So far in this 31 part series that is 31 Days of Servers (VMs) in the Cloud we have learned much about what is Windows Azure is and what it can do.  But, how much does it cost?  In this edition of the series we will answer that question and more. Hopefully, as an IT Professional, you have some idea of what kind of resources your server or website might need.  If you are not sure, I recommend you start small and work your way up as needed. Both servers with the storage and bandwidth based on pay-as-you go pricing would cost me approximately 193.10 per month. Effective for billing periods beginning on or after February 1, 2013, the prices noted on this page will increase by 5%. Core Technology Partners 's Public Cloud offering provides your business a slice of our Sydney based hosting infrastructure to provide rapid scale up and down, pooling of server resources and a broad range of network connectivity options. Core Technology Partners has adopted a new approach to extend the functionality of any IT environment to provide more centralised and flexible infrastructure, by migrating applications to our public cloud you can provide a robust and dynamic platform for your users by expanding into an enterprise built and managed system hosted within a trusted Australian data center.
Pay for resources monthly to avoid large capital hardware expenditure, while reducing the need for self-hosting and costly internal management of infrastructure within your premises. Core Technology Partners uses the latest technologies, experienced technicians, and expert management practices to achieve functional, dependable, valuable and tailored solutions to our clients.
Gain access to the Core Technology Partners Public Cloud dashboard for self-provisioning of virtual machines and vApps.
Core Technology Partners provide advice, design architecture, procurement and implementation services for technology solutions that will automate your core business processes and reduce the total of cost of managing your IT and communications infrastructure. Our engagement methodology is based upon proven best practise assessments and discovery audits designed to offer impartial and informed business strategies.
Our truly vendor agnostic approach, combined with an extremely strong knowledge of, and working relationships with all Tier 1 vendors, allows CTP to focus on the right solution and outcome for your business and not promote a particular Vendor or technology.
The accumulated skills and hands on experience of our accredited consultants, solution architects, engineers and support specialists allow us to manage your entire IT infrastructure or act as an extension of your internal IT team. Our staff members are innovative, agile and have the business acumen and industry knowledge to recommend and implement technology solutions that will transform your business processes and deliver the maximum return on your investment. We continuously invest in systems, processes and go-to-market strategies that will help deliver true competitive advantage to your business. Please register to receive technology updates, market trends, event info and exclusive offers. In the coming decade, out-of-autoclave technologies will increase composites penetration into primary flight structures. Over the past four decades, the use of composite materials in aerospace programs has undergone a remarkable transition. Autoclave-cured composites first found use mainly on military fighter jets and small private aircraft during the 1960s and 1970s and were accepted immediately as the standard because their quality was clearly superior to other forms of composites manufacturing at that time. Fast-forward to 2013 and we find that more than 21.3 million lb (9,662 metric tonnes) of finished composite structures were delivered to, or manufactured for, the aerospace industry, representing a value in excess of $9 billion (excluding engineering, prototype, assembly integration, or other value-added services). Another facet of the context is the global demand for all aircraft and related aerospace systems. In the single-aisle commercial transport class (130 to 210 passengers), continuous improvements in design methodology and new-generation aluminum-lithium alloys have enabled aeromanufacturers to produce a fuselage that is about 3 to 5 percent lighter than a comparable composite fuselage.
Using the same materials and processes employed on the new generation of transport aircraft, such notional replacements might have airframes that are as much as 35 percent composites by weight, but fuselages would most likely be constructed of third-generation aluminum-lithium alloys. Based on the experience of recent Boeing and Airbus aircraft development programs, managing the production upswing for composites-intensive aircraft is not easy when a program’s rate production ranges from 80 to 120 aircraft per year. There are, however, opportunities for cost reduction in the manufacture of carbon fiber-reinforced plastic (CFRP) and other composites. Although automated laminate fabrication and placement equipment is helping to improve fabrication speeds, this equipment is expensive and is often best suited for very large pieces, due to the economics.
If composites are to continue to displace traditional metals, then, aerocomposites manufacturers must face these realities. To a considerable degree, the fiber volume and porosity of many OOA processes and materials have been limiting factors.
Not surprising, then, is the fact that, until the recent ramp in production related to the Boeing 787 and Airbus A350 XWB commercial twin-aisle aircraft, small general aviation or privately owned aircraft were the largest aerospace users of OOA materials and processes.
Over the coming decade, the potential for OOA technologies to produce large, unitized composite primary structures could be more fully realized or, at least, better understood.
At the same time, there is also the potential to double processing speeds, cut energy consumption in half and reduce facilities and equipment costs by more than 60 percent.
Although the technology strategies for the announced new airliners seem fairly well set over the next few years, there is still territory in which OOA expertise could be applied.

OOA composites also are being considered for midlife replacement parts and upgrades on a few military (transport, fighter and helicopter) programs. Further, NASA is developing prepreg-based OOA methods with an eye on its next-generation heavy launch vehicles. Given the current levels of development and production of OOA advanced composites, it seems likely that continued development will provide some compelling arguments for greater aerospace market penetration. DISCLAIMER: "Autodesk, AutoCAD, Revit, Navisworks, Ecotect, QTO, DWG, 3ds Max, are registered trademarks or trademarks of Autodesk, Inc. One great feature of the cloud is you can scale up very easily.  However, what you chose in the “Size” field when you create the machine is one of the main things that drives the price of a machine. 3: Estimated 2013-2022 market for aerospace composite structures (flyaway weight of 308 million lb). There are many stories that describe this change but none is more significant, in terms of potential, than the advent and evolving growth of aerocomposites made without the use of an autoclave. Initial applications of fiber-reinforced composites, however, were confined to small fairings and noncritical flight structures. 4 and the figures that follow, we see what portion of total aerocomposites demand will be accounted for by OOA composites. 4, shows that the anticipated use of aerospace composites, generally, is expected to grow at an average annual rate of about 7 percent between 2014 and 2022 — only slightly more than forecasted aircraft unit deliveries. Aluminum-lithium alloys also offer modest cost savings compared to current carbon fiber-reinforced polymer (CFRP) design concepts. Replacements for either the A320 or B737 family would need to be produced in volumes in excess of 400 aircraft per year, and could require about 10 million lb (4,536 metric tonnes) of composites per year. A big factor is the required investment in new facilities, autoclaves, automated production equipment and other capital equipment. Although these include making small gains in raw material costs, the cost breakdowns in Fig. Tooling, production jigs and related equipment, however, also account for about one-third of typical manufacturing costs — much of which is required to meet the environmental conditions of the autoclave. But in doing so, they must also maintain or improve upon the performance properties typically achieved in prepreg-based, autoclave-cured parts. For primary airframe components of commercial transports and military aircraft, most manufacturer specifications target less than 1 percent void content and fiber volume fractions of 65 percent or greater. Prior to the Great Recession in 2008, general aviation manufacturers are estimated to have produced roughly three-quarters of all of their composite structures using OOA processes and accounted for about 57 percent of the total demand for OOA composite aerostructures.
Integral bonding of components will simplify assembly and further reduce the need for costly and heavy fasteners. Moreover, OOA methods, such as the Quickstep process (Quickstep Technologies, Bankstown Airport, New South Wales, Australia) and double vacuum bag curing of prepregs, have demonstrated the ability to achieve the <1 percent void content desired for primary structures. Technical upgrades to replacement jet engines on existing aircraft are likely, to help improve fuel efficiency and reduce noise. In the business jet market there is, perhaps, room for six credible new aircraft products to enter the market over the next decade.
If the airframes of potential successors to the Airbus A320 and Boeing 737 families are to incoporate more than 30 to 40 percent composites by weight, OOA seems almost necessary. When you no longer need the server, download it and remove it so you can cut that cost too. Out-of-autoclave (OOA) composites manufacturing actually encompasses, as we’ll note, several combinations of methods and materials. Many of the 452,000 delivered systems during the period 2013 to 2022 (see Fig 2) are attributable to large numbers of relatively small, unmanned aircraft systems (UAS) and missile systems.
3), the dominant submarkets will continue to be fixed-wing aircraft and related jet engines, which represent about 90 percent of the forecasted composite aerostructures demand.
But opportunities for more widespread composites adoption are already in the works and include Boeing’s 777X, Commercial Aircraft Corp. Notably, OOA will remain relatively small compared to the total, and we also note a dip in total demand near the end of the forecast period.
With entry-into-service estimated around 2026, replacements for both the A320 and B737 could roughly double the commercial transport sector’s annual demand for CFRP by 2032. The cost for these items in support of production of large empennage, wing and secondary structures for a single program (let alone two or three) to replace planes in the A320 and B737 families would be several billion dollars. 5 show that quality inspection and control currently account for about one-third of the total cost of producing aerocomposites and are a process bottleneck for many large parts.

Fortunately, OOA technologies have evolved over the past 25 years, and there is ample evidence that they could play a more significant role in the growth of composite aerostructures manufacturing. Each of these technologies is now an established production method for aerospace structures. But if we consider the increasing use of OOA composites in secondary and flight-control components alone for previously noted commercial transport programs, then commercial aircraft and related engines will account for about 55 percent of OOA composite production in 2022 (see Fig. In fact, process analyses by some OOA manufacturers indicate that they are able to reduce component manufacturing costs between 25 percent and 60 percent compared to traditional autoclave methods. Each could take advantage of OOA techniques, buoyed by general aviation experience and improved materials and processing techniques. What’s more, Airbus and Boeing will be able to do nearly 10 years of materials and process development before final decisions have to be made. Although these methods account for a relatively small part of the total aerocomposites output today, they show much promise for the future.
In the 1980s, the use of carbon fiber, glass fiber and aramid fiber composites became common in the production of aircraft control surfaces and large fairings, as well as containment and thermal components for rockets, missiles and satellites. Further, about 75 percent of forecasted composite aerostructures demand is associated with commercial and regional jets (not including interiors) and associated jet engines. Fortunately, high-speed CO2 laser equipment and other nondestructive inspection technologies should reduce these costs, improve inspection resolution and substantially trim processing time over the next 10 years — and could cut quality assurance costs in half. With the exception of those who employ RTM, current users of OOA processes and materials have struggled to meet the thresholds for acceptable secondary structures performance. Already, a number of tests have demonstrated the potential of dry fiber placement and high-temperature resin infusion for components such as nacelle shrouds.
It is expected to be the most powerful launch vehicle ever built, capable of lifting, eventually, 286,600 lb (130 metric tonnes) of cargo or manned spacecraft into low Earth orbit. That makes it conceivable that successors to legacy aircraft could adopt an all-composite wing and fuselage.
At this level, OOA-processed structures might represent more than 40 percent of production totals, compared to today’s 14 percent share.
Historical data, attributed to the once active Suppliers of Advanced Composite Materials Assn.
Although none of these aircraft are expected to adopt a carbon fiber fuselage, CFRP is expected to be the primary structural material in wing and empennage — largely replacing aluminum in these portions of the aircraft.
3-D woven preforms for infusion molding could provide solutions for stringers and other components. Further, accessing the single-aisle fuselage means the difference between the overall composites aerostructures market growing at an average annual rate of about 5 percent vs.10 percent by the middle of the coming decade.
To understand the market for OOA aerocomposites, then, we first have to contextualize these materials and processes by looking at the entire aerospace composites market. This is expected to drive the overall contribution of composite aerostructures for these new models as high as 30 to 40 percent of airframe weight, compared to 14 to 27 percent in current models.
This reality provides justification for increased development of OOA processes and materials. This MS-21 infusion-molded wing is also expected to provide the basis for the next-generation Sukhoi Super Jet variant, which will compete in much the same market space as the Bombardier CSeries. Multiaxial compression molding could provide spinners and other complex shaped devices as a lower-cost alternative to RTM. Hypothetically, that aircraft could require close to 40,000 lb (18,150 kg) of CFRP composites. Nearly a decade later, production volumes doubled — thanks in large part to successive technical developments in materials and manufacturing as well as automated-cutting and material-deposition machines. These aircraft will help to drive the continued growth in demand for composites near the end of the forecast period, but will certainly not have the same impact as the Airbus A350 and Boeing 787. Given the component size and low production volumes, OOA processes are seen as key to keeping tooling and manufacturing costs down. As a result, demand for composite aerostructures is expected to plateau, dropping from a compound average growth rate of 20 percent from now to year-end 2016 to very low single-digits by decade’s end (see Fig 4). This material could be exploited by developers of a number of private launch vehicle and other spacecraft systems.

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