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Aerospace Nanotechnology Market to Witness Huge Growth by 2025 | Airbus Glonatech Flight Shield Lockheed Martin Lufthansa Technik tripleO Performance…

North America, Europe, China, Japan, Rest of the World,May 2020, The Aerospace Nanotechnology Market research report includes an in-sight study of the keyAerospace Nanotechnology Market Researchprominent players along with the company profiles and planning adopted by them. This helps the buyer of the Aerospace Nanotechnology report to gain a clear view of the competitive landscape and accordingly plan Aerospace Nanotechnology market strategies. An isolated section with top key players is provided in the report, which provides a complete analysis of price, gross, revenue(Mn), Aerospace Nanotechnology specifications, and company profiles. The Aerospace Nanotechnology study is segmented by Module Type, Test Type, And Region.

The market size section gives the Aerospace Nanotechnology market revenue, covering both the historic growth of the market and the forecasting of the future. Moreover, the report covers a host of company profiles, who are making a mark in the industry or have the potential to do so. The profiling of the players includes their market size, key product launches, information regarding the strategies they employ, and others. The report identifies the total market sales generated by a particular firm over a period of time. Industry experts calculate share by taking into account the product sales over a period and then dividing it by the overall sales of the Aerospace Nanotechnology industry over a defined period.

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The research covers the current market size of the Aerospace Nanotechnology Market Researchand its growth rates based on 5 year history data. It also covers various types of segmentation such as by geography North America, Europe, Asia-Pacific etc., by product type Aerospace Nanotechnology Market Research, by applications Aircraft Parts Fuselage Structure Aero Engine Parts Aircraft Electronic Communication System Others Main Ain overall market. The in-depth information by segments of Aerospace Nanotechnology market helps monitor performance & make critical decisions for growth and profitability. It provides information on trends and developments, focuses on markets and materials, capacities, technologies, CAPEX cycle and the changing structure of the Aerospace Nanotechnology Market Research.

This study also contains company profiling, product picture and specifications, sales, market share and contact information of various international, regional, and local vendors of Aerospace Nanotechnology Market Research. The market competition is constantly growing higher with the rise in technological innovation and M&A activities in the industry. Moreover, many local and regional vendors are offering specific application products for varied end-users. The new vendor entrants in the market are finding it hard to compete with the international vendors based on quality, reliability, and innovations in technology.

Global Aerospace Nanotechnology (Thousands Units) and Revenue (Million USD) Market Split by Product Type such as Nanomaterials Nanotools Nanodevices M

The research study is segmented by Application such as Laboratory, Industrial Use, Public Services & Others with historical and projected market share and compounded annual growth rate.Global Aerospace Nanotechnology (Thousands Units) by Regions (2019-2025)

Geographically,this report is segmented into several key Regions, with production, consumption, revenue (million USD), and market share and growth rate of Aerospace Nanotechnology in these regions, from 2012 to 2022 (forecast), covering

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There are 15 Chapters to display theAerospace Nanotechnology Market Research.

Chapter 1, to describe Definition, Specifications and Classification of Aerospace Nanotechnology , Applications of Aerospace Nanotechnology , Market Segment by Regions;

Chapter 2, to analyze the Manufacturing Cost Structure, Raw Material and Suppliers, Manufacturing Process, Industry Chain Structure;

Chapter 3, to display the Technical Data and Manufacturing Plants Analysis ofAerospace Nanotechnology, Capacity and Commercial Production Date, Manufacturing Plants Distribution, R&D Status and Technology Source, Raw Materials Sources Analysis;

Chapter 4, to show the Overall Market Analysis, Capacity Analysis (Company Segment), Sales Analysis (Company Segment), Sales Price Analysis by Airbus Glonatech Flight Shield Lockheed Martin Lufthansa Technik tripleO Performance Solution Zyvex Technologies CHOOSE NanoTech General Nano HR TOUGHGUARD Metamaterial Technologies;

Chapter 5 and 6, to show the Regional Market Analysis that includes North America, Europe, Asia-Pacific etc.,Aerospace NanotechnologySegment Market Analysis Nanomaterials Nanotools Nanodevices M;

Chapter 7 and 8, to analyze theAerospace NanotechnologySegment Market Analysis (by Application) Major Manufacturers Analysis ofAerospace Nanotechnology;Airbus Glonatech Flight Shield Lockheed Martin Lufthansa Technik tripleO Performance Solution Zyvex Technologies CHOOSE NanoTech General Nano HR TOUGHGUARD Metamaterial Technologies

Chapter 9, Market Trend Analysis, Regional Market Trend, Market Trend by Product Type Nanomaterials Nanotools Nanodevices M, Market Trend by Application Aircraft Parts Fuselage Structure Aero Engine Parts Aircraft Electronic Communication System Others Main A;

Chapter 10, Regional Marketing Type Analysis, International Trade Type Analysis, Supply Chain Analysis;

Chapter 11, to analyze the Consumers Analysis ofAerospace Nanotechnology;

Chapter 12, to describeAerospace NanotechnologyResearch Findings and Conclusion, Appendix, methodology and data source;

Chapter 13, 14 and 15, to describeAerospace Nanotechnologysales channel, distributors, traders, dealers, Research Findings and Conclusion, appendix and data source.

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Thanks for reading this article; you can also get individual chapter wise section or region wise report version like North America, Europe or Asia.

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Aerospace Nanotechnology Market to Witness Huge Growth by 2025 | Airbus Glonatech Flight Shield Lockheed Martin Lufthansa Technik tripleO Performance...

UAVenture Capital announces a spin-off of FreeFall Aerospace to form a new 5G company: FreeFall 5G – PRNewswire

TUCSON, Ariz., May 18, 2020 /PRNewswire/ --UAVenture Capital (UAVC), the Tucson-based firm that invests exclusively in University of Arizona science and technology, and DVI Equity Partners, the technology investment arm of Tucson's Diamond Ventures, today announced that two of their portfolio companies, FreeFall Aerospace and ED2, have come together to create a new company called FreeFall 5G to capitalize on the explosive growth of the 5G market.

FreeFall Aerospace was one of UAVC's first investments in 2018 and has rapidly developed antenna systems designed to revolutionize communication both in space and on Earth. FreeFall has demonstrated an ultra-lightweight inflatable satellite antenna, steerable balloon-borne communications, and low-cost fixed and mobile ground-based systems. UAVC's investment thesis believed that many of FreeFall's patented designs could also lead to new antenna systems for the 5G industry.

"This new company has the potential to be a tremendous success, particularly as the importance of 5G technology grows," said University of Arizona President Robert C. Robbins. "I am very proud to see this kind of partnership grow out of innovative thinking from the University of Arizona, and I am grateful to UAVenture Capital for their leadership in making sure this outstanding technology will be available to the public. I am looking forward to seeing what FreeFall 5G will accomplish."

ED2 which is focused on "Making 5G Happen TM" was DVI Equity Partners first Tucson-based investment. ED2's implementation of the FreeFall Aerospace antenna concept led to the prototype unveiled at 5G Mobile World Congress last year, and that system will now be enhanced for commercial demonstration this summer. The new FreeStar5G antenna will have greater range and flexibility than any 5G antenna system currently on the market yet draws significantly less power and is about the size of a desktop computer.

"We believe this small and powerful antenna will revolutionize 5G communication," said Fletcher McCusker, CEO and Founder of UAVenture Capital. The original concept was developed by Dr. Chris Walker along with Dr. Marwan Krunz, who in addition to their work at FreeFall are also professors at the University of Arizona. FreeFall teamed with ED2 in 2018, and under ED2's leadership the two companies were able to bring the concept to reality. "Based on what we all felt was a game changing technology for 5G, it made sense to form a spin-off to operationalize the antenna," said Bob Griffin Managing Partner at DV Equity Partners.

"We always knew that by working closely with the exceptional technical team at ED2 we could go farther, faster than we could on our own. Fielding an improved industrial-ready FreeStar5G that provides state-of-the-art capability will help achieve our vision of revolutionary connectivity for people, places, and things through our novel antenna solutions.The new product development and license agreements now in place with ED2 make FreeFall 5G well-positioned to enter the global 5G race." Doug Stetson, CEO of FreeFall Aerospace.

"Amazing that two small companies, from Tucson, Arizona, can transform the way 5G communication gets rolled out and by default make us a 5G technology region." Sergio Cardona, CEO of ED2.

About FreeFall Aerospace:

FreeFall is developing revolutionary new antenna technology for ground, air, and space. Their innovative spherical antennas are drawing interest from a wide variety of commercial and government organizations, offering wide field of view, electronic steering, and low mass to dramatically simplify and improve satellite communications. The company's unique antennas for the coming 5G wireless world, now transitioned to FreeFall 5G, are unlike anything else on the market and enable high-frequency, steerable communications for Smart Cities, connected vehicles, and the Internet of Things. FreeFall was founded in Tucson as a spin-off from the University of Arizona and maintains a close connection with UA faculty and supporters. FreeFall Aerospace was named as "Innovator of the Year Start-Up Company" during the 16th annual Governor's Celebration of Innovation Awards presented in Phoenix Arizona by the Arizona Technology Council and the Arizona Commerce Authority. The Innovation category is awarded to a company that has achieved "significant success, technical innovation or scientific achievement in the past calendar year."

http://www.freefall5G.com

About ED2:

Electronic Design and Development Corporation (ED2), founded in 2018, builds 5G infrastructure hardware for next generation telecommunications. ED2 products include integrated 5G wireless solutions, 5G filters and custom radio frequency electronics. Our mission is to give wireless network providers the critical and cost-effective components required for expansion and competitiveness. The company has 100+ combined years of radio frequency (RF) radio, radar, software, and wireless systems experience.

Home

About UAVC:

Formed in 2017 to invest exclusively in University of Arizona led technology, products and science, UA Venture Capital (UAVC) is an early stage investment fund designed to advance and commercialize U of A led inventions. UAVC and the U of A partner with faculty, students, and alumni to bring to market new technologies that will advance communication, science, pharmaceuticals, agriculture, sustainability, software, and engineering industries. Founder Fletcher McCusker is a U of A graduate, alumnus of the year and was awarded an honorary doctorate in 2015. Michael Deitch and Fletcher McCusker were the CEO and CFO team that led the privatization of SinfoniaRx, one of the first companies launched by Tech Launch Arizona.

https://www.uaventurecap.com/

About DVI:

DVI Equity Partners LLC (DVI) was founded in spring of 2018 with a singular mission of investing in early stage, emerging technology companies specializing in disruptive technology with an emphasis on companies founded and led by women and minorities. The firm evaluates emerging technology companies that create business-to-business (B2B) value in areas including national security, enterprise software, artificial intelligence, and data storage and analysis. Visit dviequitypartners.com for additional information.

http://www.dviequitypartners.com/

About the University of Arizona

Under President Robert C. Robbins,UArizona is leading the west in initiatives to enhance on-campus innovation, invention, research, and commercialization. Established in 1885, the University of Arizona, the state's land-grant university with two medical schools, produces graduates who are real-world ready through its 100% Engagement initiative. Recognized as a global leader in research, the university brings in more than $684 million in research investment each year and ranks in the top 20 research institutions among all public universities. UArizona is advancing the frontiers of interdisciplinary scholarship and entrepreneurial partnerships and is a member of the Association of American Universities, the 62 leading public and private research universities.

Tech Launch Arizona is the office of the University of Arizona that creates social and economic impact through commercializing inventions stemming from UA research. The office builds connections between talented UArizona faculty, researchers and staff and experienced entrepreneurs and investors, all strategically linked to create an ecosystem that refines ideas that start in the lab and grows them into new products and thriving businesses that benefit society.

https://techlaunch.arizona.edu/

SOURCE UAVenture Capital

http://www.uaventurecap.com

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UAVenture Capital announces a spin-off of FreeFall Aerospace to form a new 5G company: FreeFall 5G - PRNewswire

What will drive the Howmet Aerospace Inc share price higher? – Yahoo Finance UK

Shares in Howmet Aerospace Inc (NYQ:HWM) are currently trading at 10.77 but a key question for investors is how the economic uncertainty caused by Coronavirus will affect the price.One way of making that assessment is to examine where its strengths lie...

Howmet Aerospace Inc is a player in the Metals & Mining sector and itsshare price has moved by -57.9% over the past three months.

In volatile markets, many investors are keen to buy what they think are cheap stocks - but it's essential torecognise the difference between a genuine bargain and a value trap.Often, the quality of the stock makes all the difference.

The good news is thatHowmet Aerospace Inc scores well against some important financial and technical measures. In particular, it has strong exposure totwo influential drivers of investment returns: high quality and a relatively cheap valuation.

To understand why that matters, here's a closer look:

GET MORE DATA-DRIVEN INSIGHTS INTO NYQ:HWM

Good quality stocks are loved by the market because they're more likely to be solid, dependable businesses. Profitability is important, but so is the firm's financial strength. A track record of improving finances is essential.

One of the stand out quality metrics for Howmet Aerospace Inc is that it passes 6 of the 9 financial tests in the Piotroski F-Score. The F-Score is a world-class accounting-based checklist for finding stocks with an improving financial health trend. A good F-Score suggests that the company has strong signs of quality.

While quality is important, no-one wants to overpay for a stock, so an appealing valuation is vital too. With a weaker economy, earnings forecasts are unclear right across the market. But there are some valuation measures that can help, and one of them is the Earnings Yield.

Earnings Yield compares a company's profit with its market valuation (worked out by dividing its operating profit by its enterprise value). It gives you a total value of the stock (including its cash and debt), which makes it easier to compare different stocks. As a percentage, the higher the Earnings Yield, the better value the share.

A rule of thumb for a reasonable Earnings Yield might be 5%, and the Earnings Yield for Howmet Aerospace Inc is currently 11.4%.

In summary, good quality and relatively cheap valuations are pointers to those stocks that are some of the most appealing to contrarian value investors. It's among these shares that genuine mis-pricing can be found. Once the market recognises that these quality firms are on sale, those prices often rebound.

Finding good quality stocks at attractive prices is a strategy used by some of the world's most successful investors. If you want to find more shares that meet these rules, you can see a comprehensive list on Stockopedia's StockRanks page.

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What will drive the Howmet Aerospace Inc share price higher? - Yahoo Finance UK

Aerospace Hose And Tube Assemblies Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 – Cole of Duty

Others

The report is a compilation of different studies, including regional analysis where leading regional Aerospace Hose And Tube Assemblies markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace Hose And Tube Assemblies market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace Hose And Tube Assemblies markets. It also provides information on lucrative opportunities available in key regional Aerospace Hose And Tube Assemblies markets.

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Table of Content

1 Introduction of Aerospace Hose And Tube Assemblies Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace Hose And Tube Assemblies Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace Hose And Tube Assemblies Market, By Deployment Model

5.1 Overview

6 Aerospace Hose And Tube Assemblies Market, By Solution

6.1 Overview

7 Aerospace Hose And Tube Assemblies Market, By Vertical

7.1 Overview

8 Aerospace Hose And Tube Assemblies Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace Hose And Tube Assemblies Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

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Tags: Aerospace Hose And Tube Assemblies Market Size, Aerospace Hose And Tube Assemblies Market Trends, Aerospace Hose And Tube Assemblies Market Growth, Aerospace Hose And Tube Assemblies Market Forecast, Aerospace Hose And Tube Assemblies Market Analysis Sarkari result, Government Jobs, Sarkari naukri, NMK, Majhi Naukri,

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Aerospace Hose And Tube Assemblies Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 - Cole of Duty

Aerospace Manufacturing Software Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 – Cole of Duty

SMEs

The report is a compilation of different studies, including regional analysis where leading regional Aerospace Manufacturing Software markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace Manufacturing Software market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace Manufacturing Software markets. It also provides information on lucrative opportunities available in key regional Aerospace Manufacturing Software markets.

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Table of Content

1 Introduction of Aerospace Manufacturing Software Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace Manufacturing Software Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace Manufacturing Software Market, By Deployment Model

5.1 Overview

6 Aerospace Manufacturing Software Market, By Solution

6.1 Overview

7 Aerospace Manufacturing Software Market, By Vertical

7.1 Overview

8 Aerospace Manufacturing Software Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace Manufacturing Software Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

Get Complete Report

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About Us:

Market Research Intellect provides syndicated and customized research reports to clients from various industries and organizations with the aim of delivering functional expertise. We provide reports for all industries including Energy, Technology, Manufacturing and Construction, Chemicals and Materials, Food and Beverage and more. These reports deliver an in-depth study of the market with industry analysis, market value for regions and countries and trends that are pertinent to the industry.

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Tags: Aerospace Manufacturing Software Market Size, Aerospace Manufacturing Software Market Trends, Aerospace Manufacturing Software Market Growth, Aerospace Manufacturing Software Market Forecast, Aerospace Manufacturing Software Market Analysis Sarkari result, Government Jobs, Sarkari naukri, NMK, Majhi Naukri,

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Aerospace Manufacturing Software Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 - Cole of Duty

Aerospace and Defense Telemetry Market 2020 Global Overview, Growth, Size, Opportunities, Trends, Leading Company Analysis and Forecast to 2026 – Cole…

Kongsberg Gruppen

All of the product type and application segments of the Aerospace and Defense Telemetry market included in the report are deeply analyzed based on CAGR, market size, and other crucial factors. The segmentation study provided by the report authors could help players and investors to make the right decisions when looking to invest in certain market segments.

The Essential Content Covered in the Aerospace and Defense Telemetry Market Report :

* Top Key Company Profiles.* Main Business and Rival Information* SWOT Analysis and PESTEL Analysis* Production, Sales, Revenue, Price and Gross Margin* Market Share and Size

The report is a compilation of different studies, including regional analysis where leading regional Aerospace and Defense Telemetry markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace and Defense Telemetry market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace and Defense Telemetry markets. It also provides information on lucrative opportunities available in key regional Aerospace and Defense Telemetry markets.

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Table of Content

1 Introduction of Aerospace and Defense Telemetry Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace and Defense Telemetry Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace and Defense Telemetry Market, By Deployment Model

5.1 Overview

6 Aerospace and Defense Telemetry Market, By Solution

6.1 Overview

7 Aerospace and Defense Telemetry Market, By Vertical

7.1 Overview

8 Aerospace and Defense Telemetry Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace and Defense Telemetry Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

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Our 250 Analysts and SMEs offer a high level of expertise in data collection and governance use industrial techniques to collect and analyse data on more than 15,000 high impact and niche markets. Our analysts are trained to combine modern data collection techniques, superior research methodology, expertise and years of collective experience to produce informative and accurate research.

We study 14+ categories from Semiconductor & Electronics, Chemicals, Advanced Materials, Aerospace & Defence, Energy & Power, Healthcare, Pharmaceuticals, Automotive & Transportation, Information & Communication Technology, Software & Services, Information Security, Mining, Minerals & Metals, Building & construction, Agriculture industry and Medical Devices from over 100 countries.

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Tags: Aerospace and Defense Telemetry Market Size, Aerospace and Defense Telemetry Market Trends, Aerospace and Defense Telemetry Market Growth, Aerospace and Defense Telemetry Market Forecast, Aerospace and Defense Telemetry Market Analysis NMK, Majhi Naukri, Sarkari Naukri, Sarkari Result

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Aerospace and Defense Telemetry Market 2020 Global Overview, Growth, Size, Opportunities, Trends, Leading Company Analysis and Forecast to 2026 - Cole...

Aerospace And Life Science TIC Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 – Cole of Duty

Others

The report is a compilation of different studies, including regional analysis where leading regional Aerospace And Life Science TIC markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace And Life Science TIC market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace And Life Science TIC markets. It also provides information on lucrative opportunities available in key regional Aerospace And Life Science TIC markets.

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Table of Content

1 Introduction of Aerospace And Life Science TIC Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace And Life Science TIC Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace And Life Science TIC Market, By Deployment Model

5.1 Overview

6 Aerospace And Life Science TIC Market, By Solution

6.1 Overview

7 Aerospace And Life Science TIC Market, By Vertical

7.1 Overview

8 Aerospace And Life Science TIC Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace And Life Science TIC Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

Get Complete Report

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About Us:

Market Research Intellect provides syndicated and customized research reports to clients from various industries and organizations with the aim of delivering functional expertise. We provide reports for all industries including Energy, Technology, Manufacturing and Construction, Chemicals and Materials, Food and Beverage and more. These reports deliver an in-depth study of the market with industry analysis, market value for regions and countries and trends that are pertinent to the industry.

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Tel: +1-650-781-4080

Tags: Aerospace And Life Science TIC Market Size, Aerospace And Life Science TIC Market Trends, Aerospace And Life Science TIC Market Growth, Aerospace And Life Science TIC Market Forecast, Aerospace And Life Science TIC Market Analysis Sarkari result, Government Jobs, Sarkari naukri, NMK, Majhi Naukri,

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Aerospace And Life Science TIC Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 - Cole of Duty

Building the wings of tomorrow – Aerospace Manufacturing

The NCCs High Rate Deposition Cell in action

Mike Richardson visits the National Composites Centre to see how the facilitys new High Rate Deposition Cell is set to revolutionise the future of aircraft wing production.

The NCC has opened its doors to demonstrate what it claims is the most advanced composite manufacturing capability in the world. Its latest centrepiece employs robots working in what it calls a High Rate Deposition Cell that can layup 5m wide and up to 20m long composite plies in one movement. According to the NCC, the cell will revolutionise the production of aircraft wings, reduce the number of individual components and increase the production rate.

The sheer scale of the manufacturing cell which employs automation technology supplied by Gdel, Coriolis and Loop Technology the two bridges are 7m high by 13m wide and run along a 26m track, positioning two huge robotic arms to within 0.2mm.

Funded, in part, by The Aerospace Technology Institute in collaboration with the Local Enterprise Partnership and the High Value Manufacturing Catapult, the technologies on display demonstrate an ambitious, 36.7m investment programme (iCAP) to deliver ten digital technologies and teams of specialist engineers, all working under one-roof to build a unique composites testing ground for industry.

A digitally bright future

One major iCAP project is linked to the Wing of Tomorrow programme. Launched by Airbus, this partnership involves a number of companies including, Spirit AeroSystems and GKN. So, now that weve seen a demonstration of how it all connects together, whats next for the NCC and will productionised parts be made in earnest?

It might look like an industrial-scale cell, but its actually the first generation of high rate deposition cells, begins the NCCs chief technology officer, Enrique Garcia. When we started to think about designing the cell, we wanted it to be really flexible. Although were focused on delivering the Wing of Tomorrow programme, we want to ensure that beyond this, we have the flexibility and opportunities to work in other sectors as well.

We expect to gain a huge amount of knowledge both from the manufacturing processes and the design and simulation tools, but I would also expect any aerospace OEM that takes this technology further to actually specify a solution that is more tailored to their needs. The manufacture of a wing cover, for example, probably wont require so much of the bells and whistles technology, i.e. the data capturing and data logging that the NCC can provide. Instead, there may be scope to develop the next generation of end effectors (heads) that are perhaps a little more capable. Were primarily developing the technology, and when it needs to go into production, it will become the second generation of production cell. The NCC can take these kinds of risks to see if we can make it happen, make it viable and make it commercially available, and then essentially target the ways of minimising the risks for our customers in investing in this kind of technology.

Enrique Garcia, chief technology officer of the NCC

No doubt about it then, this is the kind of exciting stuff that makes me wonder whether all the aircraft wings of tomorrow will be made this way in the future?

We will see, states Garcia. There has also been a lot of development in traditional metallic wing construction that will actually compete with what were developing here. The bonding of different wing parts is something that will remain, but in terms of how composite materials will compete with its traditional metallic counterpart, hopefully we will ensure that composites are their preferred technology of choice for wings.

Were also looking at Out of Autoclave (OoA) solutions which is the right thing to do in addressing very high production rate demands, but perhaps this isnt the right technology for every aircraft programme. Maybe it means using the more traditional composites and the way they have been manufactured so far could prove more viable. The really interesting aspect about all this is that were developing something that will unlock very high rates for single-aisle passenger aircraft. Were also opening the opportunity of using this beyond single-aisles by developing another type of technology to choose from.

Capture all the knowledge

Im interested to know how the NCCs work is helping to enable the industry to become smart and connected through the networking of equipment and effectively store manufacturing process data. Is digitalisation and automation also dark arts in that customers dont always understand the long-term gains and payback?

If you really want to take full advantage of composites, you do need to marry design and manufacturing from the beginning. Digital engineering is about demystifying and really opening up the use of composites to a wider audience. Were trying to ensure that through automation, we obtain the reliability and through digital engineering, we capture the knowledge of those people that possess a lot of experience. Its about capturing this data and translating it into tools that people with a lot less composite knowledge can quickly use.

We want to develop these digital technologies and tools that allow you without necessarily being a composite expert to get to an answer that is around 80% right and then you will probably need people like the composite experts to tweak that extra 20%. We want to ensure that composites can be more easily used. I believe digital engineering will do that for us. Through the use of digital engineering and digital tools, we will be able to digitise all the knowledge, get the answers faster and be more certain that were actually getting the right answers.

An ultrasonic cutting table is capable of processing 20m x 5m plies

In terms of the evaluation tools, does Garcia think that the industry understands the full value proposition of fully automating composite parts production.

Were not suggesting that full automation for every single part is the right answer, but getting to a point where we can perform in-process monitoring even if its manual layup and where the production rate is really low. Lets see if it is possible to laminate and even if it is not lets capture as much of the correct data as possible. Its extremely important that we manage to explain properly what the automation of composites manufacturing can actually do. Even when automation doesnt make sense economically for a technical business, we can still use digital technology.

Its time to deliver

At the culmination of the project, Garcia says that in looking back, hes really satisfied with how the NCC has matured as an organisation. Establishing its processes and methods, the challenge of installing and commissioning ten pieces of equipment all happening concurrently, whilst at the same time producing parts and carrying out R&D for its customers is certainly no mean achievement.

One of the things I really enjoy about working at the NCC is how excited the people here are about pushing the boundaries, he concludes. The maturity of the entire process and how much weve learned is something that I probably expected, but not to this extent. What has really surprised me is how efficient we were in terms of purchasing the equipment and developing the capability programme.

Nevertheless, theres no time to relax. The iCAP programme is happening and we are ready now we have to deliver. We have the Wing of Tomorrow programme to contend with, and this will be one of our key deliverables. All weve done so far is get the equipment ready and acquire the knowledge of how to use it. Now the really challenging part begins!

http://www.nccuk.com

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Building the wings of tomorrow - Aerospace Manufacturing

Why Would This Aerospace Company Survive? – Motley Fool

In this episode of Industry Focus: Energy, Nick Sciple chats with Motley Fool analyst Jim Gillies about some recent interesting stories. They discuss Warren Buffett selling airline stocks and Elon Musk's Twitter antics. Jim talks about digging deeper into companies' financials. They also take a look at bankruptcies and an aerospace player on stronger footing than most, and much more.

To catch full episodes of all The Motley Fool's free podcasts, check out our podcast center. To get started investing, check out our quick-start guide to investing in stocks. A full transcript follows the video.

This video was recorded on May 7, 2020.

Nick Sciple: Welcome to Industry Focus. I'm Nick Sciple. Joining me today to break down some of the most interesting stories in energy and industrials this week is Motley Fool analyst Jim Gillies. Jim, welcome back on the show.

Jim Gillies: Glad to be here. Thanks, Nick.

Sciple: That's great to have you on. We've got some great topics queued up today. I sent out a Twitter poll this week asking what folks wanted us to talk about, and the winners were that we would discuss Warren Buffett selling his stake in the airlines and the latest in Tesla (NASDAQ:TSLA)earnings and Elon Musk Twitter antics.

Let's start off with Buffett first. I know you've been following Warren Buffett and Berkshire Hathaway(NYSE:BRK.A) (NYSE:BRK.B) for a long time, actually met him in person a couple of times. When you heard that Buffett was selling his entire airline stake across all four of the major airlines, almost 10% holdings in all of them, what was your first reaction?

Gillies: This is not great for airline stock valuation going forward. I actually felt very seen, very heard, if you will, because we've been doing a lot of Fool Live publications and other venues, and a question that comes up all the time, because of the way stocks reacted in March, was what do you think about airlines? You know, everyone's looking for bargain-hunting. Which is an inherently good instinct, I think, you want to buy things when they're on sale. So, people looked at airlines and they had the imprimatur of the Oracle of Omaha, of Warren Buffett and, you know, "Oh, he owns 10% of all of them and wow!" And now they're down 50%, 60%, 70%, maybe we should jump in here.

And I've been saying for a while now, folks, the world has changed for airlines. I believe the airlines are going to continue flying. The flag carriers will be flying. But the equity, the current shares, may go to zero. These companies may go into some form of a bankruptcy, a preplanned bankruptcy, a Chapter 11 where the existing equity is wiped out, the previous debt holders become equity holders and we, kind of, go on from there. Or it may be functionally equivalent, where the government shoves money into these things over time but they put in so much money, they end up owning so much of it that it becomes functionally equivalent.

So, if you pull up a stock chart, say, of AIG or Citigroup coming out of the global financial crisis in '08-09 you'll see that the effective price of those stocks is still down +95%, +99%, they never technically went bankrupt, but you might as well -- I mean, if you are a shareholder from before that, you don't notice the difference.

So, with all of that said, when Buffett comes along and he says, "We sold all of our holdings in all four." And he basically said, it's because the equity may not be worth anything even if these businesses survive. You know, like I said, I felt very seen. You know, I'd come to the same conclusion he had. But my first thought was actually, what about all these poor investors who have coat-tailed Buffett over the years?

Now, I'm a Berkshire Hathaway shareholder as are, indeed, many, many Fools. So, you know, on a look-through basis, yeah, I'm a little bit damaged by this, because he bought it at much higher prices than he sold them at. But in addition to that, there's a phenomenon called coat-tailing, where you find someone whose ideas you respect and you see what they're doing, it's like, "Oh, you know what, I'm not going to buy Berkshire Hathaway, but if it's good enough for Buffett to do, I'm going to go chase and do what he just said."

So, you know, how many people bought airlines because of the Buffett imprimatur? How many people in the wake of this, kind of, quick flash crash we had or [...] but, you know, we had one-month 30% drawdown, how many people in that drawdown were like much the people we've seen coming forward on these Fool Live broadcasts saying, well, you know, "Oh, the airlines are down 70%," and, "Oh, Buffett, Warren Buffett owns 10% of these, this must be a great time for me to get in at a lower price," not perhaps thinking that Buffett might change his mind.

And that's one thing I really admire about Buffett, even though he took a loss here and he said, "This was a mistake, I made a mistake." And the best part I think about this, yes, we lost money and that's fine, but when he recognized the world had changed, he didn't sugarcoat it, he didn't try to double-down to maybe make the mistake look less egregious, he basically said, "No, I've made a mistake, I need to take my medicine, I'm done, I'm out, finished."

Sciple: Yeah, a lot of points raised there and I agree with many of them. I think this instinct that a lot of folks have to buy up their losers' average down is counterintuitive. You should be buying your stocks that are winners, that have succeeded, that your thesis has been proved out on. And those stocks where your thesis has been disproved, as Buffett has said he thinks has happened in this case, maybe it's time to sell.

One of the things you talk about coat-tailing and following these guru investors, and one point a lot of people have raised in response to Buffett selling the airlines is that, hey, you as an individual investor are positioned differently from Warren Buffett. This is someone who's 89 years old, has a bunch of other operating businesses that are going to be affected by what's going on, as well as an insurance company. Maybe his perspective on the business is influenced by all those other things. And the investment is more attractive, maybe for you as an individual investor than it would be for Buffett. You don't agree with that argument at all?

Gillies: I don't agree with that at all. Look, Buffett is not unaware that he's 89 years old, Buffett is not unaware that his time heading Berkshire Hathaway and his time on the stage is coming to a close; it's not coming soon, I hope, you know. And I've been a Berkshire shareholder for -- coming up on -- 20 years, I think. [laughs] And I was hearing this argument back then, you know, it's like, "Oh, he's 70 years old, he can't stay there forever." Well, two decades later, here we are.

But he has long said, look, Berkshire is built to survive me. He says, I think the stock will go up when I exit the stage; I will take the other side of that bet, I think the stock will probably go down the day he decides to leave or leaves without deciding to leave. But he has said, he has built his life's work on long-term thinking, the long-term survivability and viability of this business. I would argue Berkshire, with Buffett in charge or not, has a longer time horizon than I have, because Berkshire, we hope, will be around when I'm off the stage as well; forget Buffett.

So, no, I really think that the big issue here is, he sees either actual bankruptcy or, as I said earlier, functionally equivalent to bankruptcy. I think he believes the equity of one or more of these could be severely/permanently impaired and, you know, he knows he doesn't have a time machine to go back and not buy those.

I mean, he knew that he was already getting some attention because two of the -- he owned 10% of all four, two of them -- I believe it was Delta and Southwest, it's either through buybacks or whatever -- they were actually above 10% threshold. And when you're above the 10% threshold as an exterior investor, you have to file with the SEC to let people -- because you could be putting some influence on these things. So, in early April, I believe it was, news came out, the forms were filed that showed that Buffett and Berkshire had sold down below the 10% threshold for those two airlines. And at the time it's like, OK, well that's probably not positive, but we don't know the full extent of what that is. Like, all we know is he now has all four airlines below 10%.

But did he stop there? Did he sell them all off? Did he sell a bunch off because maybe he's going to make a run? I thought perhaps that Berkshire Hathaway may go after what I consider the best run of the four and that would be Southwest. I thought it's possible, here's Berkshire which has added, you know, railroads in the past and has energy and has this wide swathe in cross-section of American business, you know, I thought it might look kind of nice, that maybe an airline might fit in nicely there. And I thought, well maybe he's taking a run setting up to take a run at Southwest.

Turns out, he's like, "No, I've made a mistake, I'm out entirely." And he had to have known that that was not going to be received terribly well on Wall Street on main street, but he did it anyway because he believes this was the right thing for Berkshire Hathaway and Berkshire Hathaway's shareholders.

Sciple: Yeah, I would say, you know, this is probably -- you've been following Buffett much longer than I have -- probably the most, I wouldn't say it was bearish, but tepid on the markets that I've seen him.

Gillies: Yes. And actually, that is something. And I'm going to say this against the backdrop of as of this recording the Nasdaq is now up for the year. So, in spite of that flash crash, that March crash we had, the Nasdaq is now up for the year, it seems that any number of we'll say high valuation, high multiple, often cash-anemic, if not cash-burning companies are hitting new highs daily.

One thing I found, as you say, he was very tepid and my concern, and I've voiced this in other places, was that here is the man, who, if he didn't coin the phrase, "Be fearful when others are greedy, and be greedy when others are fearful," he certainly has become popularized with it.

He has similarly said things like, "When it starts raining gold, we want to be outside with wash tubs not teaspoons." Okay, so this is what he said. What did he do? Well, what he did was, in the first quarter he was a net seller of stocks, he bought a little bit of Berkshire back; got rid of some airlines. And as we went into April, he was much more of a seller in stocks; all of the airlines.

He was building cash, he already had $128 billion on the books of Berkshire Hathaway, and ended the quarter with $137 billion. He didn't make an attempt; he wasn't greedy when others were fearful. And I don't know if you remember, Nick, but people were pretty damn fearful in March. You know, he wasn't greedy and he didn't run outside with wash tubs when it was raining gold. And to be honest with you, that gives me a little bit of pause.

Sciple: Yeah, I couldn't agree with you more. I still think we see these -- it's Thursday, right? We had the latest unemployment numbers coming down, there's another 3 million unemployed folks.

Gillies: There are now more people unemployed in the U.S. then we have people here in Canada, that is a mind-numbing statistic for me. My entire country is unemployed in your country.

Sciple: That's an insane stat, you know, to see here put that way. And then to see, you know, the market is rocketing up, that disconnect is difficult. Bringing it back around to, kind of, the airlines and the liquidity situation they're in. We led off the show talking about how a lot of folks are excited, they see these stocks selling off, you know, +50% and they want to jump in. And we've told a story here today, based on what Buffett has said, he agrees with this, that these were companies that, you know, very well the equity could be wiped.

Is there anywhere, when you look around this space, given this environment, that you might be excited to jump in related to aerospace?

Gillies: Sure. So, we've already, kind of, stuck the fork in the airlines. And look, we don't obviously know the future, they may ultimately get something worked out or whether this softens beforehand or whatever, but you know, I'm obviously not interested in the airlines.

I'm similarly, I'm looking at -- obviously, Boeing has had their issues, the 737 MAX issues before all of this happened. Similarly, Airbus over in Europe was saying -- you know, I think that's a bit of hyperbole, frankly, but the CEO was saying things like, "Look, we have to all pull together or we could lose the company." Well, when both halves of the worldwide duopoly for airplanes are in trouble, I mean like, I'm not interested there either. But I'm thanking you for teeing this up for me here.

Because do you know, Nick, do you know -- I think you might know, because we may have talked about this. Do you know who the world's largest buyer of airplanes is, of light passenger liners?

Sciple: You know, I wouldn't have known before yesterday when you told me, but, Jim, what is it?

Gillies: It is an aircraft leasing company called AerCap Holdings, AER, I believe, on the New York Stock Exchange. They are the world's largest -- but, I mean, it's not one of the airlines, it's these guys. And these guys buy planes and then lease them to airlines around the world. They have relationships with 200, I believe, airlines around the world. 70% of their business is with the U.S. majors and the China-Asian majors.

Now, who is going to get the bulk of the support from governments? And right now so far, governments around the world have pledged somewhere on the order of $100 billion to prop-up their respective airline industries. The CEO of AerCap on this week on their conference call said, we actually think it could go to $200 billion. And you know, what's an extra $100 billion between friends, really?

But in the case where the airlines go into a preplanned bankruptcy. And what I mean by bankruptcy is not they will cease to exist, OK, that they will stop flying and we're done. This would be preplanned. I have a book on the bookshelf behind me, which you can't see me right now, but there's a book on my bookshelf called Air Monopoly. And Air Monopoly is the story of the last time that Air Canada, Canada's flagship carrier, went bankrupt. Now, Air Canada is still Canada's flagship carrier. Air Canada is quite often the start and end of any search. If you need to fly in Canada and fly to the States, fly to Europe, that's usually where we start looking, with Air Canada. And yet, their equity was wiped out entirely in the 2002-2003 era in the wake of September 11th and SARS, basically.

That could very much be the fate of a lot of airlines around the world, but yet, they're still going to keep flying. And when they do, they're going to need planes, and so AerCap buys the planes and places them with the airlines.

What could also happen is, as governments around the world shove capital into these airlines to keep them running, on the other side of this, these airlines are going to be looking to shed costs, to get out of government financing. We saw that in the global financial crisis with the banks, when the banks had all this capital shoved into them by the governments, and they paid these things off as fast as possible, because you don't want to be beholden to the government, frankly, regardless of what country you're in.

And so, if that is the case then they are going to be looking to shed capital costs, like, say you know, I don't know, buying planes. Planes are expensive. If I don't have to buy a plane, if I could just get you, the leasing company, to buy the plane and then I'll lease it from you, and, yeah, my payments are going to be larger than -- you know, it's more expensive to buy a car on a seven-year loan, Nick, right, than to take advantage of all the bells-and-whistles and pay cash for it upfront. They're not going to care because they can get by leasing planes that'll free up more capital internally, maybe to get the governments off their backs.

So, I actually think that this brave new world we're in now, I do believe air traffic will come back perhaps faster than people expect. And I would point to China where AerCap has some, as I mentioned earlier, AerCap is around the world, they have most of their businesses China, Asia and U.S. majors.

China in January was running 15,000, 16,000 flights per day. Now, there's Chinese New Year's around there, so you expect elevated travel, like, U.S. Thanksgiving. By February, they were down to about 4,000 flights per day. Country is lockdown, coronavirus pandemic, so, I mean, the traffic is way down. They're now back up, they are now back up in the 10,000, 11,000, 12,000, flights per day range. They've passed through the worst of it and they're now back on the way up.

Assuming that that is the similar pattern to what we're going to have in North America and Europe, that speaks to A. AerCap surviving; and I've said, AerCap, I think, it was about a $70 stock three months ago. It was about a $15 stock one month ago. It's now, I think, in the high-$20s, like, I mean, they got hit pretty hard.. Like, they are being very explicit in, "No, no, we're a survivor." And I was quipping a little bit maybe two or three weeks ago, it's like, you know -- and full disclosure, I ended up buying some shares here, but I was quipping that in two years, this is either a zero or it's a triple. Because I mean, it was a triple three months ago, or it was triple the price three months ago. So, even if things get back to where they are.

But they are exceptionally well-run, they focus on new technology. I think it's something about 16% to 20% of airplanes around the world are the so-called newest of new technology. Aircraft's fleet, it's close to 60%. They're average lease still has 7.5 years to run, they've got no slots to place planes now anyway. They're working with all their clients. They've got banking relationships with 120 banks that help finance and things. So, I really like this company as my play. If I'm going to play in the airline space and the aircraft space, I kind of want to be in the leasing area rather than the actual airplanes.

Sciple: Yeah, just to underline one of the points you highlighted earlier on bankruptcy. We spent a lot of time on this show, we talked earlier about, there's a decent chance that some of these airlines could go bankrupt. And what happens in a bankruptcy? The current equity gets wiped and the debtholders, people with residual claimants on the company usually end up with the assets. And as the company who owns the planes that the company flies, AerCap owns the companies [planes] (sic) and leases them back to the airlines. They can just take the planes back in bankruptcy. If these airlines disappear and demand for air travel returns in a year or two down the line, they're the ones who are going to have these valuable assets, while these airline stocks that are out today, that equity very well could be wiped. And at the end of the day you want to own these assets.

And when you look at the financial position they're in, I mean, I was really impressed with management's earnings call. I mean, they really, in a fairly direct straightforward way, laid out everything you would want to know as a shareholder in a really logical, easy-to-follow way, which I really appreciated, especially in a time like this.

Gillies: Yeah. No, exactly. If anyone listening has access to conference call transcripts, this was a master class I thought, their most recent call. Where, yeah, they say, hey, yeah here's how we're going to get through this and why. And, you know, they carry some leverage. You have to understand when a leasing company -- it's almost like a bank, you know, or any kind of financing company, debt is raw material, so financing is raw material for these guys. They turn debt into these assets, these planes.

One of the points that they've made, I don't remember if it was the most recent conference call or if it was from an investor's conference a month or so ago, one of the things that said, it's like, guys, airlines go bankrupt all the time, this is not our first rodeo, like, we have taken planes back from bankruptcy filing lots of time, many times in the past. Okay, it's a bit more elevated now, and? You know, there's nothing going on right now that, again, admittedly, in more isolated terms, are more sporadic and spaced out, that they've not seem to, that they've not seen before, but they have seen this before.

And you know, so I mean I like to stat -- you know, we have seen a couple of airlines already go down, Air Mauritius, you know, we all fly Air Mauritius on a regular basis, Virgin Australia, they've both, I believe, entered bankruptcy protection. Norwegian Airlines, it's not bankruptcy technically, but they've worked out a deal with all of their creditors and the government, including AerCap as well.

But, Nick, 2019, before all of this unpleasantness, 2019, how many airlines went bankrupt around the world?

Sciple: That's a great question. I don't know. More than I would think, right? Where travel was rocking-and-rolling all-time highs. So, how many went bankrupt?

Gillies: 23.

Sciple: There you go.

Gillies: They have seen this before, in fact, it is possible -- I'll throw this out there as something people can bang over my head when I'm wrong later -- it is possible there were more airline bankruptcies in 2019 than will happen in 2020, because 2019, as you just said, air travel was rocking-and-rolling, so that's a sign of bad management or whatever, right? Whereas in 2020, anyone who runs into trouble is going to be throwing themselves upon the mercy of the government largesse, which again we mentioned, $100 billion so far, maybe could go as high as $200 billion. We might get more bankruptcies last year than this year, which is a somewhat silly thing to say maybe, but I think it could happen.

Sciple: That's a bold prediction. Alright, you all, if you aren't into airlines, you want something more exciting, on the back-half of the show, we're bringing all the excitement with Elon Musk and Tesla.

Gillies: You've got a weird definition of excitement, man. [laughs]

Sciple: Alright, folks, if you were bored on the first-half of the show, I think we've got some excitement here. For folks who have listened to Elon Musk's interview, a second interview with Joe Rogan, he said, he thought Warren Buffett's job must be pretty boring. Well, we're going to talk about a little more exciting company here, Tesla earnings last week.

And you look at the headline numbers, really pretty impressive, third straight quarter of positive GAAP net profit, the first-ever profitable first quarter that they've had and they had record first quarter production and deliveries. Jim, when you look at those numbers, obviously, some pretty impressive headline numbers, what do you take away from the quarter?

Gillies: Sure, they're impressive headline numbers, now you are comparing it to Q1 last year, which was not great. So, I'm going to state my bias upfront, so people can tune out now if they want to. I am not a believer in the Tesla story, I think that the best-case scenario is some of the facts are being played fast-and-loose with at the best of times. So, I'm going to just leave it out there.

The headline numbers look great. And my job -- and this is not a Tesla thing, this is my job regardless of what company I look at. So, I could give you a long list of companies where I never trust the numbers that are given to me in a press release, ever, for any company. I always have to go in and dig and what have you. And that's how you decide, is this actually better than expected, is it worse than expected.

So, with Tesla, one of the things that immediately jumps out. So, yes, they delivered a $16 million GAAP, Generally Accepted Accounting Principles, profit. Fantastic. Okay. They have a small part of their business, not as small as it usually is, but they have a small part of business where they sell regulatory credits. These are credits that have been created because they have green vehicles, other vehicle makers who have less green vehicles, need to buy credits, need to show a certain amount of green production, they maybe can't or don't do it themselves yet. We'll talk about competition maybe some other time. And so, they can buy credits from Tesla. Green zero emission credits.

And Tesla has been selling these credits every quarter, you know, that is the regular part -- it's not a big part, you know, when you're doing $5 billion, $6 billion on top-line car sales, what's $150 million in emission credits, that's not a big deal.

But it is 100% gross margin. So, this is about the most profitable thing you can have. But, hey, again, you know what, Tesla has got them, they can sell them, that's not a problem, that is perfectly legal, perfectly acceptable and I'd be angry as a shareholder if they didn't sell them. But the average that they've been doing for the last five or six quarters, I think is in about the $150 million to $175 million range, ballpark.

Sciple: Yeah, that's about right. I mean, the recent high before this had been Q1 of 2019, so.

Gillies: Sure. Which was the desperation quarter for them, it was a very bad quarter last year, same quarter. Okay. Average $150 million to $175 million the last, say, six quarters. This quarter, they sold $354 million, that by itself -- and you know, again, the so-called profitability, the thing that the people are hinging on is $16 million. Well, OK, you know what, I'm going to have a hard time not reporting a GAAP profit if I'm selling $354 million worth of 100% gross margin credits.

If they had just sold their average -- so, let's say they sold $200 million instead of $354 million, higher than their average for the last three quarters, this company is reporting a +$100 million loss. Okay. So, they did not make a profit because of their car business, which is what they are, they are a carmaker. They did not make this profit because of their solar business, you remember SolarCity that they acquired because it's integral to the success of Tesla going forward. Their installed megawatts went down this quarter. No, they posted a GAAP profit because they sold something that can't be repeated.

And the other thing is, too, is that their tax rate, their effective tax rate for the quarter was what, 2% or 3%? Like, I don't know what chicanery they're pulling on that. But, you know, we used to look at IBM, you know, everyone knows IBM. IBM for years was castigated, rightly so, for managing their earnings and bragging every quarter, we're going to have $20 per share in this kind of look through earnings yaddi-yaddi-yadda. But they were manipulating, they were buying back stock, they were manipulating their tax rate, they're pulling all kinds of crap. And Wall Street, at one point just said, you know what, like, you guys are just, you are playing accounting games to show these profits, so we're just going to stop listening to you.

And to this day, like, IBM is trading at what? 9X earnings, 10X earnings? It's still a massive company with a massive name, but you know, the analyst community got wise to the chicanery being pulled. And so, you kind of look at this this year, it's like, eh, super-low tax rate, sale of one-time items or some other stuff, puts-and-takes that I would question, but those -- you know, like, they had one factory last year, they had two factories this year. Operating expenses went down, that's a good trick.

Sciple: So, Jim, yeah, I see the criticism on, it's a $16 million GAAP profit, but for any amount of regulatory sales, essentially, they're not going to show a GAAP profit. I think one question I have for you though is, Musk said on the conference call, following up that X regulatory sale, they had 20% auto gross margin. You know, they are showing some progress on getting cost controls under way, that sort of thing, I mean, is that encouraging for you or what's your view there on that part of the business?

Gillies: Yeah. No, I would say actually, you better get it over 20%. But, yeah, no, I would say, yes, that is encouraging. I haven't done a deep dive into the components of gross margin, but on the surface I'm willing to accept that, yeah, we got the 20% and it's good.

And I'm going to actually say this too, again, maybe I'm showing my particular style of analysis and investing. Okay, so you reported GAAP profit. If I told you, Nick, that I don't care about GAAP profit, I don't; I care about some very specific things. But you know, I happen to employ a chartered accountant in my house. And when I say employ, I mean she's my significant other. And she has reminded me on many occasions -- we once had a two-hour elevated discussion, we'll call it, about the proper way to treat deferred taxes.

So, that's the kind of excitement you get around my house. But she has told me multiple times, you know, pounded into my thick skull, I can show whatever profit you want me to show, like, that's not the issue. You know, I can make the statement and I can show you what you want. I want to talk about cash flows, I want to talk about what is the actual health of the business, because GAAP profit is one thing, but cash flows tell a very different story here in Q1.

Sciple: Okay, what stories the cash flows tell you, Jim?

Gillies: It's less enthusiastic. So, they had a $16 million GAAP profit; fine. The first thing I'm going to point you to is what's called cash flow from operations. So, the third financial statement, you got your income statement, you got your balance sheet, I suppose you got your statement of shareholders' equity, but no one pays attention to that. And so, the third one is the statement of cash flows.

And the statement of cash flows is delineated into three sections: operating cash flows, investing cash flows, financing cash flows. Operating cash flows, how much cash you make from running your business. And the way you calculate operating cash flows is you start with GAAP profit. So, you take the number at the bottom of the income statement and that's the top number on the statement of cash flows. And then you add and subtract all of the noncash charges and all the other sources and uses of cash in your operations to come up with your cash flow from operations number.

Since you're starting with the number from the bottom of the income statement, you're starting, OK -- there's all kinds of earnings quality books you can get out there, there's Thornton O'glove's Quality of Earnings, there's Hewitt Heiserman, It's Earnings That Count, there's all kind of cash flow numbers from Mulford and whatever.

The general, quick rule-of-thumb is that operating cash flow, because it starts with net income, with GAAP profit and then you are adding back non cash charges, like, depreciation, like, amortization, like, stock-based compensation, operating cash flow should be higher than GAAP profit. It is not uncommon to see a company turn in a GAAP loss and yet on an operating cash flow basis, they're positive. You know, there's all kinds of SaaS companies out there right now who have very large bills in terms of stock-based compensation that gets taken off on the GAAP profitability numbers, but because it's a noncash charge against the cash flow, it gets added back on the statement of the cash flows.

So, what you want to see is, for higher quality earnings, higher earnings quality, operating cash flow should be higher than net income. Tesla Q1 reported GAAP profit of $16 million. Do you like to take a stab of what their operating cash flow was, Nick? Was it positive or negative, do you think?

Sciple: It was significantly negative.

Gillies: It was significantly negative, it was about -$450 million to -$500 million, I believe. I think it's negative -$454 million or something. But the point is, it's not higher than GAAP profit.

Now, my question that I would turn around is, what is the incentive to report a GAAP profit and a negative cash flow number?

Sciple: Well, to show a profit, of course.

Gillies: Okay. So, what we're saying by that, is to show a profit; you're correct. But how profitable is it? And why do you need to show a profit? Are you assuming that most people, most analysts, most investors don't read past the word "profit?" I mean, that may be true, but that's kind of sad if it's true. Like I said, I don't care about it. I go straight to cash flows and look at what's going on there.

But then, the next question I would ask you is, why? Because, again, we have a GAAP profit, we add back amortization, we add back depreciation, we add back stock-based compensation. All of which are not exactly insignificant for Tesla. And we still end up with negative cash. Why is that, Nick?

Gillies: I think you're going to tell me, Jim, why don't you tell me? Stop the suspense. The suspense, it's killing me.

Gillies: Okay. Well, the first thing is, so Tesla's history is they backload their quarters, right? So, in a quarter, you know, the first month of the quarter is pretty mundane, the second month of the quarter is pretty mundane, they maybe sell 10% to 15% of whatever they're going to sell in a quarter, or "deliver," I should say, I shouldn't say "sell." They deliver maybe 10% to 15% in the first couple of quarters or first couple of months in a quarter each.

And then there is an inevitable push, last. So, at the end of 2019 there was that big, massive push in December. So, October was meh, November was meh. And suddenly December, we're going to just jam all the cars out.

And, in fact, what we see in the last few quarters is, there's always some sort of a miraculous leaked email that's come from Elon to staff. I mean, it's quite remarkable it happens every quarter, where, you know, "Hey, let's all hands on deck and if we do that, we have a shot at a record quarter," and all this wonderful stuff. And so, they jam, like, 70% of the deliveries in the quarter in the last month.

Didn't get to do that this quarter, did they, because the world is in pandemic shutdown and so we didn't have that mad rush at the end. So, one of the reasons why their cash flow is negative is because they've got a bunch of unsold cars sitting around on the balance sheet. So, they build them. I believe they said production was about 102,000, they delivered about 88,000 to 89,000. So, about 14,000 cars are just sitting there.

Remember that, next time you hear however -- Tesla is built custom, by the way. So, that's one reason. That's cash; you've got cash sitting in that inventory. So, that inventory is going to have to be liquidated and you would hope that they would liquidate it this quarter. So, they'll be selling and they'll probably be marking down a few parts [...].

Sciple: Well, and their factory is closed, right? So they're not producing, right? So, they're naturally going to sell down, any sales they give is going to be out of that inventory.

Gillies: Sure. Again, remember that next time you hear someone tell you that all Teslas are custom built. So, that's No. 1. So, that's something that will and should reverse, I would hope, this quarter and I think it will. We've already had some signs of that in certain places, Great Britain, where there is some inventory liquidation, not a lot yet, and we won't really know until this quarter is in the books, but that's one thing they're going to have to be doing.

The second thing is they have just shy of $1.3 billion in receivables on their balance sheet. That is a bit more problematic. Because, Nick, have you ever bought a car?

Gillies: I have not, thankfully.

Sciple: Oh, darn! Yeah, no, I'm not a big car guy either, but usually when you buy a car, the dealership would like its money today. If I'm going to buy a car, I bought a new car about 11 months ago, and before I get my car, I have to hand them a cashier's check, "Here is your check," so I paid. And so, why are there all these receivables on Tesla's balance sheet? And this is a question, because if I'm paying cash before I take the car, how do we have a receivables balance of -- you know, it's been averaging about $1.3 billion for the last five or six quarters.

And people far smarter than I have been asking this question publicly, saying, "Why is this?" And the explanation that's been coming out of Tesla has not been clear and it's not been consistent. One time it's, "Well, because the quarter ended on a Tuesday or on a Sunday, and so, you know, we can't get the books cleared by then." But there's been multiple reasons given and yet, you know, this is kind of a little bit odd that we have high elevated receivables.

Like, if they were able to liquidate those receivables. Let's say, take back, go from $1.3 billion to, say, $900 million next quarter, that's $400 million in cash that would come into Tesla and would just, you know, obliterate my entire argument here, frankly, but yet it doesn't happen. Why is that? If you can figure it out, please email me, JGillies@Fool.com, I would love to hear it, because you will be doing a service to the analyst community, because so far Tesla has been very tightlipped on that.

The other thing about Tesla is, you know, when you look at their cash flow is, what the whole thing with running to end of quarter is, you know, ramming about 70% of your cars at the end of the quarter has been able to do, is it allows them to keep cash on their books through quarter's end, so the balance sheet is just a point in time, right? The balance sheet is close the business on the last day of the quarter.

And so, on the balance sheet you find out their accruals and their accounts payables on the right-hand side of the balance sheet, the liability side of the balance sheet. And Tesla, by ramming all their sales toward the end of the quarter, what they're able to do is they're able to push-off their payables until the start of the next quarter -- remember when I said it's fairly mundane, whatever. And Tesla has been doing this for a while.

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Why Would This Aerospace Company Survive? - Motley Fool

Global Aerospace Foams Market Size, Share, Growth Drivers, Regional Analysis and forecasts to 2025 – Cole of Duty

Global Aerospace Foams market report studies the market situation and outlook represents the global Aerospace Foams market size (value and volume) and Share by companies, type, application, and region. The widespread Global Aerospace Foams trends and opportunities are also taken into consideration in Aerospace Foams industry study Aerospace Foams Market report focus on the following section is to analyze the Aerospace Foams industry by acceptance among various segments; the primary product types covered under the scope of the report.

MANUFACTURERScovered in this Aerospace Foams market report:

Aerofoam IndustriesBoyd CorporationArmacell InternationalBASFEvonik IndustriesERG Materials and Aerospace

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This Aerospace Foams market report is a complete analysis of the Aerospace Foams market based on primary and secondary in-depth analysis. The scope of the Aerospace Foams market report includes global and regional sales, product consumption in terms of volume, and value. The global Aerospace Foams market report provides an estimate of revenue, CAGR, and aggregate revenue. The collected knowledge about Aerospace Foams global business is represented in the figures, tables, pie charts, and graphs.

On the basis of product eachTYPESprimarily split into:

Polyurethane FoamPhenolic Foaming MaterialMetal FoamSilicon Carbide Foam Material

On the basis of product eachAPPLICATIONSprimarily split into:

AviationDefenceOther

Market Primarily Focusing On Aerospace Foams Market:

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Global Aerospace Foams Market: Drivers and Restrains

The research report has incorporated the analysisof variousfactors that augment the markets growth. It establishes trends, restraints, and drivers that transmute the market in either a positive or negative manner. This section also provides the scopeof varioussegments and applicationswhich willpotentially influence the marketin thefuture. The detailed informationrelieson current trends and historic milestones. This section also provides an analysis ofthe quantityof sales aboutthe worldwide Aerospace Foams market and also about each type from 2015 to 2025. This section mentionsthe quantityof sales by region from 2015 to 2025. Pricing analysis is includedwithin thereportconsistent witheach type from the year 2015 to 2025, manufacturer from 2015 to 2020, region from 2015 to 2020, and global price from 2015 to 2025.

A thorough evaluation of the restrains includedwithin thereport portrays the contrast to driversand providesroom for strategic planning. Factors that overshadow the market growth are pivotal asthey willbe understoodto plandifferent bends for getting hold of the lucrative opportunities that are presentin theever-growing Aerospace Foams market. Additionally, insights into market experts opinionsaretakento knowthe market better.

Global Aerospace Foams Market: Segment Analysis

The research report includes specific segments such as application and product type. Each type provides information about the sales during the forecast period of 2015 to 2025. The application segment also provides revenue by volume and sales during the forecast period of 2015 to 2025. Understanding the segments helps in identifying the importance of different factors that aid the Aerospace Foams market growth.

Global Aerospace Foams Market: Regional Analysis

The research report includes a detailed study of regions of North America, Europe, Asia Pacific, Latin America, and the Middle East and Africa. The Aerospace Foams report has been curated after observing and studying various factors that determine regional growth such as economic, environmental, social, technological, and political status of the particular region. Analysts have studied the data of revenue, sales, and manufacturers of each region. This section analyses region-wise revenue and volume for the forecast period of 2015 to 2025. These analyses will help the readerto knowthe potential worth of investmentduring aparticular region.

Global Market: Competitive Landscape

This section of the report finds various key manufacturers of the market. It helps the reader understand the strategies and collaborations that players arethat specialize incombat competitionwithin themarket.The greatreport providesa bigmicroscopiccheck outthe Aerospace Foams market. The reader can categorize the footprints of the manufacturers by knowing aboutthe worldwiderevenue of manufacturers,the worldwideprice of manufacturers, and sales by producers during the forecast period of 2015 to 2019.

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Global Aerospace Foams Market Size, Share, Growth Drivers, Regional Analysis and forecasts to 2025 - Cole of Duty

Aerospace And Life Sciences Testing, Inspection, And Certification Market Development, Trends, Key Driven Factors, Segmentation And Forecast to…

Medical & Life Sciences

The report is a compilation of different studies, including regional analysis where leading regional Aerospace And Life Sciences Testing, Inspection, And Certification markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace And Life Sciences Testing, Inspection, And Certification market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace And Life Sciences Testing, Inspection, And Certification markets. It also provides information on lucrative opportunities available in key regional Aerospace And Life Sciences Testing, Inspection, And Certification markets.

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Table of Content

1 Introduction of Aerospace And Life Sciences Testing, Inspection, And Certification Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace And Life Sciences Testing, Inspection, And Certification Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace And Life Sciences Testing, Inspection, And Certification Market, By Deployment Model

5.1 Overview

6 Aerospace And Life Sciences Testing, Inspection, And Certification Market, By Solution

6.1 Overview

7 Aerospace And Life Sciences Testing, Inspection, And Certification Market, By Vertical

7.1 Overview

8 Aerospace And Life Sciences Testing, Inspection, And Certification Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace And Life Sciences Testing, Inspection, And Certification Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

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Tags: Aerospace And Life Sciences Testing, Inspection, And Certification Market Size, Aerospace And Life Sciences Testing, Inspection, And Certification Market Trends, Aerospace And Life Sciences Testing, Inspection, And Certification Market Growth, Aerospace And Life Sciences Testing, Inspection, And Certification Market Forecast, Aerospace And Life Sciences Testing, Inspection, And Certification Market Analysis Sarkari result, Government Jobs, Sarkari naukri, NMK, Majhi Naukri,

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Aerospace And Life Sciences Testing, Inspection, And Certification Market Development, Trends, Key Driven Factors, Segmentation And Forecast to...

Metallurgy Additive Manufacturing for Aerospace Market Anticipated Forecast 2026 In Key Regions World (United States, International Organization And…

Metallurgy Additive Manufacturing for Aerospace Market report is to help the user to understand the Coronavirus (COVID19) Impact analysis on market in terms of its Definition, Segmentation, Market Potential, Influential Trends, and the Challenges that the Metallurgy Additive Manufacturing for Aerospace market is facing. The Metallurgy Additive Manufacturing for Aerospace industry profile also contains descriptions of the leading topmost manufactures/players like (Bright Laser Technologies, GE (Arcam), 3D Systems (Boeing), SpaceX, Aerojet Rocketdyne, Carpenter Additive) which including Capacity, Production, Price, Revenue, Cost, Gross, Gross Margin, Growth Rate, Import, Export, Market Share and Technological Developments. COVID-19 can affect the global economy in three main ways: by directly affecting Production and Demand, By Creating Supply Chain and Metallurgy Additive Manufacturing for Aerospace Market Disruption, and by its financial impact on firms and financial markets.

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Some of the Major Highlights of TOC covers in Metallurgy Additive Manufacturing for Aerospace Market Report:Chapter 1: Methodology & Scope of Metallurgy Additive Manufacturing for Aerospace Market; Chapter 2: Executive Summary of Metallurgy Additive Manufacturing for Aerospace Market; Chapter 3: Metallurgy Additive Manufacturing for Aerospace Industry Insights; Chapter 4: Metallurgy Additive Manufacturing for Aerospace Market, By Region; Chapter 5: Company Profile; And Continue

Summary of Metallurgy Additive Manufacturing for Aerospace Market:Metallurgy additive manufacturing for aerospace achieves economies of scale by layering metal parts rather than using cutting through innovative 3D printed moulds, 3D data recovery, injection mold design and direct metal, completely reconsidering product design, transforming its functions and reducing manufacturing complexity, effectively reducing product manufacturing costs.

On the basis on the end users/applications,this report focuses on the status and outlook for major applications/end users, shipments, revenue (Million USD), price, and market share and growth rate foreach application.

Commercial Aviation Military Aviation Other

On the basis of product type, this report displays the shipments, revenue (Million USD), price, and market share and growth rate of each type.

Selective Laser Melting (SLM) Electron Beam Melting (EBM)

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Geographically, the report includes the research on production, consumption, revenue, Metallurgy Additive Manufacturing for Aerospace market share and growth rate, and forecast (2020-2026) of the following regions:

Key Market Related Questions Addressed In The Report:

Important Information That Can Be Extracted From the Report:

Assessment of the COVID-19 impact on the growth of the Metallurgy Additive Manufacturing for Aerospace market.

Successful market entry strategies formulated by emerging market players.

Pricing and marketing strategies adopted by established Metallurgy Additive Manufacturing for Aerospace market players.

Country-wise assessment of the Metallurgy Additive Manufacturing for Aerospace market in key regions.

Year-on-Year growth of each market segment over the forecast period.

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Metallurgy Additive Manufacturing for Aerospace Market Anticipated Forecast 2026 In Key Regions World (United States, International Organization And...

Aerospace Carbon Fiber Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 – Cole of Duty

Military Aviation

The report is a compilation of different studies, including regional analysis where leading regional Aerospace Carbon Fiber markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace Carbon Fiber market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace Carbon Fiber markets. It also provides information on lucrative opportunities available in key regional Aerospace Carbon Fiber markets.

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Table of Content

1 Introduction of Aerospace Carbon Fiber Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace Carbon Fiber Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace Carbon Fiber Market, By Deployment Model

5.1 Overview

6 Aerospace Carbon Fiber Market, By Solution

6.1 Overview

7 Aerospace Carbon Fiber Market, By Vertical

7.1 Overview

8 Aerospace Carbon Fiber Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace Carbon Fiber Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

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Aerospace Carbon Fiber Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 - Cole of Duty

Global Aerospace Couplers Market Research Report 2020 By Size,Share, Trends and Analysis up to 2025. – Cole of Duty

A recent Globalmarketers.biz study on theAerospace Couplersmarket2020incorporates proprietary techniques and assessment tools to screen the Aerospace Couplers market for the forecast period, 2020-2026. Additionally, valuable insights pertaining to the market size, share and growth rate of Aerospace Couplers market offers a greater chance of success for all business owners, products, and new technology.

Major Aerospace Couplers market players covered by this research report are:

Parker HannifinCoupling Corporation of AmericaEatonUTC Aerospace SystemsCla-ValSenior Aerospace Metal BellowsIntrex Aerospace

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Incorporated with Info-graphics, charts, tables and figures, this research reportAerospace Couplers Market Size, Type Analysis, Application Analysis, End-Use Industry Analysis, Regional Outlook, Competitive Strategies And Forecasts, 2020- 2026is based on a wide-ranging research of the entire Global market and covering all its sub-segments through comprehensively thorough classifications. Insightful analysis and valuation are created from superior primary and secondary information sources with data and information derived from industry specialists across the value chain. The report provides historical market data for 2015-2020, base year estimates for 2020, and forecasts from 2020 to 2026.

Research Methodology

The research report provides trustworthy primary and secondary research. It also depends on the most recent analysis techniques to organize extremely detailed and accurate research studies such as this Aerospace Couplers Market. It uses data triangulation, top-down and bottom-up approaches, and advanced Aerospace Couplers Market research processes to come out with comprehensive and industry-best market research reports.

Aerospace Couplers Market 2020 Dynamics:

Drivers:(Developing regions and growing markets)

Boundaries:(Regional, Key Player facing Issues, Future Barriers for growth)

Opportunities:(Regional, Growth Rate, Competitive, Consumption)

Classification by Type is as follows:

Pressure CouplerHydrant CouplerEmergency Breakaway Coupler

Classification by Application is as follows:

Commercial AircraftsMilitary Aircraft

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Regional Segmentation:

North America (United States, Canada, and Mexico)

Europe (UK, Germany, France, Russia, and Italy)

Asia-Pacific (China,Korea, Japan, India, and Southeast Asia)

South America (Brazil, Colombia, Argentina, etc.)

The Middle East and Africa (Saudi Arabia, UAE,Nigeria, Egypt, and South Africa)

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TOC of Aerospace Couplers Market 2020 Report Includes:

Introduction and Market Overview

Industry Chain Analysis

Market, by Type

Market, by Application

Production, Value ($) by Region (2015-2019)

Production, Consumption, Export, Import by Regions (2015-2019)

Market Status and SWOT Analysis by Regions

Competitive Landscape

Analysis and Forecast by Type and Application

Analysis and Forecast by Region

New Project Feasibility Analysis

Research Finding and Conclusion

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Global Aerospace Couplers Market Research Report 2020 By Size,Share, Trends and Analysis up to 2025. - Cole of Duty

Raising the FDI cap and other incentives in Aerospace and Defence Industry Challenges ahead – – Defence Aviation Post

The Finance Minister in a bold move to give impetus to the Aerospace and Defence Industry made some structural policy reforms in a bid to attract the big boys to come to an emerging market decisively moving away from an import regime to Make in India.

In the past, many OEMs; Lockheed Martin with their F 21 Program, SAAB with Gripen, Eurofighter manufactured by a consortium of Airbus, BAE Systems and Leonardo the erstwhile Finmeccanica; have been offering 100 % Transfer of Technology and shifting of the manufacturing lines to India.

The political leadership keeping our current inventory in mind need to go for an arranged marriage with the right potential partner with all the right offerings to boost the depleting inventory as well as the serviceability of the current inventory.

The increase from 49% to 74% should give confidence is on the table and the clause of 100% FDI on a case by case hopefully stays on. Now is the time for reaching out to Political Leadership to make this happen. The transfer of technology clause needs to be re-visited; no one is giving away the golden goose for a pittance.

In the Aerospace domain components and airframe are capabilities that have been developed over the years. The drawback is the MRO of the engines. The Mirage engine M 53 -5 P2 is still going back to France for repairs at a huge cost.

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Raising the FDI cap and other incentives in Aerospace and Defence Industry Challenges ahead - - Defence Aviation Post

People & Profit – Aerospace in crisis: Safran boss warns of job cuts, need for bailout – FRANCE 24

Issued on: 14/05/2020 - 17:32Modified: 14/05/2020 - 17:33

The CEO of French aerospace giant Safran has warned of major job cuts in the coming months,and the need for a bailout of the aerospace industry because of the plunge in travel during the coronavirus crisis. Some 45 percentof the company's revenue is earned directly from airlines. Philippe Petitcolin told FRANCE 24: "This business has totally disappeared over the last two months."He warned of significant job cuts to come at the company, which employs around 95,000 people globally.

Last month, Safran announced that 35 percentof its global workforce was availing of government-supported furlough schemes, butCEO Petitcolin said many of those people are unable to return to work. "We have no other choice, because we don't have work," he told FRANCE 24.

"We know that for the next three,fouryears, we will be in a very large reduction of work, so we will have to adapt in the long term," he added.

The aerospace industry will need a government bailout, Safran's CEO said, in France and elsewhere.

Petitcolin said that a recovery in the sector will take several years:"When you talk to Airbus and Boeing, they both say today that the level of activity we enjoyed in 2019 will not be recovered before 2023 or 2024."

He insisted that Safran will survive this crisis, "but we will have to adapt".

>> Covid-19: Airbus CEO warns of 'gravest crisis' for aerospace industry

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People & Profit - Aerospace in crisis: Safran boss warns of job cuts, need for bailout - FRANCE 24

Aerospace Thermal Management System Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 – Cole of Duty

Spacecraft

The report is a compilation of different studies, including regional analysis where leading regional Aerospace Thermal Management System markets are comprehensive studied by market experts. Both developed and developing regions and countries are covered in the report for a 360-degree geographic analysis of the Aerospace Thermal Management System market. The regional analysis section helps readers to become familiar with the growth patterns of important regional Aerospace Thermal Management System markets. It also provides information on lucrative opportunities available in key regional Aerospace Thermal Management System markets.

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Table of Content

1 Introduction of Aerospace Thermal Management System Market

1.1 Overview of the Market1.2 Scope of Report1.3 Assumptions

2 Executive Summary

3 Research Methodology

3.1 Data Mining3.2 Validation3.3 Primary Interviews3.4 List of Data Sources

4 Aerospace Thermal Management System Market Outlook

4.1 Overview4.2 Market Dynamics4.2.1 Drivers4.2.2 Restraints4.2.3 Opportunities4.3 Porters Five Force Model4.4 Value Chain Analysis

5 Aerospace Thermal Management System Market, By Deployment Model

5.1 Overview

6 Aerospace Thermal Management System Market, By Solution

6.1 Overview

7 Aerospace Thermal Management System Market, By Vertical

7.1 Overview

8 Aerospace Thermal Management System Market, By Geography

8.1 Overview8.2 North America8.2.1 U.S.8.2.2 Canada8.2.3 Mexico8.3 Europe8.3.1 Germany8.3.2 U.K.8.3.3 France8.3.4 Rest of Europe8.4 Asia Pacific8.4.1 China8.4.2 Japan8.4.3 India8.4.4 Rest of Asia Pacific8.5 Rest of the World8.5.1 Latin America8.5.2 Middle East

9 Aerospace Thermal Management System Market Competitive Landscape

9.1 Overview9.2 Company Market Ranking9.3 Key Development Strategies

10 Company Profiles

10.1.1 Overview10.1.2 Financial Performance10.1.3 Product Outlook10.1.4 Key Developments

11 Appendix

11.1 Related Research

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Aerospace Thermal Management System Market Development, Trends, Key Driven Factors, Segmentation And Forecast to 2020-2026 - Cole of Duty

9 Plane Crashes That Changed the Course of the Aerospace History – Interesting Engineering

Flying is, statistically, one of the safest ways to travel. Yet, despite this, when things go wrong, they go very, very wrong.

But these tragic events, on occasion, have had a silver lining leading to widespread reforms in thinking and design for current and future aircraft. Here are some of the most notable plane crashes that changed the aerospace industry forever.

RELATED: THE SEARCH ENDS FOR THREE SAILORS LOST IN US NAVY AIRPLANE CRASH

So, without further ado, here are some of the most serious aircraft crashes that changed the aerospace industry forever. This list is far from exhaustive and is in no particular order.

In 1985, Delta Flight 191, a Lockheed L-1011, crashed spectacularly at Dallas/Fort Worth Airport in Texas. On approach to the airport, Delta 19`1 entered a quick-firing thunderstorm that produced heavy winds.

When the pilots were unable to keep control of the aircraft, it slammed into the ground killing many of its passengers outright. The jet struck a car driving on Texas 114, killing its driver and then hit a light pile before careening across the North end of the airport.

136 people were killed all told and 27 miraculously survived including a 12-year-old boy who was thrown clear of the wreckage. This horrendous event triggered a 7-year NASA/FAA investigation.

The results of which were to recommend that onboard forward-looking radar wind-shear detectors become a standard feature of airliners. Since then only one other similar incident has occurred.

ON the 19th of July, 1989, United Flight 232 was en route from Denver to Chicago when tragedy struck. The DC-10 tail engine suffered a catastrophic failure, severing the plane's hydraulic lines -- making it practically uncontrollable for the pilots.

They struggled with the controls attempting to land the plane safely at the nearest airport. But their efforts were to be in vain.

The plane crash-landed and cartwheeled off the runway, bursting into flames in the process. Of the 296 passengers on board, 185 survived.

The crash's investigation found fault with the DC-10's engine design and a failure to detect a crack in the engine's fan disk.The crash eventually led the FAA to order the modification of DC-10 hydraulic systems and to require redundant safety systems to be fitted to all future aircraft.

On the 2nd of June, 1983, Air Canada Flight 797 burst into flames on the runway at Cincinnati airport. Of the 46 or so people on board, 23 tragically lost their lives.

But this dramatic end to the plane and her passengers didn't seem that serious to start off with. En route between Dallas and Toronto, the first signs of any trouble at all were wisps of smoke coming from the rear lavatory.

Thick black smoke soon began to fill the cabin, eventually affecting the pilot from seeing the instrument panel properly. Despite this, the pilot safely landed the plane at Cincinnati airport.

But as the emergency doors were opened, the cabin erupted into flames. The subsequent FAA investigation later demanded that all aircraft lavatories have smoke detectors and automatic fire extinguishers fitted on all aircraft.

Further fire insulation measures were also added to seat cushions, as well as, the introduction of floor lighting to help lead passengers through dense smoke.

In 1956, two airliners,TWA Flight 2 and United Airlines Flight 718 collided in mid-air near the Grand Canyon. 100, or so, people would be killed outright.

Later to be known as the 1956 Grand Canyon Collision, this disaster changed the industry forever.

The incident spurred a massive upgrade program of air traffic control systems around the country and also led to the creation, in 1958, of the Federal Aviation Agency (FAA). These upgrades have severely improved mid-air safety and, to date, there have been no similar accidents in the USA.

On December the 28th, 1978, United Airlines Flight 173 crashed into a suburb onto its approach to Portland airport, Oregon. 10 people were killed and the crash led to some serious changes to the industry.

The problem appeared to have been a breakdown in communication within the aircraft's cockpit. Despite being warned that fuel levels were dangerously low, the pilot waited far too long to make his final approach.

The decision proved to have been a big mistake and the Captain was later described as "an arrogant S.O.B.".

To prevent this kind of tragedy in the future, United Airlines revamped its cockpit training procedures and introduced the new concept of Cockpit Resource Management (CRM). No longer was the Captain's opinion the last word on the matter.

As US Air Flight 427, a Boeing 737, began its final approach to Pittsburgh airport, it suddenly rolled to the left and plunged 5,000 feet (1,524 m) into the ground on the 8th of September 1994. All 132 souls on board were lost.

After an investigation, including checking its black box, it was found that the rudder had abruptly swung to the full-left position -- triggering the roll. This led to an ongoing game of tennis with US Air blaming Boeing, and Boeing blaming the aircrew.

A full investigation by the NTSB found that the problem was mechanical and not that of the crew. A jammed valve in the rudder-control system caused the pilots to lose control of the plane leading to its demise.

This led the manufacturer to spend half a million dollars retrofitting all 2,800 737s in operation. To prevent conflicts between families and airliners in insurance claims in the future, Congress also passed the Aviation Disaster Family Assitance Act.

Between 1953 and 1954, three of de Havilland's brand-new Comet airliners mysteriously broke apart mid-air, killing everyone on board. This led the British government to ground all of the remaining planes until the cause could be found.

Investigators later found that the metal on the plane was subject to fatigue from the pressure in the cabin and weak points like the aircraft's iconic square windows. This led to the development of round windows familiar to anyone who has traveled on an airliner today.

It also led to the development of vital engineering concepts like "structural fatigue".

One foggy day in 1977, two Boeing 747s, one owned by KLM, the other Pan Am, collided on the runway on an airport in Tenerife. All 248 people on the KLM were killed, while 61 of the 396 on Pan Am's plane were killed.

This death toll made it one of the worst aviation disasters of all time. Tragically, neither aircraft was actually supposed to be there at the time -- they had been re-routed due to a bomb scare at their original destination.

A mix-up with air traffic control and the pilots led to KLMFlight 4805 slamming into the Pan Am Flight1736 as it prepared to take off. The following investigation led to the creation of crew-resource management as well as the eventual adoption of English as the standard way to communicate around the world.

And finally, when a Concorde crashed into a hotel in July of 2000, the world's only supersonic airliner was grounded forever. Long-believed to have been the safest airliner in the world, the crash triggered the decline of this venerable plane.

The Air France Flight 4590 crash killed all 113 people on board. Tragically, the crash wasn't the fault of Concorde or Air France.

It was later found that a piece of metal had fallen off a Continental aircraft earlier in the day. This caused one of the Concorde's tires to burst, eventually leading to a ruptured fuel tank and its fall from grace.

Despite this, Concorde would never recover and was grounded forever.

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9 Plane Crashes That Changed the Course of the Aerospace History - Interesting Engineering

SME’s Composites Manufacturing Tech Group Recognizes Leaders in Aerospace and Defense Manufacturing: Kurtis Willden, Receives With the 2020 JH Jud…

SOUTHFIELD, Mich. May 12, 2020 SME, the professional association committed to advancing manufacturing professionals, academia and communities, today along with its Composites Manufacturing Tech Group, recognized an industry leader and two prominent composites manufacturing companies with 2020 Excellence in Composites Manufacturing Awards.

Composites combine different materials that work together to form, stronger, lighter or more durable new materials. Composites remain an important component of advanced aerospace manufacturing and have been applied to the automotive industry, appliances and consumer goods of every type.

First awarded in 1986, the J.H. Jud Hall Composites Manufacturing Awardrecognizes innovation in solving issues related to production and applications development; it acknowledges significant contributions that reduce costs and waste streams and improves quality and efficiency.

Kurtis Willden, technical fellow, The Boeing Co., is the recipient of the 2020 J.H. Jud Hall Composites ManufacturingAward. He was recognized for his successes in the development and implementation of processes and equipment for large-composite aerospace structures. Willden is a highly skilled engineer and innovator whose ideas are used in production, saving tens of millions of dollars annually and millions of dollars in nonrecurring cost avoidance in the last 10 years at Boeing.

During the next 20 years, our industry will see a strong demand for aircraft production to double the current 20,000 aircraft and replace half the existing aging air fleet, said Willden. Our aerospace factories around the world will significantly rely on our collective work in composites to improve processes, materials and quality, and to increase the throughput and efficiencies of our production systems. I am grateful for the opportunity that I have had in my career of over 30 years to contribute through innovation and work with other highly skilled engineers to push the state-of-the-art of composites within the aerospace industry.

Throughout his career, Willden has received 47 patents, published more than 20 technical papers on composites in aerospace manufacturing, worked with NASA on significant advancements in composite processes and structures, and has earned many top Boeing corporate awards. He also has lectured and advised on composites manufacturing for Boeing global suppliers and several universities, including the University of Washington and the University of British Columbia.

Aligned Vision received the 2020 Excellence in Composites Manufacturing Award (Small Company) for their instrumental achievements in bringing digital technologies to the composites industry.

The companys technologies simultaneously accelerate fabrication rates and raise component quality, while generating as-built information that lets fabricators know how well the finished component matches the digital design. Aligned Vision utilizes 3D-laser projection for guidance of light templates in the composite manufacturing layup process, replacing physical mylar or fiberglass templates and reducing layup time by a reported 85%.

The Boeing Co. received the 2020 Excellence in Composites Manufacturing Award (Large Company) for innovative tooling and manufacture of its 777X aircraft, which incorporates the longest, single-piece composite wing spar. Thanks, in part, to the composite wing, the 777X will allow airplanes to carry more people more efficiently and in exceptional comfort. The composite wing spar is the latest milestone in a decade of development, design and build of this innovative airplane family and its production system.

The Excellence in Composites Manufacturing Awards, which traditionally are given at SMEs annual AeroDef Manufacturing event, are being presented independently in 2020.

Posted May 12, 2020

Source: SME

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SME's Composites Manufacturing Tech Group Recognizes Leaders in Aerospace and Defense Manufacturing: Kurtis Willden, Receives With the 2020 JH Jud...

Aerospace engineering – Wikipedia

Aerospace engineering is the primary field of engineering concerned with the development of aircraft and spacecraft.[3] It has two major and overlapping branches: aeronautical engineering and astronautical engineering. Avionics engineering is similar, but deals with the electronics side of aerospace engineering.

"Aeronautical engineering" was the original term for the field. As flight technology advanced to include vehicles operating in outer space, the broader term "aerospace engineering" has come into common use.[4] Aerospace engineering, particularly the astronautics branch, is often colloquially referred to as "rocket science".[5]

Flight vehicles are subjected to demanding conditions such as those caused by changes in atmospheric pressure and temperature, with structural loads applied upon vehicle components. Consequently, they are usually the products of various technological and engineering disciplines including aerodynamics, propulsion, avionics, materials science, structural analysis and manufacturing. The interaction between these technologies is known as aerospace engineering. Because of the complexity and number of disciplines involved, aerospace engineering is carried out by teams of engineers, each having their own specialized area of expertise.[6]

The origin of aerospace engineering can be traced back to the aviation pioneers around the late 19th to early 20th centuries, although the work of Sir George Cayley dates from the last decade of the 18th to mid-19th century. One of the most important people in the history of aeronautics[7] and a pioneer in aeronautical engineering,[8] Cayley is credited as the first person to separate the forces of lift and drag, which affect any atmospheric flight vehicle.[9]

Early knowledge of aeronautical engineering was largely empirical, with some concepts and skills imported from other branches of engineering.[10] Some key elements, like fluid dynamics, were understood by 18th-century scientists.

In December 1903, the Wright Brothers performed the first sustained, controlled flight of a powered, heavier-than-air aircraft, lasting 12 seconds. The 1910s saw the development of aeronautical engineering through the design of World War I military aircraft.

Between World Wars I and II, great leaps were made in the field, accelerated by the advent of mainstream civil aviation. Notable airplanes of this era include the Curtiss JN 4, the Farman F.60 Goliath, and Fokker Trimotor. Notable military airplanes of this period include the Mitsubishi A6M Zero, the Supermarine Spitfire and the Messerschmitt Bf 109 from Japan, United Kingdom, and Germany respectively. A significant development in aerospace engineering came with the first operational Jet engine-powered airplane, the Messerschmitt Me 262 which entered service in 1944 towards the end of the second World War.

The first definition of aerospace engineering appeared in February 1958,[4] considering the Earth's atmosphere and outer space as a single realm, thereby encompassing both aircraft (aero) and spacecraft (space) under the newly coined term aerospace.

In response to the USSR launching the first satellite, Sputnik, into space on October 4, 1957, U.S. aerospace engineers launched the first American satellite on January 31, 1958. The National Aeronautics and Space Administration was founded in 1958 as a response to the Cold War. In 1969, Apollo 11, the first manned space mission to the moon took place. It saw three astronauts enter orbit around the Moon, with two, Neil Armstrong and Buzz Aldrin, visiting the lunar surface. The third astronaut, Michael Collins, stayed in orbit to rendezvous with Armstrong and Aldrin after their visit.[11]

An important innovation came on January 30, 1970, when the Boeing 747 made its first commercial flight from New York to London. This aircraft made history and became known as the "Jumbo Jet" or "Whale"[12] due to its ability to hold up to 480 passengers.[13]

Another significant development in aerospace engineering came in 1976, with the development of the first passenger supersonic aircraft, the Concorde. The development of this aircraft was agreed upon by the French and British on November 29, 1962.[14]

On December 21, 1988, the Antonov An-225 Mriya cargo aircraft commenced its first flight. It holds the records for the world's heaviest aircraft, heaviest airlifted cargo, and longest airlifted cargo, and has the widest wingspan of any aircraft in operational service.[citation needed]

On October 25, 2007, the Airbus A380 made its maiden commercial flight from Singapore to Sydney, Australia. This aircraft was the first passenger plane to surpass the Boeing 747 in terms of passenger capacity, with a maximum of 853. Though development of this aircraft began in 1988 as a competitor to the 747, the A380 made its first test flight in April 2005.[15]

Some of the elements of aerospace engineering are:[16][17]

The basis of most of these elements lies in theoretical physics, such as fluid dynamics for aerodynamics or the equations of motion for flight dynamics. There is also a large empirical component. Historically, this empirical component was derived from testing of scale models and prototypes, either in wind tunnels or in the free atmosphere. More recently, advances in computing have enabled the use of computational fluid dynamics to simulate the behavior of the fluid, reducing time and expense spent on wind-tunnel testing. Those studying hydrodynamics or hydroacoustics often obtain degrees in aerospace engineering.

Additionally, aerospace engineering addresses the integration of all components that constitute an aerospace vehicle (subsystems including power, aerospace bearings, communications, thermal control, life support, etc.) and its life cycle (design, temperature, pressure, radiation, velocity, lifetime).

Aerospace engineering may be studied at the advanced diploma, bachelor's, master's, and Ph.D. levels in aerospace engineering departments at many universities, and in mechanical engineering departments at others. A few departments offer degrees in space-focused astronautical engineering. Some institutions differentiate between aeronautical and astronautical engineering. Graduate degrees are offered in advanced or specialty areas for the aerospace industry.

A background in chemistry, physics, computer science and mathematics is important for students pursuing an aerospace engineering degree.[19]

The term "rocket scientist" is sometimes used to describe a person of great intelligence since rocket science is seen as a practice requiring great mental ability, especially technically and mathematically. The term is used ironically in the expression "It's not rocket science" to indicate that a task is simple.[20] Strictly speaking, the use of "science" in "rocket science" is a misnomer since science is about understanding the origins, nature, and behavior of the universe; engineering is about using scientific and engineering principles to solve problems and develop new technology.[5][21] However, "science" and "engineering" are often misused as synonyms.[5][21][22]

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Aerospace engineering - Wikipedia


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