy. And, amid a general upward drift in airliner sizes, ATR's engineering team is one of five that are looking closely at building turboprops with at least 90 seats. The Franco-Italian company reckons the world will buy 1,340 such aircraft over the coming 20 years and says all its major customers want 90-seaters.

Despite the general similarity in appearance of turboprop airliners, at least four of the designs have crucial differences in cross-section, power and multi-version seating. Whichever of the five proposed types go to market—and it is unlikely that all will—they should be well-differentiated products, supporting the manufacturers' pricing power.

The proposals also vary in timing and probability of launch. Ranked roughly by those criteria, the five projects are the Avic MA700; the Regional Transport Aircraft (RTA) of India's Hindustan Aeronautics Ltd. and the National Aerospace Laboratories; an aircraft from ATR; a possible stretch of the Bombardier Q400; and, least defined, the Korea Aerospace Industries DRA, backed by parts of the South Korean government.

Avic Aircraft's MA700 is due to go into service in 2018, but so far only with 78 seats. A longer version, the exact size of which is not yet fixed, will probably follow in the early-to-mid-2020s, if development is smooth. China's record in developing commercial aircraft is not reassuring. The ARJ21 regional jet by Avic spin-off Comac is seven years behind schedule, and the timetable for the successor C919 is close to missing its delivery target. But, having built the Antonov An-24 under license and then updated it twice as the MA60 and MA600, the Avic engineers have learned to crawl and walk before trying to run.

India's RTA is due for program launch in September, but it also would compete with current aircraft at first, beginning with a 70-seat version planned to enter service in 2020. The first stretch version is set to have 90 seats and, again, would probably not appear until well into the 2020s, even if the 70-seater is delivered on time. Seven years is a generous schedule, but the Indian team has less experience than the Chinese in commercial aircraft and Indian aircraft programs tend to be late. The development budget is 43.55 billion rupees ($726 million).

However well the products fit the market and the development programs are executed, the newcomers will lack the reputation and established customer base of ATR and Bombardier. Avic is ahead of its Asian competitors, since it has been selling the MA60 and MA600, though not to customers that demand certification recognized by Western authorities. Avic will probably also have the advantage of a protected home market. Not only does the Chinese government impose a hefty import tax on regional aircraft, it can also lean on state airlines to buy Avic's products and on state banks to finance them.

Proposed 90-Seat Turboprops

	MA700	RTA	ATR 90-seater	Q400 stretch	DRA
Seating, initial	78	70	90	90-100	72
Seating, stretch	About 90	90		N.A.	88
Fuselage width, meters (ft.)	3.0 (10)*	2.8 (9.2)	3.4 (11.2)*	2.7 (8.9)	3.0 (10)*
Fuselage height, meters (ft.)	3.0 (10)*	3.3 (10.8)	3.4 (11.2)*	2.7 (8.9)	3.0 (10)*
Under-floor cargo	Yes	Yes	Yes	No	Yes
Max cruise, kph (kt.)	650 (351)	550 (300)	550 (300)*		680 (367)**
Status	Launched. EIS 2018	Launch imminent. EIS 2020	Ready for launch but under study pending approval.	Under study.	Under study. Partner sought.

HondaJet test aircraft lifts-off

The First ever commercial aircraft of HONDA , appropriately named the HondaJet, follows in the footsteps of the company's ground-breaking CB750 motorcycle and S600 sports car by aiming to provide superior performance and value - this time in the light business jet market. Continuing an intensive flight test regime to meet U.S. Federal Aviation Authority approval that began one year ago, the latest FAA-conforming test aircraft known as F2 has now begun flight testing out of the company's headquarters at Greensboro's Piedmont Triad International Airport.

HONDA JET F2 made its maiden flight on November 18, 2011, performing a variety of checks during takeoff, climb and cruising phases. These included landing gear operation, flap operations, aircraft handling and air data system checks, followed by an Instrument Landing System (ILS) approach and landing.

"The first flight of a flight test aircraft is an important milestone for an aircraft certification program, and the fact that we achieved F2's first flight shortly after receiving its engines illustrates our team's preparation and readiness," said Michimasa Fujino, President and CEO of Honda Aircraft Company, and the man responsible for the distinctive over-the-wing (rather than under-wing or fuselage-mounted) engine-mount design which goes back to 1997.

The first FAA-conforming HondaJet, the F1, which flew for the first time on December 20, 2010, has already achieved key benchmarks that meet or exceed the aircraft's designed performance goals. In March, Honda Aircraft reported the aircraft achieved a maximum speed of 425 KTAS (True Air Speed in Knots - 489 mph) at 30,000 feet, surpassing the company's performance commitment of 420 KTAS. The aircraft has since achieved a climb rate of 4,000 feet per minute, beating its target of 3,990 FPM, and a maximum operating altitude of 43,000 feet.

After nearly fifteen years in development, HondaJet is still claimed to be the most advanced light business jet aircraft, offering advantages in performance, comfort, quality and efficiency. Technological innovations, such as the unique over-the-wing engine-mount configuration for the two GE Honda HF120 turbofan jet engines are claimed to improve performance and fuel efficiency by reducing aerodynamic drag. At the same time, this airframe design reduces noise inside the cabin and on the ground, as well as providing a roomier cabin with greater cargo space compared to a fuselage-mounted engine configuration. The flight deck is also leading edge with the Garmin G3000 next-generation all-glass avionics system, three 14-inch displays and dual touch-screen controllers.

An aircraft which doesn't make noise ( SILENT aircraft)

AIRFRAME

Turbulent air around conventional aircraft creates a lot of noise.The shape of the plane is what is known as a "blended wing" design. This hybrid design uses the wings of a conventional plane smoothly blended into a wide tailless body. As turbulent airflow, generated by irregular surfaces, causes noise, the designers tried to make the airframe as smooth as possible.The aerofoil shape of the body means that it also contributes to the aircraft's lift, meaning it can make a slower approach on landing, again reducing noise.The improved lift also means that the plane can do away with flaps on the wings, which are a major source of airframe noise on conventional aircraft.

Because the design does not need a tail, used to provide additional lift and stability on conventional craft, it also cuts down on turbulent airflow and noise from the back of the plane.The design, made of lightweight composites, also improves the fuel efficiency of the craft whilst cruising. 

ENGINES

The engines are embedded into the body of the aircraft.The engines of the SAX-40 are embedded within the blended wing design with the air intakes on top. This means that the upper surface of the aircraft shields people on the ground from engine noise.The engines are also mounted deep within the intake ducts, lined with mufflers, to maximize the noise absorption.By embedding the three engines in the aircraft frame, it also reduces drag and therefore noise.The "ultra-high bypass ratio turbofans", as they are known, are also arranged in a novel way to minimize noise output.Instead of having one large fan, they have three arranged side-by-side. The smaller fans means the noise from each one is easier to absorb with surrounding "acoustic liners", or muffling materials.

EXHAUSTS

The exhaust system optimises the engines performance.The output of the engines is channelled through what is known as a "variable area exhaust nozzle".This means that the cross sectional area of the exhaust can be changed to generate different amounts of thrust and to maximise the engine's performance.At take-off the exhausts would be open-wide to generate the maximum amount of thrust. Whilst cruising they would reduce in size to burn fuel more efficiently.They can also be rotated, or "vectored", to generate thrust in the optimal direction for take-off and landing.The exhaust are also lined with "mufflers" to reduce the noise of the engines.

UNDERCARRIAGE

The landing gear of the SAX-40 is designed to minimise noise.Turbulent air swirling around the undercarriage at take-off and landing are major sources of noise.To reduce this, the SAX-40 would have fairings to cover the wheels and braking systems, creating as smooth a flow of air as possible. This could reduce the noise from the landing gear by up to 7dB. However, by doing this it makes the landing gear more difficult to stow and service, and also makes cooling the brakes more difficult

TRAILING WING EDGE

The trailing edge of the wings minimises turbulent mixing of air when turbulent air moving over the top surface of the wing shoots off the trailing edge it abruptly meets non-turbulent air. The result generates a huge amount of noise. minimise this, the SAX-40 would have "trailing edge brushes", a series of long, thin protrusions off the back of the wing.These allow a smoother transition between turbulent and non-turbulent air and could reduce trailing-edge wing noise by up to 4dB

LEADING WING EDGE

The Airbus A380 uses the drooped design on the front of its wings.The leading-edge of the wings are slightly drooped. These further help improve the lift of the aircraft, particularly at lower speeds.

To cut-down on the amount of noise generated by air whistling through a slat between the main wing body and the leading edge, the gap is covered in a flexible material.

Fastener joints in 787 wing require rework for lightning strike protection

The fastener joint is one where a fastener is used to join two pieces of hardware together and FAA requirements for EME protection as part of Part 25 Secton 954 and 981 require all joints and fasteners to be installed in a way that prevents any sparking within the fuel that could lead to a catastrophic ignition. Boeing has had to meticulously design the metallic parts in the aircraft, including the incorporation of an elaborate current return network, to prevent sparks and arcing, as well as withstand lightning strikes.

While removing and reapplying sealant to each 787 remains critical in preparing for delivery, the workmanship of its application is not the only item Boeing has identified for change inside the aircraft's composite wings; a design change discovered in the fall of 2009 requires the removal and replacement of thousands of improperly coated fastener joints to ensure the majority-composite jetliner's protection from lightning strikes.

The removal of the sealant will allow access to the thousands of wing fuel and hydraulic system fastener joints which were designed and installed with an improper coating, and have to be removed and replaced to meet US Federal Aviation Administration requirements for electromagnetic effects (EME) protection for lightning strikes.

Intermediate Jet Trainer (IJT) crashes at bangalore creating setback to HAL s aircraft programme

A prototype of the Hindustan Aeronautics Ltd. Intermediate Jet Trainer HJT-36 Sitara serial number S-3466 crashed near Krishnagiri about 80km (50mi) south-east of Bangalore around 15:10 local (09:40 UTC).Both pilots Wg Cdr. Patra and Mathur ejected safely, though one of them has suffered some injuries.HAL has constituted a Court of Inquihe Hindustan Aeronautics Limited (HAL) developed Intermediate Jet Trainer (IJT) suffered a huge blow yesterday afternoon when its aircraft that took off from HAL Ariport Bangalore was crashed in Krishnagiri, Tamilnadu. It has come to know that it was third crash of IJT aircraft in the last 4 years.

The incident took place when the aircraft S-3466 was on its routine flight test with Mathur, a group captain of the National Flight Test Centre and Patra, wing commander of Air Force Technical College.

The aircraft was crashed at 3:10 pm at Kelamangalan of Krishnagiri district, Tamil Nadu. Both the pilots have ejected safely before the aircraft crashed.The aircraft crashed in dense forest area and no loss to the civilians property or life has been reported.The aircraft was on routine flight testing when the mishap occurred. An IAF helicopter flew the pilots back to Bangalore, they said. HAL Executive Director (HR) told Deccan Herald that the pilots were taken to the HAL hospital.

The status of the pilots is unknown. HAL maintains that they are safe. The IJT, which was scheduled for an initial operational clearance (IOC), a step closer to being inducted into the Indian Air Force (IAF), may not meet the target even this year. This would mean that the programme has got delayed by over half a decade (The programme was sanctioned in 1999).

The crash derails IAF’s plans too, as the IJT was meant to be the backbone of the IAF’s combat pilot training programme, replacing its workhorse Kiran.

Major setback

The first prototype of the IJT had suffered a major setback as the canopy of the aircraft flew open during take-off causing serious damage to the aircraft in the 2007 edition of Aero India. Just before the 2009 Aero India, its second prototype had landed on its belly while rehearsing for the show, causing considerable damage to the structure of the plane.The aircraft was then piloted by Retired Squadron Leader Baldev Singh and Wing Commander C Subramaniam.Although HAL maintains that such mishaps are part of any flight test process, the increasing number of crashes of HAL-manufactured aircraft has left India’s leading PSU with a bad reputation.

New variant aircraft design by BOEING

Boeing is famous for their line of commercial aircraft, but they are also one of the bigwigs when it comes to fulfilling defense contracts. The company has just unveiled what looks to be a variant of the F-117 Night Hawk fighter, featuring a blended wing design. This unmanned test aircraft took to the skies for the first time last week and is touted to be able to lug around more equipment while being more fuel efficient and quieter than traditional aircraft. This aircraft was designed and engineered by three parties – Boeing, NASA and the U.S. Air Force Research Laboratory.

The long term goal of this project is to develop a manned multi-role, long-range, high-capacity military aircraft. Sounds like a pretty tall order, but as you can tell from current military aircraft and designs, what seemed an impossibility a few years ago is now reality. The blended wing body design is essential in providing unprecedented stability and flight control characteristics that come into play during both takeoffs and landings. It might look like a flying wing at first glance, but it actually blends smoothly into a wide, flat, tailless fuselage that provides additional lift while eliminating drag that is associated with the standard circular fuselage for greater fuel efficiency.

In addition, the engines were mounted high on the back of the aircraft, making them emit way less noise inside and on the ground whenever it takes to the skies. A trio of turbojet engines allow this blended wing design to fly up to 10,000 feet high at 120 knots in its low speed configuration. A forward looking camera affixed to the aircraft enables the pilot to use conventional aircraft controls to fly it remotely from a ground control station. Just like some species in the animal kingdom, there is a reason for not having a tail. This prototype aircraft has been dubbed the X-48B by the Air Force

Boeing 787 Dreamliner fatigue testing program

The Boeing 787 Dreamliner structural fatigue testing has been initiated, for evaluating the durability and fatigue life. The fatigue test frame might look like a crazy construction rig, but think of it more like a time machine because of its huge geometry.

The fatigue rig will put the Boeing 787 through 100,000 simulated flights of the Dreamliner. All the loads encountered by the aircraft in air is simulated on the ground to understand and to ascertain its structural response for the cyclic loads..

The fatigue test rig simulates every part of the flight. From the push back at the airport to the arrival at its destination. This process is called a ground-air-ground (GAG) cycle. Boeing has five different GAG cycles that put the aircraft through different simulations, ranging in duration and flight severity.

While the structural test program already has validated the strength of the airframe, fatigue testing looks at long-term, continued use. It allows Boeing engineers to see what will give over time and create inspection techniques for airlines.

Unlike static tests, where loads are applied to the aircraft structure to simulate both normal operation and extreme flight conditions, fatigue testing is a much longer process that simulates up to three times the number of flight cycles an aeroplane is likely to experience during a lifetime of service,

Every kid’s dream is to build something and then try to break it, right? In essence, that’s what is done . We take an airplane and we try to put it through its paces and try to break it at the end.”

To create this havoc, 100 mechanical devices have been connected to the exterior of the Dreamliner. Engineers in a control room use the devices to mimic actions the 787 will go through.
The airframe will be subject to three years of continuous testing using the latest hydraulics and pnuematic loading and operating devices and a high standard sensors for monitoring the strain and deflection responses

AIRBUS A380 structural certification

A380 CERTIFICATION


The A380’s certification flight test programme was one of the most extensive in Airbus’ history. The campaign began with the aircraft’s first flight on 27 April 2005 and ended on 30 November the following year with the successful around-the-world technical route-proving trip, which took the aircraft over both poles, testing its performance under normal airline operations. To obtain its Type certification, the A380 needed 5,000 hours of test flights.
Certification by the two major international governing bodies – the European Aviation Safety Agency (EASA) and Federal Aviation Administration (FAA) – was granted upon successful completion of a stringent trial programme which pushed the airframe and aircraft systems well beyond design limits to ensure the A380 meets – or even exceeds – all airworthiness criteria. The A380 was the first aircraft to which 21st century certification standards were applied.
Five aircraft were involved in the intensive flight test programme, four of which have Rolls Royce Trent 900 engines and one is powered by Engine Alliance GP7200 engines. By certification, the test fleet had accumulated over 2,600 flight hours in 800 flights, with over 80 airline and certification pilots having flown the aircraft. During the campaign, the A380 was also welcomed at 38 airports around the world, proving its easy airport acceptance and compatibility.
The cabin also underwent a series of tests for certification, including the successful evacuation test, performed at Airbus’ Hamburg site on 26 March 2006. During what was the largest ever aircraft evacuation trial, 853 passengers and 20 crew members left the aircraft within 78 seconds - 12 seconds less than required, validating 853 as the maximum passenger seating capacity for the A380-800.
AND MORE...
In addition to flight test success, further highlights of the A380’s entry into service included airport compatibility trials, with a total of 38 airports visited around the globe demonstrating the aircraft’s ability to operate just like existing large aircraft.
Although not required for certification, but part of Airbus’ commitment to smooth entry into service, Airbus undertook a series of four Early Long Flights in September 2006 where over 2,000 Airbus employees took part to assess the cabin environment and systems in flight.
These followed a 15 hour Virtual Long Flight which took place in Hamburg in May 2006 in Hamburg, where 474 Airbus employees tested cabin systems in simulated long haul conditions.

NAL TO DEVELOP AIRCRAFT DESIGN BUREAU FOR NCAD

Bangalore-based National Aerospace Laboratories (NAL) will soon set up an exclusive ‘aircraft design bureau’ in their premises to look into the design of India’s newly proposed Regional Transport Aircraft-70 (RTA-70). Russia has the bureau concept with its Sukhoi Design Bureau being a very popular one in the world.
The design bureau will initially have as its core members experts from NAL but will in due course invite experts from Aircraft Research and Design Centre (ARDC), HAL. It will also invite private aircraft designers if they can demonstrate design capability. If the private players bring in international aircraft designers, they too will be taken into the bureau after evaluation.
“The bureau will effectively function as a national aircraft design bureau and will be a major reference point for the country in any aircraft design venture,” NAL scientists told TOI.
The bureau’s first project will be the RTA-70. It has to submit to the Centre within one year an assessment of the project and what needs it will meet for the country. The assessment will include the design of the aircraft itself, how it compares with aircraft in its class from other countries, the cost-benefit ratio and how the country’s civil aviation will gain. Based on the feasibility report, the Centre will take a decision on the aircraft.
The bureau will look at design of structure/airframe, systems, propulsion, engine, avionics, flight control, electricals, hydraulics, environmental control system and cabin pressure control system among other aspects in the overall design of the RTA-70. NAL will be the focal point for the design of the aircraft though the bureau will incorporate private Indian and international teams. The RTA-70 is a turboprop regional airline offering to Indian aviation and to the rest of the world. It is expected to be in the class of or better than theATR 42/72, Q400, ERJ170 and CRJ 200/700 all of the smallto medium-aircraft.
NAL’s RTA-70 is projecting 25% to 50% lower acquisition, direct operation and maintenance costs compared to these regional aircraft.

TOP 10 MODERN FIGHTER AIRCRAFTS

10- J-10

The J-10 adopts a “tailless delta-canard” aerodynamic layout, which was originally developed for the cancelled J-9 fighter. The aircraft has the horizontal control surfaces moved forward to become a canard in front of the wing. When the aircraft pitches up, instead of forcing the tail down decreasing overall lift, the canard lifts the nose, increasing the overall lift. Because the canard is picking up the fresh air stream instead of the wake behind the main wing, the aircraft can achieve better control authority with a smaller-size control surface, thus resulting in less drag and less weight.

Crew: One (J-10); Two (J-10S)

Powerplant: 1X Russian Salyut AL-31FN turbofan

Thrust (dry): 76.2kN (7,770kg, 17,130 lb)

Thrust (afterburning): 122.55kN (12,500kg, 27,557 lb)

In-flight refuelling: Yes

Weapon: 23mm single-barrel cannon

External Hardpoints: 11 (five under the fuselage centerline; six under the wings)

9- Mig-35

Based on the MiG-29M OTV, MiG-35 (Nato reporting name Fulcrum F), is equipped with advanced avionic suite comprising of a modern glass cockpit designed with three 6x8 inch flat-panel LCDs and full HOTAS controls, digital map, helmet-mounted sight. The latest Zhuk-AE active electronically scanning array (AESA) radar is mounted on this aircraft. This radar was developed with modular approach, enabling upgrading existing Zhuk ME/MSE radars, into the phased array equipped MFE/MSFE standard, deployed in MiG-29/Su-27 platforms.

MiG-35 uses an integral aerial refuelling probe, which is required as 'must have' for the Indian MRCA program.The MiG-35 is fitted with western standard Mil-1553 bus and advanced Russian made weaponry. Reliability and serviceability have been improved, reducing operating cost and improving serviceability by 2.5 times (compared to older MiG-29s). MiG-35 is The MiG-35 has a 'glass cockpit' based on Russian avionics or western systems (mostly French).equipped with an optronic target tracker, identical to the system used on the Su-30MKI. For precision air-to-ground attack missions, the aircraft can be equipped with a conformal electro-optical targeting module, installed under the right air intake. The aircraft is equipped with radar warning, electro-optical missile launch warning and laser warning sensors, and integral active self protection (jamming, chaff and flare) as part of the integral self-defense system. The aircraft has four additional hardpoints and can haul an external payload in excess of six tons.

8- Typhoon

The cockpit (available in single- or twin-seat configurations) is situated forward in the fuselage design, aft of the radar-housing nose cone assembly. The pilot(s) sit (s) under a two-piece canopy offering up excellent views from within the cockpit. The canopy consists of the forward fixed windscreen and the main component which, itself, is hinged at the rear. The contoured fuselage sports small side-mounted strakes near the cockpit and all-moving canard foreplanes. The strakes serve to move stagnant air generated by the canard foreplanes. As the Typhoon is an inherently unstable platform (her center of gravity is located aft of center itself), the canards play a crucial role in various aerodynamic aspects of the aircrafts flight envelope including pitch control. Canard foreplanes allow for improved turning and can improved total drag/lift during landing and take-off while providing greater agility at speed. Their forward position in the design also allows them to be of reduced drag as opposed to rear-mounted tail planes found in traditional fighter designs.

The main wing assemblies are of a delta wing design featuring extensive sweep along the leading edge and little to no sweep along the straight trailing edge. Construction includes carbon-fiber composite rib and spars with metal only used along the weapon hardpoints. Up to 70% of the Typhoon's construction revolves around use of carbon-fiber composites, titanium and aluminum-lithium. Control surfaces are fitted to both the leading and trailing edges. Control is aided by trailing edge flaperons which accomplish the combined tasks of conventional flaps, elevators and ailerons and are further aided by the canard foreplanes. An airbrake is fitted to the ventral side while leading-edge flaps help in landing. The delta wing design approach also allows for multiple external underwing and underfuselage hardpoints and number thirteen in the Typhoon. Jammer pods are ingeniously contained at the clipped wingtips so no ordnance is used at those areas. The Typhoon makes use of basic stealth design features including implementation of a small radar cross section. Some areas of the aircraft are coated over in special materials to absorb incoming radar waves. The radar system itself diffuses its own signals to an extent.

7 - Gripen NG

The JAS 39 Gripen is a fourth-generation fighter manufactured by Swedish company Saab. Designed as a swing-role type capable of performing multiple missions, the Gripen entered service with the Swedish air force in 1995, replacing its Saab Drakens and Viggens.

Powered by a single Volvo Aero RM12 afterburning turbofan based on the General Electric F404, the Gripen is capable of speeds of up to Mach 2 and has a maximum range of 2,800km (1,510nm).

Weapon options include a 27mm Mauser internal cannon, Raytheon AIM-9 Sidewinder and AIM-120 AMRAAM air-to-air missiles and Raytheon Paveway II laser-guided bombs. The aircraft is also being used to support the development of MBDA's Meteor beyond visual-range air-to-air missile.

To date 236 Gripens have been ordered, with the Swedish air force to receive the vast majority, at 204 aircraft. Export customers are the Czech Republic (14), Hungary (14), South Africa (26) and Thailand (12), with some of their aircraft being remanufactured Swedish JAS 39s. The UK’s Empire Test Pilots' School also uses the Gripen for undergraduate training under an arrangement with Saab.

6- Rafale

Rafale is a twin-jet combat aircraft capable of carrying out a wide range of short and long-range missions, including ground and sea attack, air defence and air superiority, reconnaissance, and high-accuracy strike or nuclear strike deterrence.

The aircraft has been developed for the French Air Force and Navy. 61 aircraft were ordered (36 for the air force and 25 for the navy).

The Rafale M entered service in 2001, and ten aircraft are operational on the Charles de Gaulle aircraft carrier.

Rafale B and C entered service with the French Air Force in June 2006, when the first squadron was established. The second air force squadron was set up in 2008.

Navy Rafale F1 standard fighters have air-to-air capability. Deliveries to the navy of the F2 standard, with air-to-ground missiles, began in May 2006 and 17 were delivered in May 2008. F1 aircraft are to be upgraded.

A €3.1bn ($3.89bn) contract to develop the fully capable F3 standard aircraft was awarded to Dassault Aviation (€1.5bn), Snecma (€600mn), Thales (€500mn) and other French defence contractors by French Ministry of Defence in February 2004. An order for 59 F3 aircraft, 47 for the air force (11 two-seat and 36 single-seat) and 12 (single-seat) for the navy, was placed in December 2004. The Rafale F3 was certified in July 2008 and will be delivered from 2009. The first squadron of 20 aircraft will be in service by the end of 2009. The contract also includes the upgrade of Rafale F2 aircraft.

5- F-18

The F/A-18 is in service with the U.S. Navy, U.S. Marine Corps and the air forces of Canada, Australia, Spain, Kuwait, Finland, Switzerland, and Malaysia. As of May 1999 Hornet pilots had accumulated more than 3.7 million flight hours and, in the process, are establishing new records daily in safety, reliability, maintainability and mission performance.

A key aspect of the Hornet's popularity with pilots is the ease with which the aircraft can be converted from fighter to strike mode and back again; it's as easy as flipping a switch. During Operation Desert Storm, F/A-18s routinely performed fighter and strike missions on the same sortie. Fulfilling a variety of roles-air superiority, fighter escort, suppression of enemy air defenses, reconnaissance, forward air control, close air support, and day and night strike missions-the F/A-18 has proven to be the most versatile combat aircraft in service.

4- Su-30 /35

The Sukhoi Su-30M is a multi-role two-seater fighter, broadly comparable to the American F-15E. The Su-30MK is the export version of the aircraft. The fighter is a development of the Su-27 (Flanker) family, designed by the Sukhoi Design Bureau of Moscow and is manufactured by the Irkut Corporation.

The aircraft is equipped with similar avionics and thrust vectoring as the Su-37, for superior combat agility and manoeuvrability. The aircraft is armed with precision anti-surface missiles and has a stand-off launch range of 120km.

The Indian Air Force ordered 40 aircraft in 1996 and an additional ten aircraft in 1998. 18 Su-30K have been delivered which will be upgraded to MKI standard, starting in 2006.

"The Sukhoi Su-30M is a multi-role two-seater fighter, broadly comparable to the American

F-15E."

3- F-35

The F-35 Lightning II joint strike fighter integrates advanced very low observable stealth into a supersonic, highly agile 5th generation fighter that provides the pilot with unprecedented situational awareness and unmatched lethality and survivability. With its host of next-generation technologies and unprecedented capabilities, the F-35 is the world’s most advanced multirole fighter.

*Performs as a first-day-of-the-war fighter

*Dominates all adversaries in the air or on the surface

*Has the ability to survive and prosecute the most formidable threats expected to emerge beyond 2020

*Conducts air-to-air and air-to-ground combat missions simultaneously

*Incorporates the most powerful and comprehensive sensor and mission avionics package ever to fly in a fighter

2 -T-50

Development of Russia's LFI (logkiy frontovoi istrebitel) lightweight tactical fighter has been dramatically accelerated after the Russian Air Force decided its priorities for the next 10 years. Revealed here exclusively as the I-2000 (Istrebitel {fighter} 2000) project, the aircraft is due to become operational in 2005 as Russia's basic front-line fighter. It is also likely to become the leading export product of the Russian aircraft industry. Available information on the I-2000 indicates that it will be closely comparable to the US Joint Strike Fighter, operating in both the air-to-air and air-to-surface roles.

The aircraft comes from a long line of Mikoyan lightweight fighters, such as the MiG-15 and MiG-21. It is about the same size as the MiG-21 (shorter by 1.3m but wider by 4.5m), but noticeably smaller than its immediate predecessor, the MiG-29. Take-off weight is estimated at around 12 tonnes; maximum take-off weight at about 16 tonnes.

1 -F-22

The F-22A Raptor advanced tactical fighter entered service with the US Air Force in December 2005. The USAF requirement is for a fighter to replace the F-15, with emphasis on agility, stealth and range.

Developed at Aeronautical Systems Center, Wright-Patterson Air Force Base, Ohio, the F-22A Raptor is a supersonic, dual-engine fighter jet, which has won the 2006 Robert J Collier Trophy from the American National Aeronautic Association (NAA).

In April 2009, production of the F-22 fighter jet was officially terminated when Defense Secretary Robert Gates announced that the Pentagon would end the Lockheed-run F-22 programme and increase the production of the joint strike fighter. The availability of the cheaper and more-versatile F-35 fighter aircraft has resulted in production ceasing on the F-22 fighter jet

NAL TO DESIGN FIRST CIVILIAN AIRCRAFT RTA-70 FOR THE COUNTRY

India has initiated steps to build its first indigenous civilian transport aircraft under a public-private partnership project that will be undertaken in a national mission mode.The government has set up a 15-member high-power committee (HPC) on National Civil Aircraft Development with former ISRO chief G Madhavan Nair as its chairman for management and development of the key project.The first meeting of the core team of the committee comprising technologists is scheduled to be held tomorrow at the National Aerospace Laboratory (NAL) in Bengaluru to chart out a broad vision for the project.The HPC will carry out a feasibility study for the project to be set up as a public-private partnership that is expected to evolve eventually into a new entity for development of a national civil transport aircraft and provide a basis for civil aircraft industry in the country.This development comes weeks after the Directorate General of Civil Aviation (DGCA) said that there was no technical flaw in the Saras aircraft. The Prototype-II of the Saras aircraft, developed by CSIR’s NAL, had crashed during a test flight on 6th March last year killing the three-member crew.

The Council of Scientific and Industrial Research (CSIR)-NAL will assist the HPC in implementation of the project.The terms of reference of the HPC include evolving a strategy for development of a civil aircraft indigenously; provide details on aircraft definition and performance, technologies and system, manufacturing plan, investments required, risk analysis and holding discussions with global original equipment manufacturers for partnership avenues.The HPC has also been tasked to set up a core design group with seeding from CSIR-NAL which could be subsequently upgraded to a full-fledged design centre.The design centre will be set up by drawing manpower from CSIR-NAL, Hindustan Aeronautics Limited, Aeronautic Development Authority, Defence Research and Development Organisation and the Indian Space Research Organisation.Earlier, NAL had prepared a preliminary report on the need for a regional transport aircraft for the Indian market which is pegged at 400 planes over the next 20 years.

Foldable wing aircraft

The Transition sport aircraft design from Terrafugia promises to take away a lot of hassles faced by modern day pilots. The aircraft named The Transition is a design that provides the convenience of being able to fold the wings, driving on any of the surface road. So, from the confines of the cockpit, one can easily stow away the wings while the aircraft is on the road and deploy the same for the flight is all done on a click of a button thus, giving solution to the issues faced by pilots like uncertain weather, rising costs etc.

Quite an innovative product one must say!