US new electric aircraft test flight successfully driven by battery

According to NASA, the original idea was to develop a drone with a wingspan of 20 feet (about 6.1 meters) driven by diesel and electric hybrids, but then turned to a smaller version so that the test could be started faster. The aircraft was developed by the NASA Langley Research Center and is still in the design and testing phase. The Langley Research Center is the first civil aviation laboratory in the United States and one of the first four research institutes established by NASA.

Bill Fredericks, an aerospace engineer at the Langley Research Center, said that in the first few scenarios, this concept was the most appealing one. It can take off and land vertically, can be used for small parcel delivery, and can also be used for agriculture and mapping.

David Nos, an engineer who participated in the experiment, said that they had built a total of 12 prototype aircraft: from a simple foam model of only 2.3 kg, to a large model of 11.3 kg, to a weight of 24.8 made of fiberglass. The kilogram model and the carbon fiber model that was later created by NASA professional technicians. While reducing the cost of the experiment, each prototype helped them solve many technical problems. North said: "Because of the 'hard landing', we lost some early prototypes, which also allowed us to learn how to control our flight system. Every failure has pushed us forward."

It is understood that the GL-10 wingspan of this test is 3.05 meters, 8 engines are installed on the wing, and there are two at the tail, the maximum takeoff weight is 28.1 kg. Currently, it has passed a hover flight test like a helicopter.

GL-10 chief flight controller Zach John said that the test flight of the 10-engine aircraft did have some difficulties at first, but from a control point of view, it is more like a 3-engine aircraft, and the left-wing four engines will get the same command. The right wing will work together, as will the two engines at the rear. In addition to vertical takeoff and landing, the GL-10 has the advantage of its weak noise, and its flying sound is even smaller than the sound of a home mower.

Fredericks pointed out that they have succeeded in making the GL-10 transition from hovering to wing-flight like a traditional aircraft and then back to hovering, and now they are trying to achieve a second goal - proving this The aircraft has four times higher aerodynamic performance than the helicopter.



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