Cryogenic Rocket Engine
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Sns College of Technology
SNS COLLEGE OF TECHNOLOGY (An Autonomous Institution) DEPARTMENT OF AERONAUTICAL ENGINEERING Subject Code & Name: 16AE409 ROCKETS AND MISSILES Date: 16.08.19 DAY: 01 UNIT: 4: STAGING OF ROCKETS AND MISSILES TOPIC: 1: TWO MARK QUESTION & ANSWER 1. Define multistage rocket. A multistage (or) multistep rocket is a series of individual vehicles or stages each with its own structure, tanks and engines. The stages are so connected that each operates in turn accelerating the remaining stages and the payload before being detached from them. 2. Nomenclature of the multistage rocket. 3. Write the different types of stage separation techniques. 1. By helical compression springs 2. By short duration solid propellant rockets. 4. Separation of stages with in the atmosphere The burnout of the first stage generally occurs within the upper region of the atmosphere i) Firing in the hole technique ii) Ullage rocket techniques. 5. Advantages of Multistage rocket design. Higher payload Enough to accelerate the initial mass Long-range Easy thrust programming K.NEHRU, M.Tech.,(Ph.D) Assistant Professor 16AE409 ROCKETS AND MISSILES 6. Write the expression for sub rocket 1 and (i+1). Sub rocket 1 = Complete rocket Sub rocket (i+1) = sub rocketi - stagei 7. Write the expression for payload of sub rocket 1 and N. Payload sub rocket i = Sub rocket (i+1) Payload sub rocket N = Actual payload 8. Sketch the thrust to time variation graph of stage separation techniques. i) Firing in the hole technique i) Ullage rocket techniques. 9. Drawbacks of firing in the hole techniques. K.NEHRU, M.Tech.,(Ph.D) Assistant Professor 16AE409 ROCKETS AND MISSILES 1. -
Semi Cryogenic Technology for Gaganyaan: RSTV – in Depth
Semi Cryogenic Technology for Gaganyaan: RSTV – In Depth Anchor: Teena Jha Context: India's strategic partner Russia has offered its Semi Cryogenic engine technology and critical components for the Gaganyaan project. Gaganyaan: In 2018, India’s first manned space mission was announced by Prime Minister Narendra Modi in his Independence Day speech. Gaganyaan will be the Indian crewed orbital spacecraft intended to be the basis of Indian Human Space Flight Program. With Gaganyaan, India will become only the 4th country after Russia, the USA and China to send humans to space. It will be ISRO’s next big project after the anticipated soft landing of Chandrayaan 2 on the lunar The target is to launch it before the 75 year celebration of India’s independence. Before the manned mission scheduled for December 2021, two unmanned tests will be carried out in December 2020 and July 2021. ISRO’s indigenous mission will be assisted by few other countries in selecting and training astronauts. According to ISRO, a budget of Rs 10,000 Cr. has been set aside for putting the infrastructure in place. It is described as a national mission than an ISRO mission. The Spacecraft: The spacecraft will take 3 Indian astronauts, who will be known as ‘vyomnauts’ (in Sanskrit ‘vyom’ means space. It will circle the earth for 7 days from a distance of 300-400 km. It will be launched by India’s biggest rocket GSLV Mk 3 from Sriharikotta. The 7 ton spacecraft will orbit the earth at an altitude of 400km for up to 7 days. -
IGC Plenary 2005
Agenda of the Annual Meeting of the FAI Gliding Commission To be held in Lausanne, Switzerland on 5th and 6th March 2010 Agenda for the IGC Plenary 2010 Day 1, Friday 5th March 2010 Session: Opening and Reports (Friday 09.15 – 10.45) 1. Opening (Bob Henderson) 1.1 Roll Call (Stéphane Desprez/Peter Eriksen) 1.2 Administrative matters (Peter Eriksen) 1.3 Declaration of Conflicts of Interest 2. Minutes of previous meeting, Lausanne, 6th-7th March 2009 (Peter Eriksen) 3. IGC President’s report (Bob Henderson) 4. FAI Matters (Mr.Stéphane Desprez) 4.1 Update by the Secretary General 5. Finance (Dick Bradley) 5.1 2009 Financial report 5.2 Financial statement and budget 6. Reports not requiring voting 6.1 OSTIV report (Loek Boermans) Please note that reports under Agenda items 6.2, 6.3 and 6.4 are made available on the IGC web-site, and will not necessarily be presented. The Committees and Specialists will be available for questions. 6.2 Standing Committees 6.2.1 Communications and PR Report (Bob Henderson) 6.2.2 Championship Management Committee Report (Eric Mozer) 6.2.3 Sporting Code Committee Report (Ross Macintyre) 6.2.4 Air Traffic, Navigation, Display Systems (ANDS) Report (Bernald Smith) 6.2.5 GNSS Flight Recorder Approval Committee (GFAC) Report (Ian Strachan) 6.2.6 FAI Commission on Airspace and Navigation Systems (CANS) Report (Ian Strachan) Session: Reports from Specialists and Competitions (Friday 11.15 – 12.45) 6.3 Working Groups 6.3.1 Country Development Report (Alexander Georgas) 6.3.2 Grand Prix Action Plan (Bob Henderson) 6.3.3 History Committee (Tor Johannessen) 6.3.4 Scoring Working Group (Visa-Matti Leinikki) 6.4 IGC Specialists 6.4.1 CASI Report (Air Sports Commissions) (Tor Johannessen) 6.4.2 EGU/EASA Report (Patrick Pauwels) 6.4.3 Environmental Commission Report (Bernald Smith) 6.4.4 Membership (John Roake) 6.4.5 On-Line Contest Report (Axel Reich) 6.4.6 Simulated Gliding Report (Roland Stuck) 6.4.7 Trophy Management Report (Marina Vigorita) 6.4.8 Web Management Report (Peter Ryder) 7. -
Easy Access Rules for Standardised European Rules of the Air (SERA)
Easy Access Rules for Standardised European Rules of the Air (SERA) EASA eRules: aviation rules for the 21st century Rules and regulations are the core of the European Union civil aviation system. The aim of the EASA eRules project is to make them accessible in an efficient and reliable way to stakeholders. EASA eRules will be a comprehensive, single system for the drafting, sharing and storing of rules. It will be the single source for all aviation safety rules applicable to European airspace users. It will offer easy (online) access to all rules and regulations as well as new and innovative applications such as rulemaking process automation, stakeholder consultation, cross-referencing, and comparison with ICAO and third countries’ standards. To achieve these ambitious objectives, the EASA eRules project is structured in ten modules to cover all aviation rules and innovative functionalities. The EASA eRules system is developed and implemented in close cooperation with Member States and aviation industry to ensure that all its capabilities are relevant and effective. Published December 20201 1 The published date represents the date when the consolidated version of the document was generated. Powered by EASA eRules Page 2 of 213| Dec 2020 Easy Access Rules for Standardised European Rules Disclaimer of the Air (SERA) DISCLAIMER This version is issued by the European Aviation Safety Agency (EASA) in order to provide its stakeholders with an updated and easy-to-read publication. It has been prepared by putting together the officially published regulations with the related acceptable means of compliance and guidance material (including the amendments) adopted so far. -
Unmanned Aircraft Systems (UAS) Tool Kit
Unmanned Aircraft Systems (UAS) Tool Kit PREPARED BY HOGAN LOVELLS US LLP and 4C FOR THE AMERICAN FUEL & PETROCHEMICAL MANUFACTURERS TABLE OF CONTENTS Page I. INTRODUCTION ............................................................................................................. 1 II. UAS LEGAL FRAMEWORK ........................................................................................... 2 Hobbyist Use ....................................................................................................... 2 Public Use............................................................................................................ 3 Commercial / Civil Use ......................................................................................... 4 III. UAS REGISTRATION AND MARKING REQUIREMENTS ............................................. 4 IV. FAA SMALL UAS RULE (PART 107) ............................................................................. 5 Part 107 Pilot Certification Requirements ............................................................. 6 General Operating Requirements Under Part 107 ................................................ 8 UAS Requirements .............................................................................................. 9 Effect of Part 107 on Section 333 Exemptions ..................................................... 9 V. PART 107 WAIVERS & AUTHORIZATIONS ................................................................ 10 Relevant Waivers for Refiners and Petrochemical Manufacturers ..................... -
Flight Operations Pilot and Instructor Techniques For
1 FLIGHT OPERATIONS PILOT AND INSTRUCTOR TECHNIQUES FOR OPERATIONS AND FLIGHT MANEUVERS May 9, 2017 Revision 1, July 25, 2017 Revision 2, September 28, 2018 Revision 3, September 25, 2020 2 REVISIONS Revision 1, 07/25/2017 Added Appendix 3, G1000 guide for designated pilot examiners and certified flight instructors. Revision 2, 09/28/2018 P. 25, Technique 17. Third paragraph, entitled Short field takeoff, last sentence, replace “172RG (flaps up, 63 KIAS climb)” with “Arrow.” P. 25, Technique 17. Fourth paragraph, entitled ForeFlight, delete references to IFR and delete “Exceptions.” P. 25, Technique 17. Under Instrument course stage checks, first sentence, delete “ADF and/or.” In the same section, pp.25-26, delete sentence that runs “Also, NDB holding...Instrument stage checks.” Additionally, delete “vacuum failure.” P. 35, Technique 28. First sentence, replace “172RG” with “Arrow.” P. 35, Technique 28. In paragraph ‘1’, Delete the sentence that runs “As soon as...for Vne.” P. 35, Technique 28. Delete paragraph ‘2’ and replace with the following: 2. Arrow: Begin the maneuver at 3,000’ AGL minimum at less than 129 KIAS (Vle.) Smoothly select idle power, landing gear down, bank 45 degrees, and pitch down 5 to 10 degrees nose-low, to achieve - 2,000’ per minute VSI. Do not exceed Vle. The instructor should assign a level-off altitude. The trainee is to lead the level-off and hit it within +/- 100’. Reduce speed to less than 107 KIAS prior to gear retraction. Begin recovery so as to be back in level flight by 1,500’ AGL. In turbulence, do not exceed Va, and accept whatever VSI results from that speed. -
Collaborative En Route Airspace Management Considering Stochastic Demand, Capacity, and Weather Conditions
Collaborative En Route Airspace Management Considering Stochastic Demand, Capacity, and Weather Conditions by Jeffrey M. Henderson A dissertation presented to the Faculty of Virginia Polytechnic Institute and State University in partial fulfillment of the requirements for the degree of Doctor of Philosophy in Civil Engineering Dr. Antonio Trani, Chair Dr. Hojong Baik Dr. Hesham Rakha Dr. Gerardo Flintsch Dr. C. Patrick Koelling March 26, 2008 Blacksburg, Virginia Keywords: Airspace, Thunderstorms, Equity, Air Traffic Control, Simulation Copyright 2008, Jeffrey M. Henderson Collaborative En Route Airspace Management Considering Stochastic Demand, Capacity, and Weather Conditions Jeffrey M. Henderson ABSTRACT The busiest regions of airspace in the U.S. are congested during much of the day from traffic volume, weather, and other airspace restrictions. The projected growth in demand for airspace is expected to worsen this congestion while reducing system efficiency and safety. This dissertation focuses on providing methods to analyze en route airspace congestion during severe convective weather (i.e. thunderstorms) in an effort to provide more efficient aircraft routes in terms of: en route travel time, air traffic controller workload, aircraft collision potential, and equity between airlines and other airspace users. The en route airspace is generally that airspace that aircraft use between the top of climb and top of descent. Existing en route airspace flight planning models have several important limitations. These models do not appropriately consider the uncertainty in airspace demand associated with departure time prediction and en route travel time. Also, airspace capacity is typically assumed to be a static value with no adjustments for weather or other dynamic conditions that impact the air traffic controller. -
GSLV Mk. II Launch Vehicle
Launch Vehicle Library Compiled by Patrick Blau GSLV Mk. II Launch Vehicle The Geosynchronous Satellite Launch Vehicle, better known by its abbreviation GSLV, is an Indian expendable launch system that was developed and is operated by the Indian Space Research Organization. The GSLV project was initiated back in the 1990s when India determined that it needed its own launch capability for Geosynchronous Satellites to become independent from other launch providers. At the time, India was relying on Russian/Soviet launch vehicles for heavy satellite launches. With the emergence of commercial launch providers, such as Arianespace, India shifted its GSO Satellites to those while GSLV was being developed. The launch system uses a large number of heritage components already employed on the Polar Satellite Launch Vehicle that first flew in 1993. The three-stage GSLV has an improved performance over four-stage PSLV with the addition of strap-on liquid-fueled boosters and a cryogenic upper stage. GSLV uses a combination of solid fueled, liquid-fueled and cryogenic stages. The vehicle weighs 414,000 Kilograms at liftoff standing 49 meters tall with a core diameter of 2.8 meters. The first stage is the S139 solid-fueled stage that is also used on PSLV. Around the core, four strap-on liquid-fueled boosters are mounted each featuring a Vikas engine using storable propellants. The second stage is also a storable propellant stage using a single modified Vikas engine while the third stage is a cryogenic stage using liquid Oxygen and liquid Hydrogen that is consumed by an ICE engine. The vehicle can deploy payloads of up to 2,500 Kilograms to a Geosynchronous Transfer Orbit, Low Earth Orbit Capability is 5,000kg. -
Pilot's Guide
250 real 7/14/98 9:31 AM Page i OWNER’S MANUAL & REFERENCE ACTV STBY GNC 250 CLR ENT CRSR SQ NRST RTE WPT NAV MSG GNC 250TM Pilot’s Guide ® 250 real 7/14/98 9:31 AM Page ii 250 real 7/14/98 9:31 AM Page i INTRODUCTION Foreword Software Version 2.06 or above © 1995 GARMIN International 9875 Widmer Road, Lenexa, KS 66215, USA Romsey House, Station Approach Romsey, Hampshire, UK S051 8DU GARMIN™, GNC 250™, Spell’N’Find™, AutoLocate™, MultiTrac8™, GPSCOM™ All rights reserved. No part of this manual may be reproduced or transmitted in any and AutoStore™ are trademarks of GARMIN form or by any means, electronic or mechanical, including photocopying and record- and may only be used with permission. ing, for any purpose without the express written permission of GARMIN. NavData® is a registered trademark of Jeppesen Sanderson, Inc. Information in this document is subject to change without notice. GARMIN reserves All rights reserved. the right to change or improve their products and to make changes in the content of this material without obligation to notify any person or organization of such changes or improvements. October 1995 190-00067-50 Rev. A Printed in USA i 250 real 7/14/98 9:31 AM Page ii INTRODUCTION Cautions CAUTION The Global Positioning System is operated by the United States government, which is solely responsible for its accuracy and maintenance. The system is subject to changes which could affect the accuracy and performance of all GPS equipment. Although the GARMIN GNC 250 is a precision electronic NAVigation AID (NAVAID), any NAVAID can be misused or misinterpreted and therefore become unsafe. -
Real-Time Monitoring and Prediction of Airspace Safety
NASA/TM–2015–218928 Real-Time Monitoring and Prediction of Airspace Safety Indranil Roychoudhury SGT, Inc., NASA Ames Research Center, Moffett Field, CA Lilly Spirkovska NASA Ames Research Center, Moffett Field, CA Matthew Daigle NASA Ames Research Center, Moffett Field, CA Edward Balaban NASA Ames Research Center, Moffett Field, CA Shankar Sankararaman SGT, Inc., NASA Ames Research Center, Moffett Field, CA Chetan Kulkarni SGT, Inc., NASA Ames Research Center, Moffett Field, CA Scott Poll NASA Ames Research Center, Moffett Field, CA Kai Goebel NASA Ames Research Center, Moffett Field, CA December 2015 NASA STI Program . in Profile Since its founding, NASA has been dedicated to • CONFERENCE PUBLICATION. the advancement of aeronautics and space Collected papers from scientific and technical science. The NASA Scientifi c and Technical conferences, symposia, seminars, or other Information (STI) Program plays a key part in meetings sponsored or co-sponsored by helping NASA maintain this important role. NASA. The NASA STI Program operates under the • SPECIAL PUBLICATION. Scientific, auspices of the Agency Chief Information Offi technical, or historical information from cer. It collects, organizes, provides for archiving, NASA programs, projects, and missions, often and disseminates NASA’s STI. The NASA STI concerned with subjects having substantial Program provides access to the NASA Technical public interest. Report Server—Registered (NTRS Reg) and NASA Technical Report Server— Public (NTRS) • TECHNICAL TRANSLATION. English- thus providing one of the largest collections of language translations of foreign scientific and aeronautical and space science STI in the world. technical material pertinent to NASA’s Results are published in both non-NASA mission. -
The Annual Compendium of Commercial Space Transportation: 2017
Federal Aviation Administration The Annual Compendium of Commercial Space Transportation: 2017 January 2017 Annual Compendium of Commercial Space Transportation: 2017 i Contents About the FAA Office of Commercial Space Transportation The Federal Aviation Administration’s Office of Commercial Space Transportation (FAA AST) licenses and regulates U.S. commercial space launch and reentry activity, as well as the operation of non-federal launch and reentry sites, as authorized by Executive Order 12465 and Title 51 United States Code, Subtitle V, Chapter 509 (formerly the Commercial Space Launch Act). FAA AST’s mission is to ensure public health and safety and the safety of property while protecting the national security and foreign policy interests of the United States during commercial launch and reentry operations. In addition, FAA AST is directed to encourage, facilitate, and promote commercial space launches and reentries. Additional information concerning commercial space transportation can be found on FAA AST’s website: http://www.faa.gov/go/ast Cover art: Phil Smith, The Tauri Group (2017) Publication produced for FAA AST by The Tauri Group under contract. NOTICE Use of trade names or names of manufacturers in this document does not constitute an official endorsement of such products or manufacturers, either expressed or implied, by the Federal Aviation Administration. ii Annual Compendium of Commercial Space Transportation: 2017 GENERAL CONTENTS Executive Summary 1 Introduction 5 Launch Vehicles 9 Launch and Reentry Sites 21 Payloads 35 2016 Launch Events 39 2017 Annual Commercial Space Transportation Forecast 45 Space Transportation Law and Policy 83 Appendices 89 Orbital Launch Vehicle Fact Sheets 100 iii Contents DETAILED CONTENTS EXECUTIVE SUMMARY . -
Review of Research
Review of ReseaRch REGULATORY CHALLENGES WITH CIVIL DRONES IN INDIA Mohd Owais Farooqui Assistant Professor of Law, School of Law, HILSR, Jamia issN: 2249-894X Hamdard University, New Delhi (India) impact factoR : 5.7631(Uif) UGc appRoved JoURNal No. 48514 ABSTRACT: volUme - 8 | issUe - 8 | may - 2019 “Drones technically called as Unmanned Aircraft System( hereafter referred as ‘UAS') are a military technology now being developed for civilian and commercial use across the globe. Drone technology has grown exponentially and the law has to contend its growth. We have reached technological breakthroughs in the form of unmanned aviation as they have reached their fullest potential and ready to be implemented for civilian applications like surveillance, nuclear-biological- chemical (NBC) sensing/tracking, traffic monitoring, flood mapping, crime investigation, police, motion picture, news and media support, cargo transportation, monitoring of sensitive sites (like Fukushima nuclear catastrophe), forests fire monitoring, etc. The manned aircraft which are globally in-use may be replaced with the unmanned aircraft due to its eco-friendly nature based on less CO2 emissions, less noise pollution etc. It has been predicted by Association of Unmanned Vehicle Systems International (AUVSI) that the global market for civilian unmanned aircraft stood at US$11.3bn in 2013 and has the potential to grow to over US$140bn in the next ten years. It further stated that 80 percent of the commercial market for drones eventually will be for agricultural uses. Thus, the emerging civil drone sector across the globe has a wide application and will have a significant impact on jobs, the economy, how business is carried out and the aviation industry.