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In recent years there has been increasing interest in quantifying the emissions from aircraft in order to generate inventories of emissions for climate models, technology and scenario studies, and inventories of emissions for airline fleets typically presented in environmental reports. The preferred method for calculating aircraft engine emissions of NOx, HC, and CO is the proprietary “P3T3” method. This method relies on proprietary airplane and engine performance models along with proprietary engine emissions characterizations. In response and in order to provide a transparent method for calculating aircraft engine emissions non proprietary fuel flow based methods 1,2,3 have been developed. This paper presents derivation, updates, and clarifications of the fuel flow method methodology known as “Fuel Flow Method 2”.

Through this work, Wind River and Airbiquity look to enable secure and intelligent software updates and data management for these vehicles through over-the-air (OTA) programming technology. The work may also lead to similar solutions for traditional aerospace and unmanned aircraft system (UAS) industries.

In the past decade, the space shuttle has been the key factor for the United States manned space exploration. In fact the space shuttle is the only means in which the United States government can send humans into space. However, the space shuttle's life-expectancy is due to expire around the year 2005. In preparation for the end of the space shuttle era, we, as a country, must decide what type of future space vehicle is appropriate to accomplish our future national goals in space. There are many public policy alternatives to the question: ‘What will replace the space shuttle?’ First, the United States could try a conservative approach to space exploration by developing and using an unmanned vehicle. Second, the government could opt for utility by developing a mixed fleet of launch vehicles. Third, the United States could try to modify and update the current space shuttles with new technology.

Commuter/regional airlines profits depend largely upon equipment which helps increase revenue a/o minimize operating costs, with former seen more critical. Airframe/component reliability is priority requirement. Maintenance schedules, a/c performance and pax appeal must mesh with demands of high weekday/daytime cycles between congested hubs and rural airports. Manufacturers help regionals most with a/c optimizing a blend of: payload, pressurized pax comfort, ops flexibility and fuel efficiency, progressive/simplified maintenance, airframe/component durability and reliability, low parts count, QC cabin for cargo/charter off-peak opportunities.

This paper shows how the quantity demanded, viewed as an independent variable, interacts with customer values, producer costs and constraints. Failure to analyze Demand as Independent Variable (pronounced “Dave”) increases the chances that new programs will not launch, or once started, will fail. All producers in all markets face demand curves that describe their customers' reaction to price changes. Aggregate market demand curves show how buyers react to price changes within broad product sets, while product demand curves show buyer responses to a specific item. Demand curves relate quantities sold relative to their prices. In several military, transit and fleet cases, minimum quantity requirements form upper price boundaries along demand curves. Allowing prices to go so high that buying authorities cannot acquire the required numbers of units likely means that there may not be sufficient resources to form systems that can accomplish the buyers' goals.

This SAE Aerospace Information Report (AIR) considers the issue of power regeneration into the EPS of an aircraft. A series of options for dealing with this regenerative power are considered and arranged in categories. Advantages and disadvantages of each solution, including the existing solution, are included. Validated simulation results from representative Electrical Power systems are presented in order to demonstrate how some of the solutions may operate in practice and how power quality can be maintained during regeneration. The impact on changes to the electrical generation system are also highlighted in this AIR, as these changes may have an impact on the solution deployed and the wider impact on the design of engines and auxiliaries. This AIR reviews concepts and excludes detailed discussions on power system design. These concepts relate to the More Electric Aircraft, cover both AC and DC systems and can be applied to both normal operating conditions or as fault mitigation.

The China Automotive Technology and Research Center Co., Ltd. (CATARC), TÜV SÜD Group, and Shanghai SH Intelligent Automotive and International Transportation Innovation Center (ITIC) have joined with SAE International to establish the International Alliance for Mobility Testing and Standardization (IAMTS).

This document defines the test procedures and performance limits of steady state and transient voltage characteristics for 12 V, 24 V, or 48 V electrical power generating systems used in commercial ground vehicles.

Historically, vehicle octane requirements decrease with increasing altitude due to the effect of changing barometric pressure on in­duction and ignition management system func­tion. Recent advances in engine technology designed to reduce emissions and improve fuel economy of vehicles at high altitudes could result in minimal octane requirement change with changing altitude. In order to confirm the effect of these technology changes, Petro-Canada determined the octane requirements of twenty 1987-88 model cars and light trucks at high and low altitude locations. Seventeen of these were equipped with altitude compensation sensors. Contrary to previously published data, we found that the octane requirements of the 17 compensated vehicles were reduced, on average, by 0.5 (R+M)/2 per 1000 ft, increase in altitude.

This SAE Aerospace Standard (AS) contains a sample test plan for AS15531 or MIL-STD-1553B Remote Terminals (RT) that may serve several different purposes. This document is intended to be contractually binding when specifically called out in a specification, Statement of Work (SOW), or when required by a Data Item Description (DID). Any and all contractor changes, alterations, or testing deviations to this section shall be separately listed for easy review.

This SAE Aerospace Standard (AS) contains a sample test plan for AS15531 or MIL-STD-1553B Remote Terminals (RT) that may serve several different purposes. This document is intended to be contractually binding when specifically called out in a specification, Statement of Work (SOW), or when required by a Data Item Description (DID). Any and all contractor changes, alterations, or testing deviations to this section shall be separately listed for easy review.

This test plan is broken into three major sections for the testing of bus controllers Electrical, Protocol and Noise tests.

This test plan is broken into three major sections for the testing of bus controllers Electrical, Protocol and Noise tests.

This document defines the process steps involved in collecting and processing engine test data for use in understanding engine behavior. It describes the use of an aero-thermal cycle model for reduction and analysis of those data. The analysis process may include the calculation of modifiers to match the model to measured data, and prediction of engine performance based on that analysis

The goal of any aircraft fleet manager is to field, fully utilize, and retire a fleet without a single catastrophic structural failure and accomplish this at minimum cost. That goal is modified depending on the point of view of the specific manager. The Aircraft Structural Integrity Program (ASIP) manager emphasizes “without a single catastrophic structural failure”. The fleet and operations managers emphasize “minimum cost”. Managing the fleet from a structural integrity stand point often on the surface appears to be a costly program. Other fleet managers may not see the immediate benefits of effective structural integrity programs. In today=s environment of austere budgets we, as structural integrity engineers, must search for methods of protecting the structure of the fleet at minimum cost. This means making pinpoint decisions timely and effectively. These decisions involve repairs, modifications, maintenance actions, and inspections.

The usage of advanced technology structures has been a significant part of the success of the Boeing 757/767 mid range airplanes. Extensive use of kevlar, graphite/epoxy, high purity aluminum, powder metallurgy, titanium and metal bonding has reduced the weight of some structural components as much as 28%. New technology in materials and structures have been combined with new aerodynamics, propulsions and systems which resulted in a reduction in fuel burn that is as much as 40% below many of the aircraft in commercial fleets today.

Recent advancements of electric vertical takeoff and landing (eVTOL) aircraft have generated significant interest within and beyond the traditional aviation industry, and many new and novel applications have been identified and are under development. One promising application is rapid response during natural disasters, which can complement current capabilities to help save lives and enhance post-disaster recoveries. The Use of eVTOL Aircraft During Natural Disasters presents issues that need to be addressed before eVTOL aircraft are integrated into natural disaster response operations: eVTOL vehicle development Detect-and-avoid capabilities in complex and challenging operating environments Autonomous and remote operations Charging system compatibility and availability Operator and controller training Dynamic air space management Vehicle/fleet logistics and support Acceptance from stakeholders and the public Click here to access the full SAE EDGETM Research Report portfolio.

Recent advancements of electric vertical takeoff and landing (eVTOL) aircraft have generated significant interest within and beyond the traditional aviation industry, and many new and novel applications have been identified and under development. The COVID-19 crisis has highlighted the challenges of managing a global pandemic response due to the difference in regional and local resources, culture, and political systems. Although there may not be a uniform crisis management strategy that the world can agree on, we can leverage a new generation of vertical flight vehicles to make a difference if (or when) such a global epidemic strikes again. One of the key challenges realized in the early stage of the COVID-19 outbreak is the ability to allocate and distribute limited and critical medical resources, including equipment, supplies, medical personnel, and first responders to the hot spots when and where they may be needed.

Recent advancements of electric vertical takeoff and landing (eVTOL) aircraft have generated significant interest within and beyond the traditional aviation industry. One promising application for these innovative systems is in firefighting support during urban, rural, and wildland firefighting operations. Future eVTOL firefighting capabilities could include early detection and suppression, civilian rescue, and on-demand aerial deployment and extraction of firefighters.

United Airlines officials in Chicago have strengthened their commitment to ensuring United is an environmentally conscious carrier by expanding its contract with Boston-based World Energy and agreeing to purchase up to 10 million gallons of commercial-scale, sustainable aviation biofuel over the next two years. United currently uses the biofuel to help sustainably power every flight departing out of its Los Angeles Airport (LAX) hub and achieve more than a 60 percent reduction in greenhouse gas emissions on a lifecycle basis, officials say.