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Day by day the Aeronautical Engineering is developing highly especially in Aircraft designing and giving new opportunity for job for cabin crew and as the following news:Airbus Moves to Increase Average A380 Capacity by 78 SeatsAirbus has unveiled a series of space-saving modifications for the A380 cabin that will result in room for another 78 passengers on average. Presenting the package at the April 4 to 6 Aircraft Interiors Expo in Hamburg, Germany, the company said average four-class passenger capacity will increase from 497 to 575, allowing the A380 to generate “significantly more revenue” for operators.An 11-abreast “three-five-three” seating configuration in the airplane’s main deck economy class accounts for the most additional capacity, allowing for another 23 passengers. Meanwhile, modifications allowing for a move to eight abreast to nine abreast in premium economy accounts for another 11.However, perhaps the most revenue-generating potential lies with a new forward stairs (NFS) design that involves relocation of the forward stair from Door 1 to Door 2 and combining the entrance of the NFS to the upper deck with the adjacent staircase to the lower-deck crew rest. That modification will add another 20 seats in business, economy plus and economy.Still more business class capacity comes from the removal of upper-deck sidewall stowage, increasing wall-to-wall cabin width at foot-rest height and generating space for up to 10 more business class seats/beds in an angled herring-bone arrangement.Separately, a new aft-galley stair module (AGSM) involves the redesign of the rear stair from a spiral agreement to a straight/square one, allowing for more storage volume for galley modules on the main deck. The AGSMprovides space for 14 more revenue passengers plus two extra food trolleys.Finally, the offerings include a combined crew-rest compartment (CCRC), where designers moved down the existing flight-crew-rest (behind the cockpit in the mezzanine area at Door 1) and combined it with the cabin crew rest on the lower deck. That modification allows for another three premium economy seats in the front of the main deck. Source : AIN Online newsDassault Takes On Top of Market Up a Notch With Falcon 8XIt’s said that the margin of victory in life can sometimes be measured in in¬ches. Dassault believes that another 43 inches (109 cm) of fuselage length will help make a big difference when it comes to the Falcon 8X. Along with a string of technological advancements, the long-range, large-cabin trijet, which the company began delivering to customers last year, boasts a longer passenger cabin than its 7X predecessor. That translates into 7 percent more volume—enough to allow for a longer galley, more legroom between seats, or an optional steam shower in the aft lavatory.The added inches—and the long list of other enhancements—push the price of the 8X to nearly $60 million, making it about 10 percent more expensive than the wildly successful 7X. But because the 8X offers a lot more than just extra room, Dassault believes that a ready audience exists for the airplane: some of the more than 200 owners of the 7X and perhaps those waiting—and waiting—for the under-development Bombardier Globals as well as for the Gulfstream G650ER, which is in production but has a long backorder list. The Globals are even more expensive than the 8X, at $71 million and $75 million, respectively, as is the Gulfstream, which runs upwards of $66 million.Dassault might be right about the market for the 8X, which offers a quick way for owners of earlier models to take a step up. The aircraft has a range of 6, 450 nautical miles (with eight passengers and three crew, at Mach 0.8), 500 more than the 7X. The extra range—courtesy of an additional center-fuselage fuel tank and a lighter, redesigned wing—enables the 8X to fly nonstop from Hong Kong to London, Paris to Singapore, and Beijing to Los Angeles. The reworked wing also keeps the 8X competitive on short runways; it needs 6, 000 feet to take off fully loaded but can stop in 2, 150 feet.The Pratt & Whitney Canada PW307D engines have been optimized to offer 6, 725 pounds of thrust each, with a 5 percent thrust increase and lower emissions. Dassault claims the 8X is more fuel-efficient than other offerings in this class.And you get all manner of other goodies that weren’t available when the 7X hit the market back in 2007. Things like:• A cabin altitude of just 3, 900 feet at a cruising altitude of 41, 000 feet, ensuring that you arrive at your destination not only freshly showered but alert and refreshed. (The 8X has a service ceiling of 51, 000 feet.)• More cabin layouts. Thanks to nearly 1, 700 cubic feet of space, you can choose from more than 30 layouts in three zone configurations. Possibilities include turning the aft cabin into a media lounge with oversized divans and a pop-up monitor or making it a separate stateroom with a sliding pocket door. Mid cabin there’s also space to install a six-seat conference grouping.• More cabin windows. You get four more than on the 7X for a total of 33. That means natural light in more places.• A choice of three galley layouts, and galleys that are 25 percent larger overall. The added space means you can accommodate the larger chillers and refrigerators envisioned to service passengers on what can be 14-hour flights.• New cabin seats that are electrically assisted and eliminate the traditional mechanical cabling system for greater reliability. Full electric function seats also will be available.• A new high-definition entertainment system.• New, color-adjustable LED lighting.• A new system that increases cabin humidity by at least 20 percent.• A redesigned convertible crew rest area opposite the galley that converts into a closet when not in use.• An optional vacuum lavatory in the forward cabin. (You really want this. Think odor abatement next to the galley. Enough said.) The vacuum lav in the aft cabin remains standard.• A better cockpit. It incorporates super-comfy seats and takes styling cues from Dassault’s new 5X twinjet. And it features the new EASy 3 glass-panel digital avionics, which are built around the Honeywell Primus Epic System and the Elbit head-up display, which combines enhanced and synthetic vision.The 8X builds on the features and flight characteristics that have made the 7X popular, adding increased utility and luxury. Dassault is so convinced that this is a winning formula that it already is expanding its completion facility in Little Rock, Arkansas. That seems like a prudent move, because while the new airplane may be only a few feet longer than its predecessor, it really is miles apart.Source: AIN Online news
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When one airport is getting award that means that the staffs who are working there are working hard and especially it is a satisfaction of customers, they have to ensure their journey so professionally aircraft engineering, cabin crews play also the biggest role to get the awardVARANASI AIRPORT GETS 'MAJOR' TAG AFTER HANDLING MORE THAN 1.5 MILLION FLYERS IN 2016-17 NEW DELHI: Varanasi may have to wait a few more years for the ongoing redevelopment to show results but its airport already appears to have gained from its exalted status as Prime Minister Narendra Modi’s Lok Sabha constituency It was recognised as a major airport in January by the central government after it handled more than 1.5 million passengers in 2016-17, completing three years of above-average growth. The airport, which saw passenger growth of about 8% and 2% during FY13 and FY14, respectively, flew much higher than the national average of over 20% during the past three fiscal years starting fiscal 2014-15 (see chart). The change will help Varanasi attract a larger share of the government’s airport investment plan. The airport's financial plans and performance would also now be reviewed by Airports Economic Regulatory Authority (AERA), which would mean a professional assessment of its finances and charges. Charges at minor airports are calculated by the aviation ministry. “Varanasi has been one of the best-performing airports in the country and is growing further. Its growth can only be termed phenomenal, " said a senior aviation ministry official, who did not want to be identified. Industry analysts say that the passenger growth during the period at the airport is much higher than comparable airports such as Lucknow and Patna. “Overall, the growth in Varanasi does not seem to be driven by connectivity to more cities but the increased frequency of flights from existing cities, ” said Sharat Dhall, chief operating officer at Yatra-.com, an online travel portal. “Major routes have been roughly the same during the last 4 years which leads to the prima facie conclusion that PM Modi representing Varanasi is drawing significant attention to this city, ” Dhall said. “It does seem that Varanasi is enjoying the Modi effect with a clear surge in passengers to the city over the past 3 years, well ahead of other comparable cities such as Lucknow and Patna, ” he said. Dhall said the growth will be sustainable “if the business and tourism projects initiated are executed upon and lead to Varanasi becoming a real hub for both business and tourism”. A tourism ministry official added that there are big plans to tap the city’s tourism potential which will further help the growth of the city. “There are plans to start a helicopter service with base in Varanasi that will connect Buddhist pilgrimage centres around the city. This will further give a boost to tourism and air travel in the city, ” said the official who did not want to be identified. Source: Economic times/India times20/04/2017
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The development of ATR made it rewarded by EASA as the following new is telling:ATR GAINS EASA NOD FOR -600 COCKPIT UPGRADEThe European Aviation Safety Agency (EASA) has certified the Thales/ATR Standard 3 cockpit upgrade for the ATR 42-600 and ATR 72-600, the Franco-Italian airframer announced Tuesday. According to ATR, the new version of the -600 Series’ avionics will improve situational awareness and approach capabilities while offering pilots a more user-friendly interface, along with tools to optimize airlines’ operations. Standard 3 carries an RNP-AR 0.3/0.3 capability and consists of a synthetic vision system, additional high and low speed protections, and customizable checklists and databases. ATR will install Standard 3 in all new -600s starting at the end of this year. With Standard 3, the addition of an Inertial Reference System provided by Thales will allow safe operations in corridors with a 0.3 nautical mile half-width, enabling airlines to operate in more stringent conditions, notably in mountainous areas or congested traffic environments. Standard 2 offered a similar 0.3 nautical mile capacity for approach, but only 1 nautical mile for missed approaches and departures. Air New Zealand, which helped finance the development of RNP-AR 0.3/0.3, first asked ATR to look into the upgrade.ATR will also offer a synthetic vision system (SVS) in the Standard 3 avionics suite, helping with situational awareness. The manufacture calls the option a first for commercial air transport.The new avionics also include additional speed protections. When the aircraft reaches high or low speed limits, the crew receives an alert and the system activates safe guidance. In addition, ATR will offer customized capabilities such as company route databases or checklists.ATR can retrofit Standard 3 in -600s already in service through a simple software upgrade of the avionics suite. As of today, nearly 400 ATR-600s operate worldwide.Developed over the last two years, the new avionics resulted from close cooperation between ATR and Tier 1 systems integrator Thales.AIN Online, by Gregory Polek12/07/2017www.soaneemrana.orgTel: 88002287020
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Being Engineer is a great thing, but Being Aeronautical Engineer is the greatest thing. The way they work on aircraft, the idea of their creation, not all engineers can do. The following new (International news) is showing how great they are: UTAS EXPANDS AIRBORNE RECONNAISSANCE PORTFOLIOThe ISR and Space Systems business of UTC Aerospace Systems (UTAS) is here at the Paris Air Show promoting the latest upgrades to its strong-selling DB-110 airborne reconnaissance system. In its pod form, UTAS has sold this sensor to nine air forces for carriage by their F-16 fighters, and to a tenth for its F-15s. It has also been installed on the P-3 maritime patrol aircraft of Japan; on the business jets of two countries; and on the US MQ-9 Reaper UAV for two sets of trial flights. UTAS has also provided increasingly-sophisticated ground processing, exploitation and dissemination systems for the sensor from its wholly-owned facility in the UK. DB refers to the dual bands of the original design (visible/near infrared and medium-wave infrared); 110 refers to the focal length in visible/near infrared of the sensor when it is set to offer the longest range: from 40, 000 feet it can ‘see’ to the horizon – over 200 nautical miles. But it also contains separate, wide field-of-view optics that provide broad area coverage to the side as well as beneath the flight path of the host aircraft. This has proved very valuable in real operations that are usually conducted from lower altitudes to provide imagery out to 60 nautical miles, from which analysts can identify individual missiles, radars or vehicles.The DB-110 can be set for high-resolution ‘spot’ collection as well as area coverage, and it also offers target-tracking and stereo modes. Nearly all operators employ the common data link (CDL) to transmit the imagery to ground stations in real-time when required.One of the F-16 operators of the DB-110 will soon be confirmed as the first customer for a multispectral imaging (MSI) upgrade that UTAS has been offering. The MS-110 extends the sensor’s MWIR coverage and adds collection in five other spectral bands. Multispectral imaging provides color that allows analysts to distinguish between subtle features of a target that traditional gray-scale imaging cannot. Camouflage, haze and shadow may be overcome. Earth that has been disturbed to – for instance – plant improvised explosive devices can be identified. So can tunnels. MSI also offers entirely new operational possibilities, such as the analysis of vegetation for counter-narcotics purposes, and the monitoring of crop health.Another proposed upgrade replaces the DB-110 optical imaging sensor within the F-15/F-16 pod with an active electronically-scanned array (AESA) radar. This would allow reconnaissance operations to continue regardless of weather conditions. The radar would be provided by Leonardo’s UK subsidiary, and offer multiple modes including wide-area strip coverage; ‘spot’ coverage with resolution as good as six inches; ground-moving target indicator (GMTI); and sea search. Another existing F-16 operator is likely to be the launch customer for this version, which UTAS has named the Tactical Synthetic Aperture Radar (TacSAR) system.Disappointingly for UTAS (Chalet 346), the oldest and most extensive user of this sensor may be retiring it in two years’ time. Back in 1997, the UK Royal Air Force (RAF) became the launch customer for what became the DB-110 series, for a version named the Reconnaissance Airborne Pod for TORnado (Raptor). The RAF accepted the system in 2002, in time for Operation Iraqi Freedom in March of the following year, when Raptor-equipped Tornados provide invaluable in identifying targets and providing battle damage assessments (BDA).Since then, the RAF has deployed Raptor almost continuously on operations over Iraq, Afghanistan, Libya and more recently Syria. The imagery has been routinely supplied to the US for exploitation by American image analysts.But the Tornado squadrons are to be grounded as soon as their strike capability has been fully transferred to the RAF’s Typhoon fleet. UTAS has proposed the supply of MS-110 and TacSAR sensors repackaged to fit in pods with the same outer mold lines as the Typhoon’s centerline fuel tank. The UK Ministry of Defense has not yet committed to the idea. AIN ONLINEPARIS AIR SHOWBy Chris Pocock17/06/2017www.soaneemrana.orgTel: 88002287020
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Development in Branch of Aeronautical Engineering (International) as per the following new: TEXTRON DELIVERS MORE BIZJETS, FEWER KING AIRS IN 2Q17Second-quarter revenues at Textron Aviation fell $25 million year-over-year, to $1.171 billion, due in part to fewer King Air deliveries and partially offset by higher business jet volume and firmer pricing, Textron chairman and CEO Scott Donnelly said this morning during an investor call. The division recorded a $54 million profit in the second quarter versus $81 million a year ago, primarily due to lower volume and less favorable mix.Textron Aviation delivered 46 Citations in the quarter, one more than a year ago, and 19 King Airs, down from 23 of the turboprop twins in last year’s second quarter. According to Donnelly, business jet demand is currently “relatively flattish” and “still North America-centric, ” noting that he does not anticipate these dynamics to change before year-end. Meanwhile, the King Air market is more of an “international business” that is being stunted by the strong U.S. dollar, he said.Donnelly said he believes that some potential U.S. business jet buyers are sitting on the sidelines while waiting for Congress to tackle tax reform. “In my view, tax reform will lead to more capital expenditure spending, ” he noted.Aviation backlog at the end of the second quarter was $1 billion, approximately unchanged from the end of the first quarter.AINonline, by Chad Trautvetter20/07/2017www.soaneemrana.orgTel: 88002287020
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