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
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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.
Saudi Arabian Airlines takes delivery of 1st A320
Saudi Arabian Airlines (Saudia), Saudi Arabia's national airline, has taken the delivery of its first Airbus A320 becoming the newest operator of the aircraft. The aircraft was acquired under a long term lease agreement with ALAFCO.
The A320 will be deployed on routes in the region, to Europe and to the Indian subcontinent, from Saudia's hub in Riyadh. Depending on configuration, the A320-200s, will seat between 120 and 132 passengers in two-classes. The aircraft are powered by CFM56 engines.
"The Airbus A320 is the right aircraft for our ambitious fleet modernization plan. The aircraft combines operational efficiency as well as cabin comfort for our customers, and will enable Saudia to meet the rising passenger demands and expectations", said His Excellency Engineer Khalid Al Molhem, Director General of Saudi Arabian Airlines.
Saudia's A320 is the first to be equipped with high bandwidth in-flight entertainment system making it an option on all Airbus aircraft for the first time. This means that passengers can access to high speed interactive services such as full audio and video on demand.
"ALAFCO is proud to provide the first of 13 A320 aircraft entering into Saudia service on operating lease. ALAFCO has taken delivery of 10 A320-200 from Airbus so far in 2009," said Ahmad Alzabin, ALAFCO Chairman and CEO.
"Saudi Arabian Airlines becoming an operator of the A320 through its leased aircraft from ALAFCO underpins the A320 as the aircraft of choice not only with valued operators but also with leading lessors looking for attractive investment assets with strong residual values." said John Leahy, Airbus Chief Operating Officer, Customers."
The A320 Family, which includes the A318, A319, A320 and A321, is recognized as the benchmark single-aisle aircraft family. Each aircraft features fly by wire controls and all share a unique cockpit and operational commonality across the range. Around 6,400 Airbus A320 Family aircraft have been sold and more than 3,900 delivered to some 300 customers and operators worldwide, making it the world's best selling commercial jetliner ever. With proven reliability and extended servicing periods, the A320 Family has the lowest operating costs of any single aisle aircraft. Uniquely, the A320 Family offers a containerized cargo system, which is compatible with the world wide standard wide-body system.
Overview of Pratt & Whitney
Pratt & Whitney, a United Technologies Corp. company (NYSE:UTX), is a world leader in the design, manufacture and service of aircraft engines, industrial gas turbines and space propulsion systems. Pratt & Whitney reported an operating profit of $2.12 billion in 2008 on revenues of $12.97 billion. The company’s 38,577 employees support more than 9,000 customers in 180 countries around the world.
Pratt & Whitney was founded in Hartford, Conn., in 1925 by Frederick Rentschler. Pratt & Whitney’s first aircraft engine was the 410-horsepower, air cooled Wasp, which delivered unprecedented performance and reliability for the time and transformed the aviation industry. Pratt & Whitney has been leading change ever since.
Pratt & Whitney builds engines for front line fighters, like the F-15 Eagle, F-16 Fighting Falcon, F-22 Raptor and F-35 Joint Strike Fighter, as well as the C-17 Globemaster III military transport.
Pratt & Whitney Canada has produced more than 60,000 engines which power corporate jets, regional aircraft and helicopters around the globe.
Pratt & Whitney’s large commercial engines power more than 30 percent of the world’s passenger aircraft fleet. The company continues to develop new engines and work with its partners in International Aero Engines and the Engine Alliance to meet airline customers’ future needs.
Pratt & Whitney’s broad portfolio of businesses includes industrial gas turbines that light cities and power ships. Our PureCycle® power system converts heat from geothermal resources, oil and gas wells and other sources into clean electricity.
Pratt & Whitney Rocketdyne has been the power behind over 1,600 launches and has been a key engine provider to the U. S. space program since its inception. That service continues today with the Space Shuttle Main Engines and the engines for the current Delta and Atlas launch vehicles. The U.S. return to the moon and innovative missile defense products will also be powered by Pratt & Whitney Rocketdyne engines.
Pratt & Whitney is developing game changing technologies for the future, such as the PurePowerTM PW1000G engine, with patented Geared TurbofanTM technology, for next generation of passenger aircraft and hypersonic propulsion systems for aircraft that will travel more than six times the speed of sound. Through Global Service Partners, Pratt & Whitney is also developing innovative new services that will delight customers around the globe. Pratt & Whitney Global Material Solutions is the first OEM to re-engineer, certify and manufacture both gas-path and life-limited parts for the CFM56-3 engine.
It is one of the most leading company in the field of manufacturing aero engines in the present world.
National Aerospace Laboratories, Bangalore
From a very humble beginning in the stables of the Maharajah of Bangalore, National Aerospace Laboratories, (NAL) Bangalore has come a long way. Founded in the year 1960 under the purview of Council of Scientific and Industrial Research (CSIR), New Delhi, NAL, dedicates itself solely to the research of aerospace technology.
Through its expert R&d scientists it has successfully brought a revolution in aerospace designing and technology. In fact it has expanded far beyond that and is not restricted to the airplane ambit only.
NAL successfully integrates aerospace technology in general industrial applications too. Set in a sprawling campus, the institute currently has a workforce of 1250 including almost 300+ R&D scientists with doctoral degrees. Armed with the ultramodern facilities like Nilakantan Wind Tunnel Center and the computerized full scale fatigue test facility, NAL successfully bears witness to various new technologies that have been so integral in shaping the aerospace industry of India. NAL functions from 2 different campuses both of which enjoy rich flora. The main campus is at Kodihalli and the other is at Belur.
Functions of National Aerospace Laboratories,Bangalore.
NAL has developed India’s first all composite trainer aircraft. It’s functions include designing, development and fabrication of multi role light transport aircraft, Hardware and software initiatives in parallel processing technologies, Design and fabrication of advanced composite structures, Failure analysis and accident investigations.
Courses at National Aerospace Laboratories(NAL) Bangalore
- Diploma
- Graduate
- Post Graduate
- Project Assistant Program
- Researchers at National Aerospace Laboratories are can avail the acoustic test facility, Turbomachinery and combustion research facilities,Composite Structures Laboratory, Blackbox readout systems, FRP fabrication facility, Library, Hostel, Banking Facility.
- Basketball,volleyball courts, Community Center, Schools Indoor Badminton court etc.
National Aerospace Laboratories,
PB 1779, Bangalore 560 017, India.
Telephone:91-80-25273351-54 (Kodihalli),25223351-54 (Belur).
Fax: 91-80-25260862, 25270670
Note:
we have tried to list all the major information on National Aerospace Laboratories(NAL), Bangalore. However, if you encounter any discrepancy in the information about the NAL, do write to us at aerospice@live.com. We welcome any kind of feedback that would improve the quality of the site
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