on-site to meet the energy needs of future fleets of electrically powered and
hydrogen-fueled commercial aircraft. Airport power stations may be nuclear; use hydrogen fusion or be based on some other unconventional power generation technology that is still subject to research. Energy Storage
The ability to store large amounts of energy at or near major airports could gain
importance during a post peak-oil period. Electric power could be purchased from the grid during their off-peak periods and put into short-term storage. Airport power stations that encounter off-peak periods could replenish(装满) airport energy storage systems that may include superconductive storage, flow batteries, hydraulic storage in hydroelectric dams in nearby mountains (coastal airports) or off-site pneumatic storage (subterranean salt domes that were emptied). Air that is exhausted from pneumatic storage systems may be sufficiently cold to assist in “replenishing” liquid nitrogen super-cooling systems. Power Regulation (Airports)
Power stations that provide energy for air transportation use may have to be
excluded from the regulatory framework. Most of the electrically powered airliners that will be recharged would be “foreign” owned, that is, the owners would be domiciled in a different jurisdiction(司法权) to where the aircraft would be recharged. The idea of regulators in one jurisdiction looking after the interests of parties who live,
do business and pay taxes in another jurisdiction is quite ludicrous. Power stations that supply a future airline industry with electric power would need to be
regulatory-free despite the “foreign” airline owners being “captive” customers. It
would be possible for power to be supplied to a single airport by several small providers who compete against each other. Power providers and airline companies could negotiate deals, perhaps even on a daily basis. Conclusion
Future scientific breakthroughs are likely to occur in both nanotechnology and in superconductivity. High-density energy storage technologies could be the likely result and appear in the distant future. Electrically powered commercial aircraft that fly at subsonic speeds could appear in the future irrespective of whether or not
peak-oil actually occurs. Alternative liquid fuels that are cost-competitive to fossil oil are also likely to appear and find applications in aviation. Large ground-effect aircraft（地效飞行器） that fly above water and that carry either passengers or freight between coastal cities are also likely appear in the future.
1. The prospect of sustained high aviation fuel prices could propel airline companies to seek _______________________.
2. Breakthroughs in nanotechnology could enable _______________________ to be available in their application in airliner propulsion.
3. Coanda fans were first developed by _______________________ .
4. _______________________ could be used to cool superconductive energy
storage system used in future commercial aircraft.
5. _______________________, which operates short-haul service, could be powered by ethanol(乙醇) or by hydrogen.
6. Future airport power stations may be_______________________; use hydrogen fusion or be based on some other unconventional power generation technology. 7. During a post peak-oil period, the ability to_______________________ at or near major airports could gain importance.
8. Power stations that provide energy for air transportation use are likely to be _______________________ from the regulatory framework.
9. Electrically powered commercial aircraft that fly at _______________________ speeds could appear in the future.
10. Aircrafts flying above water and carrying either passengers or freight between coastal cities are called _______________________.
Section 2 Reading Comprehension (10%)
Directions: The following passage is followed by some questions. For each of them there are four choices marked A), B), C) and D). You should choose the best answer from the four choices.
Living standards have soared during the twentieth century, and economists
expect them to continue rising in the decades ahead. Does that mean that we humans can look forward to increasing Happiness?
Not necessarily, warns Richard A. Easterlin, an economist at the University of
Southern California, in his new book, Growth Triumphant: The Twenty-first Century in Historical Perspective. Easterlin concedes that richer people are more likely to report themselves as being happy than poorer people are. But steady improvements in the American economy have not been accompanied by steady increases in people's self-assessments of their own Happiness.
The explanation for this paradox(悖论) may be that people become less satisfied over time with a given level of income. In Easterlin's word: “As incomes rise, the aspiration level does too, and the effect of this increase in aspirations is to vitiate (破坏) the expected growth in Happiness due to higher income.”
Money can buy Happiness, Easterlin seems to be saying, but only if one's
amounts get bigger and other people aren't getting more. His analysis helps to explain sociologist Lee Rainwater's finding that Americans' perception of the income “necessary to get along” rose between 1950 and 1986 in the same proportion as actual
per capita income. We feel rich if we have more than our neighbors, poor if we have less, and feeling relatively well-off is equated with being happy.
Easterlin's findings, challenge psychologist Abraham Maslow's “hierarchy(等级) of wants” as a reliable guide to future human motivation. Maslow suggested that as people's basic material wants are satisfied they seek to achieve nonmaterial or spiritual goals. But Easterlin's evidence points to the persistence of materialism. “Despite a general level of affluence never before realized in the history of the
world.” Easterlin observes, “Material concerns in the wealthiest nations today are as rial need as intense.” The evidence suggests pressing as ever and the pursuit of mate
there is no evolution toward higher order goals. Rather, each step upward on the ladder of economic development merely stimulates new economic desires that lead the chase ever onward.
Needs are limited, but not greeds. Science has developed no cure for envy, so our wealth boosts our Happiness only briefly while shrinking that of our neighbors. Thus the outlook for the future is gloomy in Easterlin's view. “The triumph of economic growth is not a triumph of humanity over material wants; rather, it is the triumph of material wants over humanity.”
1. What does Easterlin warn in his new book?
A) Humans can look forward to increasing happiness with soaring living standards.
B) Humans might not be able to enjoy increasing happiness with soaring living standards.
C) Richer people tend to report themselves as being happy more than poorer people do.
D) Richer people tend to report themselves as being happy less than poorer people do.
2. Which of the following statements may account for the paradox(悖论) mentioned in paragraph 3?
A) People become less satisfied though the income rises over time.
B) A general level of affluence never before realized in the history of the world. C) Though the American economy improved steadily, there isn't a steady increase in people's self-assessments of their own happiness.
D) As incomes rise, there will be an increase in the aspiration level, which will hamper the expected growth in Happiness due to higher income.
3. Whose finding is against the theory of “Hierarchy of wants”? A) Easterlin's B) Maslow's C) Rainwater's D) Lee's
4. According to Easterlin, the outlook of the future of happiness is ________. A) bright B) sad C) unclear D) thrilling
5. From the quotation in the end of the passage (paragraph 7), we can infer that ___________?
A) The triumph of economic growth results in more humanity. B) The triumph of economic growth results in more material wants. C) Humanity contributes more to the triumph of economic growth.
D) Material wants contributes more to the triumph of economic growth.
Section 3 Short Answer Questions (10%)
Directions: Read the following passage and then answer the questions. The answer should not be more than 25 words.
The maximum allowable weight for an aircraft is determined by design
considerations. However, the maximum operational weight may be less than the maximum allowable weight due to such considerations as high-density altitude or high-drag field conditions caused by wet grass or water on the runway. The maximum operational weight may also be limited by the departure or arrival airport's runway length.
One important preflight consideration is the distribution of the load in the aircraft. Loading the aircraft so the gross weight is less than the maximum allowable is not enough. This weight must be distributed to keep the center of gravity (CG) within the limits specified in the POH or AFM.
If the CG is too far forward, a heavy passenger can be moved to one of the rear seats or baggage can be shifted to a rear compartment. If the CG is too far aft,
passenger weight or baggage can be shifted forward. The fuel load should be balanced laterally: the pilot should pay special attention to the POH or AFM regarding the operation of the fuel system, in order to keep the aircraft balanced in flight. Weight and balance of a helicopter is far more critical than for an airplane. With some
helicopters, they may be properly loaded for takeoff, but near the end of a long flight when the fuel tanks are almost empty, the CG may have shifted enough for the helicopter to be out of balance laterally or longitudinally. Before making any long flight, the CG with the fuel available for landing must be checked to ensure it will be within the allowable range.
Changes of fixed equipment may have a major effect upon the weight of the
aircraft. The replacement of older, heavy electronic equipment with newer, lighter types results in a weight reduction, which will probably cause the CG to shift and must be computed and annotated in the weight and balance record.
Repairs and alteration are the major sources of weight changes. The A&P
mechanic must compute the CG and record the new empty weight and EWCG in the aircraft weight and balance record.
The A&P mechanic or repairman conducting an annual or condition inspection
must ensure the weight and balance data in the aircraft records is current and accurate. It is the responsibility of the pilot in command to use the most current weight and balance data when operating the aircraft.
Questions:
1. What conditions might cause the operational weight of a plane to be less than the maximum allowable weight?
2. What should be done if the CG is too far aft in an aircraft?
3. Why is the weight and balance for a helicopter far more critical than for an airplane?
4. According to the passage, what might lead to weight changes and cause the CG to shift in an aircraft?
5. Who are responsible for recording and using the most current and accurate data of the weight and balance?
Part III Translation (15%)
Section 1 English-Chinese Translation (10%)
Direction: In this section there are two passages in English. Please read these passages and translate the underlined parts into Chinese.
Passage 1
The airplane propeller consists of two or more blades and a central hub to which the blades are attached. 1) Each blade of an airplane propeller is essentially a rotating
wing. As a result of their construction, the propeller blades are like airfoils and produce forces that create the thrust to pull, or push, the airplane through the air.
The power needed to rotate the propeller blades is furnished by the engine. The engine rotates the airfoils of the blades through the air at high speeds, and the propeller transforms the rotary power of the engine into forward thrust.
2) An airplane moving through the air creates a drag force opposing its forward
motion. Consequently, if an airplane is to fly, there must be a force applied to it that is equal to the drag, but acting forward. This force is called “thrust.”
Passage 2
Aircraft flight control systems are classified as primary and secondary. 3) The primary control systems consist of those that are required to safely control an airplane during flight. Secondary control systems improve the performance characteristics of the airplane, or relieve the pilot of excessive control forces. Those included in the
primary control systems are the ailerons, elevator (or stabilator), and rudder. Examples of secondary control systems are wing flaps and trim systems.
Airplane control systems are carefully designed to provide a natural feel, and at the same time, allow adequate responsiveness to control inputs. 4) At low airspeeds,
the controls usually feel soft and sluggish, and the airplane responds slowly to control applications. At high speeds, the controls feel firm and the response is more rapid.
Movement of any of the three primary flight control surfaces changes the airflow and pressure distribution over and around the airfoil. These changes affect the lift and drag produced by the airfoil/control surface combination, and allow a pilot to control the airplane about its three axes of rotation.
Design features limit the amount of deflection of flight control surfaces. For
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