Aeronautical 4-1 R05 supply 2009 papers..
JNTUH first year previous question papers
JNTU Hyderabad First year Engineering all Branches regular and supplies Previous Question Papers........click on required paper to download.
01) NR10101 English
02) NR10102 MATHEMATICS I-set1
03) NR10103 ENGINEERING-PHYSICS
04) NR10104 Engineering-Chemistry
05) NR10105 ENGINEERING-MECHANICS-set1
06) NR10106 INTRODUCTION-TO-COMPUTERS-set1
07) NR10107 ENGINEERING-GRAPHICS-set1
08) NR10108 INORGANICANALYTICALCHEMISTRY
09) NR10201 AppliedPhysics
10) NR10202 COMPUTERSANDINTORMATIONTECHNOLOGY
11) NR10203 C-AND-DATA-STRUCTURES
12) NR10204 NETWORK THEORY
13) NR10205 SEME CONDUCTORS DEVICES AND CIRCUITS
14) NR10802 STRENGTH-OF-MATERIALS-set1
15) NR10803 INTRODUCTION-TO-CHEMICAL-ENGINEERING
16) NR11801 METALLURGICAL-ANALYSIS-set1
17) R07A1BS01 ENGLISH
18) R07A1BS02 MATHEMATICS-I
19) R07A1BS03 EngineeringPhysics
20) R07A1BS04 APPLIED-CHEMISTRY
21) R07A1BS05 APPLIED-PHYSICS
22) R07A1BS06 MATHEMATICAL-METHODS
23) R07A1BS07 ENGINEERING-CHEMISTRY
24) R07A1BS08 PHYSICAL-CHEMISTRY
25) R07A1BS09 NUMERICAL-METHODS
AIRBUS AN ECO-EFFICIENT ENTERPRISE
Airbus is set to contribute to sustainable growth - a growth compatible with the environment, and to
continue delivering solutions to a world that wants greater mobility… and a cleaner and quieter
future.
Airbus is totally committed to ensuring that air travel continues to be one of the safest, and most
eco-efficient means of transportation. Environmental, health and safety (EHS) considerations have
long been an integral part of its activities at all levels of the company, and are a key priority in the
development of all new techniques, products and processes. Today, it makes even stronger
business sense.
Despite the fact that the aviation’s contribution to overall CO2 man-made emissions is expected to
remain low compared to other sectors within the coming decade (ca. two per cent of man-made
CO2 emissions), no other sector makes such important relative investments and efforts to decouple
its growth from the associated environmental impacts.
As an aircraft manufacturer, Airbus is committed to ensuring that growth of our industry is Eco-
Efficient.
Eco-Efficiency is not about greenery.
Eco-Efficiency is a management practice, allowing being more environmentally responsible while
bringing more profitability and social benefits.
In brief, it is about creating more value with less environmental impact, enlarging the scope to the
full lifecycle and anticipating issues at the earliest possible stage. Eco-Efficiency aims at
maximizing the benefits delivered by our products and services to our customers and other
stakeholders while minimizing the Environmental impact throughout their lifecycle.
Becoming more Eco-Efficient makes good business sense. Building aircraft Eco-Efficiently on the
ground that will operate Eco-Efficiently in the air is the Company’s core business.
In January 2007, Airbus became the first company in the aerospace manufacturing sector to
receive the ISO 14001 environmental certification covering all its 15 European manufacturing
sites and all its product related activities throughout a full lifecycle approach.
This means that Airbus systematically uses a robust Environmental Management System
(EMS) to continually monitor and minimize the environmental impacts of Airbus processes and
products at each stage of the activity throughout the lifecycle.
Design
In the frame of its innovative EMS, based on recognised standards, Airbus has performed a
streamlined lifecycle analysis and set-up a methodology for mapping aircraft environmental
impacts throughout the entire product lifecycle. Performed on a long-range programme in a pilot
phase, this approach has enabled Airbus to identify the environmental issues that matter and to
address them appropriately.
Minimising environmental impacts at source is paramount as design exerts a major influence oncontinue delivering solutions to a world that wants greater mobility… and a cleaner and quieter
future.
Airbus is totally committed to ensuring that air travel continues to be one of the safest, and most
eco-efficient means of transportation. Environmental, health and safety (EHS) considerations have
long been an integral part of its activities at all levels of the company, and are a key priority in the
development of all new techniques, products and processes. Today, it makes even stronger
business sense.
Despite the fact that the aviation’s contribution to overall CO2 man-made emissions is expected to
remain low compared to other sectors within the coming decade (ca. two per cent of man-made
CO2 emissions), no other sector makes such important relative investments and efforts to decouple
its growth from the associated environmental impacts.
As an aircraft manufacturer, Airbus is committed to ensuring that growth of our industry is Eco-
Efficient.
Eco-Efficiency is not about greenery.
Eco-Efficiency is a management practice, allowing being more environmentally responsible while
bringing more profitability and social benefits.
In brief, it is about creating more value with less environmental impact, enlarging the scope to the
full lifecycle and anticipating issues at the earliest possible stage. Eco-Efficiency aims at
maximizing the benefits delivered by our products and services to our customers and other
stakeholders while minimizing the Environmental impact throughout their lifecycle.
Becoming more Eco-Efficient makes good business sense. Building aircraft Eco-Efficiently on the
ground that will operate Eco-Efficiently in the air is the Company’s core business.
In January 2007, Airbus became the first company in the aerospace manufacturing sector to
receive the ISO 14001 environmental certification covering all its 15 European manufacturing
sites and all its product related activities throughout a full lifecycle approach.
This means that Airbus systematically uses a robust Environmental Management System
(EMS) to continually monitor and minimize the environmental impacts of Airbus processes and
products at each stage of the activity throughout the lifecycle.
Design
In the frame of its innovative EMS, based on recognised standards, Airbus has performed a
streamlined lifecycle analysis and set-up a methodology for mapping aircraft environmental
impacts throughout the entire product lifecycle. Performed on a long-range programme in a pilot
phase, this approach has enabled Airbus to identify the environmental issues that matter and to
address them appropriately.
each dimension of aircraft’s environmental performance. Environment is therefore part of toplevel
requirements for the design of any new product. That’s why 80 per cent of the company’s
€2 billion Research & Development (R&D) has environmental benefits for current and future
aircraft. Airbus’ Research & Technology (R&T) efforts are focused on investigating, testing,
validating and optimising the most advanced technologies, design features, configurations and
architectures that will lead to aircraft generating fewer emissions and less noise, while carrying
a maximum payload over the mission range.
Reducing engine emissions is a priority for Airbus. In addition to optimised propulsion systems
and overall aerodynamic efficiency, a major area of research is the continuous and progressive
introduction of advanced materials and new processes to reduce the basic weight of an aircraft
to minimise fuel consumption and corresponding engine emissions. The A380 is the first
commercial aircraft to incorporate as much as 25% composites. With a carbon-fibre-reinforced
plastic composite centre wing box, a weight saving of up to 1.5 tonnes has been achieved. With
less than three litres per passenger per 100 kilometres the A380 has a very low fuel burn. This
corresponds to less than 75 grammes of CO2 emissions per passenger per km.
Reducing noise at source is a similar priority. The company is not only working on low-noise
nacelle designs, acoustic treatments, and low engine noise technologies hand-in-hand with
engine manufacturers. One such innovative project is the 0-splice inlet technology for engine
nacelles to reduce fan noise. It also contributes to the remarkable noise performance of the
A380 that shows unprecedented certified noise levels with a 17-EPNdB cumulative margin to
the most stringent ICAO Chapter 4 standard, and satisfies the noise requirements of the most
restrictive international airports.
Airbus has also taken on board an ambitious Research and Technology Vision and signed on
13th October 2006 the Memorandum of Understanding to establish the Aeronautics Joint
Technology Initiative (JTI) “Clean Sky”. This JTI is a large seven-year industry-driven
technological research programme that will radically improve the impact of air transport on the
environment through technologies and solutions enabling step changes in the reduction of fuel
consumption, emissions and noise for future aircraft.
Supply chain
Aircraft are one of the most complex products, integrating hundreds of thousands of
components. Therefore, collaborating with the entire supply chain is key to ensuring reliability at
each subcomponent level, and delivering products on time and within budget that satisfy the
highest environmental and quality standards. Environmental requirements are included in the
selection of Airbus Suppliers and are introduced in contractual agreements. Airbus Suppliers
are expected to provide reliable environmental data on the products delivered and to develop
and implement an Environmental Management System.
Tracking and managing hazardous materials has also been for long time crucial to Airbus.
A proactive approach developed in close collaboration with main EU and US aerospace
companies should enable Airbus to best manage its compliance with environmental laws and
AIR POLLUTION by AIRPLANES
AIR POLLUTION
Aeronautics 4-1 Reguler 2008 JNTU
JNTU Aeronautical Engineering 4th year 1st sem all regular question papers........
THE GRAF ZEPPELIN
In 1929 the Graf Zeppelin left Friedrichshafen to make the first flight round-the-world by an airship. Here’s the complete story of this most famous and memorable trip in the history of air transportation:
The round-the-world flight attempt really began on May 14, 1929 when the Graf departed from Friedrichshafen for its trip to Lakehurst. It didn’t get too far when an engine breakdown forced a landing at Cuers, France. The engine was repaired and the Graf returned to Friedrichshafen.
Mail carried on board the Graf received a one-line cachet reading “Due to mishap the flight was delayed for the first America trip”. It became known as the “Interrupted America Flight.”
The mail was held at Friedrichshafen until August 1, 1929 when the Graf made another attempt to cross the Atlantic for Lakehurst (Leg #0). The delayed mail was backstamped in New York on August 5, 1929.
Lakehurst was to become the official point of origin for the round-the-world trip. William Randolph Hearst had paid $100,000 dollars to finance this round-the-world trip conditioned on it beginning when it passed the Statue of Liberty in New York.
On August 8, 1929 piloted by Dr Hugo Eckener, the Graf departed Lakehurst for its return flight to Friedrichshafen arriving there on August 10th (Leg #1). It carried a crew of forty with twenty two passengers and thousands of pieces of mail. Amongst the passengers were Charles E. Rosendahl (US Navy Commander of the Zeppelin, Los Angeles), Lieutenant Jack Richardson, Lady Grace Drummond Hay (Hearst Press Rep) and Sir Hubert Wilkins (Arctic explorer).
Publisher William Randolph Hearst paid $200,000 for exclusive reporting rights of the Graf Zeppelin's 21-day trip around the world in 1929. The big blimp neither stopped in nor flew over Seattle; still, a world map was attached to the front of the Coliseum Theatre as part of the promotion. So that the pedestrians at Fifth Avenue and Pike Street might be impressed, the lettering for "Seattle" was made larger than for any other city.On August 15th the Graf then left Germany for Kasumigaura Naval Air Station near Tokyo, Japan arriving there on August 18th (Leg #2). On August 23rd the Graf bade farewell to Japan and headed for the United States flying over San Francisco’s Golden Gate Bridge arriving at Los Angeles, California on August 26th (Leg #3). The following day it left LA for Lakehurst, New Jersey arriving there on August 29th (Leg #4). The Graf then returned to Friedrichshafen arriving there on September 4th.
As you can see, the Graf Zeppelin round-the-world trip would be viewed from two perspectives. The Germans saw the round-the-world flight from Friedrichshafen to Friedrichshafen (Leg #2 to Leg #5 - 12 days, 11 hours, 28 minutes flying time).
The Americans would view the same round-the-world flight from Lakehurst to Lakehurst (Leg #1 to Leg #4 - 12 days 11 minutes flying time).
The Graf Zeppelin ruled the uncluttered skies like no other monarch could.
The sight of the silver ship gliding over head brought crowds of people streaming from their houses and into the streets. No other aircraft in history , with the possible exception of the Spirit of St. Louis, has been the focus of so much admiration by so many people. The Graf Zeppelin was Dr. Eckner’s crowning achievement in the concept of the zeppelin. Even though the Hindenburg and the Graf Zeppelin II would be technologically superior to the Graf Zeppelin, no other air ship would be so loved by nearly all the world.
The size of the Graf was dictated only by the inner dimensions of the construction hanger. When completed, the airship was 100 feet in diameter, and 110 feet high including the gondola bumpers, bringing her within TWO FEET of the rafters of her shed. Many new innovations were incorporated into the Graf Zeppelin during her construction in Factory Shed number II in Friedrichshafen.
The most revolutionary of the innovations was the inclusion of a new fuel system for the engines. Previously, all airships had used engines that burned either gasoline or diesel fuel.
The main problem with using a liquid fuel was that as you burned off the gas or diesel, you lost weight, and as you lost weight, you had to vent off hydrogen to keep from floating up. This had been a problem that had plagued zeppelins since the beginning, but was solved in the building of the Graf. The Graf had special gas cells installed below the gas cells that housed the lifting hydrogen gas.
These new cells comprised approximately 1/3 of each bay within the ship and each cell was filled with a new fuel called “Blau gas”. Invented by Dr. Hermann Blau, this gaseous fuel would account for 750,000 cubic feet of the volume of the Graf, which had a total volume of 3,707,550 cubic feet.
The wonderful thing about the blau gas was that it weighed about as much as air and so did not hamper the ship with the weight that liquid fuel would, also,as the fuel burned in the engines of the ship, no weight was lost by its consumption and therefore no hydrogen would be vented.
Even with all her new design innovations and the excitement of the German people, the Graf Zeppelin was slowed by of lack of money. It had taken a plea to the German people by Dr. Eckener to raise most of the money to have her built and more arm twisting in the government to get enough to finish the ship, now he needed money to keep her flying.
That money was found in the hands of an American business man and airship supporter named William Randolph Hearst. Hearst would make a business deal with Dr. Eckener that would appeal to both the Zeppelin Company and Hearst’s newspaper companies. Hearst would put up the money for a global flight of the Graf Zeppelin that would be the gain her the publicity she would need to form a solid reputation for dependability and he would get exclusive U.S. rights to the story.
Dr. Eckener, having been a journalist and writer before working for the Count VonZeppelin, knew how to make the most of this publicity and did so at every opportunity.
The global flight would begin in Friedrichshafen and proceed to Lakehurst, New Jersey. Lakehurst would then mark as the official starting point of the journey as stipulated in the contract drawn up by Hearst. From Lakehurst back to Friedrichshafen, to Tokyo and then to San Francisco, Los Angeles and back to Lakehurst. Although the Graf was not the first aircraft to circle the globe, it was by far the fastest.
What took months for a British military, heavy bomber to do, with many breakdowns and hardships, the Graf did in 12 days and 11 minutes in comfort and style with a full passenger load over much previously uncharted land. The trip was a complete success and the world, particularly the U.S., caught Zeppelin Mania. Once safely moored at Lakehurst, Dr. Eckener was treated to a ticker-tape parade in his honor in New York City and the news papers would dub him the “Magellan of the Air”.
Length - 776 feet / 236.53 meters
Diameter - 100 feet / 30.48 meters
Gas Volume - 3,700,000 cu. feet / 111,000 cu. meters
Engines - Five 550 hp Maybach engines
Maximum Speed - 80 mph / 128 km/h
Lifting Gas Type - Hydrogen
Diameter - 100 feet / 30.48 meters
Gas Volume - 3,700,000 cu. feet / 111,000 cu. meters
Engines - Five 550 hp Maybach engines
Maximum Speed - 80 mph / 128 km/h
Lifting Gas Type - Hydrogen
Antonov An-225 Cossack
The Antonov 225 is the biggest airplane in the world. Even larger than the new Airbus A380.
A gigantic roar of thunder arises as chief pilot Alexandr Galunenko powers up the six monster engines of the Antonov 225 for take-off. A total of 600 tons have to be airborne until the end of this runway. A sight that is particularily exciting with this Ukrainian flying dinosaur, because the double wheels below the nose of the aircraft are two meters up in the air quite fast. But the massive cargo hull with its 28 overscale wheels seems to take for ever.
"Albatros" would have probably been a good name for the largest Antonov of all times, the bird being notorious for its endless take-off procedures in the animal kingdom. Instead the engineers came up with the quite romatic nickname "mriya" when the AN-225 was completed in 1988 during the final heart beats of the "good old" Sowjet Union. "Mriya" meaning so much as "the dream".
Turning out to be nothing more than a dream was the attempt of the Sowjet Union to keep up with the United States in the international space race by building their own space shuttle called "Buran". In context with this project "Mriya" was built by hand to be able to transport "Buran" pick-a-back through Russia.
"Buran" is now for sale with a price tag of about 15 million US dollars as an exclusive space race curiosity. But "Mriya", the 13 year old "Russian dream" seams to have a future career again.
Just in time for the air show in Paris 2001 the Antonov design office in Kiew reanimated the huge steel bird that was awaiting its scrapping between thistles and dandilions on an airfiled in Gostomel until then. "Borrowed" engines were returned, dismantled positioning lights screwed back into place. Large scale tinkering that was worthwhile in the end. Because the An-225 outflanked even the newest fighter planes at the show in Paris
+
And it sure is no every day sight to watch such a supersized jumbo go down on its knees on command, open its giant muzzle and give way to a cargo bay that would comfortably house 80 passenger cars or eight double-decker busses or three train locomotives or if you prefer the complete hull of an Amercian Boeing 747, the biggest passenger jet of former days. How symbolic!
All of a sudden the American and European competitors looked slightly disgruntled: Airbus was at that time only offering a model version of its two story superjumbo Airbus A-380 for 800 passengers.
Experts have figured that an operational "Mriya" can not only carry about 100 tons of cargo more than the European jet from the drawing board, but could transport around 1500 passengers if tuned appropriatly.
And it sure is no every day sight to watch such a supersized jumbo go down on its knees on command, open its giant muzzle and give way to a cargo bay that would comfortably house 80 passenger cars or eight double-decker busses or three train locomotives or if you prefer the complete hull of an Amercian Boeing 747, the biggest passenger jet of former days. How symbolic!
All of a sudden the American and European competitors looked slightly disgruntled: Airbus was at that time only offering a model version of its two story superjumbo Airbus A-380 for 800 passengers.
Experts have figured that an operational "Mriya" can not only carry about 100 tons of cargo more than the European jet from the drawing board, but could transport around 1500 passengers if tuned appropriatly.
At least the Europeans had some comfort, already being able to sell more than 20 of their future flagship to various airlines. And: the albatros Antonov will remain a unique specimen so far. Because there is a "small" market for airfreight weighing more the 200 tons from the space and the oil industry, but "Mriya" with a price tag of about 200 million US-dollars per plane is simply to expensive for a giant-freighter fleet.
In the alltime ranking list of airplanes the Antonov with its six engines, a span of 88 meters and a lenght of 84 meters nevertheless only takes second place.
Unbeaten on first place until today ist the legendary "Spruce Goose", a gigantic waterplane built by Howard Hughes with eight propeller engines for US-missions in the Second World War. The "H-4" was longer than 70 meters and had a wing span along which one could have organised Olympic sprint competitions: unbelievable 97,5 meters.
About 1st delivery of AirBus-380
NEW CHAPTER IN AVIATION HISTORY on 15th October 2007
Airbus has officially handed over the first A380 to Singapore Airlines in a ceremony held at its
Delivery Centre Toulouse, France in the presence of over 500 guests. The aircraft was officially
handed over to Chew Choon Seng, Chief Executive Officer (CEO) of Singapore Airlines by
Airbus President and Chief Executive Officer Tom Enders in presence of Chief Executive
Officer Rolls-Royce Sir John Rose. Singapore Airlines will be the first to fly the A380 on regular
scheduled service.Singapore Airlines also used this opportunity to reveal their new, spacious and luxurious A380-cabin-interior, featuring 471 seats in three classes.
“This delivery really marks the beginning of a new chapter for the aviation industry and we feel
honoured to be the ones opening this new chapter”, said Chew Choon Seng, Chief Executive
Officer of Singapore Airlines. “With the A380, but also with the new cabin we are offering, our
customers will enjoy a completely new way of flying while benefiting from the quietest cabin in
the sky. In every class we’ll provide more comfort and more space for relaxation. Our new
Singapore Airlines Suites - a class beyond First - will redefine luxury air travel,” he added.
“This is a landmark day for all those who worked so hard over the years to make it happen. It is
also a tribute to all the engineers and workers who developed the A380, as well as all our
customers who selected this magnificent and highly efficient jetliner. We appreciate the
confidence they have shown in Airbus and for staying with us through troubled times”, said
Airbus President and CEO Tom Enders. “This is all a testimony to their faith in the product and
in Airbus. We are especially thankful and proud that an airline of the standing and reputation of
Singapore Airlines is the first to operate this all new greener, cleaner, quieter and smarter 21st
Century Flagship.”
Singapore’s A380 is powered by four Rolls-Royce Trent 900 engines, which generate 72,000
lbs thrust each. They greatly contribute to the A380’s environmental friendliness. As a result the
A380 is setting new environmental benchmarks in air-transport. The A380 has an unmatched
fuel efficiency of less than three litres per passenger per 100 kilometres.
"We are delighted that Singapore Airlines, our long standing partner, has selected the Trent 900
engine for its A380 long-haul fleet", said Sir John Rose, Chief Executive, Rolls-Royce. "It's the
quietest and cleanest engine for the A380, with emissions levels well within the requirements of
all current and future legislation."
The aircraft’s efficiency and advanced technologies results in higher operational flexibility and
outstanding economics - with a range of more than 8,000 nm/ 15,000 km and seat-mile costs 20
percent lower than the former largest aircraft.The A380 will take-off for Singapore on 16th October, arriving at Singapore’s Changi International Airport the following day. The next generation, eco-efficient double-decker will enter service between Singapore and Sydney, with a special charity-flight, between both cities
on 25/26th October. The scheduled services will commence daily from 28th October.
Currently Singapore Airlines has five A340-500 Airbus aircraft in its mainline fleet. In total and to
date, Singapore Airlines has further 19 A380, 20 A350 and 19 A330-300 on order.
To date, total orders and commitments for the A380 are 189 from 16 customers. Subsequent
aircraft for delivery to Singapore Airlines, Emirates Airlines and Qantas are also well on track.
Airbus is an EADS company.
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