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New Fixed Wing Digital Audio Panel Optimized For Fixed-Wing Aircraft

A new fixed wing digital audio panel for the Digital Audio and Intercom System DVCS6100 was unveiled at NBAA 2011 by Becker Avionics.

The new panel variant of the Audio Control Unit (ACU) 6100 is specifically tailored for fixed-wing applications. The new fixed-wing ACU6100 comes in a horizontal and vertical format to ease retrofit installations.

The new fixed-wing audio control panel is similar to the standard ACU6100, but includes oxygen mic switching, marker beacon mute and other functions. The panel will be available in a number of different lighting options, from soft white light to NVG compatible lighting. The ACU6100 is a pushbutton audio selector panel that controls all audio and intercom functionality for the systems Remote Electronic Unit (REU) 6100 via a dual CAN-Bus connection.

The DVCS6100 integrates all communications in the aircraft and provides flexible user-programmable configurations. The system offers a unique ability to effectively manage and control multiple audio sources and cabin passenger positions. Becker’s Digital multichannel audio and intercom system provides the flexibility to specifically customize the system to meet the demanding requirements of business aviation and airlines.

                   The DVCS6100 manages all transceivers, receivers and audio warning sources in one central system. It provides inter phone communication for up to 6 audio control stations to meet crew member needs. The system can handle up to 8 transceivers, 8 receivers, 6 fixed inputs and 8 warning tones. The DVCS6100 is the newest generation audio management system and was designed to meet specific needs of commercial and business aviation applications. Adaptable to all airborne applications, from large to small platforms, the DVCS6100 provides crisp and clear audio communication.

The Becker Avionics' DVCS 6100 also provides an optional Cabin Intercommunication and Passenger Address system, consisting of the Control Panel CP3100, External Jack Box EB3100, Intercom Amplifier IC3100, Public Address Amplifier PA3100, Converter Box CB 3100, Service Station ST3100, and Digital Player DP 4100. The DVCS6100 easily integrates all communications in the aircraft and provides flexible user-programmable configurations.


Link:   http://www.aero-tv.net/index.cfm?videoid=ac6fafe1-913f-4ece-8e8a-a10288d34467

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 Missile Aerodynamics by J.N.Nielson (1960) [19.87MB]

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 Aerodynamics, Aeronautics and Flight Mechanics by McCormick [3.43MB]

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A scientist at Cambridge University has debunked the long-held myth about how aircraft stay aloft

            Aeroplanes can fly as their wings cause the air pressure underneath to be greater than that above, lifting them into the air. But, engineers have for years been frustrated by a theory which wrongly explains what causes the pressure change, a myth commonly found in school textbooks and flight manuals.

But, Holger Babinsky of Cambridge University's engineering department has now created a minute-long video, posted on You-Tube website, to lay to rest the myth once and for all, the Daily Telegraph reported.

According to conventional wisdom, the pressure change happens as the air on the curved upper surface of the wing has further to travel than that below the flat underneath surface, meaning it must travel faster to arrive at the other side of the wing at the same time.

Babinsky says the myth goes against the laws of physics and the real explanation has nothing to do with the distance the air has to travel. According to him, the curvature of the wing causes the change in air pressure because it pulls some of the air upwards, which reduces pressure, and forces the rest beneath it, creating higher pressure.

A law known as the Bernoulli equation means that when pressure is lower, air moves faster - so the air stream above the wing does moves more quickly than the one below, but this is not what causes the difference in pressure.

Babinsky proved his theory by filming smoke passing across a wing. If traditional wisdom had been correct the smoke above and below the wing should have reached the front edge at the same time. The video demonstrates that the explanation is fundamentally flawed because the plume above the wing reached the edge much sooner than the plume below, he says.

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