Search Results

The use of microprocessors for the implementation of control functions in aircraft electric systems has become a reality. This paper presents a brief survey of these systems along with a typical system block diagram. A description of the diagram highlights the advantages of microprocessor systems over existing noncomputerized control schemes. The second half of the paper discusses the adaptability of more advanced microprocessor systems in the next generation of aircraft electric systems. These powerful new computers will allow digital control and protection of single unit and paralleled generating and starting systems, as well as providing even more effective built-in-test.

This paper will discuss using Astronics “Smart Panel” illuminated control panels to control an electronic power distribution system. A discussion of wiring simplification, automatic control possibilities and real time load monitoring is presented. The challenges of retrofitting the system into older aircraft will be covered as well. The paper also explains Electronic Circuit Breaker technology, arc fault protection, panel lighting technologies, control bus options, displays, and human input technology (buttons and knobs).

The Focke-Wulf Fw 190 was one of the truly outstanding fighter aircraft of the Second World War. It distinguished itself over all fronts on which the Luftwaffe fought in conditions ranging from arctic wastes to the deserts of North Africa. The Fw 190 represented the epitome of conventional piston-engine fighter design on the threshold of the jet age. Conceived nearly sixty years ago, flying for the first time on the eve of the war in 1939 and acknowledged as “the best all-around fighter in the world” in the mid-war years, derivatives of the Fw 190 were still pushing the ultimate capability boundary for this class of aircraft at war's end in 1945 (reaching maximum level true airspeeds of 470 mph [about Mach 0.7] at altitudes of well over 40,000 feet). This paper assesses the design attributes and technology approaches, including innovative use of advanced electrical systems, that were used to make the Fw 190 one of the great all-around fighters in aviation history.

THIS STANDARD ESTABLISHES THE DIMENSIONAL AND VISUAL QUALITY REQUIREMENTS, LOT REQUIREMENTS, AND PACKAGING AND LABELING REQUIREMENTS FOR D-RINGS MOLDED FROM MIL-P-25732 ACRYLONITRILE BUTADIENE (NBR) RUBBER. IT SHALL BE USED FOR PROCUREMENT PURPOSES.

A wide body aircraft carries almost a half–ton of water and ice between the cabin and skin of the aircraft. The water can get on wires and connectors, which can cause electrical problems, cause corrosion and rust, and, eventually, “rain in the plane”. The speaker is the CEO of CTT Systems that has developed a system that solves the condensation by using dry air. The speaker will discuss how condensation can be prevented and how airlines can also save maintenance costs in the process. This topic is relevant for the attendees at the Aerospace Expo, as they are decision makers who need to be aware of this issue. It is also important for the MRO shows as the attendees are on the front lines of dealing with this problem.

The airline industry seems to be providing more leisure features on planes like inflight entertainment, Internet access and Digital TV, but it seems the airline industry has ignored the issue of excess condensation on aircraft, which had plagued carriers since the birth of the airline industry. How safe are passengers when a wide body aircraft carries in excess almost a half ton of water and ice between the cabin and skin of the aircraft? Besides the added weight straining the aircraft, excess condensation soaks wires and connectors which can cause electrical shorts. There have been instances of emergency doors frozen shut, locked by ice stemming from excess water dripping inside the plane. Extra water also causes “rain-in-the-plane”, an issue that has gained national attention and causes passenger discomfort. It's time for the industry to address what has become a serious issue.

HEAT TRANSFER causes loading and starting design problems in large missile systems powered by cryogenic propellants. This manifests itself during loading as effective density variation, violent surface conditions, boiloff, and ice formation — problems which may be solved by insulating the tank. During starting it causes overheating and caviation — effects which may be reduced by recirculators and subcooled charge injections. The study described in this paper centers around liquid oxygen and its variations in heat flux rate, which affect liquid density, surface condition, and replenishing requirements. The problem areas are made apparent by consideration of a hypothetical missile system.*

Mobility is in the midst of an electric revolution, propelled by industry innovators such as magniX. Headquartered in Redmond, Washington, the magniX team is focused on revolutionizing electric motors for commercial aviation applications.

SUBSTANTIAL POWER is necessary to start the modern jet engine. Thus, starting equipment has become a major concern of air transport operators. This paper discusses the equipment used with self-contained starting systems. The authors discuss and evaluate a variety of self-contained systems: combustor, fuel-air combustion, cartridge, liquid propellant, hydraulic supported by auxiliary power units, and electric supported by APU. Possible future systems are: self-breathing systems, oxygen combustors, and liquid-oxygen-water-fuel combustors. It is emphasized that the choice of a starting system for a particular aircraft will depend on aircraft characteristics and the aircraft's intended use.*

The commercial aviation currently accounts for roughly 2.5 % of the global CO2 emissions and around 3.5% of world warming emissions, taking into account non CO2 effects on the climate. Its has grown faster in recent decades than the other transport modes (road, rail or shipping), with an average rate of 2.3%/year from 1990 to 2019, prior to the pandemic. Moreover, its share of Greenhouse (GHG) emissions is supposed to grow, with the increasing demand scenario of air trips worldwide. This scenario might threaten the decarbonization targets assumed by the aviation industry, in line with the world efforts to minimize the climate effects caused by the carbon emissions. In this context, hydrogen is set as a promising alternative to the traditional jet fuel, due to its zero carbon emissions.

The YF-23A Advanced Tactical prototype Fighter was a revolutionary statically unstable, twin engine aircraft that cruised at supersonic speeds without afterburner and was designed to out maneuver opponents at subsonic and supersonic speeds. Combining these capabilities into a chosen aircraft configuration demanded a flight control hydraulic system of unprecedented power and performance. Increased system reliability, and reduced maintenance also presented a challenging system design. The YF-23A's unique flight and maneuvering envelope required high surface rates and large actuator excursions at low flight speeds, as well as power to generate increased hinge moments at supersonic speeds. To achieve these specifications, Northrop developed a hydraulic system that utilized flow conservation and prioritization techniques. The hydraulic system configuration was maintained by using hydrologic, as well as electronic control.

The Reflection Grating Spectrometer experiment (RGS) on the ESA corner stone X-Ray Multi-Mirror Mission (XMM) uses charge coupled devices (CCD) as detectors. Thermal requirements are the main driver for the layout of the detector housing. Parasitic heat inputs stem primarily from radiative coupling and from conduction over the structural support. Improvements in the design of the electro optical model (EOM) over the bread board model (BBM) resulted in a system that guarantees a CCD temperature of -130 °C at the end of the mission while not precluding the possibility to heat the detectors as high as +130°C which might be useful for annealing the CCDs.

In October of 1997, the Federal Communications Commission (FCC) granted two national satellite radio licenses. The FCC allocated 25 MHz of the electromagnetic spectrum (2.3 GHz frequency band) for satellite digital broadcasting to two companies: 12.5 MHz to XM Satellite Radio and 12.5 MHz to Sirius Satellite Radio. This paper is an overview of the XM Satellite Radio technology. Four major components of the overall Network are described: a) The ground segment; b) The space segment; c) The terrestrial repeater segment and the d) The technology segment. Mobile antenna design challenges are also being addressed and optimum antenna configurations are presented.

XM Satellite Radio launched its nationwide service in September of 2001. With 6.5 million subscribers at the end of the first quarter of 2006, XM is one of the fastest growing audio formats and entertainment services. This paper addresses XM's technology and content evolution, primarily for the radio unit and the signaling protocols, from the early years to the present time, and the applicability of this technology in fostering exciting new infotainment services. The radio architecture includes an antenna, an RF tuner module, a baseband chipset and a microprocessor. All of these subsystems underwent a complete transformation in the past four years from a size perspective, capability and cost. Specifically the following phases of the radio platform are addressed: a) Phase 1: The early years; b) Phase 2: The invention of the Plug and Play ; c) Phase 3: Connect and Play ; d) Phase 4; The wearable; e) Phase 5: Infotainment convergence of audio plus data services.

BY working from notebook memoranda, personal correspondence files, old photographs, and the original laboratory instruments, the author has been able to gather together the story of how the Wright brothers, starting in 1899 with an idea for controlling the flight of a glider, were able, by 1903, to develop a machine that was capable of powered flight. The author describes this airplane and its engine as well as the 1904-1905 and 1908 ones. The latter was the first airplane to pass U. S. Army acceptance tests.

The first flight of a delta wing aircraft took place in the United States at the Muroc AFB Flight Test Center on 18 September 1948. The aircraft, Convair No. 7002, Air Force S/N 46-682 and designated the XF-92A was piloted by Convair's Manager of Flight Research, E.D. “Sam” Shannon. The author witnessed this historic flight as a Flight Test Engineer on the project. Studies and wind tunnel tests for a supersonic interceptor were conducted at the Vultee Division of Consolidated Vultee Aircraft Corporation (Convair) in 1945. These studies led to the selection of the 60° delta wing plan form. This paper reviews the major differences between the thin wing XF-92A and the thick wing DM-1 glider (never flown) designed by Alexander M. Lippisch in Germany at the close of World War II. The XF-92A used a fully hydraulic irreversible control system for its elevons and rudder. The only airplanes up to this time with fully hydraulic controls were the Northrop XB-35 and the YB-49 flying wings.

AS23190 is a procurement specification that covers a series of plastic and metal components and devices used for the tying, positioning, and supporting cable, cable assemblies, wire, and wire bundles in electrical, electronic and communication equipment, and in interconnection systems.

AS23190 is a procurement specification that covers a series of plastic and metal components and devices used for the tying, positioning, and supporting cable, cable assemblies, wire, and wire bundles in electrical, electronic, and communication equipment, and in interconnection systems.

This SAE Standard specifies requirements and design guidelines for electrical wiring systems of less than 50 V and cable diameters from 0.35 to 19 mm2 used on off-road, self-propelled earthmoving machines as defined in SAE J1116 and agricultural tractors as defined in ASAE S390.