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The future of the industry

Mumorrow's - or tomorrow's - airliner could be a recreational area, where travellers can enjoy the benefits of real -life life by sitting at a pub or playing a game of the game of gulf while sailing 30,000 ft above the ground. Airbus Chief Operating Officer Charles Champion and his crew of Airbus aerospace engineer colleagues have high expectations for the sector's bright prospects, which will be reinforced by the development of Asian business aerospace.

"Aeronautics still has a great future." On a worldwide level. By 2031, Airbus anticipates a 6% growth in worldwide passenger transport, with 27,350 new airliners being delivered to carriers during this period to meet the needs of passenger arrivals. Given that gasoline prices remain high and awareness of green options is growing globally, space companies will be working not only to create new low-cost planes, but also to move some of the green motion into the blue sky.

Today, the aviation and space industry's bright prospects sneak up on airliners in many ways. Like its current Boeing 787 Dreamliner, the A350 is partly made of sophisticated material combinations (composites) rather than conventional aluminium, making it light, highly economical and less susceptible to rust. "The Dreamliner Art has, I think, paved the way with the increased use of progressive compound structures," says Michael Heil, Ohio Aeroospace Institute Chairman and Chief Executive Officer, who anticipates that compound material will be used more and more in the air.

Technology penetrating today's airplanes is well on the way to becoming the face of the sector in the near term. Champion says the greatest distinction between the past and the present aviation and space worlds is the change of successful paradigm. What makes the space sector so different from the past? When developing new airplanes and sub-assemblies, Airbus seeks not only to develop the most economical airplane, but also the one that will reduce emissions of static electricity, environmental pollutants and fuels.

"Of course, energy efficiencies are pushing the markets and the ever-increasing costs of fuels, as well as concern for the environment and CO2 emissions," says Heil. "He sees this objective achieved through an electrified tomorrow in which electrified power substitutes hydraulics, in which an airplane is propelled, warmed, and refrigerated by electricity.

Champion's crew is hoping to create an smart tractors that will help the airplane take off; the tractors would help bring the airplane over the taxiway so that the airplane can take off its engine at the last second. They want to be able to add electric motors to the aircraft's wheel to drive it while it is being assessed.

Ideally, airplanes should be able to transport less petrol, which makes them easier and cheaper to transport and at the same cuts emission. Honeywell Aeroospace ( "IW 500/37") VP of advanced technologies Bob Witwer believes that most of the progress in the aviation and space industries will be associated with NextGen's ANTM. With the Federal Aviation Administration decreasing downtime and improving efficiencies - in terms of propellant and flight times - by moving to a satellite-based approach to flight safety from the floor, aviation companies will also find quicker and more environmental ways to run and construct airplanes.

Never mind spending an entire hours in a jet after you leave the gates in this sluggish contango dancing with other planes on the take-offs. Headquartered in New Jersey, Honeywell - a diverse engineering and production firm - is already using Safran, a high-tech France firm, to test an electrical green cab system that, like the Airbus blueprint, drives the bikes.

Honeywell's system uses the alternator's alternator to supply electricity to the wheel so that the plane can roll without using the prime movers. "Some of us believe that if you look to the near term, it's like hybrids," says Witwer. IW 500/92, a diverse Ohio-based company offering a range of solutions for today's airplanes - from air traffic management solutions to propulsion and diesel propulsion solutions - is working with Airbus to integrate HFC technologies into its airplanes' electric circuit.

"Today, and for many years, there has been an existence of nuclear power plant technologies. Now we' re taking it and moving it to an air and space application," said Mark Czaja, Parker Hannifin VP of Engineering and Innovations. "It' not just the insertion of propellant batteries into the plane. It is something that needs to be agreed with the plane manufacturer.

It is working to integrate more sophisticated healthcare surveillance into its system. Whilst the current system already has screens that indicate when a dilemma occurs, similar to the car's alarm lamps, Czaja has its teams working on a more sophisticated system. With the further development of the technologies, the means by which these technologies come onto the market are also included.

Over the past ten years, Parker Hannifin's research and engineering effort has moved from caterers to the U.S. Department of Defense to a stronger focus on civil aviation. "Generally, you would be developing and implementing a new type of artillery aeroplane before you see it migrate into the business arena," says Mr. Thompson.

" This is because there has been less defence expenditure and more competition on the trade side. Asia -Pacific carriers alone are expected to buy nearly 10,000 new airliners and freighters - worth $1.6 trillion - over the next 20 years, which, according to Airbus, accounts for only 35% of all new airliner shipments for this era.

"There is good economic momentum on the merchant side. Whether the sector will be able to succeed in the long run will hinge on whether producers take over the innovative power and continue to develop new technologies. "But the good thing is that if [companies] are commercially viable, they can return some of their profit to the research side... The management of the businesses will have a long-term perspective and will have to spend corporate funds to ensure that they are one step ahead of their rivals in terms of technologies.

"Parker's Winovation innovatory initiatives have set the standard higher for the development of new product and system solutions that help our customers improve their levels of efficiency and profitability," said Donald E. Washkewicz, Parker Hannifin's Chief Executive Officer andEO. "Over the past few years, our continuous investment in these groundbreaking innovations has begun to pay off across our technological platform, driving our continued expansion.

" A spin-off of the move away from research and development is that more doorways are opening for the introduction of new technologies. "As Honeywell's widower says, many new technologies not only come from the army, but also from high-end ATS.

" Keeping manufacturer and supplier on the same side, so that the technology to be refined is demanded by airframe companies like Airbus, is the way to develop all these technology. Regular meetings are held with Airbus' Tier 1 vendors to identify technology in preparation and to exchange its own visions for further developments.

However, the ideal link between producer and distributor comes when new standby stage six technological products-the highest standby stage-is when they need it.

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