According to a consultation with the customers, 96% of them want more environmentally sustainable aeroplanes. The aircraft of the future will have to be fully recyclable, more sustainable ie eco-efficient, and less stressful:

Now, the leading aircraft manufacturer is using the feedback to paint its vision of sustainable aviation in 2050.

Airbus had unveiled a revolutionary concept cabin through images of a transparent airliner design, last year.

There is a need among the passengers to reduce the time spent in airports. The new Airbus concept cabin will integrate an additional door for faster boarding, and exit. This airliner of the future will reduce its noise, and carbon emmissions. It will use the latest technologies – bionic structure, blended airframe, enhanced laminar flow and noise reduction; blended U-tail, biomorphing seats able to collect the passenger’s body energy, cutting-edge relaxation systems, human body thermal recycling, dramatic panoramic view, World Wide Web access, round of golf, etc. Watch the video:

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The British Harriers were to be replaced by the F-35Cs. Do you remember? You may have learnt from the recent news that the carrier variant of the Lockheed Martin Aeronautics Joint Strike Fighter – CV JSF (Carrier Vessel variant’s Joint Strike Fighter) – F-35C was unable to catch the wire onboard the aircraft carrier during the latest landing tests.

Strange as it may seem, the F-35C’s designers may have not forecast what would unfold during a test flight while landing on an aircraft carrier:

The arresting hook (tailhook) never engaged the arresting wire as the clearance between the tail hook and the main landing gear’s tyre tread is too short for such a speed. An F-35C Lightning II missing her carrier landing has been reported even though some U.S. officials would have dismissed such information which might result from simulated tests.

Added to that is a software bug which had grounded the CV JSF for 6 days a few month earlier for the fifth-generation fighter aircraft might have encountered wing-folding input while flying!

As a result, the British Ministry of Defence might find a Plan-B solution as these design flaws, and some others which date back to November 2011 are deemed unacceptable for such an expensive fighter aircraft – $139.5 million for the F-35C (CATOBAR – Catapult Assisted Take Off But Arrested Recovery), and $150 million for the F-35B (STOVL – Short Take-Off and Vertical Landing). The latter can land on carriers but she is more expensive, and the JSF program costs have already increased several times.

Moreover, the JSF would not be able to fire AMRAAM air-to-air missiles as reported in this video:

And there’s even more: according to a Pentagon study team report, 13 areas of concern that remained to be addressed in the F-35 would have been identified. For instance, the Helmet Mounted Display System (HMDS) would not work properly…

The British MoD is therefore considering the purchase of either F/A-18E Super Hornets or RAFALEs for the RAF. The French Dassault which has already lost the Swiss NAC tender due to replace the Swiss Air Force’s F-5s, would be proposing a new offer with 18 RAFALEs at a cost deemed lower than the 22 SAAB Gripens’ one according to the Swiss press.

The RAFALE is still in competition with the Eurofighter in the Indian MMRCA tender. the Indian officials are expected to make a decision this week. To be continued… ==> We have just learnt (on January 31, 2012) that the RAFALE has won the MMRCA tender…

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This aircraft of the future will use the latest technology – bionic structure; blended airframe; enhanced laminar flow and noise reduction; blended V-tail; biomorphing seats; leading-edge relaxation systems; human body thermal recycling; dramatic panoramic view; round of golf; etc.

Airbus will showcase their project called Concept Cabin during the Paris Air Show, at Le Bourget Airport. A movie – Airbus Future of Flight – will also be shown in a 360° planetarium at the Musee de l’Air et de l’Espace from 20 to 26 June 2011. Watch what travelling by plane could be… 40 years ahead:

Special thanks to Thierry HERMAS – Aeronautical English teacher at the French Air Force Academy (EOAA, Salon de Provence) – who passed the video link on. Thank you very much indeed.

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This video has become a buzz since yesterday night. The Airbus A380 super-heavy jumbo jet wingtip would have clipped the tail of the CRJ700 according to some reports. The passengers were violently shaken in the cabin of the smaller plane as the Bombadier airplane was instantly pivoted around its yaw axis while… taxiing!!!

Here is the ATC voice communication when the Airbus A380 took out the CRJ700:

… and here is an – outdated – aeronautical chart to understand what happened and where on JFK International’s tarmac:

 

 

Special thanks to Lady E and Xavier for passing the news on

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He designed and flew the Demoiselle (Damselfly) in 1908. This aircraft was controlled by wing warping, and a tail unit equipped with a rudder, and an elevator.

VIDEO:

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Harrier during Airshow AirVenture 2011 video:

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The flight which was conducted by a US Navy/Northrop Grumman test team, lasted 29 minutes. The flight test was aimed to provide test data to check the system software for guidance and navigation, and the aerodynamic control of the tailless drone. The X-47B is deemed to safely take off from, and land on the deck of an aircraft carrier.

Other flight tests should be performed to validate the airworthiness of the drone in Naval Air Station Patuxent River (NAS Pax River), Maryland till 2013. Here is the maiden flight video:

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Figure 1-5. – FLAPERON CONTROL SYSTEMS

1. Wing fold flaperon interlock switch
2. Flaperon control linkage
3. Right wing flaperons
4. Flaperon actuator (right wing)
5. Flaperon pop-up valve
6. Wing-fold‚ interlock mechanism
7. Filter
8. Crossover cables Flaperon pop-up mechanism and cylinder
9. Left wing flaperons
10. 1Flaperon control linkage
11. Flaperon actuator (left wing)
12. Crossover cables
13. Pushrods Left wing flaperons
14. Throttle quadrant

Longitudinal control systems control pitch about the lateral axis of the aircraft. Many aircraft use a conventional elevator system for this purpose. However, aircraft that operate in the higher speed ranges usually have a movable horizontal stabilizer. Both types of systems are discussed in the following text.

ELEVATOR CONTROL SYSTEM – A typical conventional elevator control system is operated by the control stick in the cockpit, and is hydraulically powered by the elevator power mechanism. The operation of the elevator control system is initiated when the control stick is moved fore or aft. When the stick is moved, it actuates the control cables that move the elevator control bell crank. The bell crank transmits the movement to the power mechanism through the control linkage. In turn, the power mechanism actuates a push-pull tube, which deflects the elevators up or down. If the hydraulic system fails, the cylinder can be disconnected. In this condition the controls work manually through the linkage of the mechanism to actuate the elevators.

HORIZONTAL STABILIZER CONTROL SYSTEM – Horizontal stabilizer control systems are given a variety of names by the various aircraft manufacturers. Some aircraft systems are defined as a unit horizontal tail (UHT) control systems, while others are labeled the stabilator control system. Regardless of the name, these systems function to control the aircraft pitch about its lateral axis.

Source: http://www.tpub.com

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www.rian.ru courtesy – click on the picture above to get an enlarged display

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Mr Maguin is a highly experienced English teacher at the French air force school of management and administration, and at the EOAA (French Air Force Academy – Salon de Provence) as well. He brilliantly translated Hamlet into French – a best-seller among the bilingual books. He has been involved in many works, groups and projects. This military aviation glossary should regularly be updated, the sky being the limit indeed. This publication is deemed to become no less than a must.

All my gratitude, and heartfelt thanks for all his efforts in supporting me and this blog so many times. Click on the man riding the aircraft above in order to download this military aviation glossary « The sky’s the limit« .

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NASA quiet aircraft technology

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U.S. Air Force photo by Master Sgt. Keith Brown

ELMENDORF AIR FORCE BASE, Alaska – Members of the 703rd Aircraft Maintenance Squadron de-ice a C-17 Globemaster III from the 517th Airlift Squadron before a training mission. Heavy snow and weeks of sub-zero temperatures require extra effort from maintenance crews to keep the aircraft clear of ice and snow. The training mission included dropping Army Airborne Soldiers from Fort Richardson, Alaska, and conducting air drops of training bundles that simulate the Soldier’s equipment. (from AIR FORCE LINK)

DEW

Dew does not actually fall; rather the moisture condenses from air that is in direct contact with the cool surface. During clear, still nights, vegetation often cools by radiation to a temperature at or below the dew point of the adjacent air. Moisture then collects on the leaves just as it does on a pitcher of ice water in a warm room. Heavy dew is often observed on grass and plants when there is none on the pavements or on large, solid objects. These objects absorb so much heat during the day or give up heat so slowly, they may not cool below the dew point of the surrounding air during the night. Another type of dew is white dew. White dew is a deposit of white, frozen dew drops. It first forms as liquid dew, then freezes.

FROST

Frost, or hoarfrost, is formed by the process of sublimation. It is a deposit of ice having a crystalline appearance and generally assumes the form of scales, needles, feathers, or fans. Hoarfrost is the solid equivalent of dew and should not be confused with white dew, which is dew frozen after it forms.

Source: www.tpub.com

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What makes an airplane get off the ground and stay in the air? Easy to understand, the film combines animation and live sequences to explain everything about basic aerodynamics. Forces of lift, weight, thrust and drag are shown in relation to flight.

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His two books make up undoubtedly the cleverest way of teaching technical English, especially for ESOL students. His renowned software « Docwise » is a must for the engineers and mechanics desiring to be trained as far as technical English and aeronautics are concerned. Click on the logo on your left handside to visit « Bwise2 », his website dedicated to aviation English language training for mechanics and pilots. Bwise2 can provide everything you need to learn technical English within the scope of aeronautics.

Bwise2 is not his only asset. Philip SHAWCROSS is the president of the International Civil Aviation English Association – ICAEA – a non profit-making association created under the 1901 French law.

ICAEA’s aims:

To bring together people and organizations concerned by or interested in the use of English in the aviation and aeronautical world.

To promote the exchange of information as regards English, English training, standards, qualifications, translation, documents etc, between people working within aviation in different countries.

To centralise information useful to the Airlines, Authorities, Air Traffic Services, manufacturers, pilots, engineers, universities, research institutes, training centers and teachers.

To enhance the circulation of this information through a web site, a list serve, seminars and the publication of their proceedings.

Finally, to generate concern about the quality of English in the aviation world. Please click on the logo hereafter to visit the ICAEA website:

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