Thursday, May 12, 2011

'Jetman' Soars Over Grand Canyon: Big Vid

     http://www.youtube.com/watch?v=n4CX-8Eo_6I&feature=player_embedded 
   
   May 11, 2011 -- Swiss adventurer Yves Rossy, also known as "Jetman," successfully completed a flight above the Grand Canyon on Saturday with his custom-designed jetpack, according to the watchmaker Breitling, which sponsored the event.

Rossy was originally scheduled to take flight on Friday in front of the media and members of the Hualapai, a Native American tribe which manages the area flew over. However, Rossy canceled his originally scheduled flight, citing a lack of training due to a lengthy authorization process from the Federal Aviation Administration.

BIG PIC: Rocketman Takes Off in Custom-Made Wingsuit

Since the flight was authorized for both Friday and Saturday, Rossy attempted to complete his flight in front of few observers outside of his support team. Launched from a helicopter 8,000 feet above the Grand Canyon, Rossy soared at speeds reaching up to 190 miles per hour for an eight-minute flight before deploying his parachute for a safe landing.

This was Rossy's first flight in the United States; however, he has successfully completed a trip in his jetpack across the English Channel as well as several stunts. Not all of his journeys have gone according to plan, however. In 2009, Rossy crashed into the sea off Morocco after trying to cross the Strait of Gibraltar.

Photo credit: Breitling
Credit: Breitling

Tuesday, March 29, 2011

Phantom Works

Phantom Works
 
BY WILLIAM COLE
It would be the biggest bird in the history of aviation.
Dwarfing all previous flying giants, the Pelican, a high-capacity cargo plane concept currently being studied by Boeing Phantom Works, would stretch more than the length of a U.S. football field and have a wingspan of 500 feet and a wing area of more than an acre. It would have almost twice the external dimensions of the world's current largest aircraft, the Russian An225, and could transport five times its payload, up to 1,400 tons of cargo.
Designed primarily for long-range, transoceanic transport, the Pelican would fly as low as 20 feet above the sea, taking advantage of an aerodynamic phenomenon that reduces drag and fuel burn. Over land, it would fly at altitudes of 20,000 feet or higher. Operating only from ordinary paved runways, the Pelican would use 38 fuselage-mounted landing gears with a total of 76 tires to distribute its weight.
The military, commercial and even space prospects for such a cargo plane—officially known as the Pelican Ultra Large Transport Aircraft, or ULTRA—are also huge.
"The Pelican can broaden the range of missions for which airplanes are the favored way to deliver cargo," said Boeing's Pelican program manager Blaine Rawdon, who is designing the plane with Boeing engineer Zachary Hoisington. "It is much faster than ships at a fraction of the operational cost of current airplanes. This will be attractive to commercial and military operators who desire speed, worldwide range and high throughput. We envision that the Pelican can multiply aircraft's 1-percent share in a commercial market now dominated by container ships."
John Skorupa, senior manager of strategic development for Boeing Advanced Airlift and Tankers, said, "The Pelican currently stands as the only identified means by which the U.S. Army can achieve its deployment transformation goals of deploying one division in five days, or five divisions in 30 days, anywhere in the world." If necessary, he said, the Pelican could carry 17 M-1 main battle tanks on a single sortie. Commercially, the aircraft's size and efficiency would allow it to carry types of cargo equivalent to those carried by container ships, at more than 10 times the speed.
"It is attracting interest as a mother ship for unmanned vehicles, enabling rapid deployment of a network-centric warfare grid, a likely future mode of operation for modernized U.S. forces as demonstrated in Afghanistan," Skorupa said. "And it is attracting interest as a potential first-stage platform for piggybacking reusable space vehicles to an appropriate launch altitude.
"Why would such a huge airplane be flown at such a low altitude?
By flying low, the Pelican, like its name-sake, exploits the aerodynamic benefits of a well-known phenomenon called ground effect. Flying close to water, the wing downwash angle and tip vortices are suppressed, resulting in a major drag reduction and outstanding cruise efficiency.
"It's an effect that provides extraordinary range and efficiency," Skorupa said. "With a payload of 1.5 million pounds, the Pelican could fly 10,000 nautical miles over water and 6,500 nautical miles over land.
"Flying in ground effect demands the latest flight control technology, conceded Skorupa. Reliable systems will provide precise, automatic altitude control and collision avoidance. Cruise altitude will be adjusted according to sea state, and if the seas get too rough, the Pelican can easily climb to high altitude to continue the flight.
When could the Pelican be flying? The answer may lie in the Army's Advanced Mobility Concepts Study, scheduled for release next April. The Pelican has been offered by Boeing as part of a system-of-systems solution that would include the C-17 Globemaster III transport, the CH-47 Chinook helicopter and the Advanced Theater Transport.
"A favorable report would set the stage for a possible codevelopment effort between Boeing, the U.S. military and interested commercial cargo carriers," Skorupa said.

Thursday, March 17, 2011

Aircraft Lights Reduce Bird Hits


Aircraft Lights Reduce Bird Hits

Bradley Blackwell of Wildlife Services explains that the most effective avoidance technique may not come from the ground, but from the air. If airplanes were better lit, birds would see them and avoid them.

Lights, No Action Aircraft lights could deter close encounters with birds.
iStockPhoto

Most bird-aircraft collisions occur within the airport environment. Two-thirds of bird strikes that result in serious aircraft damage occur between zero and 500 feet above ground level. But a substantial number of strikes occur between 501 and 3,500 above ground level. At that height, certain ground-level dispersal methods, like loud noises or bird-chasing dogs, are ineffective. So it seems appropriate to look for a way to lessen strikes when an aircraft is at a higher altitude.
I think one method could involve pulsing lights that make aircraft more visible to birds. The idea for this comes from more than a decade of anecdotal information that is graduating from theory to field research and practice.
It goes back to 1999, when I was contacted by Precise Flight of Bend, Oregon. They told me that they had an FAA-approved pulsing light system for planes that was being used to enhance pilot-to-pilot and pilot-to-ground visibility. But, bush pilots in the Pacific Northwest and Alaska noticed that the pulsing lights also seemed to reduce bird strikes.
The company asked if we had any information to support this. I dug through the scientific literature and saw that there were some indications it could be true. For example, vision is a primary sensory pathway in birds. While birds, like humans, see in color, they have different photoreceptors and can see beyond the range of humans. Also, different species see differently. It seemed reasonable to begin conducting some experiments. So I partnered with my National Wildlife Resource Center colleagues, Thomas Seamans and Glen Bernhardt, and later with engineering expert Scott Philiben of Precise Flight and Dr. Esteban Fernandez-Juricic of Purdue University.
In our first experiment, we set up a large cage at the end of a one-mile lane, and placed live birds inside. We built a pseudo wing with landing lights on top of a truck and then drove it toward the bird-filled cage at a speed of 75-miles-per hour. The idea was that the experiment would mimic a small aircraft, such as a Cessna, taking off while birds were feeding on the ground alongside the runway. We also drove a truck without lights toward the birds. And in all cases, we filmed the experiments.
We learned a lot from the experiment and continue to refine it. Our latest work uses three, high-speed cameras that are able to film down to 1/10th of a second. We also tested different pulse frequencies and different approach speeds, all while measuring behavior and speed of response, as well as ambient light conditions and lighting treatments. Last year, we were invited to present some of our data to Boeing. The results of our study will be published later this spring in the journal Animal Behaviour.
Our findings are promising. We are optimistic that our research will result in methods to help birds detect and avoid aircraft in the air. This will add another tool in the wildlife hazard mitigation toolbox and complement existing wildlife management on airports and new technology, such as radar. Radar is a great tool, but it's not the only solution, especially at airports with heavy traffic where aircraft deviation isn't always practical.
So, approaching the problem from a variety of perspectives and utilizing the best-available technology can reduce bird strikes, reduce damage and save lives.
Bradley Blackwell is a Research Wildlife Biologist with the U.S. Department of Agriculture. He works out of the National Wildlife Research Center’s Ohio Field Station and specializes in reducing wildlife hazards to aviation. The views expressed are the author's alone and do not represent the official position of the Discovery Channel.

Could U.S. Nuclear Plants Withstand a Tsunami?


Could U.S. Nuclear Plants Withstand a Tsunami?

In the wake of the crisis gripping Japan, should we take a second look at nuclear plants closer to home?

THE GIST
  • Experts are calling for new risk assessments of the vulnerability of nuclear plants in the yo natural disasters.
  • Each of the 104 reactors in the United States has to undergo individual testing for local risks.
  • More than 80 reactors worldwide are located in seismically active areas.
Nuclear Plant The San Onofre plant near San Clemente sits right on the Pacific coast. Click to enlarge this image.
Getty Images

Operators of California's two nuclear plants say they are well prepared for a possible tsunami strike. Some experts, however, are calling for new risk assessments that take into account the deadly earthquake, tsunami and nuclear crisis in Japan.
The San Onofre plant near San Clemente is built to withstand a 7.0-magnitude earthquake, while the Diablo Canyon plant is engineered up to magnitude-7.5, according to plant officials. Both are expected to survive tsunamis of up to 25 feet.
They are among the 88 reactors worldwide that are located in seismically active areas, according to the UN's International Atomic Energy Agency. The California plants are the only nuclear facilities along the U.S. Pacific Coast.
However some critics say that federal regulators need to take a second look at the California plants, given the scope of destruction that occurred in Japan. Ed Lyman of the watchdog group Union of Concerned Scientists says current risk estimates for seismic and tsunami hazards may be outdated.
"Across the board, the NRC (Nuclear Regulatory Commission) has not set standards at a high enough level to protect the public from accidents that are more credible and plausible than previously considered," Lyman told reporters at a Wednesday press conference in Washington.
Twenty-three of the 104 reactors in the United States are the same design as the nuclear plant in Japan that's now in crisis. Each of these U.S. plants has to undergo individual testing for local risks, such as earthquakes, hurricanes, high waves, extreme heat or flooding as part of their federal licensing requirements.
In 2008, the California Energy Commission released a report stating that San Onofre lacked safeguards for an earthquake greater than magnitude-7.0, which was the level expected when the plant was designed in the 1960s.
The state Public Utilities Commission agreed and ordered the company that owns the facility to perform a new earthquake and tsunami risk analysis of the reactors using the latest technology before seeking a renewal of the plant's federal operating license, which expires in 2022, the San Diego Union-Tribune reported. The same request was made of PG&E, which operates Diablo Canyon.
Edison turned in its initial report on earthquake and tsunami risks to the utilities commission last month, but the document lacked the three-dimensional seismic analysis that the agencies requested.
Both nuclear facilities are located above the water on coastal bluffs.
The California coast has experienced tsunamis in the past, the worst from the 1964 "Good Friday" earthquake in Alaska that measured 9.2 on the Richter scale. That quake swept away 11 people in Crescent City and killed a total of 17 people along the coast.
Southern California -- where the nuclear plants are located -- is in a high seismic area. However it doesn't face the large waves generated by big temblors in Japan or Alaska because its coastline is not as exposed, said Peggy Hellweg, a seismologist at the University of California at Berkeley.
Hellweg also doubts that the local earthquake faults near the nuclear plants can generate the kind of power felt in Japan. The Newport-Inglewood and Rose Canyon fault system near the San Onofre plant and the Hosgri fault and the Shoreline fault, which was discovered in 2008, run near the Diablo Canyon plant.
"The size of the earthquake depends on the size of the uninterrupted fault you have," Hellweg told Discovery News. "The length of those faults isn't enough to get a magnitude eight or nine."
Researchers across California have been assembling a comprehensive study of the risk to the state from tsunamis over the past two years. The first phase of the study found that the region probably faces a bigger tsunami threat from earthquakes generated off the coast of Oregon and Washington, called the Cascadia subduction zone, or from the Aleutian Islands off Alaska.
The other danger is from underwater landslides just off the coast, said Stephen Mahin, director of the Pacific Earthquake Engineering Research Center at UC Berkeley.
"You have these big cliffs and those can cause local tsunamis which are far bigger than the distant ones," Mahin said. "But those are extremely hard to predict."

What Makes New Nuclear Reactors Safer ????


THE GIST
  • Nuclear reactors in development have passive cooling systems that could continue functioning if power is lost.
  • A new reactor design by Westinghouse could be shut down for three days without power.
  • Industry predicts that production of these plants will now slow down as new scrutiny is placed on safety.
nuclear design A cutaway view of the Westinghouse AP1000 reactor which received approval in 2006.
Westinghouse Nuclear accidents are measured in their severity with the International Nuclear and Radiological Event 
Nuclear reactors planned for the United States are safer, stronger and more energy-efficient than the 40-year-old Fukushima Daiichi facility that has suffered explosions and radiation leaks, according to experts.
At the same time, the nuclear crisis in Japan will probably further delay their approval by federal regulators.
Looking to help the victims of the disaster in Japan? Make your contribution to GlobalGiving's relief fund here.
U.S. and international firms are banking on these new reactor designs that use so-called "passive cooling" to remove heat from a reactor, rather than the kind of active cooling system that failed at Daiichi when the system's cooling water intake pumps and diesel generators were knocked out by a 30-foot tsunami.
"The biggest takeaway is the preparation for the tsunami was inadequate," said Robert Corradini, a distinguished professor at the University of Wisconsin College of Engineering and a member of the Nuclear Regulatory Commission's advisory committee on reactor safeguards.
"You're going to see refortification of plants for the tsunami. I expect that the NRC is going to slow down the process and do a re-analysis to make sure that nothing has been unturned in terms of lessons learned."
Corradini says the "Generation III-plus" plants proposed by Westinghouse, General Electric, Mitsubishi and the French firm Areva incorporate new designs that take in the lessons of past nuclear accidents at Three Mile Island and Chernobyl.
The AP1000 reactor, designed by Westinghouse, can be shut down for three days without power. Instead of pumps, valves and human operators, the plant uses airflow, pressure changes and gravity to gradually cool the reactor.
"Going forward you will see more reliance on passive safety systems that will automatically shut down the plant instead of generators and pumps," said Scott Shaw, a Westinghouse spokesman in Pittsburgh.
The firm is currently building four AP1000 reactors in China, with the first one scheduled to go online in 2013. Utilities in Georgia and South Carolina each want to build two of the new reactors, but are still waiting for NRC approval.
The NRC approved the initial AP1000 design back in January 2006, but federal officials put out new rules in the wake of the 9/11 attacks to make the reactors able to withstand a direct hit from a jet airplane. Now some industrial officials worry privately that they'll have to do another redesign to make their plants safe from giant waves.
Shaw said it's too early to tell the fallout from the situation in Japan. "Things are still unfolding," he said.
Paris-based Areva is working on its own version of a generation III-plus plant called the EPR or evolutionary power reactor, which is considered the world's largest.
Areva is building 1,650 megawatt EPRs in Finland, France and two in China, according to company officials. The firm is also planning a new reactor at an existing plant at Calvert Cliffs, Md., with a prospective U.S. partner.
The EPR has a double containment dome and four levels of safety systems, said Jarret Adams, a company spokesman in Bethesda, Md. It also has something called a "core catcher" that spreads out nuclear material in a underground circular concrete basin should a complete meltdown occur and the reactor melt through the containment vessel.
In contrast, some critics have pointed out that the type of containment vessel and pressure suppression system used in the failing reactors Daiichi plant -- and in 23 American reactors at 16 plants -- is physically less robust, and it has long been thought to be more susceptible to failure in an emergency than competing designs, the New York Times reported Tuesday.
G.E. officials said the reactor design that failed in Japan, called the Mark 1, hasn't had a problem in 40 years of operation.
The plant in Japan also needed a great deal of cooling water from the nearby ocean to keep it cool, whereas newer plants recirculate more water, said Michael Podowski, visiting professor at the Massachusetts Institute of Technology's department of nuclear engineering.
Podowski believes that another new technology may that uses smaller, less radioactive plants could avoid some of the problems at Daiichi. These "small modular reactors" produce 100 to 200 megawatts of power, about one fifth to one-tenth the size of many current U.S. nuclear reactors.
The advantage is that these smaller plants can be located off the main electric grid to supply rural customers. Since they are smaller, utilities can conduct maintenance work without the entire power production going offline. They produce both less heat (reducing the need for cooling systems) and less radioactivity.
Podowski and others said most of the existing U.S. nuclear reactors are reaching the end of their lifespans. They need to be replaced, or the American public has to find another source for 20 percent of its power.
"Reactors get old and they will have to be decommissioned," Podowski said. "They will be shut down and we will hear more about this issue. The outcome is to build new safer power plants."
While safety concerns are at the forefront this week, many observers point out an equally urgent problem is what to do with the radioactive waste produced by nuclear plants.
Attempts to build a single repository in the Nevada desert have failed over the past 30 years, so spent fuel rods are stored in liquid pools at each of the 104 reactors across the country.

Friday, February 11, 2011

Russia to mass produce ground effect vehicles from 2015

16:40 24/09/2010

Russia may start mass production of military and civil wing-in-ground effect vehicles as soon as 2015, the head of the Alekseev Hydrofoil Design Bureau Sergei Platonov said on Friday.
Wing-in-ground effect (WIGE) vehicles - also referred to as water-skimming wingships, flarecraft, or by the Russian term ekranoplan - are vehicles that fly near the surface of the Earth due to the ground effect created by the aerodynamic interaction of the wings and the surface.
Russia is planning to start production of high-payload flarecraft, Russian Defense Minister Anatoly Serdyukov said on Wednesday during a meeting of the state modernization committee at Ramenskoye Instrument Engineering Plant.
"Now we must produce universal things able to solve military tasks in times of war, and civil tasks in peacetime," Platonov said.
There are no analogues in the world. The Americans have been working on a pilot model but have not finished it yet, Platonov said.
Commenting on the advantages of ground effect vehicles, Platonov said their technical characteristics exceed those of both ships and conventional aircraft.
One ground effect vehicle now on the design board would be able to deploy 32 Novator Club cruise missiles.
"What other craft can also deploy so many missiles given that a flarecraft is nearly invisible and has a speed of 500 kilometers an hour [311 mph] at two or three meters above the sea or land?" Platonov said.

MOSCOW, September 24 (RIA Novosti)