Autopilot

There are three levels of control in autopilots for smaller aircraft. A single-axis autopilot controls an aircraft in the roll axis only. A two-axis autopilot controls an aircraft in the pitch axis as well as roll axis with pitch-oscillation-correcting ability. A three-axis autopilot adds control in the yaw axis and is not required in many small aircraft. The 3 different axes mentioned are shown in Fig 1.1. The flight may also receive inputs from on-board radio navigation systems to provide true automatic flight guidance once the aircraft has taken off until shortly before landing.

In the early days of aviation, aircraft required the continuous attention of a pilot in order to fly safely. As aircraft range increased allowing flights of many hours, the constant attention led to serious fatigue. An autopilot is designed to perform some of the tasks of the pilot. Along the flight path the vehicle is under the influence of various accelerating forces in all directions and these factors cause it to deviate from its desired path. So the plane loses its heading as well as orientation. This is where autopilot comes into picture.

The basic objective of our project is to design and develop an auto pilot control system which can maintain the desired orientation of the glider. The acceleration data in all 3 axes are obtained by the combination of acceleration and gyroscopes and the angles of roll, pitch and yaw are calculated. These values are taken for estimation using a Kalman filter and the resulting values helps us in the decision making. The flight is kept in its path and desired orientation with the help of servo motors.

IMPORTANCE OF AVIATION AND SPACE IN OUR WORLD TODAY

I have long held the opinion that science and technology, particularly that concerned with 

aeronautics and space science and exploration, may well hold the key to our future existence -- to 

the very survival of freedom in the world of tomorrow.

Perhaps my acute awareness of the importance of these activities stems from the fact that 

I am privileged to be the ranking Republican member of two Senate Committees and the second 

ranking Republican of a third Committee, each having a degree of cognizance over the United 

States' efforts in aeronautics and space. I am referring, respectively, to the Senate Armed 

Services Committee, the Aeronautical and Space Sciences Committee and the Appropriations 

Subcommittee on Defense.

A review of the significant developments in aeronautics and space in the past decade 

parades many wondrous and thrilling achievements.

I believe the present status and future potential of aviation is a testimonial to the value of 

aeronautical research and development. The most distant lands are now merely hours away; 

Americans accumulate a collective one trillion miles in intercity travel; and the aviation industry, 

which ranks seventh among the Nation's leading industries, is considered by economists as a key 

factor in our sustained national economic growth.

Our space science and exploration efforts, which are still in their infant stage when 

compared with the age of aviation, nevertheless also have produced many notable achievements.  

The United States space efforts have resulted in the development of effective meteorological 

weather forecasting and global communication satellite systems; brought about an acceleration 

of industrial technology in other fields through the development of new exotic metals and other 

materials; and demonstrated that complex computer systems can be used to solve a variety of 

social and economic problems. Moreover, from a military standpoint, our space efforts to date 

have shown that a strong national program to explore and use outer space may well be essential 

to our security and to our position of world leadership.

In my mind, however, the most significant achievement directly attributable to space 

exploration is that it has, in so short a time, challenged and stimulated our youth at all 

educational levels in the quest for scientific knowledge. This new attitude should produce a 

much needed increase in both the quantity and quality of our future manpower resources,

Despite the achievements made to date, I firmly believe we are only at the brink of the 

new discoveries and developments which will evolve from space science and exploration and 

which will be of significant benefit to all mankind. The final determination of whether our 

continued efforts in space will produce the dividends many of us perceive probably will not be 

made for several decades.

Federal Aviation Regulations

The Federal Aviation Regulations, or FARs, are rules prescribed by the Federal Aviation Administration (FAA) governing all aviation activities in the United States. The FARs are part of Title 14 of the Code of Federal Regulations (CFR). A wide variety of activities are regulated, such as airplane design, typical airline flights, pilot training activities, hot-air ballooning, lighter-than-air aircraft, man-made structure heights, obstruction lighting and marking, and even model rocket launches and model aircraft operation. The rules are designed to promote safe aviation, protecting pilots, flight attendants, passengers and the general public from unnecessary risk. They are also intended to protect the national security of the United States, especially in light of the September 11, 2001 attacks.
The FARs are organized into sections, called parts due to their organization within the CFR. Each part deals with a specific type of activity. For example, 14 CFR Part 141 contains rules for pilot training schools. The sections most relevant to aircraft pilots and AMTs (Aviation Maintenance Technicians) are listed below. Many of the FARs are designed to regulate certification of pilots, schools, or aircraft rather than the operation of airplanes. In other words, once an airplane design is certified using some parts of these regulations, it is certified regardless of whether the regulations change in the future. For that reason, newer planes are certified using newer versions of the FARs, and in many aspects may be thus considered safer designs.

for more detail:

Aviation in world war 2

Naval Aviation is the application of manned military air power by navies, including ships that embark fixed-wing aircraft or helicopters. In contrast, Maritime Aviation is the operation of aircraft in a maritime role under the command of non-naval forces such as the former RAF Coastal Command or a nation's coast guard. An exception to this is the United States Coast Guard, which is considered part of U.S. Naval Aviation in the same manner as the aviation assets of the United States Navy and the United States Marine Corps.

Naval aviation is typically projected to a position nearer the target by way of an aircraft carrier. Carrier aircraft must be sturdy enough to withstand demanding carrier operations. They must be able to launch in a short distance and be sturdy and flexible enough to come to a sudden stop on a pitching deck; they typically have robust folding mechanisms that allow higher numbers of them to be stored in below-decks hangars. These aircraft are designed for many purposes including air-to-air combat, surface attack, submarine attack, search and rescue, materiel transport, weather observation, reconnaissance and wide area command and control duties.

In the United States military, Marine Aviation is often supported by Navy's Amphibious assault ships and associated Navy personnel. Conversely, selected Marine Corps squadrons and aircraft have often integrated, operated and deployed with the U.S. Navy's carrier air wings aboard aircraft carriers. This has historically included Marine Corps F-4 Phantom II and A-6 Intruder aircraft, and continues today with Marine Corps F/A-18 Hornet and EA-6B Prowler aircraft under an arrangement known as Tactical Air Integration.

U.S. naval aviation began with pioneer aviator Glenn Curtiss who contracted with the Navy to demonstrate that airplanes could take off from and land aboard ships at sea. One of his pilots, Eugene Ely, took off from the USS Birmingham (CL-2) anchored off the Virginia coast in November 1910. Two months later Ely landed aboard another cruiser USS Pennsylvania (ACR-4) in San Francisco Bay, proving the concept of shipboard operations. However, the platforms erected on those vessels were temporary measures. The U.S. Navy and Glenn Curtis experienced two firsts during January 1911. On January 27, Curtiss flew the first seaplane from the water at San Diego bay and the next day U.S. Navy Lt Theodore G. “Spuds” Ellyson, a student at the nearby Curtiss School, took off in a Curtiss “grass cutter” plane to become the first Naval aviator. Meanwhile, Captain Henry C. Mustin successfully designed the concept of the catapult launch, and in 1915 made the first catapult launching from a ship underway. Through most of World War I, the world's navies relied upon floatplanes and flying boats for heavier-than-air craft. Genuine aircraft carriers did not emerge beyond Britain until the early 1920s.

Other early operators of seaplanes were France, Imperial Germany and Czarist Russia. The foundations of Greek naval aviation were set in June 1912, when Lieutenant Dimitrios Kamberos of the Hellenic Aviation Service flew with the "Daedalus", a Farman Aviation Works aircraft that had been converted into a seaplane, at an average speed of 110 km per hour, achieving a new world record. Then, on January 24, 1913 the first wartime naval aviation interservice cooperation mission, took place above the Dardanelles. Greek Army First Lieutenant Michael Moutoussis and Greek Navy Ensign Aristeidis Moraitinis, on board the Maurice Farman hydroplane (floatplane/seaplane), drew a diagram of the positions of the Turkish fleet against which they dropped four bombs. This event was widely commented upon in the press, both Greek and international.

General Aviation in Nepal

Natasha Shrestha and Aviaclub Nepal in conjunction with the Department of Civil Aviation of Nepal have made wonderful progress with General Aviation in Nepal. It is now possible for private aircraft to make cross-country flights in Nepal. Before, this was not possible, and no one had any explanation why. Aviaclub Nepal is based in Pokhara. A few years ago, Aviaclub Nepal organized a cross county on their two aircraft from Pokhara to Bharatpur and Migauli. Distance was more a 100 km. It was 1.30 min flight in one-way with two landing. They made break before return to Pokhara in Jungle resort and enjoy the elephant riding. It was fantastic, very interesting and they got very warm reception in every place. Now they have put the information with photo in their web side. Natasha has worked endlessly to allow Nepal to allow the foreign pilots to fly on territory of Nepal. After this event she discussed with civil aviation. They are fully supporting for organization a International Cross Country Safari on Ultralight. Now Aviaclub Nepal has made an itinerary for these flights.

for more information:

Paragliding

Paragliding is a recreational and competitive flying sport. A paraglider is a free-flying, foot-launched aircraft. The pilot sits in a harness suspended below a fabric wing, whose shape is formed by its suspension lines and the pressure of air entering vents in the front of the wing.
In 1952 Domina Jalbert advanced governable gliding parachutes with multi-cells and controls for lateral glide.
In 1954, Walter Neumark predicted (in an article in Flight magazine) a time when a glider pilot would be “able to launch himself by running over the edge of a cliff or down a slope ... whether on a rock-climbing holiday in Skye or ski-ing in the Alps”.
In 1961, the French engineer Pierre Lemoigne produced improved parachute designs which led to the Para-Commander. The ‘PC’, had cut-outs at the rear and sides that enabled it to be towed into the air and steered – leading to parasailing/parascending.
Sometimes credited with the greatest development in parachutes since Leonardo da Vinci[by whom?], the American Domina Jalbert invented the Parafoil which had sectioned cells in an aerofoil shape; an open leading edge and a closed trailing edge, inflated by passage through the air – the ram-air design. He filed US Patent 3131894 on January 10, 1963.
for more instruction:

Jet pack

Jet pack, rocket belt, rocket pack, and similar names, are various types of device, usually worn on the back, that are propelled by jets of escaping gases (or in some cases liquid water) so as to allow a single user to fly.

The concept of these devices emerged from science fiction in the 1920s and popularised in the 1960s as the technology became a reality. Currently, the only practical use of the jet pack has been extra-vehicular activity for astronauts. Despite decades of advancement in the technology, the challenges of Earth's atmosphere, Earth's gravity, and the human body (which is not well suited for this type of flight)[citation needed] remain an obstacle to its potential use in the military and as a means of personal transport.

During World War II, Germany made late-war experiments of strapping two wearable shortened Schmidt pulse jet tubes of low thrust to the body of a pilot. The working principle was the same as the Argus As 014 pulse jet that powered the Fieseler Fi 103 flying bomb, though the size was much smaller.[citation needed]

The device was called "Himmelstürmer" (Heaven stormer) and operated as follows: when the flier ignited both engines simultaneously the tubes began to pulse modulate. The angled rear tube strapped to the flier's back provided both lift and forward thrust while the chest mounted deflector tube of lower thrust maintained a constant upward thrust. This lifted the flier up and forward. By opening the throttle to the rear tube, calculated "jumps" could be made of up to 60 meters (180 ft) at low altitude (under 50 ft, 15 m). The tubes consumed very little fuel but not much could be carried either.

The intended use for this device was for German engineer units to cross minefields, barbed wire obstacles, and bridgeless waters. The device was never intended for troop use, despite the imaginative depiction of it in that role in the comic book and film The Rocketeer (which was a prop bearing no resemblance to the real device).

At the end of the war this device was handed over to Bell Aerosystems which tested it on a tether out of fear of harm as no test flier was willing to risk his life with the German machine.[citation needed] What became of the device is not known.[citation needed]

The fictional device used by The Rocketeer was a rocket pack that was technically unique (at least in the film adaptation) because it was designed to remain cool. The Himmelstürmer, by comparison, never operated long enough to get extremely hot and both tubes were angled away from the body of the flier. In operation the thrust difference between pulse tubes acted as a push/pull/lift system. Flight time for jumps was in seconds with no lengthy descent time as altitude was minimal. As soon as the throttle was disengaged the device was shut off, a very simple operation and there was no report of any casualties.

for more information:

Unidentified flying object

An unidentified flying object (usually abbreviated to UFO or U.F.O.) is any unusual apparent object in the sky whose cause cannot be identified by the observer, or (in a narrower definition) by investigators; though in popular usage it more loosely means alien spacecraft, being one explanation (among several) offered for such sightings. Though UFO sightings have occurred throughout history, modern interest in them dates from World War II, since when governments have investigated UFO reports, often from a military perspective, and UFO researchers have investigated, written about and created organizations devoted to the subject.
Studies have established that the majority of UFOs are observations of some real but conventional object—most commonly aircraft, balloons, noctilucent clouds, nacreous clouds, or astronomical objects such as meteors or bright planets – that have been misidentified by the observer as anomalies, while a small percentage of reported UFOs are hoaxes. However, after excluding these incorrect reports, between 5% and 20% of the total remain unexplained, and so can be classified as unidentified in the strictest sense. Many such reports have been made by trained observers such as pilots, police and the military; some involve radar traces, so not all reports are visual. Proponents of an extraterrestrial hypothesis believe that these unidentified reports are of alien spacecraft, though various other hypotheses have been proposed.
While UFOs have been the subject of extensive investigation by various governments, and some scientists support the extraterrestrial hypothesis, few scientific papers about UFOs have been published in peer-reviewed journals.There has been some debate in the scientific community about whether any scientific investigation into UFO sightings is warranted.
UFOs have become a prominent theme in modern culture, and this cultural phenomenon has been the subject of academic research.

for more information

Images of aeroplanes

• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
• 

• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
• 
• 

• 
• 
• 
• 
• 
•