The aircraft owner who installed the modified fuel system stated that the 3D-printed induction
elbow was purchased in the USA at an airshow, and he understood from the vendor that it
was printed from CF-ABS (carbon fibre – acrylonitrile butadiene styrene) filament material,
with a glass transition temperature3
of 105°C.
An alternative construction method for the air induction elbow, shown in the Cozy Mk IV
plans, is a lamination of four layers of bi-directional glassfibre cloth with epoxy resin. The
epoxy resin specified for the laminate has a glass transition temperature of 84°C, after the
finished part has been post-cured. The aircraft owner stated that as the glass transition
temperature listed for the CF-ABS material was higher than the epoxy resin, he was satisfied
the component was fit for use in this application when it was installed.
A review of the design of the laminated induction elbow in the Cozy Mk IV plans showed
that it featured a section of thin-walled aluminium tube at the inlet end of the elbow, where
the air filter is attached. The aluminium tube provides a degree of temperature-insensitive
structural support for the inlet end of the elbow. The 3D-printed induction elbow on G-BYLZ
did not include a similar section of aluminium tube at the inlet end.
I've been out of the industry for a few years, but can anyone explain how L1 RAN processing can be done 'in the cloud' without back-hauling huge amounts of raw RF data to a data-center?
Most of VRAN sites will be still DRAN (distributed RAN -server on site).
CRAN (centralized RAN) is a fairy tale so far and works very few scenarios like very dense urban. Still we are talking about 200/400G NICs being standard.
L1 interface is also more efficient than it was for previous G’s where BTS sent time domain data, modern FH sends only allocated parts of spectrum in frequency domain.
I recommend reading 'Being Mortal' by Atul Gawande for some good insights into dealing with end-of-life issues. My wife & I found this very helpful in making decisions around the care of her aging father.
The aircraft owner who installed the modified fuel system stated that the 3D-printed induction elbow was purchased in the USA at an airshow, and he understood from the vendor that it was printed from CF-ABS (carbon fibre – acrylonitrile butadiene styrene) filament material, with a glass transition temperature3 of 105°C.
An alternative construction method for the air induction elbow, shown in the Cozy Mk IV plans, is a lamination of four layers of bi-directional glassfibre cloth with epoxy resin. The epoxy resin specified for the laminate has a glass transition temperature of 84°C, after the finished part has been post-cured. The aircraft owner stated that as the glass transition temperature listed for the CF-ABS material was higher than the epoxy resin, he was satisfied the component was fit for use in this application when it was installed.
A review of the design of the laminated induction elbow in the Cozy Mk IV plans showed that it featured a section of thin-walled aluminium tube at the inlet end of the elbow, where the air filter is attached. The aluminium tube provides a degree of temperature-insensitive structural support for the inlet end of the elbow. The 3D-printed induction elbow on G-BYLZ did not include a similar section of aluminium tube at the inlet end.