Aircraft Health Management Technology for jet engines represents a very important problem, since it develops a large impact on reducing the engine life cycle costs, improving the fuel efficiency, increasing the engines durability and life cycle. This technology is high-end and, in order to enable an improved level of performance that far exceeds the current one, propulsion systems must comply with terms of reducing harmful emissions, maximizing fuel efficiency and minimizing noise, while improving system’s affordability and safety. Aircraft Health Management Technology includes multiple goals of aircraft propulsion control, diagnostics problems, prognostics realized, and their proper integration in control systems. Modern control for Aircraft Health Management Technology is based on improved control techniques and therefore provides improved aircraft propulsion system performances. The study presented in this paper approaches a new concept, of attractive interest currently, that is the intelligent control; in this context, the Health Management of jet engines is crucial, being focused on engine controllers which are designed to match certain operability and performance constraints. Automated Engine Health Management has the capacity to significantly reduce the maintenance effort and propulsion systems’ logistical footprint. In order to prioritize and resolve problems in the field of support engineering there are required more detailed data on equipment reliability and failures detection and management; the equipment design, operations and maintenance procedures and tooling are also very important.
Based on a new physical-geometrical model for a possible evolution of early universe, the resulting thermodynamic aspects and consequences are studied. By considering an initial singularity, similar to BIG BANG, containing the total energy of the universe, the apparition of this energy from chaos is justified by using the uncertainty relation of Heisenberg. In this way, the violation of the energy conservation law - therefore of the first law of Thermodynamics - is justified. Then, by applying the second and the third laws, one shows that Big Bang (more correct name would be Big Flash) is entropy increasing as any natural process. The emerging energy expands as a spherical wave at the speed of light generating space and time. A structuring model of the primary wave is adopted by reason of geometrical simplicity and satisfying the conservation laws. From thermodynamic point of view, an adiabatic transformation leads to an exponent close to the evolution of a mono-atomic gas. The entropy variation confirms by comparison the ordering character of universe structuring
The problem of energy is one of the most important problems of the present and future. By consuming energy from various sources and for various purposes, one produces pollution: the human activity generates entropy. One question is: what happens at the Universe scale where large energy transformations are taking place? Is the entropy production leading to some kind of a pollution accumulated in known or unknown regions of the Universe? In the following, several possibilities to examine the problem of the energy changes at diverse scales in Universe are proposed.
This study presents the flight plan data related to aircraft performance and is tested against the aircraft performance database. The Significant Meteorological Information Reports - SIGMET will be generated by the system according to the selected turbulence areas by attaching different AIS data to an exercise that can change the simulation objectives. The exercise must be assigned to one or more courses to be able to attach meteorological data when viewing a data recording; changes can be made to the aircraft as in a normal exercise run, while the other instructions will be loaded from the recorded data file. A data recording is airspace dependent, changing the airspace can make the data recording fail during playback. Video Recording is only available for the RADAR Simulator. A video recording can be made at any time during a simulation session; a data recording can be selected only at the beginning of the simulation session and cannot be started during the simulation session; if the simulator is integrated with the Voice Communication System and the audio channels, then a sound recording window will automatically pop-up. For this study, an ideal case, for the configuration presentation we will assume that the 3D Tower Simulator is composed of 4 LCD/Projectors to create the out-of-the- window view, 180 degrees, 2 Pseudo-Pilots, and 1 Supervisor/FEEDER Position. The 4 image generators will be provided by SIM01, SIM02, SIM03, and SIM04. The Pseudo-Pilots positions will be provided by SIM05 and SIM06. The Supervisor/Feeder Position will be provided by SIM07. For the Tower Controller Working Positions, we will provide the following information displays: DE – Flight Data Equipment/Clearance Delivery, MET – Meteorological Information, LCP –Lights Control Panel, and a RADAR Image. Station SIM08 will be used. Stations SIM01, SIM02, SIM03, and SIM04 are equipped with one large LCD Display or a Projector; Stations SIM05 and SIM07 are equipped with 2 monitors, one for the RADAR Image and the other one for the bird-eye view over the airport; Station SIM06 is equipped with one monitor for the bird-eye view over the airport; Station SIM08 is equipped with 4 monitors providing all necessary information for the Tower Controller Working Positions. SIM07, as presented above, is the FEEDER/SUPERVISOR for the RADAR Simulator, the approach sector is “TMA” and the application will be started on the second monitor, the first monitor is used for the 3D Tower Simulator. SIM07 is also FEEDER/SUPERVIZOR for the 3D Tower Simulator, the station function will be “3DTWR” and the sector will be the previously created 3D Tower configuration, “TOWER”. On SIM08 will add a RADAR Image for the Tower Controller Working Positions, sector is “TMA”, the application will be started on monitor 4, and the station function is “TWR”. Usually, for an aircraft departing from an airport inside an approach sector, the first owner will be the tower until passing the maximum flight level/ altitude for the tower, the second owner will be the approach sector and the third owner will be the en-route sector. In this case, the tower sector has power over the approach sector, and the en-route sector, the approach sector has power over the en-route sector. The outside FIR sectors will be used in the determination of the next en-route sector, for coordination purposes. If the VFR points do not appear on the RADAR Map after the “DRAW” button has been pushed, use the “MAP MENU” – “VFR” button. The aircraft performance database is not airspace structure dependent. When a new airspace structure is created the aircraft performance database will remain unchanged.
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