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Posts Tagged ‘wing’

Many readers who have a good understanding of the Internet and data communications technology may have little background in transmitting voice or real-time imaging in a packet-switched environment. One of the main sources of confusion for those new to VOIP is the (natural) assumption that because digitized voice travels in packets just like other data, existing network architectures and tools can be used without change for voice transmission. VOIP adds a number of complications to existing network technology, and these problems are compounded by security considerations. Most of this report is focused on how to overcome the complications introduced by security requirements for VOIP.

For several years, VOIP was a technology prospect, something on the horizon for the “future works” segment of telephony and networking papers. Now, however, telecommunications companies and other organizations have already, or are in the process of, moving their telephony infrastructure to their data networks. The VOIP solution provides a cheaper and clearer alternative to traditional PSTN phone lines. Although its implementation is widespread, the technology is still developing such like small business VoIP. It is growing rapidly throughout North America and Europe, but it is sometimes awkwardly implemented on most legacy networks, and often lacks compatibility and continuity with existing systems. Nevertheless, VOIP will capture a significant portion of the telephony market, given the fiscal savings and flexibility that it can provide.

If you are buying exit signs for a building you will be constructing your choice is clear, LED EXIT SIGNS should be installed. Ask your architect or designer to use only LED exit signs in your building. What about the exit signs in an existing building you already occupy? LED exit signs are an ideal replacement but you need to determine what kind of exit sign your facility already has. The following descriptions should help you identify your facility’s exit signs:

• LED Exit Signs: These exit signs have a string of very small, typically red or green, glowing LEDs arranged in a circle or oval. The LEDs may also be arranged in a line on the side, top or bottom of the exit sign. LED exit signs provide the best balance of safety, low maintenance, and very low energy usage compared to other exit sign technologies. ENERGY STAR labeled LED exit signs will use less than 5 watts of power and last over 10 years.

• Incandescent Exit Signs: These exit signs contain one or two incandescent lamps, typically a clear glass bulb with a filament inside, with either a screw-in, bayonet, or push and twist style base. These are the most energy intensive exit signs and consume up to 40 watts of electricity. Signs illuminated with incandescent lamps typically require lamp replacement every 500 to 2,000 hours.

• Fluorescent/CFL Exit Signs: These exit signs typically contain one or two narrow U-shaped tubular lamps that appear frosted. They have a variety of bases but are typically screw-in (self ballasted) or plug in (remote ballasted). These exit signs are more efficient than incandescent exit signs, but still use up to 16 watts of electricity and have lamp life spans of 5,000 to 6,000 hours.

• Photoluminescent Exit Signs: These exit signs use no power and are typically pale green in color. If installed in an inappropriate location they can present problems to facility operators. Photoluminescent signs, though acceptable for a variety of installations, need to be exposed to light each day to charge. If placed in an area that does not receive adequate quantities of light, or is vacant for multiple days, these signs may not produce enough light to be discernable in an emergency.

• Tritium Exit Signs: These exit signs use a mildly radioactive form of hydrogen and require no electricity, but the amount of light they emit will dissipate over time. They are typically pale green in appearance. Disposal of these exit signs may be subject to local environmental ordinances. If you have one of these signs in your building please consult your state environmental office for advice.

EVERETT, Wash.–With all the recent hoopla about the first flight of Boeing’s 787 Dreamliner, true aviation buffs may be the only ones aware that the most iconic jumbo jet of all time was also preparing for a crucial step forward.

And on Monday, it happened: the 747-8 Freighter, the next generation of Boeing’s 40-year-old flagship jet, took off from Paine Field here, the first flight of the cargo version of what will be the longest commercial plane in the company’s history, a very important advancement for the venerable 747 program.

The 747-8 is considered an essential airplane for Boeing, even as it proceeds with the 787 Dreamliner, because the former will be the aviation giant’s entry in the more energy-efficient roster of planes that airlines and freight carriers are demanding for long-haul flights with high capacity for passengers and cargo. (The passenger version of the plane is set to arrive about a year after the cargo model.)

And while the passenger version of the 747-8 is perhaps sexier than the freighter that took off at 12:39 p.m. PST on Monday, the 747-8F’s first flight is vital evidence that the 747 program is alive and well, and ready to move solidly into the 21st century.

Boeing says that the 747-8 will be quieter and far more fuel-efficient than the existing 747-400 series. It is thought that the passenger version will hold as many as 467 passengers, 51 more than on a current 747-400. The freighter version will offer 21 percent more lower-hold revenue cargo volume than the 747-400 and cost about 8 percent less per seat mile to operate, the company says.

A big part of the plane’s improved efficiency comes from an innovative wing design which features double-slotted flaps inboard, and single-slotted flaps outboard, fly-by-wire spoilers and outboard ailerons. The plane also features GEnx-2B67 engines, similar to the GEnx engines that will power the 787 Dreamliner. The engine features a high-pressure compressor that is the most efficient and compact GE has yet produced, Boeing says. The result is said to be high fuel efficiency and low noise.

Boeing said the 747-8F will offer the lowest cargo cost-per-mile in the business. It weighs 154 tons, has a range of 4,390 nautical miles, a height of 63 feet, 6 inches, a wing span of 224 feet, 7 inches, and a length of 250 feet, 2 inches. It can reach Mach 0.85

The Monday takeoff was delayed by nearly three hours by low cloud cover, and the flight was scheduled for about four hours in the air, with a series of initial tests intended to demonstrate the plane’s airworthiness.