Well as this plane appears to be built and flown in France, its electricity came from nuclear reactors. Not necessarily "green" energy but at least no CO2 was emitted producing it.
I don't believe there is any graphene in the dreamliner, lots of carbon fibre reinforced plastic though - the plastic part mostly being different epoxies
The laws af physics are still the same now as they were in the 70s, dramatic improvements over Concorde (which was developed in the 60s anyway) are highly unlikely even with current technology. Research on the subject has also not been particularly active in recent years.
1) A DC8 would be no better in turbulence than an A330. The regulations have not changed siginficantly in decades and no commercial aeroplane is allowed to fly (in the west) without fulfilling FAR / JAR 25. What has changed is a quantum leap in our capability to simulate the response of the structure to the applied loads and design the structure accordingly.
2) Stick shake when the plane is approaching stall has been included in any FBW aircraft for years. Artificial weighting to indicate the level of forces on the controls has been discussed but not used as far as I know. The inertia involved causes the response of the aircraft to be quite slow - the pilot therefore gives the aircraft a command with the stick and then returns the stick to its centred position while the aircraft performes the requested manoeuvre. Requiring the pilot to hold onto the stick fighting the artificial feedback the whole time would seem to be counterproductive.
It doesn't take as long to service one large aeroplane as two smaller ones. The critical path comprises the loading/unloading of passengers and of fuel (these can not legally be performed in parallel). With several gangways and an efficient refuelling system this can be performed more quickly for one large aircraft that only has to be linked up to the loading/unloading "mechanisms" once, than for two small ones that are processes one after the other.
It does indeed indeed have something to do with the difference in scale between the swallow and the aircraft. Put very simply, this is a result of the Square-cube law: as you scale something up, its surface area increases in proportion to the square of the scaling factor, wheras the volume increases in proportion to the cube of the factor. As the strength of the structure generally scales with the surface area and the inertial forces with the volume (mass) the loading increases faster than the strength leading to lower limits on maneuvers.
nope, "carbon fibre" in this case refers to carbon fibre reinforced plastic (CFRP), where "plastic" usually refers to some type of epoxy. The curing temperature is thus usually round about 150 degrees C. The carbon fibres themselves, however, can withstand temperatures of several thousand degrees (leading to the use of carbon fibre reinforced carbon in some high temperature applications).
Not quite correct - the Shannon theorem states that 44.1 KHz is the bare minimum required to sample a 22.05 KHz wave without aliasing; not that a 22.05 KHz wave will be sampled perfectly. This becomes obvious when you consider that when sampling at 44.1 KHz we are only sampling 2 points on each 22.05 KHz wave. Not sufficient to reproduce the wave perfectly, but enough to make sure that we do not misinterperet the wave as one of a lower frequency - aliasing. http://en.wikipedia.org/wiki/Aliasing
It is an increadibly persistent urban myth that this video shows a computer autonomously flying the A320. In fact, the plane was being flown by an airline pilot from one of the potential customers for the aircraft at the time of the crash. He was trying to repeat a stunt performed by the Airbus test pilots earlier (flying extremely slowly, at the stall limit). In normal use the fly by wire system of the aircraft would not allow you to fly that close to the stall limit.
The user experience already is just as inconsitent as it is for WMA, the files you purchase are locked down whereas the files you rip off your CDs are free.
Turbines are not as flexible as piston engines, their startup process is more complex and they cannot be throttled as easily. They prefer working in a relatively narrow rev band where they run at maximum efficiency. In other words, turbines are not very happy at giving relatively short bursts of power, typically required by a car in stop-start driving.
Japan does not use the F-18, it has a Japanese version of the F-15, called the F-15J/DJ. It also uses a locally manufactured fighter based on the the F-16, called the Mitsubishi F-2 (which includes a considerable amount of local technology). In addition, they also still use a derivative of the F-4 (F-4EJ).
Saying that Russian figher designs are not in the same league as US or European is simply incorrect, they are behind the US on stealth (as is Europe), but ahead in flight mechanics if anything (3D thrust vectoring, for example) and their avionics may be a little agricultural in comparison to the US or Europe but they remain highly effective. Russian radar technology, in particular, remains impressive, the Zaslon M in the Mig-31 has an Active Electronically Scanned Array, for example, which won't appear in the Eurofighter until Tranche 2 or possibly 3.
That the Israelis only rename US weapons is an oversimplification. They integrate a lot of their own electronics in US hardware (the F-16I, for example) and also develop their own missiles from scratch (the Rafael Python 5 is among the most advanced short range AAMs in the world). The Israeli Popeye missile has even been adopted by the US as the AGM-142.
That figure for transmission losses looks a little high, Wikipedia quotes losses of 7.2% in 1995 in the US and 7.4% in the UK in 1998. Whith efficient small fuel cells, distributed power generation might still be a good idea in the future (widespread blackouts, for one, would then be a thing of the past and 7% is still a considerable amount). The problem might then become the distribution of the hydrogen, however.
Using waste heat from air conditioners and such is an excellent way to increase overall energy efficiency, on a larger scale why not use waste heat from factories to supplement urban energy supplies?
Slashdot Mirror
Well as this plane appears to be built and flown in France, its electricity came from nuclear reactors. Not necessarily "green" energy but at least no CO2 was emitted producing it.
I don't believe there is any graphene in the dreamliner, lots of carbon fibre reinforced plastic though - the plastic part mostly being different epoxies
Actually lift also causes drag, so called induced drag; Wikipedia article here: http://en.wikipedia.org/wiki/Induced_drag
The laws af physics are still the same now as they were in the 70s, dramatic improvements over Concorde (which was developed in the 60s anyway) are highly unlikely even with current technology. Research on the subject has also not been particularly active in recent years.
Is that a African or a European missile?
And the aircraft that landed in the Hudson river was ... an Airbus A320. Guided there by its pilot via the fully functioning Fly By Wire system.
1) A DC8 would be no better in turbulence than an A330. The regulations have not changed siginficantly in decades and no commercial aeroplane is allowed to fly (in the west) without fulfilling FAR / JAR 25. What has changed is a quantum leap in our capability to simulate the response of the structure to the applied loads and design the structure accordingly. 2) Stick shake when the plane is approaching stall has been included in any FBW aircraft for years. Artificial weighting to indicate the level of forces on the controls has been discussed but not used as far as I know. The inertia involved causes the response of the aircraft to be quite slow - the pilot therefore gives the aircraft a command with the stick and then returns the stick to its centred position while the aircraft performes the requested manoeuvre. Requiring the pilot to hold onto the stick fighting the artificial feedback the whole time would seem to be counterproductive.
It doesn't take as long to service one large aeroplane as two smaller ones. The critical path comprises the loading/unloading of passengers and of fuel (these can not legally be performed in parallel). With several gangways and an efficient refuelling system this can be performed more quickly for one large aircraft that only has to be linked up to the loading/unloading "mechanisms" once, than for two small ones that are processes one after the other.
It does indeed indeed have something to do with the difference in scale between the swallow and the aircraft. Put very simply, this is a result of the Square-cube law: as you scale something up, its surface area increases in proportion to the square of the scaling factor, wheras the volume increases in proportion to the cube of the factor. As the strength of the structure generally scales with the surface area and the inertial forces with the volume (mass) the loading increases faster than the strength leading to lower limits on maneuvers.
nope, "carbon fibre" in this case refers to carbon fibre reinforced plastic (CFRP), where "plastic" usually refers to some type of epoxy. The curing temperature is thus usually round about 150 degrees C. The carbon fibres themselves, however, can withstand temperatures of several thousand degrees (leading to the use of carbon fibre reinforced carbon in some high temperature applications).
Try the -noapic and -nofb flags at boot. Worked for me on an AMD64 machine.
Not quite correct - the Shannon theorem states that 44.1 KHz is the bare minimum required to sample a 22.05 KHz wave without aliasing; not that a 22.05 KHz wave will be sampled perfectly. This becomes obvious when you consider that when sampling at 44.1 KHz we are only sampling 2 points on each 22.05 KHz wave. Not sufficient to reproduce the wave perfectly, but enough to make sure that we do not misinterperet the wave as one of a lower frequency - aliasing. http://en.wikipedia.org/wiki/Aliasing
It is an increadibly persistent urban myth that this video shows a computer autonomously flying the A320. In fact, the plane was being flown by an airline pilot from one of the potential customers for the aircraft at the time of the crash. He was trying to repeat a stunt performed by the Airbus test pilots earlier (flying extremely slowly, at the stall limit). In normal use the fly by wire system of the aircraft would not allow you to fly that close to the stall limit.
The user experience already is just as inconsitent as it is for WMA, the files you purchase are locked down whereas the files you rip off your CDs are free.
Turbines are not as flexible as piston engines, their startup process is more complex and they cannot be throttled as easily. They prefer working in a relatively narrow rev band where they run at maximum efficiency. In other words, turbines are not very happy at giving relatively short bursts of power, typically required by a car in stop-start driving.
Japan does not use the F-18, it has a Japanese version of the F-15, called the F-15J/DJ. It also uses a locally manufactured fighter based on the the F-16, called the Mitsubishi F-2 (which includes a considerable amount of local technology). In addition, they also still use a derivative of the F-4 (F-4EJ).
Saying that Russian figher designs are not in the same league as US or European is simply incorrect, they are behind the US on stealth (as is Europe), but ahead in flight mechanics if anything (3D thrust vectoring, for example) and their avionics may be a little agricultural in comparison to the US or Europe but they remain highly effective. Russian radar technology, in particular, remains impressive, the Zaslon M in the Mig-31 has an Active Electronically Scanned Array, for example, which won't appear in the Eurofighter until Tranche 2 or possibly 3.
That the Israelis only rename US weapons is an oversimplification. They integrate a lot of their own electronics in US hardware (the F-16I, for example) and also develop their own missiles from scratch (the Rafael Python 5 is among the most advanced short range AAMs in the world). The Israeli Popeye missile has even been adopted by the US as the AGM-142.
I shudder at the thought of the energy going to waste if every Windows user starts using sleep mode.
That figure for transmission losses looks a little high, Wikipedia quotes losses of 7.2% in 1995 in the US and 7.4% in the UK in 1998. Whith efficient small fuel cells, distributed power generation might still be a good idea in the future (widespread blackouts, for one, would then be a thing of the past and 7% is still a considerable amount). The problem might then become the distribution of the hydrogen, however.
Using waste heat from air conditioners and such is an excellent way to increase overall energy efficiency, on a larger scale why not use waste heat from factories to supplement urban energy supplies?