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Since the introduction of the jet engine and its increasing refinement, fuel began to assume a much more prominent role in the overall design of the aircraft [1-1]. Fuel has now reached at least an equal design consideration as the engine and airframe [1-2]. There are several reasons for this increased importance of the fuel in the overall system. In addition to its essential function of providing the energy necessary for flight [1-3], the fuel will act as the primary heat sink required for cooling the aircraft and its equipment [1-4]. In many future systems, the fuel will constitute over fifty percent (50%) of the total weight [1-5] of the system and the fuel cost may well be as high as fifty percent (50%) of the direct operating cost (Figure. 1.1.). The purpose of this mini book is to summarize the progress made to date in the development of these advanced hydrocarbon fuels and to submit the necessary requirements for future hydrocarbon fuels for the aerospace industry. The idea of regular supersonic flight of air-breathing weapon systems has become a reality within previous years and the advancement of even faster systems will continue [1-7]. This incredible boost in flight speed has led to significant increases in the relative value of the fuel to the general system [1-8]. In the period of the piston engine, airplane designers were more concerned with the engine and the airframe rather than with the fuel [1-9]. The choice of fuel to be utilized in the airplane was often of secondary significance [1-9]. All things considered, with the presentation of the jet engine motor and its expanding change, the fuel began to assume significantly more fundamental capacity in the general plan till the point has now achieved where the fuel has obtained at least proportionate status with the motor and the airframe [1-10].
The primary human activities that release carbon dioxide (CO2) into the atmosphere are the combustion of fossil fuels (coal, natural gas, and oil) to generate electricity, the provision of energy for transportation, and as a consequence of some industrial processes. Although aviation CO2 emissions only make up approximately 2.0 to 2.5 percent of total global annual CO2 emissions, research to reduce CO2 emissions is urgent because (1) such reductions may be legislated even as commercial air travel grows, (2) because it takes new technology a long time to propagate into and through the aviation fleet, and (3) because of the ongoing impact of global CO2 emissions. Commercial Aircraft Propulsion and Energy Systems Research develops a national research agenda for reducing CO2 emissions from commercial aviation. This report focuses on propulsion and energy technologies for reducing carbon emissions from large, commercial aircraftâ€" single-aisle and twin-aisle aircraft that carry 100 or more passengersâ€"because such aircraft account for more than 90 percent of global emissions from commercial aircraft. Moreover, while smaller aircraft also emit CO2, they make only a minor contribution to global emissions, and many technologies that reduce CO2 emissions for large aircraft also apply to smaller aircraft. As commercial aviation continues to grow in terms of revenue-passenger miles and cargo ton miles, CO2 emissions are expected to increase. To reduce the contribution of aviation to climate change, it is essential to improve the effectiveness of ongoing efforts to reduce emissions and initiate research into new approaches.
March 29 hearing was held in Altoona, Pa; April 12 hearing was held in Pikeville, Ky; and April 13 hearing was held in Williamson, W.Va.
Advances in Thermoplastic Elastomers: Challenges and Opportunities brings together the state-of-the-art in thermoplastic elastomers (TPEs), covering innovative materials, synthesis techniques, processing methods and sustainability. Sections outline thermoplastic elastomers, rubber elastic, and thermoplastic vulcanizates, and review the current landscape, from research and published literature, to commercialization and patents. Subsequent chapters offer methodical coverage of different categories of advanced thermoplastic elastomer materials, including areas such as polyolefin-based TPEs and high performance TPEs. The final chapters in the book examine options for sustainability, including bio-based, bio-resourced, and biodegradable TPEs, as well as circular economy and recycling of TPEs.Finally, outlook and future market and research trends are reviewed. This is a valuable book for researchers and advanced students working with elastomers, polymer science, materials chemistry, and materials engineering. In an industrial setting, this is an essential resource for R&D professionals, scientists, and engineers looking to utilize thermoplastic elastomers in a range of advanced applications. - Focuses on novel materials, such as polyolefin-based TPEs, fluorinated TPEs, silicone-based TPEs, and ionic TPEs - Discusses sustainability in terms of bio-based or biocompatible TPEs, recycling and the circular economy - Helps bridge the gap between research and commercialization, reviewing patents, literature, trends, and market.

Hearings

United States. Congress. Senate. Committee on Labor and Public Welfare

Published: 1955

Total Pages: 1936


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Considers legislation to extend veterans education benefits.
May 25 and 26 hearings were held in Dallas, Tex.; July 14 hearing was held in NYC; and Aug. 17 hearing was held in Wichita, Kans.; Nov. 15 and 16 hearings were held in NYC; Continuation of hearings on impact of oil imports on domestic oil and coal production. Includes criticism of U.S. policy of fostering imports by U.S. and Europe of foreign oil. Apr. 24 hearing was held in Jackson, Miss.; Apr. 25 hearing was held in New Orleans, La.; Apr. 26, hearing was held in Lake Charles, and Shreveport, La.; Apr. 27 hearing was held in Little Rock, Ark.; Apr. 28 hearing was held in Oklahoma City, Okla.; and May 2 hearing was held in Santa Fe, N. Mex.