2.Cathay Pacific
3.Qantas
4.Thai Airways
5.Asiana
6.Malaysia Airlines
7.Qatar Airways
8.Air New zealand
9.Emirates
10.Etihad Airways
Showing posts with label Airbus- Jet. Show all posts
Showing posts with label Airbus- Jet. Show all posts
World's Top 10 Airlines
1.Singapore Airlines
2.Cathay Pacific
3.Qantas
4.Thai Airways
5.Asiana
6.Malaysia Airlines
7.Qatar Airways
8.Air New zealand
9.Emirates
10.Etihad Airways
2.Cathay Pacific
3.Qantas
4.Thai Airways
5.Asiana
6.Malaysia Airlines
7.Qatar Airways
8.Air New zealand
9.Emirates10.Etihad Airways
World's costliest fighter jet - $276 Billion financed by US and other 8 Nations
The costliest international warplane project, the F-35 Lightning 2 Joint Strike Fighter, securely completed its first test flight this month, advancing a $276.5 billion program financed by the
The company is developing three models of the radar-evading, multirole fighter jet. The
The jet climbed to 15,000 feet with high speed. Two F-16s and an F/A-18 served as escorts to the “successful inaugural flight,”.
Two separate, interchangeable F-35 engines are under development — one built by United Technologies Corp.’s , the other by a team of General Electric Co.and Rolls-Royce Plc.
NASA /USAF XB-70 Valkyrie the intentional experimental Bomber Aircraft
The XB-70 Valkyrie, with a planned cruise speed of Mach 3 and operating altitude of 70,000 feet, was to be the final high-altitude, high-speed manned strategic bomber. However, this would cause to play a far different role in the history of aviation.
To achieve Mach 3 performance, the B-70 was proposed to "ride" its own shock wave, much as a surfer rides an ocean wave. The resultant shape used a delta wing on a slab-sided fuselage that controlled the six jet engines that powered the aircraft where as the outer wing panels were hinged.
During the take off, landing and subsonic flight, they remained in the horizontal position. This feature increased the amount of lift created, improving the lift-to-drag ratio. Once if the aircraft was supersonic, the wing panels would be hinged downward. By changing the position of the wing panels it can reduce the drag caused by the wingtips interacted with the inlet shock wave.
These repositioned wingtips can also reduce the area behind the airplane's center of gravity, which in turn reduce the trim drag. The down turned outer panels will also provide more vertical surface to improve directional stability at high Mach numbers attached to the delta was a long, thin forward fuselage. At the rear the cockpit were two large canards, which acted as control surfaces.
As an inspiring technological feat the B-70 represented, the aircraft that was under development at the time when the future of the manned bomber was uncertain. During the late 1950s and early 1960s, many had felt that manned aircraft were obsolete, and the future belonged to missiles. As a result, the Kennedy Administration had ended the plans to deploy the B-70. Two experimental XB-70A prototypes were under the construction at North American Aviation when the program was canceled.
Simultaneously there was a growing interest in an American supersonic transport (SST); Jet airliners had cut the flight times by more than half in comparison to propeller-powered aircraft. A Mach 2 or 3 SST could make a comparable improvement over the new subsonic jet airliners. The Flight Research Center had several SST studies during the early 1960s where as, the NASA's Douglas F5D-1 was used for landing studies, a North American F-100C was modified to simulate SST handling qualities, a North American A-5A was used to simulate an SST for tests of the air traffic control system, and a Lockheed JetStar was modified as an in-flight SST simulator.
To achieve Mach 3 performance, the B-70 was proposed to "ride" its own shock wave, much as a surfer rides an ocean wave. The resultant shape used a delta wing on a slab-sided fuselage that controlled the six jet engines that powered the aircraft where as the outer wing panels were hinged.
During the take off, landing and subsonic flight, they remained in the horizontal position. This feature increased the amount of lift created, improving the lift-to-drag ratio. Once if the aircraft was supersonic, the wing panels would be hinged downward. By changing the position of the wing panels it can reduce the drag caused by the wingtips interacted with the inlet shock wave.
These repositioned wingtips can also reduce the area behind the airplane's center of gravity, which in turn reduce the trim drag. The down turned outer panels will also provide more vertical surface to improve directional stability at high Mach numbers attached to the delta was a long, thin forward fuselage. At the rear the cockpit were two large canards, which acted as control surfaces.
As an inspiring technological feat the B-70 represented, the aircraft that was under development at the time when the future of the manned bomber was uncertain. During the late 1950s and early 1960s, many had felt that manned aircraft were obsolete, and the future belonged to missiles. As a result, the Kennedy Administration had ended the plans to deploy the B-70. Two experimental XB-70A prototypes were under the construction at North American Aviation when the program was canceled.
Simultaneously there was a growing interest in an American supersonic transport (SST); Jet airliners had cut the flight times by more than half in comparison to propeller-powered aircraft. A Mach 2 or 3 SST could make a comparable improvement over the new subsonic jet airliners. The Flight Research Center had several SST studies during the early 1960s where as, the NASA's Douglas F5D-1 was used for landing studies, a North American F-100C was modified to simulate SST handling qualities, a North American A-5A was used to simulate an SST for tests of the air traffic control system, and a Lockheed JetStar was modified as an in-flight SST simulator.
Singapore Airlines launches the direct Airbus A380 flights between Singapore and Melbourne, Australia on 29th September 2009
“We are excited to fly the A380 to
Regular A380 flights will replace an existing daily Boeing 747-400 service to
While returning, the SQ228 will depart
At present Singapore Airlines operates 21 weekly services between
Bell UH-1 Iroquois-- The most famous helicopter in the world with several unique characteristics
The most famous helicopter in the world is the Bell UH-1 Iroquois, which is referred as the "Huey". The Huey was the first one to fly in 1956 serves in front-line service in the U.S. military and the militaries of many nations and will continue to do so for many years to come. It had earned its recognition during the Vietnam War and has been featured in many war movies, including Apocalypse Now and Platoon, as well as in numerous action adventure films.
The Huey has several unique characteristics, including its rounded nose, its twin-bladed rotor, and the loud "whomp whomp" sound it makes in flight. In general it is noisy helicopter since, when in forward flight, the tip of the advancing rotor blade breaks the speed of sound, creating a small sonic boom.
The very first helicopters, such as the Sikorsky R-4 and S-51, were powered by piston engines. The Huey was the first turbine-equipped U.S. helicopter to go into manufacture. The manufacture model HU-1 as an entered service with the 101st Airborne at Fort Lewis, Washington. Even though they were intended for evaluation only, the Army quickly pushed them into operational service.
The helicopter was originally selected the HU-1A, that’s where it had received its name "Huey". The official U.S. Army designation Iroquois (Army helicopters are traditionally given Native American names) was never used for practice. The HU-1B was prepared with revised main rotor blades and could carry up to seven passengers. These versions were reselected UH-1A and UH-1B respectively, in 1962 where as a UH-1C version had followed soon with a more powerful engine.
Latest issue on Airbus--High-tech composites manufacturing site
Ieuan Wyn Jones, deputy first minister for
Today’s issue on Air France flight 447 crashed into the Atlantic report by investigators
The pilots of the Air France aircraft that crashed off Brazil might have fought to control their stricken aircraft to the end, because it was not damaged when it hit the Atlantic Ocean, investigators indicated yesterday.
In the first report on the disaster that killed all 228 aboard, the French accident bureau said that the Airbus A330 of Air France Flight 447's had not broken up at altitude as it is reported previously by Brazil.
Neither was it in a nose or tail-down dive but the belly-first drive into the Atlantic Ocean. A study of 660 pieces of debris showed that it had crushed only when it slammed belly-first into the sea, reported the bureau.
“The plane was not destroyed while it was in flight,” said Alain Bouillard, the chief of the investigation into the disaster which happened on 1st June 2009. “It seems to strike the surface of the water in level attitude and with a strong vertical acceleration.”
This could point out that the crew had retained some control after the aircraft plummeted in little over four minutes from its cruising altitude of 35,000ft on its way from Rio to Paris, said the expert investigators. Aircraft diving fully out of control from high altitude generally break up before reaching the ground.
No passengers were wearing their life-jackets so they were not prepared for an emergency, said Mr Bouillard. There was no mean of knowing if they were conscious when the aircraft hit the water. The Brazilian authorities so far have refused the investigators access to post-mortem inspection results from the 51 bodies recovered from the ocean.
The investigators confirmed that the disaster began with faulty readings from the pitot speed sensors and caused the electronic systems to disconnect and left the crew with the task of hand-flying a handicapped airliner.
They said that it was too soon to assign a cause to the crash, but their outline confirmed the sequence of events from a data transmitter on the aircraft that has been analyzed widely by experts. Mr Bouillard said that the airliner was flying at night in a tropical storm zone that was not particularly severe. The pitot speed sensors were the faulty readings fed to the data computers. This caused the automatic pilot and automated flight system to shut down, leaving the pilots to hand-fly the aircraft.
In the first report on the disaster that killed all 228 aboard, the French accident bureau said that the Airbus A330 of Air France Flight 447's had not broken up at altitude as it is reported previously by Brazil.
Neither was it in a nose or tail-down dive but the belly-first drive into the Atlantic Ocean. A study of 660 pieces of debris showed that it had crushed only when it slammed belly-first into the sea, reported the bureau.
“The plane was not destroyed while it was in flight,” said Alain Bouillard, the chief of the investigation into the disaster which happened on 1st June 2009. “It seems to strike the surface of the water in level attitude and with a strong vertical acceleration.”
This could point out that the crew had retained some control after the aircraft plummeted in little over four minutes from its cruising altitude of 35,000ft on its way from Rio to Paris, said the expert investigators. Aircraft diving fully out of control from high altitude generally break up before reaching the ground.
No passengers were wearing their life-jackets so they were not prepared for an emergency, said Mr Bouillard. There was no mean of knowing if they were conscious when the aircraft hit the water. The Brazilian authorities so far have refused the investigators access to post-mortem inspection results from the 51 bodies recovered from the ocean.
The investigators confirmed that the disaster began with faulty readings from the pitot speed sensors and caused the electronic systems to disconnect and left the crew with the task of hand-flying a handicapped airliner.
They said that it was too soon to assign a cause to the crash, but their outline confirmed the sequence of events from a data transmitter on the aircraft that has been analyzed widely by experts. Mr Bouillard said that the airliner was flying at night in a tropical storm zone that was not particularly severe. The pitot speed sensors were the faulty readings fed to the data computers. This caused the automatic pilot and automated flight system to shut down, leaving the pilots to hand-fly the aircraft.
Saudi Prince’s Private jet-- World’s most expensive Airbus cost about half Billion Dollars
Holy crap is the only response to the Airbus A380 being developed for Saudi prince al-Waleed bin Talal. Certainly, the prince has not officially announced that this will indeed be his new home on the road, but enough news has been pieced together to link him to the purchase.
Not only the first Airbus A380 sold to a private owner, it is the most expensive private plane ever put together. For comparison - one of the most popular big private planes in the world is the Boeing Business Jet, which starts at "$42 Million".
Seriously, someone obviously sat down with some crayons, and determined to design the most insane, over-the-top plane they could. This has all things - starting with the special cylindrical elevator that comes out of the bottom of the plane and his Chauffeurs can then drive his Rolls Royce up the ramp on the rear, and park it in his on-board garage.
Also relaxation comes from a steam room, Turkish bath, concert hall or in one of the five private quarters, absolutely with king size beds. Lucky guests will have to spend the night in one of the 20 "normal" first class sleeper suites.
His Royal Highness desires to get some work done; he can take the elevator up to his boardroom and play with the touch screen TV's or the holographic projection system.
And finally in the lineup of ludicrous additions - get the well being room that has a floor made from a giant screen, showing what the plane is flying over.
So to come across the above mentioned facilities it will cost about $488 Million Dollars.
Welsh Assembly Government has committed £28.66m to support Airbus's development
The Assembly Government's firms with Airbus will enable the creation of an environmentally friendly facility for the assembly of wings made from composite materials at Broughton - and this most recent investment will build future skill sets and strengthen the role of Wales as a centre of high-technology industries.Rhodri Morgan AM, First Minister for Wales, told that "Today we can all celebrate a major investment guaranteeing Airbus’ partnership with Wales for years, if not decades to come.” We also celebrate the fact Wales and the United Kingdom will now be moving into the mainstream in composites manufacturing - not just playing at composites, but touching the top end of high-tech composite manufacturing technology.
“Airbus is an integral part of the Welsh economy which is an invaluable asset to us but the investment and the move into composites - reinforce and enhance our reputation still further as a country with high skills and high value products.”
Ieuan Wyn Jones AM, Deputy First Minister for Wales, said that “This is not merely an issue of developing skills and safeguarding the employment of skilled people, vital though that is. It is an issue of introducing new technology that will put Wales and the UK at the forefront of carbon fibre composites technology.”
Brian Fleet, Senior Vice-President, Centre of Excellence Wing & Pylon, Airbus in the UK, said that “We welcome the Welsh Assembly Government’s vital forward-looking investments in composites. This investment helps us to look beyond the sharp challenges that currently face us as a result of the global economic decline and allow us to take a long view into the future.“There’s no question about it; this will help the people of Wales for generations to come.”
Cause for Air France Flight 447 Crash
Airbus, the manufacturer of the Air France aircraft that crashed into the Atlantic, has issued a warning to airlines and pilots on the protocol that team members should follow if the aircraft's airspeed indicators appear to be not working during flight.
The warning to further operators of the Airbus 330-200 aircraft comes as investigators take a closer look at the possible failure of Air France Flight 447's flight control system shortly before the crash.
The warning from Airbus does not point out that the pilots of Flight 447 did anything wrong, nor does it imply a defect in the aircraft itself, according to Reuters, but "such warnings are only sent if accident investigators have established facts that they consider important enough to pass on without delay to airlines."
Investigators examining all possible causes of Flight 447's crash know, "from the aircraft's final batch of automated messages, which were sent over a three minute period, that there was unpredictability between the different measured airspeeds shortly after the plane entered a storm zone”.
Reuters spoke with an unspecified aviation expert who said that the aircraft's airspeed indicators "work on air pressure and might provide incorrect readings if they get obstructed by objects such as ice," and that "if pilots believe the flawed readings are right, they might mistakenly alter their speed, jeopardizing their plane."
But according to a Los Angeles Times article, based on automated messages sent by the aircraft in the moments just before the crash, experts are taking a closer look at the theory that Flight 447's automated electronic flight system may have malfunctioned.
One of the plane's automated messages reported that the navigation system had failed, and that might have caused the autopilot system to disengage. But according to the Times: "The sequence of events forced the crew of Flight 447 to fly the jet manually, a tough task on an Airbus roaming at high altitude near its maximum speed, said the aviation experts. Any important change in airspeed could have caused the plane to lose lift or stability, both potentially deadly conditions".
Latest issues on France Airbus crash
Air France focused on aiding families of sufferers from the crash of Flight 447, offering a first advance on compensation on Friday while investigators worked quietly to solve the secrecy of what brought the jet down.
The European air safety agency said, meanwhile, there was not yet enough evidence to issue a compulsory recall of an external air speed monitor suspected of contributing to the disaster.
Air France chief executive Phillipe Gourgeon told RTL radio that the airline plans to make an advance of about euro17,500 for each of the 228 victims, with no strings attached and also may hold a memorial for all the victims of the May 31 crash. But Gourgeon said the airline has had trouble even reaching some relatives of victims, who came from 32 countries since, the only contact number for a victim is from a mobile phone that was lost in the crash.
Investigators says an automated message sent by the plane record before it lost contact indicates it was receiving inconsistent speed readings from external monitors called Pitot tubes. Air France has replaced the Pitot tubes on all its A330 and A340 aircraft, under the pressure from pilots who feared a link to the accident.
But Daniel Hoeltgen, a spokesman for the Cologne, Germany-based European Aviation Safety Agency, said that there was not enough evidence to warrant a compulsory order that all airlines replace the part.
French-chartered ships are pulling U.S. Navy underwater listening devices through a search area with a radius of 50 miles, trying to detect the black boxes, which is at deep sea, which might have the most detailed explanation of what happened to the plane.
The European air safety agency said, meanwhile, there was not yet enough evidence to issue a compulsory recall of an external air speed monitor suspected of contributing to the disaster.
Air France chief executive Phillipe Gourgeon told RTL radio that the airline plans to make an advance of about euro17,500 for each of the 228 victims, with no strings attached and also may hold a memorial for all the victims of the May 31 crash. But Gourgeon said the airline has had trouble even reaching some relatives of victims, who came from 32 countries since, the only contact number for a victim is from a mobile phone that was lost in the crash.
Investigators says an automated message sent by the plane record before it lost contact indicates it was receiving inconsistent speed readings from external monitors called Pitot tubes. Air France has replaced the Pitot tubes on all its A330 and A340 aircraft, under the pressure from pilots who feared a link to the accident.
But Daniel Hoeltgen, a spokesman for the Cologne, Germany-based European Aviation Safety Agency, said that there was not enough evidence to warrant a compulsory order that all airlines replace the part.
French-chartered ships are pulling U.S. Navy underwater listening devices through a search area with a radius of 50 miles, trying to detect the black boxes, which is at deep sea, which might have the most detailed explanation of what happened to the plane.
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