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The A380's upper deck extends along the entire length of the fuselage, with a width equivalent to a wide-body aircraft. As of March 2013, Airbus has received 262 firm orders for the A380 and delivered 101 aircraft. In the summer of 1988, a group of Airbus engineers led by Jean Roeder began work in secret on the development of an ultra-high-capacity airliner (UHCA), both to complete its own range of products and to break the dominance that Boeing had enjoyed in this market segment since the early 1970s with its 747.
In January 1993, Boeing and several companies in the Airbus consortium started a joint feasibility study of an aircraft known as the Very Large Commercial Transport (VLCT), aiming to form a partnership to share the limited market.
In June 1994, Airbus announced its plan to develop its own very large airliner, designated the A3XX. Major structural sections of the A380 are built in France, Germany, Spain, and the United Kingdom. In Saint-Nazaire in western France, the ship trades the fuselage sections from Hamburg for larger, assembled sections, some of which include the nose. After assembly, the aircraft are flown to Hamburg Finkenwerder Airport (XFW) to be furnished and painted.
On 14 February 2006, during the destructive wing strength certification test on MSN5000, the test wing of the A380 failed at 145% of the limit load, short of the required 150% level. The first A380 using GP7200 engines—serial number MSN009 and registration F-WWEA flew on 25 August 2006. Airbus obtained type certificates for the A380-841 and A380-842 model from the EASA and FAA on 12 December 2006 in a joint ceremony at the company's French headquarters, receiving the ICAO code A388.
Initial production of the A380 was troubled by delays attributed to the 530 km (330 mi) of wiring in each aircraft. Airbus announced the first delay in June 2005 and notified airlines that deliveries would be delayed by six months. As Airbus prioritized the work on the A380-800 over the A380F, freighter orders were cancelled by FedEx and UPS, or converted to A380-800 by Emirates and ILFC.
Dubbed the Superjumbo by the media the first aircraft, MSN003, (registered as 9V-SKA) was delivered to Singapore Airlines on 15 October 2007 and entered service on 25 October 2007 with flight number SQ380 between Singapore and Sydney.
Emirates was the second airline to receive the A380 and commenced services between Dubai and New York in August 2008. In February 2009, the one millionth passenger was flown with Singapore Airlines and by May of that year 1,500,000 passengers had flown on 4,200 flights totalling 41,000 hours.
During repairs following the Qantas Flight 32 engine failure incident, cracks were discovered in fittings within the wings. The A380's wing is sized for a maximum take-off weight (MTOW) over 650 tonnes in order to accommodate these future versions, albeit with some strengthening required. The common wing design approach sacrifices fuel efficiency (due to a weight penalty) on the A380-800 passenger model, but Airbus estimates that the size of the aircraft, coupled with the uses of advanced technology, will provide lower operating costs per passenger than the 747-400 and older 747 variants.
The A380 is available with two types of turbofan engines, the Rolls-Royce Trent 900 (variants A380-841, A380-842 and A380-843F) or the Engine Alliance GP7000 (A380-861 and A380-863F). The A380 was initially planned without thrust reversers, incorporating sufficient braking capacity to do without them.
The A380 was used to demonstrate the viability of a synthetic fuel comprising standard jet fuel with a natural-gas-derived component. The Auxiliary power unit comprises the Auxiliary Power Unit (APU), the electronic control box (ECB), and mounting hardware. While most of the fuselage is aluminium, composite materials comprise more than 20% of the A380's airframe. The A380 employs an Integrated Modular Avionics (IMA) architecture, first used in advanced military aircraft, such as the Lockheed Martin F-22 Raptor, Lockheed Martin F-35 Lightning II, and Dassault Rafale.
Airbus used similar cockpit layout, procedures and handling characteristics to other Airbus aircraft, reducing crew training costs. The Network Systems Server (NSS) is the heart of A380's paperless cockpit; it eliminates bulky manuals and charts traditionally used.
Power-by-wire flight control actuators have been used for the first time in civil aviation to Back up primary hydraulic actuators. The A380's 350 bar (35 MPa or 5,000 psi) hydraulic system is a significant difference from the typical 210 bar (21 MPa or 3,000 psi) hydraulics used on most commercial aircraft since the 1940s. The A380 uses four 150 kVA variable-frequency electrical generators, eliminating constant-speed drives and improving reliability.
The cabin has features to reduce traveler fatigue such as a quieter interior and higher pressurization than previous aircraft; the A380 has 50% less cabin noise than the 747-400 and is pressurized to the equivalent of 5,000 ft (1,500 m)(up to 41,000 ft (12,000 m)).
The A380's upper and lower decks are connected by two stairways, fore and aft, wide enough to accommodate two passengers side-by-side; this cabin arrangement allows multiple seat configurations. Airbus' publicity has stressed the comfort and space of the A380 cabin, and advertised onboard relaxation areas such as bars, beauty salons, duty-free shops, and restaurants. Initial operators typically configured their A380s for three-class service, while adding extra features for passengers in premium cabins.
In the 1990s, aircraft manufacturers were planning to introduce larger planes than the Boeing 747. Airbus measured pavement loads using a 540-tonne (595 short tons) ballasted test rig, designed to replicate the landing gear of the A380. The A380 requires service vehicles with lifts capable of reaching the upper deck, as well as tractors capable of handling the A380's maximum ramp weight. In 2005, the ICAO recommended that provisional separation criteria for the A380 on takeoff and landing be substantially greater than for the 747 because preliminary flight test data suggested a stronger wake turbulence. In November 2007, Airbus top sales executive and chief operating officer John Leahy confirmed plans for an enlarged variant, the A380-900, which would have more passenger space than the A380-800.
Airbus originally accepted orders for the freighter version, offering the second largest payload capacity of any cargo aircraft, exceeded only by the Antonov An-225.
In 2006, industry analysts Philip Lawrence of the Aerospace Research Centre in Bristol and Richard Aboulafia of the consulting Teal Group in Fairfax anticipated 880 and 400 A380 sales respectively by 2025. In 2007, Airbus estimated a demand for 1,283 passenger planes in the VLA category for the next 20 years if airport congestion remains at the current level. At one time the A380 was considered as a potential replacement for the existing Boeing VC-25 serving as Air Force One, but in January 2009 EADS declared that they were not going to bid for the contract, as assembling only three planes in the US would not make financial sense. The break-even for the A380 was initially supposed to be reached by selling 270 units, but due to the delays and the falling exchange rate of the US dollar, it increased to 420 units. Twenty customers have ordered the A380, including one VIP order by Airbus Executive and Private Aviation. Delivery takes place in Hamburg for customers from Europe and the Middle East and in Toulouse for customers from the rest of the world. EADS expects deliveries in 2013 to slow temporarily in order to accommodate remedial works to the wing cracks detected earlier in the existing fleet.
There were 101 aircraft in service with 9 operators as of 31 March 2013; these are Emirates (31), Singapore Airlines (19), Qantas (12), Lufthansa (10), Air France (8), Korean Air (6), Malaysia Airlines (6), China Southern Airlines (5), and Thai Airways International (4). The A380 has been involved in one aviation occurrence but no hull-loss accidents as of December 2011. 4 November 2010: Qantas Flight 32, en route from Singapore Changi Airport to Sydney Airport, suffered an uncontained engine failure, resulting in a series of related problems, and forcing the flight to return to Singapore. We are pleased to announce that ForumLED Europe 2016 will take place on 8 and 9 December at the Congress Center of Lyon. The answers of the exhibitors survey (75% for Lyon) and the contacts we have taken throughout the month of January with the different partners of ForumLED Europe, professional associations and the press have led us to this choice. Your Press Accreditation will allow you access to the Exhibition and the Conferences during the two days. Topic: Overview of the latest LED advances, technological development and LED market trends. Outstanding experts from the LED community led high level conferences that provided the answers to the questions relating to LED advances and make LED innovations fit for the challenges of the future.
Photoniques est un bimestriel d’information entierement dedie a la lumiere et a ses applications (produits et solutions photoniques pour l’industrie et la recherche). Tous les deux mois, le magazine publie une selection d’actualites de la profession, des articles techniques et scientifiques et des informations sur les produits, les marches et les applications. The Professor Nakamura’s work led in the 1990s and 2000s with the invention of the blue LED, a breakthrough that enabled the realization of LED lighting we use today. First, Professor Nakamura will discuss the history and background story of the key scientific issues solved in order to realize high efficiency solid state lighting. Next, Professor Nakamura will talk about the future laser lighting at the University of California at Santa Barbara. After his opening speech, Professor Nakamura will participate for the rest of the day in meetings with companies and research labs, present on ForumLED Europe 2015. The 8th edition of the ForumLED congress will be a unique platform for information, exchange, networking and business development for all lighting professionals and end users.
Meet and intensify the relationship with your prospects, customers and partners in a creative and conducive business atmosphere.
We are pleased to announce the name of the personalities members of the Programming Committee of ForumLED Europe.
The Programming Committee is run by CDO (ForumLED organizer) and responsible for determining topics and selecting speakers composing the 2-Day international conferences program.
Over the last 6 years ForumLED Europe has become the most important event dedicated to LED technology ecosystem lighting in Europe. ForumLED Europe is both an international congress (250 participants, 40 nationalities) and a show (90 exhibitors, 2,500 visitors). After 3 editions in Paris, ForumLED Europe returns to Lyon, the nerve center of lighting in France, for its 2015 edition to be held on December 7th and 8th, 2015 at the Lyon Convention center.
Over the last 3 years the prevalence of the Rhone-Alpes Region and Lyon Area on the LED light market has been significantly strengthened by the concentration of LED businesses and R & D, the high growth of the Lumiere Cluster, the creation of the PISEO laboratory, participation in European programs like SSL-ERATE and the launch of LUMEN, Lyon’s future lighting technology center. So it is totally logical that the 7th edition of ForumLED Europe should be held in the Lyon Convention Center on December 7th and 8th, 2015 to make ForumLED Europe coincide with the center of gravity of lighting in France which the market and the participants have made it. In 2015, ForumLED Europe affirms its positioning in the whole of the LED light value chain, from electronic components to complete lighting systems, with the base line “LED Lighting Technologies, Products & Systems”. Additionally, ForumLED Europe continues to broaden its horizons to all the components used in “smart” LED lighting systems, in particular, for 2015, presence, movement and daylight sensor technologies and products. The international speakers and exhibitors present will focus both Congress programs and the show on these 2 main themes. With a short presentation (10 mn), the selected companies will have the chance to convince the investors.
Each presentation will be followed by a question-and-answer session with a investor panel (5 mn). Networking cocktail (only open to the companies, investors and speakers) and provision of meeting areas. Pavlos Lagoudakis received his Bachelor of Science in Physics from the University of Athens, in 2000.
We engineer GaN photonic quasicrystal LEDs to allow efficient non-radiative pumping of nanocrystal color converters.

N4E Nanophotonics for Energy Efficiency Network of Excellence (N4E) is a network that gathers 10 European laboratories at the cutting edge in research on nanophotonics.
The Conference in the morning is built to inform one another about the latest developments, issues, challenges and opportunities.
The Solid-State Lighting community is driven by issues relating to materials, device processing and manufacturing, mainly focusing on cost and functionality.
Sophie Caclin supports public and private organizations in their productive investment projects related to outdoor lighting and lighting and automation building.
From 2004 to 2006, he was involved in dimming electronic ballasts design within TridonicAtco Gmbh, Dornbirn, Austria. By submitting this form, you agree that your submissions and their contents will automatically become the property of Global Industrial Equipment without any compensation to you. It is the world's largest passenger airliner; many airports have upgraded their facilities to accommodate it because of its size. This joint study was abandoned two years later, Boeing's interest having declined because analysts thought that such a product was unlikely to cover the projected $15 billion development cost. Airbus considered several designs, including an odd side-by-side combination of two fuselages from the A340, which was Airbus's largest jet at the time. The A380 designation was a break from previous Airbus families, which had progressed sequentially from A300 to A340.
Due to their size, traditional transportation methods proved unfeasible, so they are brought to the assembly hall (the Jean-Luc Lagardère Plant) in Toulouse in France by specialized surface transportation, though some parts are moved by the A300-600ST Beluga aircraft used in the construction of other Airbus models.
The first A380, serial number MSN001 and registration F-WWOW, was unveiled in Toulouse 18 January 2005.
In 2006, the A380 flew its first high-altitude test at Bole International Airport, Addis Ababa. Airbus cited as underlying causes the complexity of the cabin wiring (98,000 wires and 40,000 connectors), its concurrent design and production, the high degree of customization for each airline, and failures of configuration management and change control. This reduced the total number of planned deliveries by the end of 2009 from about 120 to 90-100. Airbus suspended work on the freighter version, but said it remained on offer, albeit without a service entry date.
After further manufacturing setBacks, Airbus announced its plan to deliver 14 A380s in 2009, down from the previously revised target of 18.
Qantas followed on 19 September 2008, starting flights between Melbourne and Los Angeles in October 2008.
As a result of the discovery, EASA issued an Airworthiness Directive in January 2012 affecting 20 A380 aircraft that had accumulated over 1,300 flights. The A380-800 original configuration carried 555 passengers in a three-class configuration or 853 passengers (538 on the main deck and 315 on the upper deck) in a single-class economy configuration. The optimal wingspan for this weight would be about 90 m, but airport restrictions limited it to less than 80 m, reducing fuel efficiency about 10% and increasing operating costs a few percent. The A380 also includes wingtip fences similar to those found on the A310 and A320 to reduce induced drag, increasing fuel efficiency and performance.
The Trent 900 is a derivative of the Trent 800, and the GP7000 has roots from the GE90 and PW4000. However Airbus elected to equip the two inboard engines with thrust reversers in a late stage of development. On 1 February 2008, a three-hour test flight operated between Britain and France, with one of the A380's four engines using a mix of 60% standard jet kerosene and 40% gas to liquids (GTL) fuel supplied by Shell.
The APU in use on the A380 is the PW 980A APU is the world's most powerful APU, providing 1,800 horsepower, which is 20 percent more powerful than the largest existing APU in service. Carbon-fibre reinforced plastic, glass-fibre reinforced plastic and quartz-fibre reinforced plastic are used extensively in wings, fuselage sections (such as the undercarriage and rear end of fuselage), tail surfaces, and doors.
This enables the widespread use of laser beam welding manufacturing techniques, eliminating rows of rivets and resulting in a lighter, stronger structure. The A380 has an improved glass cockpit, using fly-by-wire flight controls linked to side-sticks. First used in military aircraft, high-pressure hydraulics reduce the weight and size of pipelines, actuators and related components. The A380 has 50% more cabin area and volume, larger windows, bigger overhead bins, and 60 cm (2.0 ft) extra headroom versus the 747-400.
The maximum certified carrying capacity is 853 passengers in an all-economy-class layout, Airbus lists the typical three-class layout as accommodating 525 passengers, with 10 first, 76 business, and 439 economy class seats. Proposed amenities resembled those installed on earlier airliners, particularly 1970s wide-body jets, which largely gave way to regular seats for more passenger capacity. Launch customer Singapore Airlines debuted partly enclosed first class suites on its A380s in 2007, each featuring a leather seat with a separate bed; center suites could be joined to create a double bed. The rig was towed over a section of pavement at Airbus' facilities that had been instrumented with embedded load sensors. Using two jetway bridges the boarding time is 45 min, using an extra jetway to the upper deck it is reduced to 34 min. These criteria were in effect while the ICAO's wake vortex steering group, with representatives from the JAA, Eurocontrol, the FAA, and Airbus, refined its 3-year study of the issue with additional flight testing. In November 2008, an incident on a parallel runway during crosswinds made the Australian authorities change procedures for those conditions.
This version would have a seating capacity of 650 passengers in standard configuration, and approximately 900 passengers in economy-only configuration. An aerospace consultant has estimated that the A380F would have 7% better payload and better range than the 747-8F, but also higher trip costs. According to Lawrence, parallel to the design of the A380, Airbus conducted the most extensive and thorough market analysis of commercial aviation ever undertaken, justifying its VLA (very large aircraft, those with more than 400 seats) plans, while according to Aboulafia, the rise of mid-size aircraft and market fragmentation reduced VLAs to niche market status, making such plans unjustified. In 2010, EADS CFO Hans Peter Ring said that break-even (on the aircraft that are delivered) could be achieved by 2015, despite the delays; there should be around 200 deliveries by that time, on current projections. The shortest regular commercial route that the A380 flies is from Guangzhou Baiyun International Airport to Shanghai Pudong International Airport (1202 km or 747 miles great circle distance) with China Southern, a flight averaging 2 hours 20 minutes; the longest route is from Los Angeles International Airport to Melbourne Airport (12747 km or 7921 miles great circle distance) with Qantas, which averages 15 hours 50 minutes. There were no injuries to the passengers, crew or people on the ground despite debris falling onto the Indonesian island of Batam. Various guest speakers from public institution and from management of leading companies in the industry will be invited to give insightful speeches at this important event. Shuji Nakamura, winner of the Nobel Prize in Physics in 2014 was invited to discuss with the members of the Cluster Lumiere lounge ForumLED Europe.
Pour etre au courant des nouveautes du secteur, n’hesitez pas a vous inscrire a notre e-news. Shuji Nakamura, 2014 Nobel Prize in Physics, will be on ForumLED Europe on 7 and 8 December, 2015 in Lyon.
Professor Nakamura is also the inventor of UV laser diodes without which the Blue-RAY DVD does not exist. He is the 2014 Nobel Laureate in Physics for the invention of efficient blue light-emitting diodes which has enabled bright and energy-saving white light sources. In particular, solving the current “droop” has been identified as key roadblocks to cost reduction and further improvements in solid state lighting.
Those personalities are selected for their complementarities, for their indisputable knowledge of LED technologies and applications and for their long-term vision of the LED lighting market. ForumLED Europe will be held on 7th and 8th December 2015 at the Congress Center of Lyon (France). The second part offers the possibility to discuss directly joint future activities with the Nanophotonics and Solid-State Lighting communities. Novel ideas emerging out of the Nanophotonics community may address these issues by increasing device efficiencies (ideally with no cost increase), but these ideas are often seen as impractical and not scalable. Since 2006 he is an associate professor with the Paul Sabatier University, at LAPLACE laboratory within the “Light & Matter” group.
Initially named Airbus A3XX, Airbus designed the aircraft to challenge Boeing's monopoly in the large-aircraft market; the A380 made its first flight on 27 April 2005 and began commercial service in October 2007 with Singapore Airlines. Roeder was given approval for further evaluations of the UHCA after a formal presentation to the President and CEO in June 1990. Despite the fact that only two airlines had expressed public interest in purchasing such a plane, Airbus was already pursuing its own large plane project.
The A3XX was pitted against the VLCT study and Boeing's own New Large Aircraft successor to the 747. It was chosen because the number 8 resembles the double-deck cross section, and is a lucky number in some Asian countries where the aircraft was being marketed. A380 components are provided by suppliers from around the world; the four largest contributors, by value, are Rolls-Royce, Safran, United Technologies and General Electric.
The front and rear fuselage sections are shipped on one of three RORO ships from Hamburg in northern Germany to the United Kingdom.
Airbus sized the production facilities and supply chain for a production rate of four A380s per month.
The aircraft flew from Toulouse with 474 Airbus employees on board, in the first of a series of flights to test passenger facilities and comfort.
The German and Spanish Airbus facilities continued to use CATIA version 4, while British and French sites migrated to version 5.
On 13 June 2006, Airbus announced a second delay, with the delivery schedule slipping an additional six to seven months. For the passenger version Airbus negotiated a revised delivery schedule and compensation with the 13 customers, all of which retained their orders with some placing subsequent orders, including Emirates, Singapore Airlines, Qantas, Air France, Qatar Airways, and Korean Air. Two months later, Singapore Airlines CEO Chew Choong Seng stated the A380 was performing better than both the airline and Airbus had anticipated, burning 20% less fuel per passenger than the airline's 747-400 fleet. A380s with under 1,800 flight hours were to be inspected within 6 weeks or 84 flights; aircraft with over 1,800 flight hours were to be examined within four days or 14 flights.
In May 2007, Airbus began marketing a configuration with 30 fewer passengers, (525 total in three classes), traded for 370 km (200 nmi) more range, to better reflect trends in premium class accommodation.
The Trent 900 core is a scaled version of the Trent 500, but incorporates the swept fan technology of the stillborn Trent 8104.
The two outboard engines do not have reversers, reducing the amount of debris stirred up during landing. The aircraft needed no modification to use the GTL fuel, which was designed to be mixed with normal jet fuel.
The APU primarily provides air to power the Analysis Ground Station (AGS) on the ground and to start the engines. The A380 is the first commercial airliner to have a central wing box made of carbon fibre reinforced plastic. High-strength aluminium (type 7449) reinforced with carbon fiber is being used in the wing brackets of the first 120 A380s to reduce weight, but cracks have been discovered and the new sets of the more critical brackets will be made of regular aluminium 7010, increasing weight by 90 kg.
Designed and developed by Airbus, Thales and Diehl Aerospace, the IMA suite was first used on the A380.
The A380's network and server system stores data and offers electronic documentation, providing a required equipment list, navigation charts, performance calculations, and an aircraft logbook. The electrical power system is fully computerized and many contactors and breakers have been replaced by solid-state devices for better performance and increased reliability. Airline configurations range from Korean Air's 407 passengers to Air Austral's 840 passengers. Airbus has acknowledged that some cabin proposals were unlikely to be installed, and that it was ultimately the airlines' decision how to configure the interior.
A year later, Qantas debuted a new first class seat-bed and a sofa lounge at the front of the upper deck on its A380s. Airbus designed the A380 according to these guidelines, and to operate safely on Group V runways and taxiways with a 60 meter load-bearing width.

It was determined that the pavement of most runways will not need to be reinforced despite the higher weight, as it is distributed on more wheels than in other passenger aircraft with a total of 22 wheels.
The A380 test aircraft have participated in a campaign of airport compatibility testing to verify the modifications already made at several large airports, visiting a number of airports around the world. Maximum take-off weight is increased by 4 t (8,800 lb), to 573 t (1,260,000 lb) and an additional 190 km (100 nmi) in range. In May 2010, Airbus announced that A380-900 development was postponed, until production of the A380-800 has stabilized. However, production has been suspended until the A380 production lines have settled with no firm availability date.
The two analysts' market forecasts differed in the incorporation of spoke-hub and point-to-point models. In 2012, Airbus clarified that in 2015, production costs to build the aircraft would be less than the sales price. The biggest customer is Emirates, which in June 2010 increased its order by 32 aircraft to 90 total, or nearly 40% of all A380 orders at the time. Air France has also operated the A380 on the even shorter Paris-Charles de Gaulle to London-Heathrow route (344 km or 214 miles) in mid-2010.
It will be our honor to open two days conference ForumLED Europe, enabling 7th edition being a must event for European innovation and international expertise in lighting and LED technology. During his PhD, he also held a Marie Curie Fellowship at the University of Blaise Pascal de Clermont in France, developing the theory that would interpret his experimental observation on the spin dynamics of pair polariton scattering that led to the development of spinoptronics. There is a clear need for the Solid-State lighting and Nanophotonics communities to inform one another of the mutual constraints and capabilities and to explore the way forward, with the goal of ensuring the long term European competitiveness. Her expertise is based on experience of over 15 years with various manufacturers, international groups and French SMEs. The mega project was announced at the 1990 Farnborough Air Show, with the stated goal of 15% lower operating costs than the 747-400.
Analysts suggested that Boeing instead would pursue stretching its 747 design, and that air travel was already moving away from the hub and spoke system that consolidated traffic into large planes, and toward more non-stop routes that could be served by smaller planes.
From 1997 to 2000, as the East Asian financial crisis darkened the market outlook, Airbus refined its design, targeting a 15-20% reduction in operating costs over the existing Boeing 747-400.
The aircraft configuration was finalized in early 2001, and manufacturing of the first A380 wing box component started on 23 January 2002. The wings are manufactured at Filton in Bristol and Broughton in North Wales, then transported by barge to Mostyn docks, where the ship adds them to its cargo. From there, the A380 parts are transported by barge to Langon, and by oversize road convoys to the assembly hall in Toulouse. This plane, equipped with Trent 900 engines, flew from Toulouse Blagnac International Airport with a crew of six headed by chief test pilot Jacques Rosay. With 8 of the 16 exits arbitrarily blocked, 853 mixed passengers and 20 crew left the darkened aircraft in 78 seconds, less than the 90 seconds required for certification.
In November 2006, a further series of route-proving flights demonstrated the aircraft's performance for 150 flight hours under typical airline operating conditions.
This caused overall configuration management problems, at least in part because wiring harnesses manufactured using aluminium rather than copper conductors necessitated special design rules including non-standard dimensions and bend radii; these were not easily transferred between versions of the software. Although the first delivery was still planned before the end of 2006, deliveries in 2007 would drop to only 9 aircraft, and deliveries by the end of 2009 would be cut to 70-80 aircraft.
In 2010 Airbus delivered only 18 of the expected 20 A380s, due to Rolls-Royce engine availability problems. By July 2010, the 31 A380s then in service had transported 6 million passengers on 17,000 flights totalling over 156,000 hours between 20 international destinations.
Fittings found to be cracked were being replaced following the inspections to maintain structural integrity. The design range for the A380-800 model is 15,400 km (8,300 nmi); capable of flying from Hong Kong to New York or from Sydney to Istanbul non-stop. The GP7200 has a GE90 - derived core and PW4090 - derived fan and low-pressure turbo-machinery.
The A380 has electrically actuated thrust reversers, giving them better reliability than their pneumatic or hydraulic equivalents, in addition to saving weight. Sebastien Remy, head of Airbus SAS's alternative fuel program, said the GTL used was no cleaner in CO2 terms than standard fuel but it had local air quality benefits because the GTL portion contains no sulphur.
The AGS is a semi-automatic analysis system of flight data that helps to optimize management of maintenance and reduce costs. The suite is a technological innovation, with networked computing modules to support different applications. The MFDs were introduced on the A380 to provide an easy-to-use interface to the flight management system—replacing three multifunction control and display units. Electro-hydrostatic actuators (EHA) are used in the aileron and elevator, electric and hydraulic motors to drive the slats as well as electrical Backup hydrostatic actuators (EBHA) for the rudder and some spoilers. The hydraulic lines are typically made from titanium; the system features both fuel-cooled and air-cooled heat exchangers. The A380's interior illumination system uses bulbless LEDs in the cabin, cockpit, and cargo decks.
Industry analysts suggested that implementing customization has slowed the production speeds, and raised costs. The A380 undercarriage consists of four main landing gear legs and one noseleg (a similar layout to the 747), with the two inboard landing gear legs each supporting six wheels. This is achieved by reducing flight loads, partly from optimizing the fly-by-wire control laws. Airlines that have expressed interest in the model include Emirates, Virgin Atlantic, Cathay Pacific, Air France-KLM, Lufthansa, Kingfisher Airlines, as well as the leasing company ILFC.
The A380F version totalled 27 orders before they were either cancelled (20) or converted to A380-800 (7), following the production delay and the subsequent suspension of the freighter program. Qantas subsequently grounded all of its A380s that day subject to an internal investigation taken in conjunction with the engine manufacturer Rolls-Royce. From 2004 to 2006 he was a post-doctoral fellow at the Ludwig Maximilians University of Munich working on the spectroscopy colloidal and organic semiconductors. She’s a member of LUCI association (Lighting Urban Community International) and Lighting Cluster (France). His current research work includes interaction of solid-state organic devices with their drivers as well as design and characterization of organic light emitting devices. Airbus organized four teams of designers, one from each of its partners (Aérospatiale, Deutsche Aerospace AG, British Aerospace, CASA) to propose new technologies for its future aircraft designs. The A3XX design converged on a double-decker layout that provided more passenger volume than a traditional single-deck design, in line with traditional hub-and-spoke theory as opposed to the point-to-point theory of the Boeing 777, after conducting an extensive market analysis with over 200 focus groups. The development cost of the A380 had grown to €11 billion when the first aircraft was completed.
It arrived in North America on 6 February 2006, landing in Iqaluit, Nunavut in Canada for cold-weather testing.
Three days later, the A380 received European Aviation Safety Agency (EASA) and United States Federal Aviation Administration (FAA) approval to carry up to 853 passengers. The announcement caused a 26% drop in the share price of Airbus' parent, EADS, and led to the departure of EADS CEO Noël Forgeard, Airbus CEO Gustav Humbert, and A380 program manager Charles Champion. The second model, the A380F freighter, would carry 150 tonnes of cargo 10,400 km (5,600 nmi).
Noise reduction was an important requirement in the A380 design, and particularly affects engine design.
The APU also powers electric generators which provide auxiliary electric power to the aircraft. The data communication networks use Avionics Full-Duplex Switched Ethernet, an implementation of ARINC 664. Self-contained electrically powered hydraulic power packs serve as Backups for the primary systems, instead of a secondary hydraulic system, saving weight and reducing maintenance. The LEDs in the cabin can be altered to create an ambience simulating daylight, night, or intermediate levels. Due to delivery delays, Singapore Airlines and Air France debuted their seat designs on different aircraft prior to the A380. In addition to lounge areas, some A380 operators have installed amenities consistent with other aircraft in their respective fleets, including self-serve snack bars, premium economy sections, and redesigned business class seating. FAA initially opposed this, then in July 2007, the FAA and EASA agreed to let the A380 operate on 45 m runways without restrictions. As of July 2012 this list price was US$390 million, but negotiated discounts made the actual prices much lower, and industry experts questioned whether the A380 project would ever pay for itself. Engine Alliance GP7000 powered A380s were unaffected but other operators of Rolls-Royce Trent 900 powered A380s were also affected. In 2006, he obtained a Roberts Academic Fellowship, moved to the University of Southampton, setup the Laboratories for Hybrid Optoelectronics and established an experimental research group on Hybrid Photonics. She is also assistant head teacher of the new Specialized Master’s degree in Urban Lighting, developed by INSA Lyon (France). On 3 October 2006, upon completion of a review of the A380 program, Airbus CEO Christian Streiff announced a third delay, pushing the first delivery to October 2007, to be followed by 13 deliveries in 2008, 25 in 2009, and the full production rate of 45 aircraft per year in 2010. In the event, Airbus delivered 26 units, thus outdoing its predicted output for the first time. The freighter development was put on hold as Airbus prioritized the passenger version and all cargo orders were cancelled.
The data networks are switched, full-duplex, star-topology and based on 100baseTX fast-Ethernet. Boeing, which offers the only competition in that class, the 747-8, estimates the demand for passenger VLAs at 590 and that for freighter VLAs at 370 for the period 2007-2026.
Investigators later determined the cause of the explosion to be an oil leak in the Trent 900 engine. EADS acknowledged that the cost of repairs would be over $130 million, to be borne by Airbus. Future variants may include an A380-900 stretch seating about 656 passengers (or up to 960 passengers in an all economy configuration) and an extended-range version with the same passenger capacity as the A380-800.
Thermoplastics are used in the leading edges of the slats.] The composite material GLARE (GLAss-REinforced fibre metal laminate) is used in the upper fuselage and on the stabilizers' leading edges. Runway lighting and signage may need changes to provide clearance to the wings and avoid blast damage from the engines. This aluminium-glass-fibre laminate is lighter and has better corrosion and impact resistance than conventional aluminium alloys used in aviation.[129] Unlike earlier composite materials, GLARE can be repaired using conventional aluminium repair techniques.
Runways, runway shoulders and taxiway shoulders may be required to be stabilized to reduce the likelihood of foreign object damage caused to (or by) the outboard engines, which are more than 25 m (82 ft) from the center line of the aircraft, compared to 21 m (69 ft) for the 747-400, and 747-8. As other Rolls-Royce Trent 900 engines also showed problems with the same oil-leak, Rolls-Royce ordered many engines to be changed, including about half of the engines in the Qantas A380 fleet. In 2012, he was elected head of the Solid State and Photonics Division (Quantum Light Matter group) and in 2013 deputy head for research at the department of Physics and Astronomy. Additionally, major airlines are seeking compensation from Airbus for revenue lost as a result of the cracks and subsequent grounding of fleets.
Airbus has switched to a different type of aluminium alloy so aircraft delivered from 2014 onwards will not have this issue.

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