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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.

Dedicated technology has been developed to support long-term biological experiments on-board spacecraft. These developments include a microgravity compatible tubular photo bioreactor for the cultivation of micro algae at very high biomass concentrations and with very high gas exchange rates, a microgravity compatible gas / liquid phase separator which also works as a pneumatic low shear-stress pump, a microgravity compatible dehumidifier, and a maltose separating reverse osmosis unit. Integration of these technologies into a partially closed artificial ecosystem form the foundation of the SYMBIOSE concept (System for Microgravity Bioregenerative Support of Experiments).

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 requirement for crew resource management (CRM), or aircrew coordination training (ACT) in military parlance, has been well documented and attested to. In addition, aircraft systems training has become more intense and more in-depth in the new aircraft designs, especially in multi-crew and complex aircraft such as the MV-22 Osprey Tiltrotor. (see Figure 1) Former training systems detailed training procedures that called for classroom training and simulation/simulator training followed by flight training. Improvements in aircraft flight skills training provide increased flying training capability coupled with reduced training time by integrating a mixed simulation/flight training syllabus, e.g. two to three simulation periods followed by one or two flight training periods covering the same material/skills. In addition, the simulation training will introduce new skills; the following flight periods will further refine/hone those skills.

The manner in which the lower deck cargo compartments of standard-body airplanes are designed, equipped, and serviced has not changed appreciably over the past 50 years. A number of factors now at work within the air transportation industry are causing carriers and airplane manufacturers to explore alternative approaches to these tasks. This paper reviews these factors, presents a new approach to lower deck cargo handling systems design, and describes how this approach can be applied to standard-body airplanes.

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.

THE performance characteristics of various devices applicable for jet directional control, lift augmentation, and VTOL-STOL studied at the NACA Lewis Laboratory are discussed, including jet deflection devices applicable to the conventonal round nozzle and novel nozzle configurations. The results indicate that many of the deflection devices applicable to conventional nozzles can readily be used for directional control or lift augmentation. Other deflection devices, such as movable plug, internal flap, cylindrical thrust reverser, swiveled primary with fixed shroud, and 90 deg side-bleed nozzle, are limited in application to jet directional control or aircraft trim because the loss in axial thrust for a given deflection force is prohibitive or the maximum deflected force obtainable is limited.

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.*

A “next generation” condensing heat exchanger for space systems has to satisfy demanding operational requirements under variable thermal and moisture loads and reduced gravity conditions. Mathematical models described here are used to investigate transient behavior of wetting and de-wetting dynamics in the binary porous system of porous tubes and porous cold plate. The model is based on the Richard's equation simplified for the zero-gravity conditions. The half-saturation distance or the zone of influence of the porous annular suction tubes on the cold-plate porous material will be in the range of 1 to 10 cm for the time scales ranging from 100 to 10,000 seconds and moisture diffusivity in the range of D = 10-4 to 10-6 m2/s.

In a 2-year program sponsored by SJAC, an aqueous electroplating process using alkaline Zn-Ni with trivalent chromium post treatment is under evaluation for high strength steel for aircraft application as an alternative to cadmium. Commercial Zn-15%Ni rack/barrel plating solutions are basis for plating aircraft parts or fasteners. Brightener was reduced from the original formula to form porous plating that enables bake-out of hydrogen to avoid hydrogen embrittlement condition. Properties of the deposit, such as appearance, adhesion, un-scribed corrosion resistance, and galvanic corrosion resistance in contact with Al alloy, were evaluated. Coefficient of friction was compared with Cd plating by torque-tension measurements. Evaluation of the plating for scribed corrosion resistance, primer adhesion, etc. will continue in FY2007.

This specification covers the requirements for producing a zinc phosphate coating on ferrous alloys and the properties of the coating.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.

This specification covers a zinc alloy in the form of die castings.