BrahMos is a supersonic cruise missile being developed by BrahMos Aerospace, a joint venture between Defence Research and Development Organisation (DRDO) of India and NPO Mashinostroeyenia (NPOM) of Russia. The missile can be launched against ships and land-based targets. The missile is named after two rivers, the Brahmaputra in India and the Moskva in Russia.
BrahMos has a flight range of up to 290km and can reach a maximum speed of Mach 3. The air launched version of the missile is under development as of 2013.
Advanced satellite navigation systems from Russia's Kh-555 and Kh-101 strategic long-range cruise missiles, and GPS-GLONASS technology were added to the existing doppler-inertial platforms of BrahMos missiles in 2013.
The missile can be installed on ships, submarines, aircraft and ground vehicles. BrahMos missiles are inducted in to the armed forces of India and Russia and can also be exported to friendly nations.
The 'Fire and Forget' type missile weights 3t and intercepts surface targets at an altitude of 10m up to 14,000m. In February 2011, the Indian Army placed a $4bn order with BrahMos Aerospace for BrahMos missiles. Deliveries are expected to conclude by 2016. The total value of orders placed by the Indian Navy and Indian Air Force for BrahMos missiles was approximately $9bn as of March 2013.
First ever image of Earth taken by Mars Color Camera
This image was taken on November 19, 2013 at around 01:50 PM IST from a height of almost 70,000 km above Earth and has a spatial resolution of 3.5 km.
The A350 XWB twin-engine jetliner is shaping the future of air travel by offering a complete family of new-generation aircraft that is best suited to the market’s requirements for size, range, revenue generation, passenger comfort and the environment.
Airbus brings together the very latest in aerodynamics, design and advanced technologies in the A350 XWB to provide a 25 per cent step-change in fuel efficiency compared to its current long-range competitor. Contributing to this performance are the Rolls-Royce Trent XWB engines that power the A350 XWB family.Over 70 per cent of the A350 XWB’s weight-efficient airframe is made from advanced materials, combining 53 per cent of composite structures with titanium and advanced aluminum alloys. The aircraft’s innovative all-new Carbon Fibre Reinforced Plastic (CFRP) fuselage results in lower fuel consumption, as well as easier maintenance.
Airbus’ A350 XWB family consists of three versions (the A350-800, -900 and -1000) – each with flight ranges that give them a global reach. In a typical three-class configuration, the A350-800 will accommodate 270 passengers, while the A350-900 and the A350-1000 will seat 314 and 350 passengers, respectively. All A350 XWB Family members can be configured for higher density layouts of up to 440 seats. the A350-1000 will be equipped with more powerful Trent XWB engines – which will be fully optimised for this largest member of the A350 XWB Family. The enhanced Trent XWB will deliver up to 97,000 lb. of thrust on takeoff, making it the most powerful engine ever developed for an Airbus aircraft. This extra thrust – together with an increased aircraft takeoff weight capability of 308 tonnes – will enable operators to fly the A350-1000 some 400 nm. further with a full load of 350 passengers, or to carry approximately 4.5 extra tonnes of payload at a given range.
The A350 XWB Family’s longest-fuselage member – the A350-1000 – can transport 21 tonnes of volumetric cargo and up to 31.3 tonnes of structural cargo, along with its passenger load in a typical two-class configuration. The mid-sized A350-900’s cargo capability is 16.6 tonnes volumetric and 24.5 tonnes structural (in addition to the passenger load); and the shorter-fuselage A350-800 version has a cargo capacity of 13 volumetric tonnes and 19 structural tonnes while also carrying main deck passengers in the two-class configuration.
The A350 XWB will be a faster, more efficient and quieter aircraft as the result of its advanced wing design ,the wing is optimized through extensive use of computational fluid dynamics and wind tunnel testing for a fast cruise speed of Mach 0.85. This reduces trip times, improves overall efficiency, and extends the aircraft’s range.
All three A350 XWB family members share the same wing planform – with a 64.7-metre wingspan, a total area of 442 sq. metres, and high swept leading edge. In addition the internal wing structure will be scaled to meet the specific requirements of each aircraft variant.
Innovative concepts applied to the A350 XWB wing’s high-lift devices will reduce noise and drag while also improving the aircraft’s low-speed performance. One of these innovations is the stream-wise deployment of trailing-edge flaps. On a traditional swept-wing jetliner, the outboard flaps extend at an angle to the airflow. For the A350 XWB, flap deployment is along the direction of flight – resulting in better lift efficiency and improved low-speed performance, while reducing aerodynamic-generated noise.
Other A350 XWB wing enhancements include the adoption of a drop-hinge mechanism to improve the flap’s deployment kinetics, along with the introduction of a downwards movement for the upper wing spoilers to fill the gaps that occur when flaps are extended. In addition, the A350 XWB’s flight computer will perform in-flight trimming of the inboard and outboard flaps, creating a variable camber wing that adapts to different flight conditions.
"An A-380 takes off or lands every 6 minutes in the world" The A380 has been winning over business and leisure passengers alike since its service introduction in 2007, providing levels of comfort and reliability that have led travelers to specifically request flights on Airbus’ 21st century flagship – which is in operation with carriers around the globe.The double-deck A380 is the world’s largest commercial aircraft flying today, with capacity to carry 525 passengers in a comfortable three-class configuration, and up to 853 in a single-class configuration that provides wider seats than its competitor. Overall, the A380’s two decks offer 50 per cent more floor surface than any other high-capacity aircraft.With superior range of 15,700 km., the A380 is the ideal solution to alleviate traffic congestion at busy airports. It has two full-length passenger levels with true widebody dimensions: a main deck and an upper deck, which are conveniently linked by fixed stairs forward and aft. In addition to offering the highest levels of passenger comfort, the A380 provides the lowest fuel burn per seat – which allows airlines to substantially reduce CO2 emissions for a healthier environment while achieving profitable, sustainable growth for decades to come.
It also is the quietest long-haul aircraft flying today, generating 50 per cent less noise on departure than the nearest competitor – as well as three to four times lower noise when landing, all while carrying 40 per cent more passengers. Inside the cabin, travellers have applauded the A380 for its extremely quiet cabin, which on average has half the sound energy of other aircraft. This is a key factor in stress-free flights, allowing passengers to arrive at their destination feeling refreshed.
The A380 has proven itself as a true revenue generator for a broad spectrum of leading carriers, and promises even greater potential as these current airlines and future customers explore the jetliner’s full opportunities on a range of route network segments. And whether it is being used to reduce the number of flights and create real cost savings while maintaining capacity, or to offer more capacity with fewer take-off slots, the A380 brings operators a wide range of commercial advantages.
Powerplants :-A380-800 - Four 311kN (70,000lb), initially derated to 302kN (68,000lb), later growing to 374kN (84,000lb) thrust Rolls-Royce Trent 900 or 363kN (81,500lb) thrust Engine Alliance (General Electric-Pratt & Whitney) GP-7200 turbofans.
Performance :-A380-800 - Max cruising speed M 0.88. Long range cruising speed M 0.85. Range 14,800km (8,000nm). Service ceiling 43.000ft (13,100m). A380-800F - Range 10,370km (5,600nm). Weights :-A380-800 - Operating empty 277,000kg (610,700lb), max takeoff 560,000kg (1,234,600lb). A380-800F - Operating empty 252,000kg (555,600lb), max takeoff 590,000kg (1,300,700lb).Dimensions :-A380-800 - Wing span 79.8m (261ft 10in), length 72.75m (238ft 8in). Height 24.08 m (79ft)
Capacity :-A380-800 - Flightcrew of two. Standard seating for 555 passengers on two decks in a three class arrangement. Qantas plans to fit its aircraft with 523 seats (in three classes). A380 has 49% more floor area but only 35% more seats (in 555 seat configuration) than the 747-400, allowing room for passenger amenities such as bars, gymnasiums and duty free shops. Cargo capacity 38 LD3s or 13 pallets. Production:-236 firm orders by August 2011. Airbus has forecast a market for approx 1235 airliners of 400 seats and above through to 2020. First delivery took place in autumn 2007.
Antonov An-225 "Mriya" is the world's largest aircraft.When it was built, it surpassed any airliner built before by 50%. It was designed for the transportation of the Russian Space Shuttle "Buran" by the Antonov Design Bureau (HQ in Kiev, Ukraine), which already had built good and large cargo aircraft such as the Antonov An-124 "Ruslan".
The basic configuration of the An-225 is the same as the An-124, except the An-225 is longer, has no rear ramp/door assembly, and incorporates a 32 wheel landing gear system (two nose and fourteen main wheel bogies, seven per side, each with two wheels).
An-225 "Mriya" ("Mriya" is Ukrainian word for "dream) is also capable
to transport other oversized objects/cargo. It is not a military aircraft, but it could find many military uses, because of the ability to transport cargo that no other aircraft is capable to.
The plane had the first flight in early 1988 and entered service in 1989. It's first flight took 75 minutes. After the cancellation of the Buran space program, the only An-225 built was stored in spring 1994, and it's engines were used for An-124s. In 2001 the aircraft was made airworthy again, and made it's new first flight on May 7. There were rumors that the European Space Agency had plans to launch the unmanned British HoTOL (Horizontal Take-Off and Landing) from the An-225, though these rumors appear to be unfounded. Although, some possibilities for deployment have already been found. Plenty of customers are to be found in the USA. According to Bruce Bird, Director of the Charter Division of Air Foyle, parts of rocket launchers like the Delta and Atlas could be transported in the An-225. Lockheed's planned Venture Star could be transported on its back. Additionally the Mrija could serve as a launch platform for the X-34B. Furthermore big sections of aircraft could be transported in it. The complete assembled fuselage of a Boeing 737 can be fitted in the hold. A second An-225 was partly built, but was stored before it was finished. It is possible that more aircraft of the type will be built, depending on market demand.
Powerplants :-6x Progress-D-18T
Performance :-Max. speed - 528mph (850km/h), range with max payload - 2425nm
(4500km), range
with no cargo - 8310nm (15400km).
Weights :-Max. take off weight -- 600000kg. Dimensions :-Wingspan 290 ft (88.4m), lenght -- 84.00m, height -- 18.10.
Capacity :-Maximum load: 551150lbs (250000kg) Production:-Only one was built since 1989, but a second frame was partially
constructed and remains in storage.
The Gulfstream G650 comes with ultra-high speed, ultra-long-range features and is the most expensive business jet manufactured by US-based Gulfstream Aerospace Corporation. The G650 project started in May 2005 and was unveiled in March 2008. The prototype of the G650 was rolled out on 29 September 2009 at Gulfstream's 308,000ft² manufacturing facility in Savannah, Georgia, US.
The maiden flight of the G650 jet liner took place on 25 November 2009 and the first series of flight tests was completed in December 2009
Gulfstream completed the limit load testing of the G650 in May 2010 for FAA and the EASA approvals. The tests were conducted on primary structural components encompassing the fuselage, wings, horizontal and vertical stabilisers, landing gear and flight control surfaces.
CPI Aerostructures signed a contract with Spirit Aerosystem in November 2010 to supply cutting-edge assemblies for incorporating in the G650 aircraft.
On 2 April 2011, a G650 flight-test aircraft crashed during take-off performance tests. The accident, which occurred in Roswell, led to the death of two pilots and two flight test engineers onboard.
The aircraft received its type certification from the Federal Aviation Administration (FAA) in September 2012. The production certificate from the FAA was received in December 2012. The aircraft also received type certification from the European Aviation Safety Agency (EASA) in December 2012.
Orders and deliveries of G650 aircraft
As of September 2012, Gulfstream Aerospace Corporation received orders for 200 jet liners and 400 letters of intent for the G650. In March 2009 JPMorgan Chase announced plans to purchase two G650 business jets.
About $138m has been earmarked by JPMorgan Chase for buying the jets and renovating a hangar at Westchester Airport to house them. Of the $138m, approximately $120m will be spent on the jets themselves, while the remaining $18m will be used to renovate the hangar. Gulfstream started delivering G650s to customers in December 2012. The first jet was delivered in December 2012, to a customer based in the US.
Design of the Gulfstream G650
The G650 was designed using three-dimensional electronic tools. It is a long-range jet and has a larger cabin than other business jets in its class. The G650 can also land at smaller airports.
The G650's fuselage cross-section is oval-shaped with a flatter lower portion. The surfaces are completely controlled by fly-by-wire technology. The wing was designed in 2006. The wing-tunnel testing was completed at the end of 2008.
Development and testing of a pressure test fuselage, which includes ultimate pressure testing of 18.37psi, has also been completed.
Features of the G650 jet liner
The G650 is equipped with satellite phones and wireless internet. It also features a water treatment facility, IWG-A6, manufactured by International Water-Guard Industries (IWG) of Canada. The unit is capable of providing water treatment for an entire Boeing 737 or Airbus A320 aircraft.
A flow rate of about 4gal/min can be produced by the 10lb water treatment unit on board. The treatment unit combines ultraviolet disinfection with a replaceable filter to generate clean water from on-board supplies. It also has an improved self-monitoring system
The G650's electrical power system components include two 40kVA integrated drive generators and a 40kVA APU generator. The G650 carries a 15kVA ram air turbine, which offers greater electrical power capacity, uninterrupted power transfer capability and added redundancy for safe and reliable operation.
A safety flight test for the secondary power distribution system of the G650 was completed in October 2009 by GE Aviation. The power distribution system employs modular and solid-state power tiles that minimise installation weight and volume. The system architecture reduces its overall weight.
US-based aerospace equipment manufacturer NORDAM Group is supplying the main landing gear doors and 20 composite wing-to-body fairing panels extending 46ft. Gulfstream Aerospace Corporation awarded a $100m contract for the work to NORDAM in 2007. On 3 November 2009 NORDAM delivered the first two panels and six hinged main landing gear door shipsets for final assembly.
Fuselage and flight deck onboard
Bonded skin panels, machined frames and precision assembly were employed in the design and manufacturing processes of the G650's fuselage. These methods reduce assembly time and energy consumption.
The fuselage is made from metal, while the tail assembly, winglets, rear pressure bulkhead, engine protective sheet and cabin floor structure are made with composites.
The G650 is equipped with second-generation enhanced vision system II (EVS-II) equipment, which included the head-up display II (HUD II), runway awareness and advisory system (RAAS) and synthetic vision-primary flight display (SV-PFD). These features offer higher levels of safety.
The EVS and SV-PFD help pilots monitor terrain, obstacles and approaches in bad weather conditions. Real-world images are captured by EVS's forward-looking infra-red (FLIR) camera and displayed on the HUD II in the cockpit.
The jet liner is also fitted with a Plane View II cockpit, which includes a Triplex Flight Management System, four 14in liquid crystal displays (LCDs) and interactive network active-traffic visualisation (INAV).
It also has an integrated engine indicating and crew alerting system (EICAS), system displays, dual automatic flight control systems, automatic emergency descent mode and a 3-D scanning weather radar (RDR-4000).
The cockpit also has a dual radio system with a third NAV / COM communication management function and a central maintenance computer. Fly-by-wire technology has been implemented in the jet's advanced flight control system, reducing stress on the airframe.
Cabin of the ultra-high speed jet liner
The G650's cabin incorporates recommendations from fleet operators. The fuselage length of the cabin has been increased by 24in, while the width and height have been increased by 14in and 3in respectively when compared with the Gulfstream G550.
The size of the windows has been increased by 20.5in. The volume of the cabin is 60.51m3. The length and height of the G650 cabin are 16.33m and 1.95m respectively, while the width is 2.59m.
The cabin has improved on-board lighting and an advanced communication system. To provide more leg room, the length of the living area has been increased. The new cabin width allows wider seats to be accommodated and provides more aisle space.
A stateroom occupies the remaining space in the cabin. It has a seat, a divan that becomes a double bed, a 26in pop-up LCD monitor and two windows on each side.
Avionics on the G650 aircraft
In March 2008 Honeywell was awarded a $3bn contract by Gulfstream Aerospace Corporation to supply avionics and mechanical systems for the G650.
Honeywell has provided a next-generation flight management system (NGFMS) that features path guidance, required time of arrival (RTA) and display of engine-out drift-down and curved-path transitions. The avionics supplied by Honeywell also include dual 5in LCD standby multifunction controllers (SMCs), triple Laseref VI inertial reference systems and an MCS-7120 satellite communication system (SATCOM).
Engines and performance of Gulfstream's business jet
The G650 is powered by two Rolls-Royce Deutschland BR725A1-12 turbofan engines, which together generate 143.2kN of thrust at take-off. Manufactured in Germany, the BR725A1-12 engine has been principally developed for ultra-long range business jets. The engine entered service in December 2012 through the G650.
The BR725A1-12 engine offers high thrust, a large payload, better fuel efficiency, clean and quieter operation and longer maintenance intervals. It is equipped with a 50in swept fan composed of 24 titanium blades for enhancing aerodynamic flow and efficiency and reducing noise and emissions.
The G650 can travel up to 12,960km at 904km/h. The maximum and cruise speeds are 982km/h and 957km/h respectively. It can climb to an altitude of 51,000ft to avoid traffic and inclement weather.
The maximum take-off weight is 47,179kg. The wing loading and cabin pressurisation are 77.7lb/ft² and 10.7psi respectively. The take-off distance and cruise range are 1,829m and 9,260km respectively.
The Indian Institute of Astrophysics is a premier national centre for research and development in theoretical as well as experimental astronomy, astrophysics and related physics. The main campus of the Institute is in Koramangala, Bangalore. It operates observational facilities at Kodaikanal, Kavalur, Gauribidanur and Hanle over a wide range of electromagnetic spectrum, and experimental facilities at the Centre for Research and Education in Science and Technology (CREST) campus at Hosakote near Bangalore. It is participating in national and international development projects on ground-based as well as space-borne facilities.
With an aim of training and motivating under-graduate and post-graduate level students from Colleges and Universities across the country, IIA has instituted various internship and training programmes. As part of these programmes, IIA organises summer programmes every year, wherein students are exposed to research in Astronomy and Astrophysics. The online pages here facilitate interested students in applying to the summer programme. Application Process :
(a) Application to the Summer Programmes of IIA is a TWO step process.
Step 1: Candidates are requested to first register themselves by entering their name and e-mail address in the appropriate registration boxes on clicking the "Apply Online" button. A password will then be automatically sent to the candidate's e-mail address.
Step 2: On successful registration, candidates can fill the Online Application Form using the e-mail address and the password they received via e-mail. While filling the Onlilne Application form, in addition to providing their academic informations, a jpg image of their photo and scanned images of their final mark sheets also need to be uploaded. Candidates also need to fill in the names and e-mail addresses of two referees who have already agreed to provide an assessment of the applicant.
(b) On successful submission of the application form, e-mails will be automatically sent to the two referees requesting them to fill and submit the online Assessment Form. The referees need to be persons with whom the candidate has interacted academically and who can give an objective view of the candidates capabilities.
Eligibility:
Academically bright and motivated students with an interest in Astronomy and Astrophysics.
For the Internship Programme, students who will complete their M.Sc.(in Physics/Mathematics) BE/B.Tech. (Applied Physics/Engineering-Physics/Computer Science/Electrical/Electronics/Instrumentation/Radio Physics/Photonics/Optics) in 2014 can apply.
For the School in Physics and Astrophysics Programme, students who will complete their B.Sc. (Physics/Mathematics) degrees in 2014 can apply.
Students who are eligible for the Internship Programme can also apply for the School in Physics and Astrophysics programme, however, students who are eligible ONLY for the School in Physics and Astrophysics cannot apply for the Internship Programme.
Selection:
Selection will be based on the application and the assessment of the referees.
Fellowship:
Selected students will be paid a fellowship of Rs. 10,000 per month (prorated) with free accommodation at the IIA campus in Bangalore (during the period of the Internship programme) and Kodaikanal (during the period of School in Physics and Astrophysics Programme). They also will be reimbursed second class rail fare or bus fare between the place of residence or study and Kodaikanal/Bangalore.
The IITM – Summer Fellowship Programme of two months with stipend is designed to enhance
awareness and interest in high quality academic research among young Engineering,
Management, Sciences and Humanities students through a goal oriented summer mini-project
undertaken at the Indian Institute of Technology Madras Eligibility: Candidates pursuing third year of B.E./B.Tech./B.Sc. (Engg)/ Integrated M.E/M.Tech.
programme, first year of ME/M.Tech/M.Sc./M.A, MBA with outstanding academic background in
terms of high ranks in university examinations are encouraged to apply, highlighting their
academic performance and achievement including papers presented at seminars, projects
executed, design contests participated, score/rank in Mathematics Olympiad and any other
awards/distinctions obtained. (IIT students are not eligible to apply).
Period of the Project: The contact period for the project will be two months normally during 16th
May- 15th July 2013. However depending on the convenience, the selected candidates can
undertake the project at any time subject to the availability of faculty. Stipend: A sum of Rs.6,500/- (maximum) will be given as a stipend for a total period of 2
months.
Participating Departments:
1. Engineering Departments:
Aerospace Engg.
Applied Mechanics
Bio Technology
Chemical Engg.
Civil Engg.
Computer Science & Engg
Engineering Design
Electrical Engg.
Mechanical Engg
Metallurgical & Materials Engg
Ocean Engg.
2. Science Departments:
Physics
Chemistry
Mathematics
3. Humanities & Social Sciences
4. Management Studies Last date for submitting applications through online:18.2.2013 How To Apply-Application should be submitted online using the link available in www.iitm.ac.in
Entering the third decade of the Ultimate Collegiate Challenge
The 6th IARC Mission:-The 6th Mission of the AUVSI International Aerial Robotics Competition (IARC) was initially held on the campus of the University of Puerto Rico at Mayagüez (UPRM) on 13 August 2010. That was the inaugural event of the 6th Mission which marked the 20th year of continuous operation for the International Aerial Robotics Competition..
Mission 6 is the most challenging IARC mission to date. No aerial robot exists which can presently perform the behaviors required by this mission statement, however as with all past missions, the Organizer, Judges, and Staff fully expect a university team to meet this challenge within the space of several years, thereby again advancing the state-of-the-art in aerial robotics.
Dates and locations for the 2013 event will be announced here shortly.
A 2013 Winner will receive $40,000.
New Asian Venue being held Beihang University in Beijing China.
While the Dawn spacecraft is visiting the asteroids Vesta and Ceres, NASA Glenn has been developing the next generation of ion thrusters for future missions. NASA's Evolutionary Xenon Thruster (NEXT) Project has developed a 7-kilowatt ion thruster that can provide the capabilities needed in the future.
An ion thruster produces small levels of thrust relative to chemical thrusters, but does so at higher specific impulse (or higher exhaust velocities), which means that an ion thruster has a fuel efficiency of 10-12 times greater than a chemical thruster. The higher the rocket's specific impulse (fuel efficiency), the farther the spacecraft can go with a given amount of fuel. Given that an ion thruster produces small levels of thrust relative to chemical thrusters, it needs to operate in excess of 10,000 hours to slowly accelerate the spacecraft to speeds necessary to reach the asteroid belt or beyond.
The NEXT ion thruster has been operated for over 43,000 hours, which for rocket scientists means that the thruster has processed over 770 kilograms of xenon propellant and can provide 30 million-newton-seconds of total impulse to the spacecraft. This demonstrated performance permits future science spacecraft to travel to varied destinations, such as extended tours of multi-asteroids, comets, and outer planets and their moons.
The 747-8 is the largest and newest 747 version, the longest passenger aircraft in the world. The 747-8 is offered in two main variants: the 747-8 Intercontinental (747-8I) for passengers and the 747-8 Freighter (747-8F) for cargo. he aircraft will be capable of carrying up to 467 passengers in a 3-class configuration over 8,000 nmi (15,000 km) at Mach 0.855.
Design concept for the 747-8 VIP showing a dining area with a spiral staircase and vaulted ceilings.
The Centre offers summer fellowships for two months to bright undergraduate and MSc students (renewable for a second year for selected students). This programme has proved to be popular and competitive; each year, about 5000 students from all over India apply for the 120 fellowships awarded. Fifty fellowships are supported by the Department of Science & Technology, Government of India, fifteen by the Rajiv Gandhi Institute for Contemporary Studies, New Delhi, and the rest by the Centre. Students are placed with research groups at the Centre or with scientists elsewhere in India. They are paid travel expenses and a monthly stipend of Rs. 6000. Selected students get the opportunity to participate in cutting-edge research, and several summer projects have led to publications in leading journals. Many of the summer students of past years have gone on to pursue graduate studies and a research career, at the JNCASR or at another leading university.
Research Areas Life Sciences: Infectious and non-infectious diseases, bioinformatics, developmental biology, biochemistry, molecular biology, genetics, life-history evolution, immunology, circadian biology, animal behaviour, behavioural ecology, evolutionary genetics, experimental evolution, life-history evolution, population dynamics, phylogeography, behavioural neurobiology and behavioural genetics.
Material Sciences: Including nano sciences, energy and green materials.
Chemical Sciences: Solid state chemistry, theoretical and computational chemistry, organic, physical, inorganic chemistry, organic and asymmetric synthesis, medicinal and bio-organic chemistry, polymer chemistry, supramolecular chemistry and chemistry of nanomaterials.
Physical Sciences: Condensed matter theory and experiment, statistical physics, semiconductor materials physics, biophysics, nano physics, polymer physics, organic electronics, computational material science, soft matter, semiconductor interfaces, heterostructures, physical metallurgy and transmission electron microscopy.
Engineering Sciences: Theoretical and computational fluid dynamics, flow of complex fluids, granular media, experimental fluid mechanics, thermal science, chemical engineering and non-linear dynamics.
Minimum academic requirements for applying:
Students who have secured not less than 80% in Maths and Science subjects in their 10th and 12th or equivalent examinations and not less than first class in graduation and post graduation (if applicable).
Students presently studying in I and II year of B.Sc., II, III, & IV year of B.S., I, II and III year of B.E / B.Tech. I year of M.Sc. and I - IV year of Integrated M.Sc can apply for Life Sciences and Mathematics.
Students presently studying in II & III year of B.Sc., II, III & IV year B.S., II, III & IV year of B.E/ B.Tech., I year of M.Sc and II - IV year of Integrated M.Sc. can apply for Materials Sciences, Chemical Sciences, Physical Sciences, Engineering Sciences and Atmospheric Sciences.
The students selected under this programme are placed with scientists at the Centre or elsewhere in India, for 2 continous months with a stipend of Rs. 6000 /- p.m and travel support as per Centres norms.
Task:- To design, build and fly a remote controlled electric motor powered aircraft that could take off,fly as specified in the layout of qualification round and land safely. If qualified, teams will have to fly their planes through a ring and drop off a load land safely to increase their scores and win.
