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Paṭisambhidā Jāla-Abaddha Paripanti Tipiṭaka nīti Anvesanā ca Paricaya Nikhilavijjālaya ca ñātibhūta Pavatti Nissāya 
http://sarvajan.ambedkar.org anto 112 Seṭṭhaganthāyatta Bhāsā
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LESSON 3018 Tue 11 Jun 2019 Invitation to Bhikkhus, Bhikkunis, Upakakas, Upasikas of All Awakened Aboriginal Societies with their gracious presence and blessings for our OPENING CEREMONY of TIPITAKA BUDDHA SASANA KUSHINARA PARINIBBANA BHOOMI TBSKPB White Home for TIPITAKA to DO GOOD BE MINDFUL which is the Essence of the Words of the Awakened One with Awareness Mahāsatipaṭṭhāna hSutta — Attendance on awareness — [ mahā+satipaṭṭhāna ] MEDITATION PRACTICE in BUDDHA’S OWN WORDS for welfare, happiness and peace on the path of Eternal Bliss as Final Goal Day and Date will be announced from Analytic Insight Net -Hi Tech Radio Free Animation Clipart Online and Offline Tipiṭaka Law Research & Practice University
 in
 112 CLASSICAL LANGUAGES Paṭisambhidā Jāla-Abaddha Paripanti Tipiṭaka nīti Anvesanā ca Paricaya Nikhilavijjālaya ca ñātibhūta Pavatti Nissāya http://sarvajan.ambedkar.org anto 112 Seṭṭhaganthāyatta Bhās “No entanto, muitas palavras sagradas que você lê, no entanto, muitos que você fala, que bem eles vão fazer você Se você não 668, 5A Main Road, 8th Cross HAL III Stage Bengaluru - 560075 Karnataka India Ph: 91 (080) 25203792 Email: buddhasaid2us@gmail.com, up a levelhttp://sarvajan.ambedkar.orgup a level Buddhasasana “In the Buddha you see clearly a man, simple, devout, alone, battling for light, a vivid human personality, not a myth. He too gave a message to mankind universal in character.” http://www.orgsites.com/oh/awakenedone/ Awakeness Practices All 84,000 Khandas As Found in the Pali Suttas Traditionally there are 84,000 Dhamma Doors - 84,000 ways to get Awakeness. Maybe so; certainly the Buddha taught a large number of practices that lead to Awakeness. This web page attempts to catalogue those found in the Pali Suttas (DN, MN, SN, AN, Ud & Sn 1). There are 3 sections: The discourses of Buddha are divided into 84,000, as to separate addresses. The division includes all that was spoken by Buddha.”I received from Buddha,” said Ananda, “82,000 Khandas, and from the priests 2000; these are 84,000 Khandas maintained by me.” They are divided into 275,250, as to the stanzas of the original text, and into 361,550, as to the stanzas of the commentary. All the discourses including both those of Buddha and those of the commentator, are divided into 2,547 banawaras, containing 737,000 stanzas, and29,368,000 separate letters.
Filed under: General, Vinaya Pitaka, Sutta Pitaka, Abhidhamma Pitaka, Tipiṭaka, ಅಭಿಧಮ್ಮಪಿಟಕ, ವಿನಯಪಿಟಕ, ತಿಪಿಟಕ (ಮೂಲ)
Posted by: site admin @ 1:08 pm

LESSON 3018 Tue 11 Jun 2019

Invitation to Bhikkhus, Bhikkunis, Upakakas, Upasikas of All Awakened Aboriginal Societies

with their gracious presence and blessings

for our

OPENING CEREMONY

of

TIPITAKA BUDDHA SASANA KUSHINARA PARINIBBANA BHOOMI

TBSKPB

White Home for TIPITAKA

to DO GOOD BE MINDFUL which is the Essence of the Words of the Awakened One with Awareness

Mahāsatipaṭṭhāna hSutta —
Attendance on awareness — [ mahā+satipaṭṭhāna ] MEDITATION PRACTICE in BUDDHA’S OWN WORDS for welfare, happiness and peace on the path of Eternal Bliss as Final Goal

Day and Date will be announced

from

Analytic Insight Net -Hi Tech Radio Free Animation Clipart Online and Offline Tipiṭaka Law Research & Practice University
 in
 112 CLASSICAL LANGUAGES

Paṭisambhidā Jāla-Abaddha Paripanti Tipiṭaka nīti Anvesanā ca Paricaya Nikhilavijjālaya ca ñātibhūta Pavatti Nissāya http://sarvajan.ambedkar.org anto 112 Seṭṭhaganthāyatta Bhās
“No entanto, muitas palavras sagradas que você lê, no entanto, muitos que você fala, que bem eles vão fazer você Se você não

668,
5A Main Road, 8th Cross HAL III Stage Bengaluru - 560075 Karnataka
India Ph: 91 (080) 25203792 Email: buddhasaid2us@gmail.com,

up a levelhttp://sarvajan.ambedkar.orgup a level

Buddhasasana

“In the Buddha you see clearly a man, simple, devout, alone,
battling for light, a vivid human personality, not a myth. He too gave a
message to mankind universal in character.”

http://www.orgsites.com/oh/awakenedone/

Awakeness Practices

All 84,000 Khandas As Found in the Pali Suttas

Traditionally there are 84,000 Dhamma Doors - 84,000 ways to get
Awakeness. Maybe so; certainly the Buddha taught a large number of
practices that lead to Awakeness. This web page attempts to catalogue
those found in the Pali Suttas (DN, MN, SN, AN, Ud & Sn 1).

There are 3 sections:

The discourses of Buddha are divided into 84,000, as to separate
addresses. The division includes all that was spoken by Buddha.”I
received from Buddha,” said Ananda, “82,000 Khandas, and from the
priests 2000; these are 84,000 Khandas maintained by me.” They are
divided into 275,250, as to the stanzas of the original text, and into
361,550, as to the stanzas of the commentary. All the discourses
including both those of Buddha and those of the commentator, are
divided into 2,547 banawaras, containing 737,000 stanzas, and29,368,000
separate letters.

https://en.m.wikipedia.org/wiki/Aircraft_design_process

The aircraft design process is the engineering design process by which aircraft are designed. These depend on many factors such as customer and manufacturer demand, safety protocols, physical and economic constraints etc. For some types of aircraft the design process is regulated by national airworthiness authorities. This article deals with powered aircraft such as airplanes and helicopter designs.

Aircraft design is a compromise between many competing factors and constraints and accounts for existing designs and market requirements to produce the best aircraft.

Design constraints
Edit

Purpose
Edit
The design process starts with the aircraft’s intended purpose. Commercial airliners are designed for carrying a passenger or cargo payload, long range and greater fuel efficiency where as fighter jets are designed to perform high speed maneuvers and provide close support to ground troops. Some aircraft have specific missions, for instance, amphibious airplanes have a unique design that allows them to operate from both land and water, some fighters, like the Harrier Jump Jet, have VTOL (Vertical Take-off and Landing) ability, helicopters have the ability to hover over an area for a period of time.[1]

The purpose may be to fit a specific requirement, e.g. as in the historical case of a British Air Ministry specification, or fill a perceived “gap in the market”; that is, a class or design of aircraft which does not yet exist, but for which there would be significant demand.

Aircraft regulations
Edit
Another important factor that influences the design of the aircraft are the regulations put forth by national airworthiness authorities.[2][3]

Airports may also impose limits on aircraft, for instance, the maximum wingspan allowed for a conventional aircraft is 80 m to prevent collisions between aircraft while taxiing.[4]

Financial factors and market
Edit
Budget limitations, market requirements and competition set constraints on the design process and comprise the non-technical influences on aircraft design along with environmental factors. Competition leads to companies striving for better efficiency in the design without compromising performance and incorporating new techniques and technology.[5]

In the 1950s and ’60s, unattainable project goals were regularly set, but then abandoned, whereas today troubled programs like the Boeing 787 and the Lockheed Martin F-35 have proven far more costly and complex to develop than expected. More advanced and integrated design tools have been developed. Model-based systems engineering predicts potentially problematic interactions, while computational analysis and optimization allows designers to explore more options early in the process. Increasing automation in engineering and manufacturing allows faster and cheaper development. Technology advances from materials to manufacturing enable more complex design variations like multifunction parts. Once impossible to design or construct, these can now be 3D printed, but they have yet to prove their utility in applications like the Northrop Grumman B-21 or the re-engined A320neo and 737 MAX. Airbus and Boeing also recognize the economic limits, that the next airliner generation cannot cost more than the previous ones did.[6]

Environmental factors
Edit
An increase in the number of aircraft also means greater carbon emissions. Environmental scientists have voiced concern over the main kinds of pollution associated with aircraft, mainly noise and emissions. Aircraft engines have been historically notorious for creating noise pollution and the expansion of airways over already congested and polluted cities have drawn heavy criticism, making it necessary to have environmental policies for aircraft noise.[7][8] Noise also arises from the airframe, where the airflow directions are changed.[9] Improved noise regulations have forced designers to create quieter engines and airframes.[10] Emissions from aircraft include particulates, carbon dioxide (CO2), Sulfur dioxide(SO2), Carbon monoxide (CO), various oxides of nitrates and unburnt hydrocarbons.[11] To combat the pollution, ICAO set recommendations in 1981 to control aircraft emissions.[12] Newer, environmentally friendly fuels have been developed[13] and the use of recyclable materials in manufacturing[14] have helped reduce the ecological impact due to aircraft. Environmental limitations also affect airfield compatibility. Airports around the world have been built to suit the topography of the particular region. Space limitations, pavement design, runway end safety areas and the unique location of airport are some of the airport factors that influence aircraft design. However changes in aircraft design also influence airfield design as well, for instance, the recent introduction of new large aircraft (NLAs) such as the superjumbo Airbus A380, have led to airports worldwide redesigning their facilities to accommodate its large size and service requirements.[15][16]

Safety
Edit
The high speeds, fuel tanks, atmospheric conditions at cruise altitudes, natural hazards (thunderstorms, hail and bird strikes) and human error are some of the many hazards that pose a threat to air travel.[17][18][19]

Airworthiness is the standard by which aircraft are determined fit to fly.[20] The responsibility for airworthiness lies with national aviation regulatory bodies, manufacturers, as well as owners and operators.[citation needed]

The International Civil Aviation Organization sets international standards and recommended practices for national authorities to base their regulations on [21][22] The national regulatory authorities set standards for airworthiness, issue certificates to manufacturers and operators and the standards of personnel training.[23] Every country has its own regulatory body such as the Federal Aviation Authority in USA, DGCA (Directorate General of Civil Aviation) in India, etc.

The aircraft manufacturer makes sure that the aircraft meets existing design standards, defines the operating limitations and maintenance schedules and provides support and maintenance throughout the operational life of the aircraft. The aviation operators include the passenger and cargo airliners, air forces and owners of private aircraft. They agree to comply with the regulations set by the regulatory bodies, understand the limitations of the aircraft as specified by the manufacturer, report defects and assist the manufacturers in keeping up the airworthiness standards.[citation needed]

Most of the design criticisms these days are built on crashworthiness. Even with the greatest attention to airworthiness, accidents still occur. Crashworthiness is the qualitative evaluation of how aircraft survive an accident. The main objective is to protect the passengers or valuable cargo from the damage caused by an accident. In the case of airliners the stressed skin of the pressurized fuselage provides this feature, but in the event of a nose or tail impact, large bending moments build all the way through the fuselage, causing fractures in the shell, causing the fuselage to break up into smaller sections.[24] So the passenger aircraft are designed in such a way that seating arrangements are away from areas likely to be intruded in an accident, such as near a propeller, engine nacelle undercarriage etc.[25] The interior of the cabin is also fitted with safety features such as oxygen masks that drop down in the event of loss of cabin pressure, lockable luggage compartments, safety belts, lifejackets, emergency doors and luminous floor strips. Aircraft are sometimes designed with emergency water landing in mind, for instance the Airbus A330 has a ‘ditching’ switch that closes valves and openings beneath the aircraft slowing the ingress of water.[26]

Design optimization
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Golden Palate

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104 East Raja Street, Mamallapuram, Mahabalipuram, India

+91-4427442060

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Cuisine: Vegan-friendly, Lacto, Indian

A vegetarian restaurant in the Mamalla Heritage Hotel in Mahabalipuram. Staff is helpful and will assist in identifying the vegan suitable dishes.

Motel Mamalla

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77, East Coast Rd, Mahabalipuram, India

+91-4427443560

Now Open: Mon-Sun 6:00am-11:00pm

Cuisine: Vegan-friendly, Lacto, Indian, Italian, Indo-Chinese

Vegetarian restaurant serving authentic South Indian dishes including vegan options. Has valet parking facilities available.

The Newcafe

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No. 25/2, Othavadai Street, Fisherman Colony, Mahabalipuram, India

+91-9080592166

Now Open: Mon-Sun 7:00am-12:00am

Cuisine: Lacto, Ovo, Indian, Western, Honey, Non-veg

Serves meat, vegan options available. Indian restaurant with some western options. Vegan choices are declared in the menu including juices, fruit salads, south Indian breakfast, dosa, uthappam, salads, pakoda, fries, masala potatoes, veg pasta or rice and veg pulau.

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Aircraft designers normally rough-out the initial design with consideration of all the constraints on their design. Historically design teams used to be small, usually headed by a Chief Designer who knows all the design requirements and objectives and coordinated the team accordingly. As time progressed, the complexity of military and airline aircraft also grew. Modern military and airline design projects are of such a large scale that every design aspect is tackled by different teams and then brought together. In general aviation a large number of light aircraft are designed and built by amateur hobbyists and enthusiasts.[27]

Computer-aided design of aircraft
Edit

The external surfaces of an aircraft modelled in MATLAB
In the early years of aircraft design, designers generally used analytical theory to do the various engineering calculations that go into the design process along with a lot of experimentation. These calculations were labour-intensive and time-consuming. In the 1940s, several engineers started looking for ways to automate and simplify the calculation process and many relations and semi-empirical formulas were developed. Even after simplification, the calculations continued to be extensive. With the invention of the computer, engineers realized that a majority of the calculations could be automated, but the lack of design visualization and the huge amount of experimentation involved kept the field of aircraft design stagnant. With the rise of programming languages, engineers could now write programs that were tailored to design an aircraft. Originally this was done with mainframe computers and used low-level programming languages that required the user to be fluent in the language and know the architecture of the computer. With the introduction of personal computers, design programs began employing a more user-friendly approach.[28][not in citation given]

Design aspects
Edit

The main aspects of aircraft design are:

Aerodynamics
Propulsion
Controls
Mass

Structure
All aircraft designs involve compromises of these factors to achieve the design mission.[29]

Wing design
Edit
See also: Wing configuration
The wing of a fixed-wing aircraft provides the lift necessary for flight. Wing geometry affects every aspect of an aircraft’s flight. The wing area will usually be dictated by the desired stalling speed but the overall shape of the planform and other detail aspects may be influenced by wing layout factors.[30] The wing can be mounted to the fuselage in high, low and middle positions. The wing design depends on many parameters such as selection of aspect ratio, taper ratio, sweepback angle, thickness ratio, section profile, washout and dihedral.[31] The cross-sectional shape of the wing is its airfoil.[32] The construction of the wing starts with the rib which defines the airfoil shape. Ribs can be made of wood, metal, plastic or even composites.[33]

The wing must be designed and tested to ensure it can withstand the maximum loads imposed by maneuvering, and by atmospheric gusts.

Fuselage
Edit
Main article: Fuselage
The fuselage is the part of the aircraft that contains the cockpit, passenger cabin or cargo hold.[34]

Propulsion
Edit

Aircraft propulsion may be achieved by specially designed aircraft engines, adapted auto, motorcycle or snowmobile engines, electric engines or even human muscle power. The main parameters of engine design are:[citation needed]

Maximum engine thrust available
Fuel consumption
Engine mass
Engine geometry
The thrust provided by the engine must balance the drag at cruise speed and be greater than the drag to allow acceleration. The engine requirement varies with the type of aircraft. For instance, commercial airliners spend more time in cruise speed and need more engine efficiency. High-performance fighter jets need very high acceleration and therefore have very high thrust requirements.[35]

Weight
Edit
Main article: Aircraft gross weight
The weight of the aircraft is the common factor that links all aspects of aircraft design such as aerodynamics, structure, and propulsion, all together. An aircraft’s weight is derived from various factors such as empty weight, payload, useful load, etc. The various weights are used to then calculate the center of mass of the entire aircraft.[36] The center of mass must fit within the established limits set by the manufacturer.

Structure
Edit
The aircraft structure focuses not only on strength, stiffness, durability (fatigue), fracture toughness, stability, but also on fail-safety, corrosion resistance, maintainability and ease of manufacturing. The structure must be able to withstand the stresses caused by cabin pressurization, if fitted, turbulence and engine or rotor vibrations.[37]

Design process and simulation
Edit

Learn more
This section needs expansion.
The design of any aircraft starts out in three phases[38]

Conceptual Design
Edit

Conceptual design of a Breguet 673
Aircraft conceptual design involves sketching a variety of possible configurations that meet the required design specifications. By drawing a set of configurations, designers seek to reach the design configuration that satisfactorily meets all requirements as well as go hand in hand with factors such as aerodynamics, propulsion, flight performance, structural and control systems.[39] This is called design optimization. Fundamental aspects such as fuselage shape, wing configuration and location, engine size and type are all determined at this stage. Constraints to design like those mentioned above are all taken into account at this stage as well. The final product is a conceptual layout of the aircraft configuration on paper or computer screen, to be reviewed by engineers and other designers.

Preliminary design phase
Edit
The design configuration arrived at in the conceptual design phase is then tweaked and remodeled to fit into the design parameters. In this phase, wind tunnel testing and computational fluid dynamic calculations of the flow field around the aircraft are done. Major structural and control analysis is also carried out in this phase. Aerodynamic flaws and structural instabilities if any are corrected and the final design is drawn and finalized. Then after the finalization of the design lies the key decision with the manufacturer or individual designing it whether to actually go ahead with the production of the aircraft.[40] At this point several designs, though perfectly capable of flight and performance, might have been opted out of production due to their being economically nonviable.

Detail design phase
Edit
This phase simply deals with the fabrication aspect of the aircraft to be manufactured. It determines the number, design and location of ribs, spars, sections and other structural elements.[41] All aerodynamic, structural, propulsion, control and performance aspects have already been covered in the preliminary design phase and only the manufacturing remains. Flight simulators for aircraft are also developed at this stage.

Delays
Edit
Some commercial aircraft have experienced significant schedule delays and cost overruns in the development phase. Examples of this include the Boeing 787 Dreamliner with a delay of 4 years with massive cost overruns, the Boeing 747-8 with a two-year delay, the Airbus A380 with a two year delay and US$6.1 billion in cost overruns, the Airbus A350 with delays and cost overruns, the Bombardier C Series, Global 7000 and 8000, the Comac C919 with a four year delay and the Mitsubishi Regional Jet, which was delayed by four years and ended up with empty weight issues.[42]

Program development
Edit

An existing aircraft program can be developed for performance and economy gains by stretching the fuselage, increasing the MTOW, enhancing the aerodynamics, installing new engines, new wings or new avionics. For a 9,100 nmi long range at Mach 0.8/FL360, a 10% lower TSFC saves 13% of fuel, a 10% L/D increase saves 12%, a 10% lower OEW saves 6% and all combined saves 28%.[43]

Re-engine
Edit
Jet airliners
Base Previous engines First flight Re-engined New engines First flight
DC-8 Super 60 JT3D May 30, 1958 DC-8 Super 70 CFM56 1982
Boeing 737 Original JT8D Apr 9, 1967 Boeing 737 Classic CFM56 Feb 24, 1984
Fokker F28 Rolls-Royce Spey May 9, 1967 Fokker 100/70 Rolls-Royce Tay Nov 30, 1986
Boeing 747 JT9D/CF6-50/RB211-524 Feb 9, 1969 Boeing 747-400 PW4000/CF6-80/RB211-524G/H Apr 29, 1988
Douglas DC-10 JT9D/CF6-50 Aug 29, 1970 MD-11 PW4000/CF6-80 Jan 10, 1990
Douglas DC-9/MD-80 JT8D Feb 25, 1965 MD-90 V2500 Feb 22, 1993
Boeing 737 Classic CFM56-3 Feb 24, 1984 Boeing 737 NG CFM56-7 Feb 9, 1997
Boeing 747-400 PW4000/CF6/RB211 Apr 29, 1988 Boeing 747-8 GEnx Feb 8, 2010
Airbus A320 CFM56/V2500 Feb 22, 1987 Airbus A320neo CFM LEAP/PW1100G Sep 25, 2014
Boeing 737 NG CFM56 Feb 9, 1997 Boeing 737 MAX CFM LEAP Jan 29, 2016
Embraer E-Jet CF34 Feb 19, 2002 Embraer E-Jet E2 PW1000G May 23, 2016
Airbus A330 CF6/PW4000/Trent 700 Nov 2, 1992 Airbus A330neo Trent 7000 Oct 19, 2017
Boeing 777 GE90/PW4000/Trent 800 Jun 12, 1994 Boeing 777X GE9X plan. Q1 2019
Fuselage stretch
Edit
Jet airliners
Base Base length First flight Stretched Stretched length First flight
Boeing 737-100 28.65 m (94.00 ft) Apr 9, 1967 737-200 30.53 m (100 ft 2 in)
737-500/600 31.00–31.24 m (101 ft 9 in – 102 ft 6 in)
737-300/700 33.4–33.63 m (109 ft 7 in – 110 ft 4 in)
737 MAX 7 35.56 m 116 / ft 8 in
737-400 36.40 m / 119 ft 7 in
737-800/MAX 8 39.47 m / 129 ft 6 in
737-900/MAX 9 42.11 m / 138 ft 2 in
737 MAX 10 43.80 m / 143 ft 8 in
Boeing 747-100/200/300/400 70.66 m / 231 ft 10 in Feb 9, 1969 Boeing 747SP 56.3 m / 184 ft 9 in Jul 4, 1975
Boeing 747-8 76.25 m / 250 ft 2 in Feb 8, 2010
Boeing 757 47.3 m / 155 ft 3 in Feb 19, 1982 Boeing 757-300 54.4 m / 178 ft 7 in
Boeing 767-200/ER 48.51m / 159 ft 2in Sep 26, 1981 Boeing 767-300/ER 54.94m / 180 ft 3in
Boeing 767-400ER 61.37m / 201 ft 4in
Boeing 777-200/ER/LR 63.73 m / 209 ft 1 in Jun 12, 1994 Boeing 777X-8 69.8 m / 229 ft
Boeing 777-300/ER 73.86 m / 242 ft 4 in Oct 16, 1997
Boeing 777X-9 76.7 m / 251 ft 9 in plan. Q1 2019
Boeing 787-8 56.72 m (186 ft 1 in) Dec 15, 2009 Boeing 787-9 62.81 m (206 ft 1 in) Sep 17, 2013
Boeing 787-10 68.28 m (224 ft) Mar 31, 2017
Airbus A300 53.61–54.08 m (175.9–177.4 ft) Oct 28, 1972 Airbus A310 46.66 ft (14.22 m) Apr 3, 1982
Airbus A320 (neo) 37.57 m (123 ft 3 in) Feb 22, 1987 Airbus A318 31.44 m (103 ft 2 in) Jan 15, 2002
Airbus A319 (neo) 33.84 m (111 ft 0 in) Aug 25, 1995
Airbus A321 (neo) 44.51 m (146 ft 0 in) Mar 11, 1993
Airbus A330-300/900 63.67 m (208.89 ft) Nov 2, 1992 Airbus A330-200/800 58.82 m (192.98 ft) Aug 13, 1997
Airbus A340-300 63.69 m (208 ft 11 in) Oct 25, 1991 Airbus A340-200 59.40 m (194 ft 11 in) Apr 1, 1992
Airbus A340-500 67.93 m (222 ft 10 in) Feb 11, 2002
Airbus A340-600 75.36 m (247 ft 3 in) Apr 23, 2001
Airbus A350-900 66.61 m / 218.54 ft Jun 14, 2013 A350-1000 73.59 m / 241.44 ft Nov 24, 2016

https://www.economist.com/technology-quarterly/2015/05/28/flying-into-the-future
Airline interiors
Flying into the future
How technology is changing the passenger cabin for whatever class you fly

https://www.economist.com/sites/default/files/images/print-edition/20150530_TQP003_0.jpg

THE twinkling stars above the passengers gradually fade away as the night sky lightens and the sun begins to rise. It is an illusion, as it has long been daylight outside. But the projected image has a purpose: gently to awaken those on board and help their body clocks adjust to a new time zone. As the airliner begins its descent to New York, the ceiling and walls turn transparent to provide a panoramic view of the Manhattan skyline. And on lining up to a runway, the aircraft’s seats automatically change shape, becoming more upright and firm to provide additional support for the landing. Welcome to JFK airport, sometime in 2050.

This vision of what it will be like inside an airliner of the future comes from Airbus. The European aerospace giant got its engineers to look at how flying might evolve from the passengers’ perspective. The fuselage has a “bionic” structure constructed from composite materials which mimic the bones of those masters of flight: birds. The composition of bone consists of fibres, which are light but also immensely strong when arranged to carry tension where it is needed. The structure saves space and also helps to reduce the aircraft’s weight, so it burns less fuel.
https://www.economist.com/sites/default/files/images/print-edition/20150530_TQP017_0.jpg

The upper part of the bionic cabin is covered with what Airbus describes as a “biopolymer membrane”, a sort of tough plastic coating which can be electronically controlled to turn opaque or transparent on command, thus eliminating the need for conventional windows. This too helps to make the fuselage light and strong.

The traditional rigid divisions into first, business and economy classes have gone. This is thanks to the transforming seats. Made from “memory” materials which can morph into a different shape and then return to their initial form, they adapt to the size of an individual’s body—and their travel budget. The more you pay, the more space and comfort the seat will provide. This would enable airlines to configure seating according to demand. And that means there will no longer be any need to upgrade passengers from cattle class if the rear is overbooked.

The technological elements that could make this concept become reality can already be seen in new aircraft and in cabin designs that are much closer to production. How the experience of flying will change depends, however, as much on the unforgiving economics of air travel as on the imagination of the designers.

Producing the interior of an aircraft is a costly business—not least because in order to provide a distinctive product most airlines want something different, so the insides are custom-built. As a result carriers will spend some $10 billion this year, up by 5% from 2014, on cabin interiors for new and refurbished aircraft, estimates ICF International, a consultancy based in Virginia. Making that kind of expenditure pay depends on what flyers you have in mind.

In the battle for passengers, the price of the ticket is usually the most important thing. Given a choice, air travellers always say they want more room and extra comfort, but are usually not prepared to pay any more money for them—or at least not a lot more. The emergence of various forms of a new airline class, often called “premium economy”, is an answer. But there is a widening gulf between the luxury of first and business classes, and the austerity endured by hoi polloi at the back.

The differences are most apparent in the amount of space a passenger gets. The seat pitch in standard economy (measured as a point on one seat to the same point on the seat in front) is typically between 78cm (31 inches) and 82cm. Spirit Airlines, a budget American carrier, has trimmed the pitch of its standard-economy seats to just 71cm. At the other end of the spectrum Abu Dhabi’s Etihad Airways is offering a nearly 12-square-metre three-room first-class suite with a shower called “The Residence” on its Airbus A380s. It comes complete with a private chef and a butler trained at the Savoy Hotel in London.

Turn left…
It is in the business-class cabin that airlines are spending most heavily, however, because it is more profitable for them. One seat manufacturer reckons that this year airlines will install in new and refurbished aircraft roughly 2,000 new seats in first class, but 50 times as many in business.

Business class has already changed a lot in recent years. It can provide the same or a better level of comfort than that available in the first-class cabin less than a decade ago. For a start, if a business-class seat does not extend into a fully flat bed, the airline’s offering is no longer “even in the game”, says Blake Emery of Boeing, America’s biggest aircraft manufacturer.

The result is that business seats are turning into areas of personal accommodation. These spaces will get more sophisticated and specialised. Teague, a Seattle company which has designed interiors for all models of Boeing’s airliners, worked with Nike, sleep experts and professional coaches to design a concept called the “athlete’s plane”. It includes a training room and a sleeper pod (pictured) to enhance relaxation. The effects of air travel on the body’s natural rhythms means that athletes travelling over multiple time zones are statistically more likely to lose against a home team, says Teague’s Devin Liddell.

https://www.economist.com/sites/default/files/images/print-edition/20150530_TQP010_0.jpg

Powerful computer-aided design and simulation provide designers with more ways to explore the clever engineering required to create as much room as possible in a confined space. Paperclip Design, a Hong Kong company, has come up with the closest thing yet to a morphing seat. Called Butterfly (also pictured), it is composed of units of double seats with the aisle seat offset backwards. In premium economy both seats would be used, but the cabin could be upgraded quickly to business by having the inboard seat left empty to flip over as a sleeping platform.

https://www.economist.com/sites/default/files/images/print-edition/20150530_TQP018_0.jpg

Another approach involves positioning seats at various heights to gain space. Jacob-Innovations, a Massachusetts firm, has a design called StepSeat that lifts every other seat about 18cm allowing extra room for them to recline. A more radical arrangement is a series of stacked cocoons called Air Lair (illustrated). It offers a third more passenger capacity, says Adam White, head of Factorydesign, its London creator. So far, airlines have tended to shun these so-called 3D-seating set-ups because they think that some passengers, for reasons of status, will not want to sit on different levels.

https://www.economist.com/sites/default/files/images/print-edition/20150530_TQP004_0.jpg

Developing and designing a new business-class sleeper-seat or pod can take two years or more, and top-of-the-line models might cost up to $350,000 each, once they are stuffed with electronics. The price is partly explained by the standard required to protect passengers from a seat breaking in a crash. This was raised in 2009 by America’s Federal Aviation Administration from withstanding a deceleration of nine times the force of gravity (9g) to 16g. Although this mean that seats and their fittings have to be made stronger, the use of lightweight composite materials, such as carbon fibre, allows thinner seats to meet what has now become a global standard.

Carbon fibre is already widely used to make aircraft fuselages and wings. It is stronger than steel but lighter even than aluminium. That strength comes from the powerful links between carbon atoms—similar to the toughness imparted to a diamond. The fibres are woven together and arranged in position using detailed computerised stress-analysis for maximum strength. The fibres are then embedded in a hard resin. Carbon technology is advancing rapidly, with even greater performance characteristics claimed for single-atom-thick layers of graphene. Such work may well lead to the advanced composites needed to make bionic fuselage structures.

… turn right
New lightweight technologies are also having an impact in the back of the aircraft. Last year Air Mediterranée, a French carrier, removed the 220 economy seats in an Airbus A321—it bought them for about $300,000 in 2006—and replaced them with a new, lighter version. The skinny seat (pictured) is made by a Paris startup called Expliseat and weighs just 4.2kg (9.3lb) compared with the 12kg seat it replaced, says Air Mediterranée’s Christophe Costes.

https://www.thebalance.com/savings-account-for-a-baby-2085556
How to Open a Savings Account for a Baby
How to Open a Savings Account for a Baby
The process is straightforward enough but requires some preparation.

Setting Up the Account
Children under the age of 18 are not legally allowed to sign documents. As a result, you must open the account in both your names. When the child turns of age (18, or 13 if you convert it to a checking account), you can go to the bank and remove your name.

While your child is still a minor, however, you will have control of the account. You will have the ability to make withdrawals, deposits, or close it if needed.

Most banks have no problem including a child’s name on an account if a parent will also be listed on the account. But the institution will want some confirmation of legal responsibility for the child. You should plan on showing your baby’s birth certificate, and you will need both of your Social Security numbers to open the account.

Fees
Savings accounts often carry fees, but ways to get around them do exist. Start by talking to the bank you currently use. They may let you link this new account to your other accounts, allowing you to avoid fees or minimum-balance requirements.

Otherwise, seek out a financial institution with low or no fees. Some banks waive charges provided a certain number of deposits are made to the account each month.

Another option is to choose an account that offers no service charges if there is a minimum balance—and to make that sum your initial deposit. You might reap some tax benefits by officially gifting the sum to your baby, which involves setting up the account as a Uniform Gift to Minors Act (UGMA) or Uniform Transfer to Minors Act (UTMA) account.

Bear in mind that funds deposited in these custodial accounts are irrevocable gifts and can be withdrawn only under certain more restrictive circumstances.
Location
Online banking is great for adults, but you will eventually want to take your child to visit the bank where the money is. Choosing a bank that is close to home will allow your growing child to make regular deposits and start to appreciate the value of saving.

Make Your Money Work for You.
Ready to start building wealth? Sign up today to learn how to save for an early retirement, tackle your debt, and grow your net worth.

Investment Ideas
The interest on many savings accounts is low. The best rates are often available from local credit unions, which also often offer the additional advantage of having no fees. Talk to your local bank about options that might provide you with more favorable interest rates or tax advantages.

You can also move the funds into a more attractive certificate of deposit or investment account as the amount grows, allowing your child to earn more interest on the savings.

https://m.wikihow.com/Shop-for-a-Home-Loan
How to Shop for a Home Loan
Author Info
Updated: July 2, 2017
Getting the financing for your home can seem daunting and tedious, but essential to the purchase. Most consumers call around or use the internet to shop rates. Then, they select the lender offering the lowest interest rate, oblivious to the myriad fees and charges that will be added onto the loan later. It is not the smartest way to shop, nor is the rate the only thing to think about when getting a home loan. A little knowledge of the home mortgage game can go a long way.
1
Decide what avenue to take to obtaining your financing: Credit unions, banks, big lender retail stores (e.g. Countrywide) and mortgage brokers.
Credit unions usually provide the best value and service, but regular banks and the big lender retail shops will also provide good service. A mortgage broker is a “wholesaler” who uses several lenders to service their customers. The advantage of a broker versus bank or retail store is that the broker has more selection of rates and products. A bank or big lender retail store will only offer the products their company provides.
2
Consider more than just interest rates. Ask for and question all of the charges on a Good Faith Estimate. This is a required document and while it is only an estimate, question the charges listed and ask what they are for and if they can change.
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3
Negotiate rates if you are using a broker. A broker makes his money in two ways: Origination fees or yield spread. Banks that lend money to consumers through brokers, entice the broker to use them with commissions, commonly known as yield spread or rebates. Essentially, the broker makes more money for the loan when he can sell a higher interest rate to the consumer. This means that your interest rate is, to an extent, negotiable, as are many of the fees on a Good Faith Estimate.
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4
When you are quoted an interest rate, ask the broker to tell you what his origination fee, rebate or yield spread on that rate is. A broker may not charge an origination, but will receive a large yield spread for the rate quoted. A fair amount would be a total of 1% of the loan amount, from yield spread, origination or combination of the two. A broker usually wants to make at least 2%. Don’t pay an origination unless he is telling you he is not getting anything on the back end of the deal.
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5
Consider paying discount fees or origination fees to get a lower rate. This is just another way for the broker to get paid when a customer wants a specific rate. If the bank is offering a particular rate, but requires money up front to get it, the customer will pay the discount and the broker will get his cut with the origination fee. Or, the rate will be par, which means the bank charges nothing, and the broker will get his money with the origination fee.
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6
Negotiate these items for your best deal.

https://duckduckgo.com/l/?kh=-1&uddg=https%3A%2F%2Fwww.thehindu.com%2Fsci-tech%2Fenergy-and-environment%2Faviation-sector-faces-heat-over-warming%2Farticle27706017.ece
Aviation sector faces heat over warming

Climate activists are calling for a boycott of air travel and ‘green tax’ on the industry is being mooted

Under pressure from frequent flyers alarmed over climate change, the airline industry says it is “hellbent” on reducing emissions — but the technology needed to drastically reduce its carbon footprint is still out of reach.

In recent months, climate activists have stepped up efforts to convince travellers to boycott air travel, with Swedish schoolgirl and campaigner Greta Thunberg spearheading the trains-over-planes movement and making “flygskam”, or flight shame, a buzzword in the Scandinavian country.

The sector is under considerable pressure,” admitted Alexandre de Juniac, Chief Executive of the International Air Transport Association (IATA), whose members met this week in Seoul.

The industry has been under fire over its carbon emissions, which at 285 g of CO2 emitted per km travelled by a passenger far exceed all other modes of transport. Road transportation follows at 158 and rail travel is at 14, according to European Environment Agency figures.

Mr. De Juniac said the industry was “hellbent” on lowering emissions but the sector is also accused of underestimating its environmental impact, with the IATA chief lobbying heavily against a “green tax” on aviation backed by several countries including the Netherlands.

The International Civil Aviation Organization estimates that air transport is responsible for 2% of global CO2 emissions — roughly equivalent to the overall emissions of Germany, according to consulting firm Sia Partners.

But aircraft also emit particles such as nitrogen oxides, which can trap heat at high altitude, meaning the industry is responsible for 5% of warming, according to the Climate Action Network.

The industry has committed to improving fuel efficiency by 1.5% per year from 2009 to 2020 and stabilising its CO2 emissions in preparation for a 50% reduction by 2050 compared to 2005.

Companies are banking on a new generation of less polluting planes with updated engines, aerodynamic modifications and fittings that weigh less.

However, Shukor Yusof, analyst with Malaysia-based Endau Analytics, said the industry had made progress but “that all these technological advances to cut emissions are tough to implement quickly due to the nature of the industry hemmed by high costs and the fact that planes typically take decades before they are replaced

https://www.instructables.com/assets/img/robot_transparent.png

Solar Plane

Introduction:
This instructable will show you how to create a solar powered plane. This project was done at Newman Smith High School (Carrollton-Farmers Branch Independent School District [CFBISD]) in Carrollton, Texas and was sponsored by the Texas A&M University Society of Flight Test Engineers. We received most of the needed parts from Texas A&M University and built the plane for the High School Solar Plane Competition on May 25, 2013. The project is not for the beginner as it gets a bit complicated. Skills that you will need include soldering skills, plane building skills, monokoting skills, and general R/C plane knowledge. Our team ended up with the Most Creative award and 2nd place in Endurance.

Special Thanks to Texas A&M University, Newman Smith High School Teachers and Principal & the DIY Drones Community (http://diydrones.com/forum/topics/solar-powered-plane).

Below are some pictures of the completed project. The next step will be the list of materials needed.
Also included below is the link for build basics and aircraft aerodynamics- there are two PowerPoints included by Texas A&M University. If you are going to do the project, printing out these two PowerPoints will help you immensely. However, please take note that all the cells must be in series, not in parallel as one of the PowerPoint presentations describes.
https://drive.google.com/folderview?id=0B_bYmGJ0v1Ncb283TF8tWXF6ZWc&usp=sharing

Want to see more photos? PM me and I’ll give you a link.

UPDATE: 03/31/2014: Research Paper now included.

Materials Needed:
Glider (we used the Gentle Lady)
Monokote (We ended up using about 3 rolls- two for the 8 foot wing [bottom] & body of the plane and another clear roll for the panels)
3×6 Solar Panels
Tabbing Wire
Bus Wire
Normal Wire
Micro Servos
Push Rods
Nylon Control Horns
Propeller
Li-Po Battery
ESC (Electronic Speed Controller)
Charger
Connectors (for Wires)
Receiver
Propeller
Electric Motor
CA Glue
Heat Shrink Tubing
Sewing String
Pairing Connector (depends on your transmitter/receiver)
Nuts (for balancing wing)
Balsa Wood Sheets (optional- depends on how big your wing is)

Tools:
Soldering Iron
Flux
Solder
Hobby Knife and extra blades
Heat Gun
Sealing Iron
Large Table
Sand Paper
Drill
Wire Cutter
Digital Multi-Meter
First Aid Kit

Step 2: Building the Wing

Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing Picture of Building the Wing
To begin the project, start by building the wing. The wing is where the panels will go on. Depending on what glider/plane kit you use, you may want to do it differently. We extended our two meter wing span to make it 8 feet to fit 22 panels in-between the ribs. The other teams that we competed with did not do so this way. They put the panels directly on the wings and did not extend the wing span. By extending the wing span and putting the panels in between, we used less ribs and made the wing more fragile, but it paid off and did not break because we did a pretty good job of reinforcing it.

To extend our wing, we cut out extra ribs from some balsas wood and duplicated the middle of the wing to extend it.

Follow the plans provided with your kit and build the wing. Extend the wing from the center if necessary.

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Step 3: Solar Panels

Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels Picture of Solar Panels
Solar Panels: something that is a pain in the butt to install.
These solar panels were about as fragile as anything we had ever handled before. Rigid and inflexible, we broke about half of them.
Handling them with the uttermost care is very important to avoid damage to them. Some cracks are okay, it just depends on where they are located and how they broke. Searching up how solar panels work, how to cut them, and how to tab them really helps.

Some background information: The shiny blue side of the panel is negative. The bottom grey side is positive. To connect in series, connect the top tabbing wire to the bottom tabbing wire. There is more information in the PowerPoint.

After tabbing the cells, CA glue them onto the wing in-between the ribs. After doing so, then connect them in series carefully with the soldering iron, making sure to not hurt yourself.

The bus wires go at the end of the panels and are connected to a wire that leads to the middle of the wing from either side.

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Step 4: Fuselage, Monokote & Electronics

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Building the fuselage
The construction of the fuselage is not very difficult. Follow the instructions on the airplane plan provided. Wiring on the other hand may be more difficult. If you extend the wing, the CG on the plane may shift and you might have to do some minor modifications on servo placement. Heat shrink all electrical components to avoid any short circuits.

Monokote

Monokoting is not hard either. Use youtube videos to learn how to do it. Make sure when you are monokoting the wing, do the bottom first and then the top and make sure you curve the monotkote over to maintain a good airfoil and reduce any drag. You want to have as much laminar flow as possible. Make sure to use clear monokote for the top of the wing so the solar panels can charge. Cut and Iron the monokote on the wing, then blow it with the heat gun so it contracts and creates a tight wrap around the skeleton of the wing.

Wiring & Electronics
Follow the PowerPoints provided and you should be fine. Put the Nylon control horns where they belong and wrap them in tape so they don’t fall off in flight.

Step 5: Testing Electronic Parts

Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts Picture of Testing Electronic Parts
To test the solar panels, plug them all into the charger where they belong and bring it outside to test on a sunny day. Plug the DMM into the output and measure the voltage. The charger that we used only started charging when the voltage was greater than 12 volts.

To test the other parts, pair the receiver and the transmitter together. Depending on which brand on transmitter you use, you may need a pairing plug.

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Step 6: Test Flying

Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying Picture of Test Flying
Bring the plane to an airfield and find an experienced pilot to fly the plane. That person will give you further instruction on how to modify the plane to give it better flight. For us, we needed to reinforce the elevator and rudder. We accomplished that with duct tape.

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Step 7: Conclusion

Picture of Conclusion Picture of Conclusion Picture of Conclusion Picture of Conclusion
The Solar Plane project is an amazing starting point to getting into green energy, R/C, planes, electronics, aerospace, or just about anything else. As for our team, we had an amazing four person group plus our amazing teacher. If you’re in a team, make some team shirts, it boosts morale and on competition day, everyone knows who you are.

We ended up with 2nd in endurance because the charger wouldn’t charge below 12 volts and competition day was an overcast day. But having the cells between the ribs gave us creativity points and using duct tape gave the judges a bit of a kick. We ended up with the most creative award and we’re proud. From doing this project, you will learn so much about planes, solar energy, teamwork. It is a great way to spend a couple of weeks on a cool project.

Make sure that if you’re interested in green technology and solar planes in general, check out the Swiss project Solar Impulse. Our team got to chat with them when they came to Dallas because of our involvement in a similar project. : http://www.solarimpulse.com/

This dude in Finland is also worth checking out. Here’s his Facebook link: https://www.facebook.com/SolarDrone

Steps from here: To move beyond what we’ve created for now, we can add an auto-pilot system, cameras, and other equipment to make it a semi-autonomous drone. Light sensors can be added on either side of the wing and the plane can circle up the sky with maximum sun exposure on the panels; then at night, it can loiter around, slowly circling back down to Earth. This plan however, would require a new plane, a new design, and a lot of effort, but that is what we intend on doing next year. Heck, we could even connect the plane to a cell tower as one commenter below suggested. The GPS system would then tell people in the vicinity of the plane that the plane is there and the plane could fly over on top, giving the people a live bird’s eye view of themselves. Awesome plan, right? The only part getting the technology down is acquiring FAA approval to do such a project.

It is Dr Subramanian Swamy who initiated the fight against these fraud EVMs in the Supreme Court. The ex CJI Sathasivam committed a grave error of judgement by ordering that the EVMs have to be replaced in a phased manner as suggested by the ex CEC Sampath because it cost Rs 1600 crore to replace the entire EVMs. They never bothered to order for Ballot Papers to be used thus buried the Universal Adult Franchise. The RSS also suggested for Ballot Papers to be used instead of the EVMs when BJP was in opposition. But after the BJP gobbled the Master Key they remain silent.
Now the 99.9% All Aboriginal Awakened societies must unite and go for a real freedom struggle against the 0.1% intolerant, violent, militant, number one terrorists of the world, ever shooting, mob lynching, lunatic, mentally retarded foreigners from Bene Israel chitpavan brahmins who practice hatred, anger, jealousy, delusion, stupidity which are defilement of the mind requiring mental treatment at mental asylums in Bene Israel and make them quit Prabuddha Bharat.

https://study.com/articles/Chief_Financial_Officer_CFO_Requirements_and_Duties.html

Chief Financial Officer (CFO) Requirements and Duties
Learn about the education and preparation needed to become a chief financial officer (CFO). Get a quick view of the requirements as well as details about degree programs, job duties and necessary experience to find out if this is the career for you.

View Popular Schools
Chief financial officers (CFOs) help businesses achieve their financial goals. They perform perform broad business and accounting tasks, including analyzing financial statements, supervising finance personnel, and developing financial strategies. A bachelor’s degree is generally the minimum requirement though master’s degrees are common.

Essential Information
Chief financial officers monitor and work to improve the financial status of a business. While the requirements of becoming a CFO may vary depending on the organization hiring, most candidates will possess a bachelor’s or master’s degree in a discipline such as business administration or economics as well as at least a few years of experience working in a related position.

Required Education Bachelor’s degree in business administration or economics
Other Requirements Experience in a related position (in most cases)
Projected Job Growth (2014-2024) -1%* (all chief executives)
Median Salary (2015) $175,110* (all chief executives)
Source: *U.S. Bureau of Labor Statistics

Find schools that offer these popular programs

Banking Related Services
Credit Management
Financial Mgmt Services
Financial Planning Services
International Finance
Investments and Securities
Public Finance Mgmt
More Programs

https://ask.shiksha.com/getTopicDetail/1421901/What-Are-The-Qualifications-Required-To-Be-A-Governor-Of-Rbi-Which-Exams-Need-To-Be-Given

what are the qualifications required to be a governor of RBI ? which exams need to be given?

Generally, the people for such positions like governor or deputy governor of RBI are selected by the Government of India and form a part of Central Board of Directors of RBI, and there is no exam one needs to give to get selected for such positions. However, you really need to have good amount of work experience in the banking sector or any other relevant sector & need to have good educational back ground at post graduate level. For more information on RBI central board please check the link below:
http://tinyurl.com/2w2sgf2
I would also suggest you to go through the profiles of the previous 21 governors appointed by government of India to have more in-depth knowledge on the kind of profile required to become a governor of RBI. For your convenience I am placing a link below:
http://tinyurl.com/3ybfde8
Hope this will be of help. Feel free to put up more queries In case your query is resolved please close this question by choosing it as a best answer or pressing the thumbs up icon.

Generally, the people for such positions like governor or deputy governor of RBI are selected by the Government of India and form a part of Central Board of Directors of RBI.
There is no exam conducted for such positions. However, you need to have good amount of work experience in the banking sector besides being a highly qualified professional.
I would also suggest you to go through the profiles of the previous governors’ appointed by the GOI in order to have more in-depth knowledge on the kind of profile required to become a governor of RBI.
Refer the link below-
http://www.rbi.org.in/History/Mis_Governors.html
Good Luck

There is no age criteria. Generally, the people for such positions like governor or deputy governor of RBI are selected by the Government of India and form a part of Central Board of Directors of RBI.
There is no exam conducted for such positions. However, you need to have good amount of work experience in the banking sector besides being a highly qualified professional.
I would also suggest you to go through the profiles of the previous governors’ appointed by the GOI in order to have more in-depth knowledge on the kind of profile required to become a governor of RBI.
Refer the link below-
http://www.rbi.org.in/History/Mis_Governors.html
Found this useful? Click on the thumbs up below or mark as best.

https://www.jobmonkey.com/airline/engineer/

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https://www.jobmonkey.com/airline/engineer/

https://www.jobmonkey.com/airline/engineer/

Airline Industry Section
Airplane Engineer Jobs

Aircraft are highly specialized pieces of equipment, as well as everything on it. Each piece or design needs to be thoroughly designed, tested, and then maintained to ensure that it works as intended. The passengers and crew depend entirely on the reliability of all aircraft parts and equipment and it is the airplane engineer jobs (also called aeronautical engineers) that keep the aircraft field growing and developing. Aircraft companies have a constant need for airplane engineers and there are often airplane engineer jobs available.

Aerospace engineers are also needed to help design and build workable spacecraft for government contractors such as NASA, and private contractors working to get into the field.

As the aviation industry grows airplane engineers will be needed to continue to design and build better and faster aircraft and equipment for both commercial and private purposes.

Job Responsibilities

Aircraft engineers are involved in the planning, design, testing, and analysis of aircraft and airports. There are many different types of engineers who work specifically with electronics, airport structure, environmental regulations, and flight methodology. Engineers are often hired because they have a specialized area of expertise and training.

Some airplane engineer jobs may require working directly with customers who buy a specific type of aircraft. They help customers resolve issues and write reports of problems and performance to management, engineers, and to the manufacturer. Other engineers will work with defense contractors in various capacities to design, test, and possibly demonstrate the aircraft to show performance and system capabilities.

Job Requirements

The exact job requirements for all airplane engineer jobs may vary widely with the position and the responsibilities. Much of the work of an engineer is done with computer and physical models prior to any actual testing. This requires thorough knowledge of various testing software, and troubleshooting methods and equipment. You will also work closely with other engineers and possibly physicists and others. Being able to communicate well is also necessary, and you will need to be familiar with writing reports and preparing documents in Microsoft Word, Excel, and PowerPoint. Lifting of aircraft components that weigh up to about 70 pounds is often required.

Some aircraft engineers are given the responsibility of inspecting aircraft to ensure that there are no worn or failed parts, and will test to discover the reason for failed components. In some cases, you may be required to do some travel. You can also expect to work on any shift, have a significant amount of overtime, and work on weekends, and on holidays. Working with representatives of government agencies will also be necessary, and you will be expected to be familiar with FAA regulations. While most of your work will be in a hanger, some of it will be outside exposed to the weather when the hanger is full.

Training & Degrees

Getting into aircraft engineering requires a four-year Bachelor of Science degree with a major in Electrical, Aerospace, or Mechanical Engineering. It is also possible to get into the field at small airports where you may get some experience, in which case you may only need to be between 18 and 20. Some fields will require a Master’s Degree. Being in aircraft engineering may also require you to have a pilot’s license, an Airframes & Powerplants license (A&P), and/or aircraft mechanic experience. Other licenses may be needed for certain fields.

Military personnel who have worked with aircraft have an excellent opportunity to break into this field. It is even better if they already have a security clearance. Most defense contractors will require a clearance. You will also need to be able to pass a background investigation that goes back at least 10 years.

Salary & Benefits

In general, you can expect excellent benefits from the company that you work with. This often includes medical and dental insurance, life insurance, vacation pay and paid days off, and a retirement plan. Some airplane engineer jobs, however, hire them as contractors, which means that they are considered self-employed. Relocation may also be offered.

The salary for aircraft engineers is based on your type of expertise. Starting salary is near $58,000, and some engineers can make over $120,000.

Quick Summary of Airplane Engineer Employment:

Many airplane engineers are needed to handle all aspects of an aircraft.
Engineers need to be trained and licensed in specialized fields.
Aircraft engineers receive good pay.
Airline Industry Analyst Careers (NEXT PAGE)

https://www.jobmonkey.com/airline/financial_analyst/

Airline Industry Section
Airline Financial Analyst Jobs

Every business needs to watch its finances so that it ensures that it will continue to make a profit. When the economy changes, expenditures that are deemed not as necessary as others are cut back, enabling the company to remain in the black.

Airline Financial Careers are Important for Picking up on New Trends While Minimizing Losses
Airline financial analyst jobs ensure the best spending, investments, and use of money, so that a profit can continue to be made.

Airlines are very expensive to run and there are many costs. Multiply those costs by each plane, and even small amounts of costs per flight suddenly become very large. The Bureau of Labor Statistics predicts that the job of financial analysts in general will increase faster than most other careers – at a rate of 20 percent until 2018.

Job Responsibilities

The primary responsibility of an airline financial analyst is to make financial reports and then make recommendations based on the data in them. Accurate reports require the constant input of data into computers and ensuring that it is correct. Some analysts may be hired to work with specific departments of an airline, such as the aircraft maintenance department.

Did You Know? The wing on a single 747-400 contains 5,600 square feet (524.9 m2), which is an area large enough to hold 45 medium-sized automobiles.

It is the job of a financial analyst to perform and interpret cost/benefit analyses as they relate to the financial success of an airline company. Financial analysts use data related to sales volume, and the costs of fuel, maintenance and repairs, as well as salaries and other expenses to determine how financially successful an airline is and what adjustments need to be made so that it can be more profitable. Some analysts may also track a competitor’s capabilities within a particular market.

Job Requirements

A financial analyst has few physical demands or requirements, except that it will be necessary to be seated through most of the workday. They often work in open cubicles. The individual working in this field needs to be highly organized, can pay attention to details, able to multitask, and be adept at problem-solving and math. They will also need to be able to work with a team. Those with prior aviation or military experience are often preferred.

It will be necessary to have excellent communication and writing skills, since ideas need to be communicated to others on the team, and to those who make the company’s decisions. The analyst will help gather financial data, determine relevance, and synthesize it into useful formats – with conclusions. Some travel may be required. The environment will be fast-paced, and there will be frequent deadlines. Employees are expected to be well-groomed at all times.

Training and Education

Different airlines will have a variety of qualifications. Some of it will depend on the type of tasks involved and the size of the airline. Most will require a Bachelor’s Degree in Finance, Accounting, or Economics, but degrees in Management Information Systems (MIS), Business or a similar area may also be acceptable. Some positions may require a Master’s Degree. Anywhere from one to three years of work experience may also be needed. In some cases, familiarity with particular software may be required, including Excel, databases, Visual Basic, and more.

Training is usually not offered for this position, since the applicant should already have some experience. You will receive on the job training to become familiar with the needs of the company and any specialized software and company policies. You will also be required to pass a background investigation that will go back at least ten years. A pre-employment drug test is also mandatory.

Salary and Benefits

Airline financial analyst jobs are usually well-paid, and starting salaries can range between $43,000 and $93,000. There are opportunities in this field for advancement. The highest ten percent of financial analysts in any field earned more than $141,000.

There are many benefits that may come with this job. You can typically expect to receive medical, dental, and vision insurance, paid vacations, a 401k or similar program, and possibly some travel benefits for yourself and family members. Some airlines may also offer stock options and profit-sharing. Work is usually performed during a standard day shift.

Quick Summary of Airline Financial Analyst Employment:

Airlines will always need to know about how to best use their money and where and when costs need to be reduced.
Financial analysts need to have a Bachelor’s Degree in Business or Accounting, or in related subjects.
They are paid well and usually only work on the day shift.
Opportunities for advancement in this position are possible.

Airline Inspector Careers (NEXT PAGE)

https://www.jobmonkey.com/airline/inspector/

Airline Industry Section
Airline Inspector Jobs

Airline inspector jobs can refer to many different kinds of inspectors. Inspectors are often very specific in the types of inspections they make, and are often hired on the basis of their past experience in certain fields.

Airline Inspectors are Needed to Make Sure Aircraft are Meeting Regulations
Inspectors may be used just to inspect parts to insure their quality, or they may inspect aircraft for problems, or possibly inspect a maintenance project performed on an aircraft. Inspectors have often been pilots previously – and they continue to fly to increase or maintain their own expertise.

As more aircraft are expected to take to the skies in the near future, if the economy does well, there will be an increased need for a greater number of inspectors. Aircraft safety depends on aircraft and parts being inspected frequently and ensuring that pilots are sufficiently trained to operate the aircraft safely. There is availability for promotion within the field.

Job Responsibilities

The job responsibilities of an airline inspector are varied and it will often depend on location and the company involved. Some inspectors will periodically inspect the abilities of the pilots of an airline, or of their mechanics and other personnel working for the company. They will also inspect an aircraft to determine its worthiness to fly, and of the systems that the aircraft uses. Other inspectors will examine an airline’s facilities, procedures and equipment. All of these are necessary to ensure the best safety and maintenance of the terminals, buildings, aircraft and crew members, and passengers.

Did You Know? There are only about 170 schools that are approved by the FAA where an A&P license can be obtained.

Airline inspectors are employed by the Federal Aviation Administration to ensure the safety of every aircraft that leaves the ground. They must enforce FAA standards for safety, maintenance, and other flight protocols. Inspectors perform routine safety checks and are also called in to investigate accidents or violations. There are different types of inspectors dealing with pilots, maintenance, accidents, and avionics equipment.

Job Requirements

It is possible that the airline may assign you to a domicile, and you may be moving around quite a bit. Travel may be expected for some type of inspectors, and you may often work with different people, different schedules, and possibly even different aircraft. At times, you may need to lift aircraft parts which could weigh about 45 pounds. Some airline inspectors will work outside in all kinds of weather – at times. You also may need to be willing to work on any shift.

You will need to be very familiar with the Federal Aviation Rules (FAR’s), and can understand and interpret them. You will need to have a second class FAA medical certificate. As far as flying goes, you will probably need at least 1,500 flying hours, a valid Flight Instructor Certificate, and at least 100 flight hours within the last three years. Being able to speak in front of groups is essential, and you will need to be proficient in writing, too. If you are an aircraft inspector, you must be experienced with the type of aircraft or maintenance that you will be inspecting.

Training & Degrees

Airline inspectors are hired because they already have the required experience and knowledge necessary to do the job. While the requirements will certainly depend on the type of inspector you are applying for, you may also need to have experience or training in investigations, surveillance, certification, and enforcement. Those working to inspect helicopters for emergencies may also need to know about emergency helicopter services.

Applying for an airline inspector job will require that you fill out the Knowledge, Skills and Abilities (KSA) government form. Successfully passing a background investigation that goes back at least 10 years is mandatory, and so is passing drug tests. A flight line inspector will need to have an A&P certificate. A H.S. Diploma or GED is often the only educational requirement, but military experience is preferred – possibly five years with complex jet aircraft.

Salary & Benefits

Since airline inspector jobs are usually government jobs, the benefits are going to be good. You can expect medical, dental and vision coverage, life insurance, paid vacations, a 401k, long-term care, flexible spending accounts, and more. Relocation is often not included for those just getting into the field. There may also be a one year probation period.

This job will often require a lot of overtime, which could greatly increase your annual income. The total salary runs between $39,500 and over $89,000.

Quick Summary of Airline Inspector Employment:

All airline inspectors are approved by the FAA.
You must be licensed to fly and have more than 100 hours in the last 3 years.
Extensive military flight and mechanic experience is preferred.
Pay and benefits for airline inspectors is good.
Airline Labor Relations (NEXT PAGE)
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https://www.jobmonkey.com/airline/labor_relations/

Airline Industry Section
Airline Labor Relations Personnel Jobs

As airlines and airports continue to grow, there will be a need for more and more employees. Each employee wants to be treated fairly and earn a decent living wage, but some employers do not always agree on what is fair. This has created a need for unions, which can also turn out to be unfair in some of their demands. Airline labor relations personnel jobs are necessary as a mediary help position between the two often strongly opposed groups.

The Bureau of Labor Statistics predicts that air travel – for passengers and cargo – is going to be increasing in the next few years. Of course, this is good for the creation of more jobs in almost every area of the airline industry. It also means that there will probably continue to be problems between labor and management – as airports increase in size, and the number of employees that need to be represented by legal means.

Job Responsibilities

Labor relations personnel, with flight attendant unions and pilot unions for instance, ensure that airline employees are treated fairly and that airline employers get the quality of work they need from their employees. Often when there are workers who belong to the union it is the responsibility of labor relations personnel to negotiate with these groups. Employees in these positions also work to ensure that labor laws are not violated.

Did You Know? According to the Bureau of Labor Statistics, 46 percent of all employees in the air transportation industry are union members or are covered by union contracts.

When negotiations are needed in the airline industry, they come under the authority and rules of the Railway Labor Act. In addition, airline contracts do not expire, but they can be amended. Since strikes and other problems can have such an adverse effect on the bottom line of the employees involved, and of the airline, the goal of negotiations is often to avert a strike altogether.

Job Requirements

Most of the work will be conducted in an office. Typically, you will be working a 40-hour week. When crises come, however, and negotiations are needed to resolve that problem, you can expect to work more hours. Professional grooming standards will apply.

Training and Education

Due to the nature of the job, a Master’s Degree in law is often required. An undergraduate degree in personnel relations, labor economics, and industrial psychology or sociology may be sufficient. In addition, some experience may be required.

Salary and Benefits

The salary of someone working in airline labor relations personnel jobs can expect to earn between $37,000 and $98,000. The benefits are good. There is the possibility of promotion to labor relations manager.

https://www.jobmonkey.com/airline/meteorologist/

Airline Industry Section
Meteorologist Jobs

Knowing what kind of weather to expect ahead of a flight is essential for a pilot – and most of the passengers want them to know, too. Meteorologist jobs are important for the safety of the nation’s aircraft and passengers, although they are often unseen.

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https://namelymarly.com/vegan-recipes-potatoes/
Are you a potato fanatic? Then you’ll love these 31 vegan recipes with potatoes, including crispy french fries, tater tots, mashed potatoes, and more! Like it cheesy? Want some summertime vegan potato salad? You’ve come to the right place! Find vegan versions of all your favorite potato recipes all in one place!

If you’re a fan of the potato, you’ve got company. Millions of people around the world claim potatoes as their favorite food. It’s understandable because potatoes create a delicious base on which many flavors can be today. Today I’m answering some of the most frequently asked questions about potatoes and sharing some delicious vegan recipes with potatoes!

Can you eat potatoes if you are vegan?
Yes, you can eat potatoes as a vegan. In fact, potatoes, a starchy, nutrient-rich vegetable, is a great part of a vegan food because they’re plant-based.
Here are some of the best ways you can prepare potatoes as part of a vegan diet:
Baked Potatoes: use plant-based toppings like vegan butter, vegan cheese, coconut yogurt, or even smoky almond slivers (instead of bacon) for toppings.
Mashed Potatoes: replace butter with olive oil and plant-based milk, like almond milk, for dairy milk to make vegan mashed potatoes.
French Fries: it’s a no-brainer that french fries should be vegan (see recipe below for a healthier version of french fries), but it’s possible that some restaurants could use lard or animal-based seasonings, so it doesn’t hurt to ask when you’re out to eat.
Potato Salad: use vegan mayo and tofu scramble in place of hardboiled eggs and you’ve got yourself some delicious plant-based potato salad!

https://www.tripadvisor.com/Restaurants-g1162480-zfz10697-Mahabalipuram_Kanchipuram_District_Tamil_Nadu.html
Sandy Bottom Cafe
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$$ - $$$, Cafe, Vegetarian Friendly, Vegan Options
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$$ - $$$, Indian, Italian, Cafe
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Golden Palate

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104 East Raja Street, Mamallapuram, Mahabalipuram, India

+91-4427442060

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Cuisine: Vegan-friendly, Lacto, Indian

A vegetarian restaurant in the Mamalla Heritage Hotel in Mahabalipuram. Staff is helpful and will assist in identifying the vegan suitable dishes.

Motel Mamalla

VegetarianVegetarian
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77, East Coast Rd, Mahabalipuram, India

+91-4427443560

Now Open: Mon-Sun 6:00am-11:00pm

Cuisine: Vegan-friendly, Lacto, Indian, Italian, Indo-Chinese

Vegetarian restaurant serving authentic South Indian dishes including vegan options. Has valet parking facilities available.

The Newcafe

Veg-optionsVeg-options

1 Review
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No. 25/2, Othavadai Street, Fisherman Colony, Mahabalipuram, India

+91-9080592166

Now Open: Mon-Sun 7:00am-12:00am

Cuisine: Lacto, Ovo, Indian, Western, Honey, Non-veg

Serves meat, vegan options available. Indian restaurant with some western options. Vegan choices are declared in the menu including juices, fruit salads, south Indian breakfast, dosa, uthappam, salads, pakoda, fries, masala potatoes, veg pasta or rice and veg pulau.

Note: For sorting by Highest Rated and on Best of the City listings we use the Wilson Score Interval rather than a straight average of listing ratings; for this reason a business with less stars may appear above one with more stars.

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https://www.businesswire.com/news/home/20180715005038/en/Parker-Aerospace-GKN-Aerospace-Sign-Technology-Development

NPD SOLUTIONS
Highly experienced product development
consulting and training
The Principles of Integrated Product Development

1. UNDERSTAND CUSTOMER NEEDS AND MANAGE REQUIREMENTS. Better customer relationships, frequent communication, and feedback systems lead to better understanding the customer’s/user’s needs. Customer involvement increases the probability of the product meeting those needs and being successful in the market. Methodologies such as Quality Function Deployment aid in defining customer needs and translating those needs into specific product, process and quality requirements. Once customer requirements are defined, track and tightly manage those requirements and minimize creeping elegance that will stretch out development.

2. PLAN AND MANAGE PRODUCT DEVELOPMENT. Integrate product development and R&D with the business strategy and business plans. Determine the impact of time-to-market on product development and consider time and quality as a source of competitive advantage. Develop a longer-term perspective on investments in R&D and process technology and factor into business strategies. Communicate these plans to development and R&D personnel. Undertake fewer development projects at any point in time to allow a greater focus of resources and shorten development time.

3. USE PRODUCT DEVELOPMENT TEAMS. Early involvement of marketing/ program management, manufacturing, material, test, quality, and product support personnel in product development provides a multi-functional perspective and facilitate the parallel design of product and process, reducing design iterations and production problems. Collocation improves communication and coordination among team members. Empowered, self-directed teams have greater ownership and are more committed to development objectives, improving the chance of a successful design on schedule and budget.

4. INTEGRATE PROCESS DESIGN. The design of manufacturing and product support processes must be integrated with the design of products in order to optimize the performance, availability and life cycle cost of the product. Understand existing and planned process capabilities and constraints. Develop and apply producibility and supportability guidelines and utilize formal tools such as design for manufacturability/assembly and maintainability analysis tools to improve product designs. Integrate design and business rule checking into automated design processes.

5. MANAGE COSTS FROM THE START. Develop a greater awareness of affordability and life cycle costs. Involve development team members in the plans and proposals for new products or programs to obtain their input and commitment. Establish target costs and manage to those targets. Use tools to project product and life cycle costs and consider these cost projections as part of decision-making to proactively manage costs. Manage non-recurring development costs by effective planning; incremental, low-risk development; and managing project scope.

6. INVOLVE SUPPLIERS AND SUBCONTRACTORS EARLY. Suppliers know their product technology, product application, and process constraints best. Utilize this expertise during product development and optimize product designs to the capabilities of the “virtual factory” which includes these suppliers. Reduce your supplier base to focus more attention on a long term relationship and incentivize early involvement. Maintain schedule stability and be open to improvement suggestions from suppliers to create better products at lower costs.

7. DEVELOP ROBUST DESIGNS. Quality engineering and reliability techniques such as Design of Experiments, FMECA, etc., provide an efficient way to understand the role and interaction of product and process parameters with a performance or quality characteristic leading to robust designs and enhanced reliability. Apply “lessons learned” to avoid repeating past mistakes and conduct formal design reviews to assure all design issues and risks have been appropriately addressed.

8. INTEGRATE CAE, CAD, CAM & CASE TOOLS. Integrated CAE/CAD tools working with a common digital product model facilitate capture, analysis, and refinement of product and process design data in a more timely manner. Integration of CAM tools facilitate process design/definition with fewer errors, greater accuracy, and a reduction in leadtime to production. CASE tools to support a standard development methodology and software re-useability with object-oriented design bring a similar level of productivity to software. A single repository of product data minimizes data handling, redundancy and errors as product data is used by various functions. Features-based solids modeling, electronic design frameworks and ultimately standards such as STEP and EDIF facilitate the downstream interpretation, analysis and use of this product data. These tools, when intelligently and cost effectively applied, can lead to a streamlined development process and project organization.

9. SIMULATE PRODUCT PERFORMANCE AND MANUFACTURING PROCESSES ELECTRONICALLY. Solids modeling with variation analysis and interference checking allows for electronic mock-ups. Analysis and simulation tools such as FEA, circuit simulation, thermal analysis, NC verification and software simulation can be used to develop and refine both product and process design inexpensively. These tools should be used early in the development process to develop a more mature design and to reduce the number of time-consuming design/build/test iterations for mock-ups and developmental prototypes.

10. CREATE AN EFFICIENT DEVELOPMENT APPROACH. Form compact product development teams with highly experienced and motivated members. Minimize the number of development teams and the coordination required with skillful architecture and a minimum of interfaces. Create a “skunk works” environment by minimizing bureaucracy, empowering product development teams, and providing technical productivity tools. Align policies, performance appraisal, and reward systems to support these development objectives and team-based approaches.

11. IMPROVE THE DESIGN PROCESS CONTINUOUSLY. Re-engineer the design process and eliminate non-value-added activities. Constantly question why things are done and how they could be done better. Make quality the basis for decisions. Continued integration of technical tools, design activities and formal methodologies will improve the design process. Use benchmarking as an objective basis for comparing the organization and its products to other companies and their products and identifying opportunities for improvement. Invest in training and develop personnel to improve productivity.

Related Links
Product Development forum
NPD Body Of Knowledge
Benchmarking Best Practices To Improve Product Development
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https://www.businesswire.com/news/home/20180715005038/en/Parker-Aerospace-GKN-Aerospace-Sign-Technology-Development

Parker Aerospace and GKN Aerospace Sign Technology Development Agreement for Integrated Engine Thermal Management Technologies
Parker macrolamination technology will support GKN Aerospace’s advanced static-structure development for next-generation aircraft engines

July 16, 2018 01:00 AM Eastern Daylight Time
FARNBOROUGH, England–(BUSINESS WIRE)–Parker Aerospace, a business group of Parker Hannifin Corporation, the global leader in motion and control technologies, today announces that its Gas Turbine Fuel Systems Division has entered into a technology development agreement with GKN Aerospace Sweden AB to develop integrated engine static-structure thermal management technologies.

Parker Aerospace and GKN Aerospace sign technology development agreement for integrated thermal management technologies in advanced static-structure development for next-generation aircraft engines
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Building on its thermal analysis and macrolamination manufacturing capabilities, Parker is collaborating with GKN Aerospace, as the leader in engine-structure design and manufacturing, to bring structurally integrated thermal management solutions to advanced engines. This technology improves heat rejection efficiency over traditional plate-fin designs while retaining structural load-bearing properties when integrated into the nacelle.

“Parker Aerospace is proud to bring its macrolamination pedigree from decades of fuel spray nozzle development, in collaboration with GKN Aerospace engine design and testing capabilities,” said Director of Business Development Shawn Isham from Parker’s Gas Turbine Fuel Systems Division. “Together, our companies will develop integrated structural thermal management solutions for current and future high by-pass turbine engines.”

“Structurally integrated thermal management solutions will be a key enabler for advanced engine architectures requiring more heat sink capability with limited weight impact,” said GKN Engine Systems Vice President of Business Development Alex Guruprasad. “The collaboration will create additional value to GKN’s engine product offering.”

The Parker Aerospace stand is in Hall 4, #4660, and the GKN Aerospace pavilion is at LEAP lane G1 at the Farnborough International Air Show, July 16-22, 2018.

About Parker Aerospace. Parker Aerospace is a global leader in the research, design, integration, manufacture, certification, and lifetime service of flight control, hydraulic, fuel and inerting, fluid conveyance, thermal management, lubrication, and pneumatic systems and components for aerospace and other high-technology markets. The company supports the world’s aircraft and aeroengine manufacturers, providing a century of experience and innovation for commercial and military aircraft.

About Parker Hannifin. Parker Hannifin is a Fortune 250 global leader in motion and control technologies. For 100 years the company has engineered the success of its customers in a wide range of diversified industrial and aerospace markets. Learn more at www.parker.com or @parkerhannifin.

About GKN Aerospace. GKN Aerospace is the world’s leading multi-technology tier 1 aerospace supplier. As a global company serving the world’s leading aircraft manufacturers, GKN Aerospace develops, builds and supplies an extensive range of advanced aerospace systems, components and technologies– for use in aircraft ranging from helicopters and business jets to the most used single aisle aircraft and the largest passenger planes in the world. Lightweight composites, additive manufacturing, innovative engine systems and smart transparencies help to reduce emissions and weight on the aircraft and enhance passenger comfort. GKN Aerospace is market leading in aerostructures, engine systems, transparencies and wiring systems and operates in 14 countries at 51 manufacturing locations employing approximately 17,000 people.

Contacts
Parker Aerospace
Brian King, +1 (714) 458-7416
brian.king@parker.com

PARKER AEROSPACE
NYSE:PH View stock quote and chart View SEC Filings

Headquarters: Cleveland, Ohio
Website: www.parker.com
CEO: Tom Williams
Employees: 59,000
Organization: PUB
Revenues: $12,711,744,000 (2015)
Net Income: $1,012,140,000 (2015)

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Parker Stratoflex’s 3D-printed fluid conveyance components can reduce part count by 50% or more - helping #Aircraft OEMs reduce weight and envelope to improve performance. Learn the details: https://prker.co/2W3N9Ov #ParisAirShow #PAS19 Additive Manufacturing Adds Value for Aerospace Fluid Conveyance Parker Aerospace is developing a line of fluid conveyance products that can be cost-effectively produced in lower quantities with additive manufacturing. Read how: blog.parker.com

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