Frank Tiano runs both events, but 12 O’Clock High is not a competition.
“This is a cool, very laid-back event and you get to see everything,” Foushi said.
“You can go up and fly when you want, there’s no pressure of the judges and the whole nine yards so it’s a real fun event where an airplane or aviation enthusiast can come out and enjoy seeing the full spectrum of all the different airplanes,” he said.
Tiano said that, while it is not a competition, some awards, like for nicest model plane or best flying, are given out at the end of the three-day event.
“It’s a fly-in. That means it’s not a competition,” Tiano said. “They just come for the camaraderie, to come out and fly together.”
Foushi said planes can range from World War I era planes to modern day jets. All of the models are scaled-down versions of actual airplanes that Tiano said are usually very expensive.
“I’d say the average size may be 8 feet as opposed to the 25 inches you’d see in a park. The average weight might be 45 pounds,” he said. “They’re huge and they’re expensive. Not all of them are expensive but many. Some of them are $15,000 to $20,000. Some of them have engines that cost $5,000.”
Foushi will fly a T-45 Goshawk at the event. He said participating in 12 O’clock High is great practice for the Top Gun competition.
“One of my buddies was in Top Gun and I got a taste for that after I was a spotter for him for about a year,” Foushi said. “The following year I competed and I ended up winning Top Gun in 2011. It’s one of those things you get addicted to.”
Though he bought the 54-pound plane with a 102-inch wingspan, Foushi said he has built them in the past.
Tiano said 12 O’Clock High draws about 100 pilots with 220 airplanes and as many as 4,000 spectators. And while he enjoys providing entertainment to families, Tiano said he also likes the potential of boosting local businesses.
“I came to realize it’s also good for the community,” he said. “I enjoy making things work and people making money, people having a good time. So I’m providing a service and fun at the same time.”
Lance Ferguson can be reached at firstname.lastname@example.org or 863-802-7533. Follow @Lance_Ferguson on Twitter.
1. Yahoo (NASDAQ:YHOO): Marissa Mayer has started turning the ship 2. NXP Semiconductor (NASDAQ:NXPI): broad-based strength continues 3. EMC (NYSE:EMC): “Change is the law of life. And those who look only to the past or present are certain to miss the future.” – JKF 4. Earnings season triangulation (cont) 5. SAP (NYSE:SAP): remains a tough environment 6. Financial engineers are so “last Thursday” 7. Technicals 8. Trader watch
1. Yahoo: Marissa Mayer has started turning the ship
Last night, Marissa Mayer used YHOO’s earnings as an opportunity to go on the offensive with respect to her strategy for YHOO going forward. She defended her acquisition strategy for growth and reiterated her commitment to shareholders and maximizing value. “Today was really a good opportunity for us to show the progress we’ve made. We were able to reap the fruits of some of what we’ve been sowing over the past few years.”
However, Mayer did note that she is aligned with a number of Starboard’s proposals such as tax efficiency and capital allocation. She noted how “we will meet with them and engage with them.” She went on to say “we take all our investor inputs seriously.”
While not stellar, YHOO did experience 1% growth in revenues ex-TAC, which to us demonstrates the stabilization of the business. YHOO went on to guide Q4 revenues in the range of $1.14B-$1.18B (ex-TAC) versus street consensus of $1.17B. The stabilization and eventual growth will continue to be driven by YHOO’s initiatives in the mobile, social, native and video businesses. Third quarter display ad revenue (ex-TAC) was -6% Y/Y, better than Q2’s -7% drop. Display ads sold were up 24%, however, price per ad declined 24% as the transition to native ads from traditional banner ads continues. During the call, Mayer noted “we’ve affected this transformation remarkably quickly with 44% of our display ads now being native and our mobile revenue now being material.”
As for Alibaba, YHOO noted how they sold approximately 140M shares in the IPO that netted the company around $9.5B and the company expects to pay cash taxes on the gain of around $3.3B, which equates to about a 35% tax rate. Keeping their promise of returning at least half of the BABA windfall to shareholders, YHOO purchased $282M worth of shares in the third quarter in addition to an accelerated $1.1B share repurchase program in which YHOO “prepaid $1.1 billion and received an initial delivery of approximately 15 million shares on September 30, 2014.”
We continue to believe that shares of YHOO are worth close to $50/share under conservative assumptions (higher tax rates for BABA) and shares could have further material upside should many of Starboard’s value creation suggestions be implemented. Mayer noted that Tumblr will generate positive EBITDA and still remains a positive platform for growth going forward, helping reinforce her strategy. In addition, the remaining company’s value in BABA remains around $34B+, which equates to about 85% of YHOO’s market cap pre-tax. We continue to believe with such a war chest, YHOO and Marissa Mayer can continue looking for transformative acquisitions that will be rewarded by the Street coupled with continued shareholder-friendly capital distributions. We remain positive on shares of YHOO over the medium and long terms.
We think NXPI is seeing solid trends across all of its business segments, and expect a strong earnings print tonight (after 8PM EST).
Our research shows that NXPI’s Identification business (credit card security, etc.) is seeing very strong trends not only in China, but in the U.S. as well.
Our work also shows that their Portable and Computing business (driven by the iPhone 6) is seeing very strong demand, and that this will continue for several quarters.
Finally, we think that NXPI’s Infrastructure Industrial and Auto businesses are doing well. Note that Texas Instruments (NASDAQ:TXN) on Monday night described their Industrial, Auto and Communications (Infrastructure) businesses as “strong”, and that this matches with our very recent research.
Another anecdotal piece of evidence that semi demand trends are sound came from Broadcom (NASDAQ:BRCM) last night when they stated that they are not seeing anything unusual in their end markets.
NXPI trades at 12.1Xs F2015 (December) consensus EPS, which equates to a PEG Ratio of 0.80. We think 2015 consensus EPS has at least 20% upside, which will become evident over the next 1-2 quarters. Net debt is $11.67/share and TBV is -$6.96/share.
We also expect NXPI to talk about their continued strong buyback program on their 8AM EST earnings call tomorrow.
We remain BUYERS of NXPI.
Call for more.
3. EMC: “Change is the law of life. And those who look only to the past or present are certain to miss the future.” – JKF
We’re starting to think EMC’s management is going the way of eBay (NASDAQ:EBAY) (in our minds) where it will be too little too late in monetizing on coveted assets when the moves finally come.
Last night’s extended hours trading saw shares of EMC rise when news emerged that the company plans to disclose a “new business development.” That fueled hopes a full VMware (NYSE:VMW) spin-off will be announced. Sadly, that was not it, and it was EMC acquiring a majority stake in VCE, which is a joint venture with Cisco (NASDAQ:CSCO).
When openly asked about unlocking shareholder value, EMC management once again failed to give what we were looking for, a clear answer. CEO Joe Tucci stated:
”I am not aware of any statements that HP made, but, you know, we have been very clear that we don’t comment on speculation, rumors, so I’m not going to do that today. You know, and talking about the business, you know, it’s kind of baffling in a way because if you look at counting this year, assuming we make the forecast, and we believe we will, if you looked at our top line over the last three years, we’ve grown at 7%. If you look at our pre-cash flow, we’ve grown at 9%, and if you look at our EPS, or 8%, and if you look at our EPS, it is also about 8%. So — and that’s CAGR. So obviously stock price has not moved a lot. But so it is not reflecting our performance. So, you know, as I said before, our management Board, our management and Board is very focused on enhancing shareholder value but we also believe, and, again, this is what we do believe with Elliot, that we are in good businesses and we have a strong position in those good businesses. We do have great technology assets. We have a very talented leadership team. And a great workforce. And yep, we’re undervalued.
He went on to say that “buybacks and dividends are not a strategy, they’re a tactic.”
Despite the sum of the parts offering what we believe to be a mid-$30s stock price, a SOTP valuation is not an appropriate measure when management is not willing to explore alternatives. Besides the SOTP, as EMC themselves have noted there are secular shifts occurring in technology (just ask IBM (NYSE:IBM) and SAP) that are not favorable to EM. To us, EMC is set in their ways and their “federation model” and thus it becomes difficult to get cooperation to extract that hidden value outlined by us and the likes of Elliot.
As such, we are no longer favorable on shares of EMC and believe investors looking for exposure to virtualization and software defined data centers should look to shares of VMW given all the bad news now seems to be baked in and offers a better long-term opportunity than EMC.
4. Earnings season triangulation (cont)
Emerson Electric (NYSE:EMR) released their September order numbers and we believe they offer a good read-through as to the state of many geographies and industries worldwide similar to our read-through’s from many steel makers that made constructive comments yesterday.
Trailing three-month orders grew moderately, as mixed trends across markets and heightenedcurrency volatility continued.
Strength in North America continued, supported by favorable energy market conditions and inventory growth in the HVAC industry ahead of upcoming regulatory changes.
Appreciation in the U.S. dollar drove the substantial impact from currency translation, which will reduce reported sales growth by 2 percentage points in 2015 if exchange rates remain unchanged.
Process Management orders growth moderated, as currency translation deducted 9 percentage points, including backlog revaluation. Underlying orders growth remained robust, led by continued momentum in North America oil and gas markets. Demand was also strong in Europe, driven byNorth Sea projects, and growth improved in the Middle East/Africa, although mixed across the region. Asia and Latin America increased modestly, led by strength in India and Mexico.
Industrial Automation order trends slowed, as weakness in Europe offset better market conditions in North America and Asia. Orders in the electrical distribution, power generating alternators, and materials joining businesses increased, while demand for motors and drives and in renewable energy markets was down.
Network Power orders were unchanged overall, with varied market conditions across geographies and businesses. Excluding currency translation, which deducted 2 percentage points, underlying order trends improved modestly, as growth in the data center business benefited from improvement in Europe and North America. Demand in telecommunications infrastructure markets was weak globally.
Climate Technologies orders grew at a robust rate, led by U.S. residential air conditioning markets that benefited from demand acceleration related to regulatory changes effective January 1, 2015.Strength in China drove improvement in Asia, while market conditions remained slow in Europe.
Commercial Residential Solutions orders growth was solid, as favorable momentum continued in North America.
Stanley Black and Decker (NYSE:SWK) this morning also echoed a number of similar concerns stated by EMR.
“While it is premature to provide detail guidance for 2015 at this time, the continued strengthening of the U.S. dollar and slowing emerging market economic growth is a known headwind of approximately $50 – $75 million to 2015 operating margin growth. However, we have a demonstrated track record of responding to these types of currency and macro economic pressures with surgical cost reduction actions. In this regard, we are currently considering several initiativeswhich would largely, if not completely, offset these headwinds. Such actions, if taken, would likely require additional restructuring charges of $10 – $25 million in excess of our current 2014 estimate of $25 million.
Continuing on the aerospace front tied to our preference for shares of AA, BA this morning noted “With three solid quarters behind us and confidence in our ongoing performance, we are increasing our earnings per share outlook for 2014, as our team remains focused on providing value to our customers and shareholders, profitably ramping up airplane production, executing on our development programs, and driving productivity and affordability throughout the enterprise.”
Adding further support to our secular Aluminum theme, Norsk Hydro (OTCQX:NHYDY) saying everything you would want, and expect. Demand up, supply down, and their operating costs are lower.
“Demand for aluminum is rising, and we now see demand growth of 3-4% in the world ex-China for 2014, helped by metal substitution in the automotive market.”
With respect to our positive thoughts on Anheuser-Busch Inbev SA/NV (NYSE:BUD) post SABMiller’s (OTCPK:SBMRY) revenue update, Heineken (OTCQX:HEINY) this morning noted how they see “positive growth momentum in Asia Pacific, Africa Middle East and the Americas region,offset by lower volumes in Europe.“ We continue to believe BUD’s outsized geographic exposure to the Americas bodes well for the company based on commentary we’ve seen.
Norfolk Southern Corp. (NYSE:NSC) this morning said the intermodal, automotive, and metals/construction commodity groups all saw double-digit sales growth over the period.
GOLDMAN’S COHN SAYS COS. WITH U.S. EXPOSURE ARE OUTPERFORMING…
We’ve gotten a plethora of positive commentary supporting our view that significant North American exposure is still preferential in an uncertain market. Granted, globalization has made it difficult in the large cap space to isolate oneself from the troubles in Emerging Markets and Europe. However, we believe the impacts of the slowdown can be slightly mitigated if investors focus on areas where companies highlight continued strength such as Auto, Aerospace, Energy and Non-residential construction; particularly in North America. We continue to favor companies in our universe that have already reported earnings and reaffirmed our theses, thus removing further event risk. Investors updating their buy lists should look towards shares of Alcoa (NYSE:AA), Schlumberger (NYSE:SLB), United Rentals (NYSE:URI), Intel (NASDAQ:INTC), Micron (NASDAQ:MU), and UnitedHealth Group (NYSE:UNH) remain attractive fundamental names that have already reported earnings and illustrated to us that business remains strong and the only thing that has changed is price. Additionally, Apple (NASDAQ:AAPL) and TXN further supported our calls on NXPI, Skyworks (NASDAQ:SWKS), and InvenSense (NYSE:INVN) going into earnings.
5. SAP: remains a tough environment
SAP (sell): Big Blue down again.
“No FM lost their job for owning big blue” or so the saying goes.
A similar thing could be said for SAP.
When an industry is stable and predictable, the incumbent players have unassailable structural advantages – solid revenues, top talent, access to capital, and economies of scale just to name a few. But those advantages can end up being the catalyst for their undoing during times of disruptive change, like now. What digital did to the print industry, the cloud is doing to enterprise software and while it’s unfair to suggest all the incumbents will fail to transition, it’s clearly not without risks. Change more than often depresses multiples, which is why IBM on 9x yr 2 vs. SAP on 14x leaves the latter looking most vulnerable.
We remain a seller of SAP.
6. Financial engineers are so “last Thursday”
IBM down again in a very good market is a significant tell that time may be up on financial engineers with no top-line growth. Post the IBM fiasco, we think it’s fair to say that companies that have used their cash to fund EPS growth at the expense of returns are now at risk of a material de-rating. Tesco (OTCPK:TSCDY) is the poster child in Europe, and SAP stands out (to us) on this basis as well (although they still have some growth).
SAP has moved from a approximate €3bn net cash position in 2007 to an expected €6.5bn net debt position at the end of 2014. The reason? Approximately €23bn of acquisitions over the period (including Concur), which have done little to boost returns. The FCF generated ends up in the pockets of entrepreneurs who are constantly innovating to disrupt their incumbent offerings.
Remain a seller of SAP.
Riccardo initiates on shares of Genuine Parts Company (NYSE:GPC) (please see all the positive auto market commentary we’ve highlighted) stating 5-year bullish breakout on strong volume, 12-month breakout in RS vs. SP 500. Targeting $110-$113, initial stop @ $85.44.
He reiterates his BUYS on shares of UNH (we’re fundamentally positive as well), Regeneron Pharmaceuticals (NASDAQ:REGN), Alexion Pharmaceuticals (NASDAQ:ALXN), Celgene (NASDAQ:CELG), Lowe’s Companies (NYSE:LOW) and Paychex (NASDAQ:PAYX).
He maintains his negative sentiment and short position on shares of General Motors (NYSE:GM).
Showing the pain across the street on many of the “safe” names, Riccardo gets stopped out on shares of Coca-Cola (NYSE:KO) noting STOP LOSS -7% abs -6.65% rel SP 500. Closing our October 7th long position due to gap down on strong volume below our stop level. SELL.
SP 500 Consumer Services: important breakdown below 680 (now resistance), RS vs. SP 500 challenging multi-month supports. Keep UW.
SP 500 Consumer Discretionary: the important negative divergence seen in the RS vs. SP 500remains. This s/t bounce has not improved the pattern.
Daily SP 500: NEUTRAL+. Our s/t trend model is now bearish in a l/t bullish context. Tested our1820 level however look for 1760 to be challenged.
8. Trader watch
i) DF to benefit from USDA data?
DEAN FOODS (NYSE:DF) u/g this morning by Morgan Stanley (NYSE:MS) basically furthering our thesis and calling for Class I Milk prices to correct 25% next year on the back of recent butter price declines. We get USDA Class I Milk prices at 3pm. $23 handle would be great, low $24 would be good, $25 negative (but might also call the peak). We calculate a high $23 to low $24 milk price forecast using butter prices as a tell.
ii) CAP Gemini (OTCPK:CGEMY) to benefit from SAP’s demise?
If looking for the other side of the SAP trade, remember what Infosys said last week?
“Digital transformation is reshaping the business of every one of our clients. We see this as a great opportunity to help them renew the core of their business as well as to expand into new frontiers and are seeing early positive results.”
iii) US homebuilders, “you fix housing….”
Similar trends exist in the US as the UK, which support homebuilding, improved affordability, pent-up demand and lower rates. Existing home sales were also well ahead yesterday, which is a positive sign. In non-resi, we note a better ABI print of 55.2 in Sept. vs. 53.0 a month earlier, and the Inquiry index higher at 64.8 from 62.6, suggesting things look better in the future.
iv) Templeton on China
“Although the pace of China’s growth has diminished, we believe it is actually trending toward higher-quality, more sustainable growth patterns.”
v) Baltic dry rates up 12% overnight?
vi) US Wage Growth coming?
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Atlanta – — Federal health officials on Monday issued new guidelines to promote head-to-toe protection for health workers treating Ebola patients.
Officials have been scrambling to come up with new advice since two Dallas nurses became infected while caring for the first person diagnosed with the virus in the United States.
Workers at Texas Health Presbyterian Hospital were trying to follow earlier CDC guidance. Organizations representing nurses and other health workers have pressed the CDC, saying the old advice was confusing and inadequate, and health workers felt afraid and unprepared.
It’s not clear exactly how the two nurses at Texas Health Presbyterian Hospital became infected, but clearly there was some kind of problem, said Dr. Tom Frieden, director of the Centers for Disease Control and Prevention.
“The bottom line is the guidelines didn’t work for that hospital,” Frieden said, in announcing the revised guidelines Monday evening.
Earlier CDC guidelines had been based on a model of how to treat Ebola patients in Africa, which sometimes has occurred in tents. They also allowed hospitals some flexibility to use available covering when dealing with suspected Ebola patients.
The new guidelines set a firmer standard, calling for full-body garb and hoods that protect worker’s necks; setting rigorous rules for removal of equipment and disinfection of hands; and calling for a “site manager” to supervise the putting on and taking off of equipment.
They also call for health workers who may be involved in an Ebola patient’s care to repeatedly practice and demonstrate proficiency in donning and doffing gear — before ever being allowed near a patient.
And they ask hospitals to establish designated areas for putting on and taking off equipment, whether it’s a room adjacent to an Ebola patient’s room or a hallway area cordoned off with a plastic sheet.
The CDC cannot require hospitals to follow the guidance; it’s merely official advice. But these are the rules hospitals are following as they face the possibility of encountering patients with a deadly infectious disease that a few months ago had never been seen in this country.
The CDC guidance was expected as early as Saturday, but its release has been pushed back while it continues to go through review by experts and government officials.
All this stems from the case of Thomas Eric Duncan, a Liberian man who came down with Ebola symptoms last month while visiting Dallas.
Duncan went to the hospital on Sept. 25 but was not tested for, or diagnosed with, Ebola. He returned to the hospital three days later and on Sept. 30 tested positive.
He died Oct. 8.
Duncan’s case led to the monitoring of about 50 people who came in contact with him before his second trip to the hospital, and dozens of health care workers who cared for him after his admission.
Some good news this week: The 50 in the initial contact group have passed a 21-day observation period and no longer are deemed at risk for coming down with the dreaded disease.
Youngor Jallah spent the past three weeks confined to her small apartment with her children and boyfriend, fearing they had contracted the deadly Ebola virus from Duncan, who was her mother’s fiance.
But with the household emerging symptom-free from the incubation period, Jallah’s family members are now trying to resume their lives – replacing the personal belongings incinerated in a cleanup at her mother’s home, and overcoming the stigma of the Ebola scare that has gripped Dallas.
On Monday, Jallah beamed as she sent her children back to school with clearance from the Dallas County health department tucked into their backpacks. Her mother emerged from her own confinement and started looking for a new place to live.
“We were sitting here traumatized,” Jallah told The Associated Press on Monday. “We just thank God we never came down with the virus.”
There are now about 120 people in Texas being monitored for symptoms, with their wait period ending Nov. 7, said Dallas Mayor Mike Rawlings. He said the number may fluctuate.
There are also about 140 people being monitored in Ohio because of contact or potential contact with nurse Amber Vinson, Ohio officials said. Vinson, who cared for Duncan in Texas, flew from Dallas to Cleveland on Oct. 10 and flew back Oct. 13.
An Ebola patient who was being treated in Atlanta since early September was released from Emory University Hospital on Sunday after he was determined to be free of the virus and no threat to the public. Hospital and health officials never released his name, in keeping with his family’s wish for privacy.
Health officials said they were relieved as the monitoring period ended for many, and after a cruise ship scare ended with the boat returning to port in Texas and a lab worker on board testing negative for the virus.
After Duncan was diagnosed with Ebola, Jallah’s 13-year-old son, Troh, Duncan’s nephew, and a family friend were ordered by a Dallas court to stay inside the apartment among Duncan’s used linens. Five days later they were evacuated to a four-bedroom home in an isolated corner of a 13-acre gated property owned by the Roman Catholic Diocese of Dallas, southwest of downtown.
Except for a few plastic bins filled with personal documents, photographs, trophies and a Bible, the apartment was stripped down to the carpeting and the contents were incinerated.
The city of Dallas announced Monday it is coordinating with a local church and donors to provide Jallah’s mother, Louise Troh, with funds to pay for six months of housing. Once she chooses a location, nonprofits will assist the family with furniture, linens and other household items, the city said.
“We want to restore what’s lost but more than that, we want to give her a running start on her new life,” said Troh’s pastor, George Mason of Wilshire Baptist Church in Dallas.
While health workers cleared Jallah of having Ebola, the disease’s stigma lingers — including among fellow Liberians, she said.
“If they see me at the store, they run away,” she said.
Copyright 2014 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.
The large amount of jet fuel required to fly an airplane from point A to point B can have negative impacts on the environment and—as higher fuel costs contribute to rising ticket prices—a traveler’s wallet. With funding from NASA and the Boeing Company, engineers from the Division of Engineering and Applied Science at Caltech and their collaborators from the University of Arizona have developed a device that lets planes fly with much smaller tails, reducing the planes’ overall size and weight, thus increasing fuel efficiency.
On October 8, the researchers—including Emilio Graff, research project manager in aerospace at Caltech and a leader on the project—were presented with a NASA Group Achievement Award “for exceptional achievement executing a full-scale wind-tunnel test, proving the flight feasibility of active flow control.”
An airplane’s tail forms a critical part of the control system that helps steer the plane during flying. During flight, air rushes around the vertical tail with great force and is deflected by the tail’s rudder—a moveable flap at the rear of the tail that can steer the plane by angling air to the left or right. By moving the rudder left or right, a pilot can move the air in one direction or the other, helping to keep the plane flying straight during a strong crosswind.
During the high speeds of flight, the air flow around the tail is so strong that the rudder can control the plane’s path with minimal movement. However, during the lower speeds of takeoff and landing, larger rudder deflections are required to maneuver the plane. And in the case of engine failure in a multiengine airplane, the vertical tail must generate enough force to keep the plane going straight by turning “against” the working engine. Airplane manufacturers deal with this challenge by fitting planes with very large vertical tails that can deflect enough air and generate enough force to control the plane—even at low speeds.
“But this means that the planes have a tail that’s too big 99 percent of the time,” says Emilio Graff, research project manager in aerospace at Caltech and a leader on the project, “because you only need a tail that big if you lose an engine during takeoff or landing. Imagine if the only way you could have airbags in your car was to tow them in a big trailer behind your car, just in case there was an accident. It ends up sucking up a lot of fuel.”
The system—designed by Graff and his colleagues in the laboratory of Mory Gharib, Hans W. Liepmann Professor of Aeronautics and Bioinspired Engineering—would allow airplanes to be designed with smaller tails by helping to increase the tail’s steering effect at low speeds. The work was done in collaboration with Israel Wygnanski, a professor at the University of Arizona.
In their new approach, the researchers installed air-blowing devices called sweeping jet actuators under the outer skin of the tail along the tail’s vertical length. The sweeping jet actuators deliver a strong, steady burst of sweeping air just along the rudder, equivalent to the amount of airflow that would normally be encountered by the tail and rudder at higher speeds. The engineers hypothesized that with the sweeping jets turned on, a smaller tail and rudder could straighten the path of the airplane, even at low speeds.
Graff says that, using these devices, airplane manufacturers could reduce the size of airplane tails by 20 percent, only needing to activate the sweeping jet actuators during the low speeds of takeoff and landing. “That means that most of the time when you’re flying around normally, you’re saving gas because you have a smaller, lighter tail. So even if this system itself uses a lot of energy, it’s only on in emergencies,” he says. “When you take off or land, the air jets will be on—just in case an engine fails. But on a 12-hour flight, if you’re only using the system for 30 minutes, you’re still saving gas during 11 hours and 30 minutes.”
The fuel savings come not only from reduced drag due to the smaller size, but also from weight savings and structural advantages from having a shorter tail, Graff adds.
The researchers first tested this hypothesis in the approximately five-by-six-foot Lucas Wind Tunnel at Caltech, recording the effect of sweeping jet actuators on a small model—only 15 percent of the size of an actual airplane tail. Because the jets of air created by the device move back and forth, “sweeping” the air over the length of the tail rather than blasting a single, linear burst of air, the researchers discovered that they could increase air flow over the entire tail with just six of the sweeping jets. On the small-scale model, these six jets boosted the effectiveness of the rudder by over 20 percent.
Upon seeing the favorable results from this preliminary experiment, and as part of NASA’s Environmentally Responsible Aviation program, Graff and his colleagues designed the system to test the effects of sweeping jet actuators on a full-sized airliner tail. However, since such tails are nearly 27 feet tall, the engineers had to move this stage of their experiment off campus, to the National Full-Scale Aerodynamics Complex at Moffett Field, California—home of the world’s two largest wind tunnels.
After machining sized-up sweeping jet actuators at Caltech, the multi-institutional team, which also included engineers from Boeing Research and Technology and NASA’s Langley Research Center, installed the devices on a refurbished Boeing 757 tail, found at an airplane parts salvage yard. The large wind tunnel allowed the researchers to simulate wind conditions that realistically would be experienced during takeoff and landing. Data from the full-scale test confirmed that sweeping jet actuators could sufficiently increase the air flow around the rudder to steer the plane in the event of an engine failure.
The technique used by sweeping jet actuators—called flow control—is not new; it has previously been used for quick takeoffs and landings in military applications, Graff says. But those existing systems are not energy-efficient, he adds, “and if you need a third engine to power the system, then you may as well use it to fly the plane.” The system designed by Graff and his colleagues is small and efficient enough to be powered by an airliner’s auxiliary power unit—the engine that powers the cabin’s air conditioning and lights at the gate. “We were able to prove that a system like this can work at the scale of a commercial airliner, without having to add an extra engine,” Graff says.
For the next phase of the project, collaborators at Boeing will test the sweeping jet actuators on their Boeing ecoDemonstrator 757, a plane used for testing innovations that could improve the environmental performance of their aircraft.
These findings could one day help Boeing and other manufacturers produce “greener” planes. However, Graff notes, there are still kinks to work out—for example, as currently designed, the sweeping jets could be noisy for passengers—and the adoption of any new features on an aircraft can be a lengthy process. But once adopted, the payoffs could be huge—and improving the tail is not the only goal, Graff says.
“This is only the beginning. The tail is a ‘low risk’ surface; modifying it puts engineers at ease compared to, for example, modifying wings,” he says. “But the data shows that similar systems could be applied to wings to increase the cruise speed of airplanes and allow some maneuvers to be achieved without moving parts.
“I would be surprised if this ends up in the next line of airplanes—since the new planes are already probably years into the design stage—but some version of this device could be adopted in the near future,” he says. And the researchers estimate that if all commercial airplanes were fitted with this device and used it for one year, the fuel savings would be the equivalent of taking a year’s worth of traffic off of Southern California’s notoriously crowded 405 freeway—a worthy goal.
The sweeping jet actuator was developed as part of NASA’s Environmentally Responsible Aviation (ERA) project, which aims to reduce the impact of aviation on the environment.
“WingsWorld,” Herpa’s monthly magazine, carries a feature about El Al that refers to “US patronage of Zionism” and “a violent, illegal occupation and eviction.” Photo: The Algemeiner.
A leading German manufacturer of model airplanes is at the center of row concerning remarks about Zionism that were published in a feature about El Al, Israel’s national airline, in its monthly magazine.
Herpa, the German firm that is well-known among collectors for its high quality replicas of planes belonging to the world’s major airlines, ran the feature in the October edition of WingsWorld, a magazine sent to subscribers. The article, which does not identify its author, begins by describing the formation of El Al’s operation during the difficult early decades of the State of Israel, noting that the Jewish state was created after “six million Jews lost their lives in concentration camps until the victory of the allies over Germany ended this horror.”
However, the section of the article which discusses the hijacking of El Al planes by Palestinian terrorists during the 1960s is introduced with the following sentence: “The conflicts between Israel and the Palestinians, who have been experiencing the Jewish settlement of Palestine backed by US patronage of Zionism to this day as a violent, illegal occupation and eviction, increased significantly.”
The piece then goes on to examine the hijackings carried out by the Popular Front for the Liberation of Palestine, including the following observation: “The terror of the PFLP and many other organizations didn’t remain restricted to El Al, and has its bitter climax with the events of ’9-11′.”
In a letter to Andreas zu Leiningen, the German Prince who purchased the Herpa company in 2009, Dr. Shimon Samuels, Director of International Relations for the Simon Wiesenthal Center, argued that “the linking of Jews and Israel to United States patronage and, ambiguously, to conspiracy theories around the Twin Towers atrocity, is classical antisemitism as defined in the Organization for Security and Cooperation (OSCE), Berlin Declaration of 2004.” Samuels added that he would “personally raise the case of Herpa in Berlin at the tenth anniversary of that Declaration next month, for this article shows how far Jew-hatred can be taken.”
Samuels expressed surprise at “the absence of ‘El Al’ from the ‘label’ list on Herpa’s website between position 36 for DHL and 37 for Emirates,” continuing, “yet, at number 51 we find ‘Israel Defense Force’. Nor is El Al on the drop down advanced list of labels.”
The controversial passage from the “WIngsWorld” article. Photo: The Algemeiner.
Samuels wrote: “It may therefore be construed that Herpa – while publicly maintaining an image of boycott – is quite happy to sell Israel’s civil aircraft models, hidden under its backlink ‘Product Search,’ while maligning the airline of the Jewish State for its WingsWorld magazine subscribers, many of whom are children.”
“As a nobleman descended from a long Teutonic line, we hope you will agree that Germany is the last place for any such form of antisemitism,” Samuels concluded. ”Prince Andreas, we call on you to launch an investigation into this Herpa and WingsWorld behavior, to fire those responsible, and to apologize forthwith for this offense to the Jewish people, whether in Germany, Israel or around the world.”
A spokesman for Herpa confirmed with The Algemeiner that Samuels’ letter had been received by the company, but made no further comment.
Of course we should ban all nonessential travel from Liberia, Guinea, Sierra Leone and any other country badly hit by the Ebola virus. The lesson of the crisis so far isn’t that this protocol rather than that one should have been used in a Dallas hospital, or that the Centers for Disease Control needs better leadership, or more money, or sharper focus, or all of the above. It’s not even about Ron Klain’s intriguing qualifications as Ebola czar.
The lesson is that government bureaucracy should be treated, at every level,…
SEATTLE — Alan Mulally spent nearly eight years as head of Ford Motor Company and many people in Western Washington remember him as visible former chief of Boeing Commercial Airplanes.
Mulally spent most of his career with Boeing, starting as one of the last engineers hired in 1969 before the so-called “Boeing Bust.” Wednesday morning in Seattle, he spoke before a packed house of mostly business people at the Westin Hotel during a breakfast put on by the Puget Sound Business Journal.
Mulally spent much of his time talking about going from a highly successful airplane company to a struggling car company when he joined Ford in September of 2006.
“The first forecast I saw was for a $17 billion loss. And we achieved it,” said Mulally.
It became clear he had to change the culture of Ford, which had become a company of feifdoms where “everybody was scared.” Entire divisions were operating independently with little contact with each other, much less sharing the benefit of knowlege good or bad to support each other. He said Ford needed a comprehensive strategy where people had to work together, which is what he promoted at Boeing starting with the highly successful 777 program.
Headquarters of nation’s second largest car company was nicknamed “the Kremlin.”
“In Ford, if you had an issue, you disappeared,” said Mulally.
He said when he arrived at Ford, the culture was one where problems were glossed over. Company charts presented by lower level executives showed that everything was going fine, yet the company was hemorrhaging billions and was rapidly running out of money.
Mullally leveraged company assets to raise $23 -billion in cash to buy time to change the culture. All this, was before the great recession hit.
Unlike GM and Chrysler, Ford never took the government bailout, but Mulally still testified before Congress on behalf of the other companies.
“I was testifying on behalf of my bankrupt competitors,” said Mulally.
He feared without a bailout for GM and Chrysler, an much deeper economic disaster would follow that would also spell trouble for Ford, if the network of parts suppliers and other companies providing services was allowed to fail along with GM and Chrysler.
“If GM Chrysler went into free fall, that would have taken the entire supply system down,” Mulally said.
Mulally understands supply chains well, whether he’s putting together cars or a 747 with four million parts. He would streamline the number of models the car company would produce based on a Boeing model that cut vast numbers of iterations of jets within a single program like the 737.
Ford has done a complete turnaround.
For both cars and jets, Mulally sees a future where digital computer technology will play a greater and greater role, and where cities will be better connected between their cars and public transportation. He talks about a very innovated future with breakthroughs coming in battery technology.
Mulally retired from Ford in June. He currently sits on the board of Google, which is also considers a highly innovative company.
No mention was made of rampant speculation earlier in the year about becoming chief of Microsoft.