BULLET WITH WINGS

The First Supersonic Controlled Flight - X Planes

The first recognized flight exceeding the speed of sound for the first time by a manned aircraft in controlled level flight was on October 14, 1947 in an American research project, using the experimental Bell X-1 research rocket plane, piloted by Charles "Chuck" Yeager.

The Bell X-1 was a joint NACA-U.S. Army Air Forces-U.S. Air Force supersonic research project built by the Bell Aircraft Company. The X-1 was the first airplane to exceed the speed of sound in level flight and was the first of the so-called X-planes, a series of American experimental rocket planes designated for testing of new technologies and often kept secret.

On 16 March 1945, the U.S. Army Air Forces Flight Test Division and the National Advisory Committee for Aeronautics (NACA) made a contract with the Bell Aircraft Company to build three X-1 aircraft to obtain flight data on conditions in the transonic speed range. its shape closely resembling a Browning .50-caliber machine gun bullet, known to be stable in supersonic flight. The pattern shape was followed to the point of seating its pilot behind a sloped, framed window inside a confined cockpit in the nose, with no ejection seat. The rocket propulsion system was a four-chamber engine built by Reaction Motors, Inc., one of the first companies to build liquid-propellant rocket engines in America.

The Bell Aircraft chief test pilot, Jack Woolams, became the first man to fly the XS-1. He made a glide flight over Pinecastle Army Airfield, in Florida, on January 25, 1946. Woolams completed nine more glide flights over Pinecastle before March 1946, when the rocket plane was returned to Bell Aircraft in Buffalo for modifications to prepare for the powered flight tests. These were held at the Muroc Army Air Field in Palmdale, California. Following Woolams' death on 30 August 1946, Chalmers "Slick" Goodlin was the primary Bell Aircraft test pilot for the X-1-1. He made 26 successful flights in both of the X-1 from September 1946 through June 1947.

The Army Air Forces was unhappy with the cautious pace of flight envelope expansion and Bell Aircraft's flight test contract for airplane was terminated. The test program was taken over by the Army Air Force Flight Test Division on 24 June after months of negotiation. Goodlin had demanded a US$150,000 bonus for breaking the sound barrier. Flight tests of the X-1-2 would be conducted by NACA to provide design data for later production high-performance aircraft.

On 14 October 1947, just under a month after the U.S. Air Force had been created as a separate service, the tests reached their peak with the first manned supersonic flight, piloted by Air Force Captain Charles "Chuck" Yeager in aircraft that he had christened the Glamorous Glennis for his wife. This rocket-powered airplane was drop launched from the bomb bay of a modified B-29 Superfortress bomber, and it glided to a landing on the dry lake bed. XS-1 flight number 50 is the first one in which the X-1 recorded supersonic flight, at Mach 1.06 (313 m/s, 1,126 km/h, 800 mph) peak speed.

As a result of the X-1's initial supersonic flight, the National Aeronautics Association voted its 1948 Collier Trophy to be shared by the three main participants in the program. Honored at the White House by President Harry S. Truman were Larry Bell for Bell Aircraft, Captain Yeager for piloting the flights, and John Stack for the contributions of the NACA.

The story of Yeager’s 14 October flight was leaked to a reporter from Aviation Week, and The Los Angeles Times featured the story as headline news in their 22 December issue. The magazine story was released 20 December. The Air Force threatened legal action against the journalists who revealed the story, but none was ever taken.

On 5 January 1949, Yeager used Aircraft to carry out the only conventional (runway) take off performed during the X-1 program, reaching 23,000 ft (7,000 m) in 90 seconds.

source: wikipedia

Chinese copies of Western aircrafts

The Xian Y-20 is a large military transport aircraft that flew for the first time in China last month. It is projected to have a max takeoff weight of 485,000 lbs versus 585,000 lbs for the similar looking C-17 Globemaster III.

The Shenyang J-31 is a fifth-generation fighter that is thought to have flown for the first time last September. Rumors are swirling that development of the fighter is prompting China’s neighbors to again consider buying.

China’s Yi Long UAV, unveiled at the Air China airshow in Zhuhai last November, is purported to be a less costly alternative to the U.S.-made MQ-9 Reaper.

Similar in appearance to the Northrup Fire Scout, the SVU 200 is a VTOL unmanned aerial vehicle powered by a 78 hp piston engine that gives it an endurance of 2.6 hours. The helicopter drone flew for the first time last September.

The Chengdu J-20 is a fifth-generation stealth fighter that flew for the first time in early 2011. Reminiscent of the U.S.-made F-22, the Chinese fighter is expected to be operational as early as 2017.

A clone of the Global Hawk UAV, the Tianchi drone is reportedly still in the prototype phase as developers seek a suitable engine. China also lacks the skilled drone operators needed to field large fleets of UAVs, analysts say.

Not much is known about this Chinese UAV spotted in Changchun in 2011, but there’s no questioning its resemblance to Boeing's X-45.

The Shenyang J-15 is a carrier-based fighter similar in appearance to the Sukhoi Su-33. Currently in flight testing, the jet made its first successful carrier landings in November.

With looks similar to that of the DC-9, the Comac ARJ-21 is a Chinese regional jet now under development that uses GE engines, a Honeywell fly-by-wire system and Rockwell Collins avionics.

The Changhe Z-8 and Aerospatiale Super Frelon appear very similar.

reference: flying magzine

Future is today: Flying Car

Transition

A street-legal airplane that converts between flying and driving modes in under a minute, the "Transition" brings a new level of freedom, flexibility, and fun to personal aviation. It gives the pilot the option to land and drive in bad weather, provides integrated ground transportation on both ends of the flight, and fits in a standard single car garage at home. The Transition can fly in and out of over 5,000 public airports in the U.S. and is legal to drive on public roads and highways. It is the only light aircraft designed to meet Federal Motor Vehicle Safety Standards, and it is also equipped with a full-vehicle parachute for additional safety. 

It combining driving and flying in one state-of-the-art vehicle. Glass cockpit avionics, carbon fiber construction, and innovative mechanisms make the it easy and fun to fly, drive, and convert. A steering wheel and gas and brake pedals on the ground make it familiar to drive while a stick and rudder pedals provide responsive control in flight.

By being able to land and drive, not only is the "last mile problem" solved but inclement weather will no longer stop your trip. Running on premium unleaded automotive gasoline, the same engine powers the propeller in flight or the rear wheels on the ground. Converting between flight and drive modes is comparable to putting down the top on your convertible and you can keep the Transition at home in the garage. 

Performance Specifications:

• Max Flight Speed, Vh: 100 kts (115 mph, 185 km/h)
• Cruise Speed, Vc: 93 kts(105 mph, 172 km/h)
• Stall Speed, Vs: 45 kts (51 mph, 83 km/h)
• Range: 425 nmi (490 mi, 787 km)
• Takeoff Roll: 1700 ft (518 m) over 50 ft obstacle
• Useful Load: 460 lbs (210 kg)
• Fuel Burn at Cruise: 5 gph (18.9 L/h)
• Useable Fuel: 23 gal (87 L)
• Mileage on Road: 35 mpg (6.7 L / 100 km)

Convenience

• Rear wheel drive on the road
  
• Automotive style entry and exit
• Two place, side by side
• Automated electromechanical folding
• No trailer or hangar needed
• Cargo for golf clubs and carryon bags 

Safety

• Drive in case of inclement weather
• Proven 100 hp Rotax 912ULS engine
• Full vehicle parachute available
• Modern glass avionics
• Automotive crash safety features
• Automated folding wings
• Driver and passenger airbags

Dimensions 

Driving:

80" (2m) tall

90" (2.3m) wide

18' 9" (6m) long 

Flying:

78" (2m) tall

26' 6" (8m) wingspan

19' 9" (6m) long 

Cockpit:

48" at the shoulder

PS : Flying has never been so convenient!!

References: www.terrafugia.com

Timeline: Indian Aerospace Industry

India has been designing and producing its own aircrafts soon after its independence in 1947. Since then it has produced a number of aircrafts from two seater trainners to fighter jets and attack helicopters. the development programs had been going through delays, disappointment, internal bureaucracy and obstacles. Despite all it is moving towards the goal of creating a world-class aerospace industry. Lets move down through the time line of the Indian aerospace industry.

1950's

The HT-2 was the first company design to enter production in 1953 for the Indian Air Force and Navy. The HT-2 is a low-wing cantilever monoplane with a fixed tailwheel landing gear. Powered by a 155hp (116kW) Cirrus Major III piston engine the aircraft has enclosed tandem cockpits with dual controls. It was used by Indian air force and Ghana air force. Apart from military use the aircraft was also used by Indian flying schools.

The Hindustan HUL-26 Pushpak was a 1950s Indian two-seat cabin monoplane designed and built by Hindustan Aeronautics Limited. It based on the Aeronca Chief. The Pushpak was a high-wing braced monoplane with a fixedtailwheel landing gear. The fuselage was built from metal tubing, the wing a aluminum ribs on a wooden spar, all covered in fabric. The Pushpak first flew 28 September 1958 and was powered by a 90 hp (67 kW) Continental flat-four engine.Around 160 aircraft were produced for Indian flying clubs for use as basic trainers.

1960's

The Hindustan Aeronautics HF-24 Marut was an Indian fighter-bomber aircraft of the 1960s. It was India's first jet aircraft, first flying on 17 June 1961. Marut was designed by the well-known German aircraft designer Kurt Tank and Indian engineers from Hindustan Aircraft Limited. A total of 147 aircraft were built, including 18 two-seat trainers. It was used in combat in the ground attack role, where its safety features such as manual controls whenever the hydraulic systems failed and twin engines increased survivability. All Maruts were retired from IAF service in 1990.

In 1961, the Indian Air Force (IAF) opted to purchase the MiG-21 over several other Western competitors. As part of the deal, the Soviet Union offered India full transfer of technology and rights for local assembly. In 1964, the MiG-21 became the first supersonic fighter jet to enter service with the IAF. A total of 194 MiG-21F-13s were built under licence in Czechoslovakia, and Hindustan Aeronautics Ltd. of India built 657 MiG-21FL, MiG-21M and MiG-21bis (of which 225 were bis)

The HAL HJT-16 Kiran is an Indian two-seat basic jet trainer built by Hindustan Aeronautics. Used by the Indian Air Force for intermediate training for pilots trained on the HPT-32 Deepak. It is used by the Indian Air Forceaerobatic team Surya Kiran and Indian naval aerobatic team Sagar Pawans. The first aircraft powered by the Rolls Royce Viper Mk 11 was flown for the first time on 4 September 1964.

1970's

The Hindustan Aeronautics HA-31 Basant  is a 1970s Indian agricultural monoplane built by Hindustan Aeronautics.

Hindustan Aeronautics started to design an agricultural aircraft in 1968 designated the HAL-31 Mk 1 with a cockpit directly over the wing leading edge. It was re-designed as the HA-31 Mk II Basant and first flew on the 30 March 1972. The Basant is a conventional braced low-wing monoplane with a fixed tailwheel landing gear and powered by a 400 hp (298 kW) Avco Lycoming IO-720 piston engine. It had a raised cockpit to give the pilot a good all-round view during spraying operations. Production ended in 1980 after 39 aircraft had been built.

The HAL Ajeet was a development of the British Folland Gnat fighter that was built under licence in India by Hindustan Aeronautics Limited.Over 200 aircraft were license built by Hindustan Aeronautics Limited (HAL). 

The HAL HPT-32 Deepak is an Indian prop-driven primary trainer manufactured by Hindustan Aeronautics Limited. The student and the instructor sit side-by-side, the aircraft can accommodate one passenger. The Deepak is used for primary training, observation, liaison and target towing.

1980's

The Jaguar/ Shamsher is an orthodox single-seat, swept-wing, twin-engine monoplane design, with tall tricycle type retractable landing gear.In its original configuration, it had a maximum take-off weight in the 15 tonne class; and could manage a combat radius on internal fuel alone of 850 km (530 mi). Hindustan Aeronautics Limited (HAL) has built 120 jaguars under licence by the local name of "Shamsher". 

In 1936, Dornier 228 production in India started under licence by HAL. It was produced for Indian air force and other costumers.

India inducted 160 MIG 27 M from Russia between 1978 & 1983. It was fallowed by MIG 27 ML of which 150 were licensed produced in India

1990's

The HAL Dhruv  is a utility helicopter developed and manufactured by India's Hindustan Aeronautics Limited (HAL). Dhruv was first announced in November 1984. The Advanced Light Helicopter was designed with assistance from MBB in Germany. It is being used by Indian Airforce and various international costumers. 

The NAL Hansa is an Indian all-composite low wing tricycle gear two-seater general aviation airplane for flight training as well as personal flying. The production variant made its first flight on 14 May 1999. Various flying clubs have taken deliveries of Hansa aircraft.The Hansa was designed by the National Aerospace Laboratories of India. It has been certified by the DGCA and is being built by Taneja Aerospace and Aviation Limited (TAAL). It is being produced as a replacement of aging flight trainers of air clubs of India.

2000-present

The HAL Tejas is a multirole light fighter developed by India.The Tejas is the second supersonic fighter developed indigenously by Hindustan Aeronautics Limited after the HAL Marut. The Tejas has a pure delta wing configuration, with no tailplanes or foreplanes, and a single dorsal fin. It integrates technologies such as relaxed static stability, fly-by-wire flight control system, multi-mode radar, integrated digital avionics system, composite material structures, and a flat rated engine.The Tejas was cleared in January 2011 for use by Indian Air Force pilots. It is to reach final operational clearance in 2013.

The HAL HJT-36 Sitara  is a subsonic intermediate jet trainer aircraft developed byHindustan Aeronautics Limited (HAL) for the Indian Air Force and the Indian Navy. The HJT-36 will replace the HAL HJT-16Kiran as the Stage-2 trainer for the two forces.

The Sitara is a conventional jet trainer with low swept wings, tandem cockpit and small air intakes on either side of its fuselage. It entered limited series production by 2010, with initial operational capability expected by mid-2011

The NAL Saras is the first Indian multi-purpose civilian aircraft in the Light Transport Aircraft category designed by the National Aerospace Laboratories (NAL). The first Saras (PT1) completed its maiden flight at the HAL airport in Bangalore on 29 May 2004.

The HAL Light Combat Helicopter (LCH) is a multirole combat helicopter being developed in India by Hindustan Aeronautics Limited (HAL) for use by the Indian Air Force and the Indian Army. Combat in Kargil highlighted the requirement of an attack helicopter specially made for such high altitude operations. In 2006, HAL announced its plans to indigenously design and build the LCH; funds for designing and developing the LCH to meet the requirements of the Indian Army and the Indian Air Force were sanctioned in October 2006.

C-NM5 is a multi-role, multi-mission aircraft being jointly developed by National Aerospace Laboratories(NAL) and Mahindra Aerospace. It is a 5-seater civil aircraft and an extension of the Hansa project. The NM5 has been entirely designed and developed by NAL and Mahindra Aerospace on a 50:50 partnership basis.The NM5 can be used as a trainer, for transporting cargo, medical evacuation, tourism, VIP travel and for training pilots.

References: wikipedia

Fueling the Future: Aviation Fuel Alternatives

Fossil fuels are non-renewable resources because they take millions of years to form, and reserves are being depleted much faster than new ones are being made. The production and use of fossil fuels raise environmental concerns. Like most types of transport, the aviation industry depends on fossil fuels. The industry contributes 2 per cent to man-made CO2 emissions, with 80 per cent of these from flights of over 1,500 km. / 900 mi. for which there are not practical alternative transportation options.

So what if we runs out out of fossil fuel?

Humans are quiet capable of devising a way out of the problem. A global movement toward the generation of renewable energy is therefore under way to help meet increased energy needs. 

Biofuels:

Traditionally, carbon based/kerosene-like fuels have proven to be the best energy source for aircraft because of intangibles such as the ability to maintain stable temperatures. Biofuels offer many of the same benefits, and can also be used without having to change a jetliner’s propulsion system. 

Biofuels are made from living things or the waste these organisms produce. Some of these fuels come from crops or land resources that compete with food production or water use. However, Airbus encourages the development of second-generation biofuels – known as biomass – which eliminates such competition. Source options being investigated include algae, woodchip waste, camelina, halophytes such as salicornia (plants growing in salt water), waste produce and yeast. 

For example, certain types of algae sea water combined with sun and carbon can become a “biomass” plant. These offer promising options for large scale production of a fuel that is very similar to kerosene.

KLM flew the world's first commercial biofuel flight, carrying 171 passengers from Amsterdam to Paris.

Fuel cells:

A fuel cell is a device that transforms chemical energy from a fuel – such as hydrogen – into electricity through a chemical reaction with oxygen or another oxidizing agent. By applying such a “cold” combustion process, the only waste is water, heat and oxygen-depleted air – which would contribute to reductions in emissions and noise when applied aboard an airliner.

Water produced from this process also can be used by the aircraft’s water and waste systems, reducing the amount of water an aircraft would need on board. This would contribute to reduced weight, which could further decrease fuel consumption and emissions.

Airbus “Multifunctional Fuel Cell” (MFFC) system on aircraft to replace today’s gas turbine-based auxiliary power units. The system could provide an estimated 100 kW of electricity, acting as an independent source capable of providing power throughout an aircraft.

Solar power:

If solar power is a highly-promising renewable energy source for Earth-based applications, its use on aircraft has been limited because of the way such power is created and stored. While solar energy may be able to help a small aircraft fly, it is unlikely to be a practical solution for enabling larger, commercial airliners into the sky.

The technology might take a giant leap forward with future advances; but today, even if an entire aircraft was covered with the most efficient solar panels available, this still would not be enough to propel it. 

For the more immediate future, solar power could provide electricity aboard airliners once they reach cruise altitude, or possibly help with ground operations at airports.

The Zephyr, developed by BAE Systems, is the latest in a line of record-breaking solar aircraft, making a 54-hour flight in 2007, and month-long flights are envisioned by 2010.

A solar balloon is a black balloon that is filled with ordinary air. As sunlight shines on the balloon, the air inside is heated and expands causing an upward buoyancy force, much like an artificially heated hot air balloon.


references: www.airbus.com

Birds Beware: This Robot’s Coming for You!

These days, it’s become fashionable to label everyday crusades as “wars.”

The War on Terrorism… the War on Crime… the War on Drugs.

But the War on Birds?

When it comes to aviation… yes.

Cast your mind back four years to the famous “Miracle on the Hudson,” when the stricken U.S. Airways Flight 1549 was forced to make a dramatic emergency landing on the Hudson River in New York.

The cause? Birds.

Specifically, a flock of Canada geese, which had flown into the plane’s engines immediately after takeoff, crippling the aircraft.

Aside from the risk to human life, such bird strikes cost a whopping $1 billion in damages to aircraft every year, according to the International Civil Aviation Organization.

But a team in South Korea is using technology to combat this threat.

Of course, the world’s airports already have measures in place to prevent bird strikes. But the equipment tends to be fixed in one place.

The difference here is that the team at the Korea Atomic Energy Research Institute have made their invention mobile.

They’ve created a high-tech robot, which uses a microphone and cameras to track birds that pose an immediate threat to aircraft. The robot then uses lasers and gunshot sounds to scare birds away from runways. But because it’s mobile, the team can order the robot to charge at birds while doing so!

As lead researcher, Kim Chang-Hwoi, states: “Other bird expellant equipment is fixed at a certain place, so birds get used to hearing the noise and learn that it does them no harm. However, our robot threatens birds and transmits sounds while rushing toward them. During the test, we discovered the robot is approximately 20% more effective than other systems.”

Kim’s team have filed an international patent for their technology and hope that it will be incorporated at airports across the world in 2014.

source:www.techandinnovationdaily.com

Art & Aviation.. Do they match?!!

Creating Learjet Art with an $11 Million Paintbrush

To celebrate the 50th anniversary of the Learjet brand, Flexjet partnered with Jet Art's Princess Tarinan von Anhalt to create one-of-a-kind modern art pieces at West Palm Beach Airport yesterday using the powerful jet blast from a Learjet 45XR as an $11 million dollar “paintbrush.”

Von Anhalt hurled paint into the force of the Learjet’s 3,500-pound-thrust Honeywell TFE731 engine while standing about 50 feet between the Bombardier airplane and her canvas. The heat and velocity from the engine blended the paint onto the canvas, creating unusual abstract paintings.

Since 1981 Jet Art’s works have been credited with bringing Jackson Pollock’s concept of flinging paint onto a canvas into the jet age. Amazingly, these paintings have been sold to collectors for upwards of six figures. Von Anhalt has used a variety of jets for her art including a Boeing 707.

Flexjet, Bombardier’s fractional ownership division, said it will donate one of the works of art to Auction Napa Valley to help raise funds for healthcare, youth service and affordable housing.

source: http://www.flyingmag.com

Plane truths: In-flight fActs

Is it dangerous for my ears to pop?

No, although it can be painful. Ears pop because as the plane climbs and the atmosphere outside becomes thinner, the cabin is artificially pressurised to a level that is different from the atmospheric pressure we’re accustomed to on the ground.

Under internationally agreed aviation rules, cabin air is maintained at about 75 per cent of normal atmospheric pressure — the equivalent of living in a high-altitude city such as Mexico City. 

The result of this is that air trapped in our bodies at standard atmospheric pressure, such as that in the twisting Eustachian tubes that link our middle ears to our mouths and nose, starts to expand. Thus the feeling of discomfort. Swallowing, yawning or the Valsalva manoeuvre — holding your nose and gently blowing — normally equalises the pressure and eases any discomfort.

Technically, it would be possible to build planes that could allow air at standard atmospheric pressure in the cabins, but keeping them completely airtight, to stop high-pressure cabin air rushing out into the low-pressure surrounding atmosphere, would require a heavier and thus more expensive aircraft.

Why does my cup of tea taste funny?

The reason tea tastes funny on aircraft is because water boils at 90c due to the pressure - which interferes with the brewing process

Proper tea is made with water that has been heated to 100c — the temperature at which it boils on the ground. Unfortunately, in the reduced-pressure environment of an aircraft cabin, the boiling point of water is lowered to around 90c, which means that the brewing process is unsatisfactory. For the same reason, you cannot have a decent cuppa high in the mountains.

Can you really get stuck on the toilet? 

No, these tales are apocryphal. Although the BBC reported in 2002 that a woman passenger had pushed the flush button before she stood up and that ‘to her horror, her body was sealed to the seat so firmly that it took airport technicians to free her’, a subsequent investigation revealed that the incident had never happened. 

It is, however, true that aeroplane lavatories use vacuum flushes (which operate by connecting to a vacuum sewer system). This is because carrying enough liquid for a flight’s worth of flushes would seriously increase the plane’s weight. To avoid problems, the flush button is normally placed behind the toilet lid, making it impossible to flush without standing up.

Why do planes leave long white trails? 

These are called vapour trails, or more accurately, con trails (short for condensation trails). Aviation fuel is a hydrocarbon which, when burnt, produces two compounds: carbon dioxide and water. 

Vapour trail: These are caused when water is expelled as a gas from the aircraft and then turns to ice crystals at high altitude

Because of the high temperature of combustion in a jet engine — around 1,300c — water is expelled as a gas but, as it meets the very cold air of the high-altitude atmosphere, it condenses into tiny droplets or, if it’s cold enough, ice crystals. 

That’s why, if you look closely, there’s always a gap between the plane and the beginning of the vapour trail — it takes a bit of time for the gas to form droplets, so they form some distance behind the plane.

What if someone tries to open a door?

Before take-off, you will hear the command ‘Doors to automatic and cross check’. 

Passengers assume that the cabin crew are being told to lock the doors. In fact, the instruction is to put the inflatable evacuation slides on to automatic, so that they shoot out if the door is opened. 

In practice, plane doors don’t need to be locked because once airborne it’s virtually impossible to open them. That’s partly because of the unusual way they swing — inwards first and then outwards — and the fact that cabin air pressure is so much higher than the surrounding air pressure. 

As a result, as the plane climbs, the cabin air pressure pushes the door outwards, sealing it into place. The higher the plane flies, the stronger the seal becomes. So strong that it would be impossible for anyone to open it. But, please, don’t try.

Fanwing: One of the few truly new aircraft since the Wright Brothers

FanWing or fan wing is a new concept for a type of STOL aircraft. It is distinct from existing types of aircraft like airplanes and helicopters in using afixed wing with a forced airflow produced by cylindrical fan(s) mounted at the leading edge of the wing.
Its makers claim it is the first horizontal-rotored integral lift and propulsion wing in history to sustain flight.

FanWing Ltd is the name of the company created to develop the concept.

Concept: The FanWing is a distributed-propulsion aircraft with a trapped vortex inside the rotor cage. A cross-flow fan at the leading edge of the wing transfers the work of the engine to the air along the entire wingspan. The resulting acceleration of the large volume of air offers very short-take off, no stall and efficient short-haul heavy lift capability.

Efficiency: Documented efficiencies for the first prototypes were 20 grams of lift per Watt of shaft power, indicating an initial lift of 1 –1 ½ tons in the air with 100 hp. 2002 wind-tunnel
optimisation tests indicated 29 g/W. Most recent predictions (July 2011) are that the FanWing will cover more than twice the distance of a helicopter on the same fuel load.

Speed: Higher speed wingshape modifications and wind-tunnel tests this year have resulted in new speed estimates for a 15-ton aircraft of 100kt at sea level. and 150kt at 5500 m.*

OHS Development (Outboard Horizontal Stabilizer) The recently developed TwinTail configuration,  avoids the strong downwash flow directly behind the wing and exploits the upwash from the wingtip vortices. The new design has increased the efficiency of the aircraft by between 10 and 15% and also improved pitch stability.

AEROphilately?

Aerophilately is the branch of philately that specializes in the study of airmail. Philatelists have observed the development of mail transport by air from its beginning, and all aspects of airmail service have been extensively studied and documented by specialists.

• The scope of aerophilately includes:
• airmail postage stamps, both official and unofficial 
• other types of labels (such as airmail etiquettes)
• postal documents transmitted by air
• postal markings related to air transport
• rates and routes, particularly first flights and other "special" flights
• mail recovered from aircraft accidents and other incidents (crash covers)

While most of the study of airmail assumes transport by fixed-wing aircraft, the fields of balloon mail, dirigible mail, zeppelin mail, missile mail, and rocket mail are active subspecialties. Astrophilately, the study of mail in space, is a related area.