The 747's Real Value Goes Beyond The Terminal

Below is the raw article about the 747-AF-1. Its better than just another big behemoth. Enjoy the read from Canada.com. Its a repost and link for your enjoyment.

Air Force One 9/11 captain swears by 747 in new doc

Col. Mark Tillman featured in Discovery doc 747: The Definitive Guide

From Canada.com:

"Most travellers’ experience of a Boeing 747 is being squeezed into a flying sardine can, surrounded by short-tempered flight attendants, warmed-over gruel that passes for food, and now a surcharge for having the gall to fly with a checked bag.

Fortunately for Col. Mark Tillman (U.S. ret.), the man who was at Air Force One’s controls on Sept. 11, 2001, the presidential 747 isn’t outfitted like a commercial airliner.

As Tillman recalls in the new Discovery Canada documentary 747: The Definitive Guide, Air Force One was required to do some fancy flying that day.

Then-president George W. Bush was in Sarasota, Fla., at the time, reading out loud from a book to a class of Grade 2 pupils.

Tillman first learned of the terror attacks from watching TV.

“Everything happened so quickly that morning that the information we gathered was from watching television,” Tillman told Postmedia News, from his Arizona home. “The first we heard of it was on TV.

“This is how we run our life at Air Force One,” he added, dryly. “If CNN or Fox have pictures, we react.”

Tillman knew his mission without being told: Get the president back to Washington, D.C., as soon as possible, even if that meant “going stealth,” to use the military term.

After being told a small crowd of people had gathered at the end the runway — and nobody, not even the control tower, knew who they were — Tillman he realized he had to get the plane off the ground in as little distance as possible, even if that meant a hair-raising takeoff. Literally, as in hair raising.

As 747: The Definitive Guide points out, each engine on a 747 generates more thrust than all five engines on a B-52 bomber combined. Tillman opened up all four engines on the runway — “We were flying light,” he said, almost apologetically — and took off at nearly a straight angle, causing Bush to remark as if the plane was taking off “tail up.”

“We were using a 747-400, which uses about 57,000 pounds of thrust apiece for each engine,” Tillman said. “The advantage we had that day was that we were travelling light and so could accelerate quickly and climb in a hurry.

The 747 is so manoeuverable for such a large aircraft. A lot of other planes are stiff at the controls; the 747 is just a dream to fly.”

Tillman was not about to mess around, and when he got a warning that an unidentified passenger jet had gone silent and was nearing Air Force One’s airspace, he put the 747 through evasive flight manoeuvres.

747: The Definitive Guide, from Montreal’s Handel Productions, examines all aspects of the 747, from its design and development to its present place in civil aviation and possible future.

The future for the 747 looks cloudy, where commercial aviation is concerned. This is the age of cost-cutting, fuel efficiency and twin-engined passenger jets like the Boeing 787 Dreamliner that can fly across entire continents and oceans without refuelling.

Tillman believes reports of the 747’s demise are greatly exaggerated, though.

For one, Air Force One will probably always need to be a four-engine plane, he said, because four engines are needed to power the plane’s military-grade electronics and other classified add-ons. The 747 is so aerodynamic it can fly on just one engine.

Tillman flies economy, not business class, whenever he travels, either by himself or with his family.

“I always fly economy,” he said. “My family and I have grown up in the military, and you learn how to save your money. I always sit at the back, and just let them do their jobs. I have no concerns about the flying capability of commercial airlines in the United States and Canada; it seems to be really good, in both countries.”

And, no, he doesn’t recline his seat.

“That’s a good question,” he said, laughing. “Actually, I don’t. I literally force myself to sit straight up and down more often, because it hurts my back when I recline.

“It bothers me a lot, though, when people recline without asking. It’s just a common courtesy.”

747: The Definitive Guide airs Sunday, Sept. 28, Discovery Canada"

Production Is A Derivative of Sales

Math modeling takes place before news quotes. How many 737's will Boeing make a month? No less than 47 and no more than 52 is the Boeing answer. It all depends on order stability and customer urgency, put that in your math model for optimal production at minimal cost and supply chain ability. Boeing is now at 42 737 a month. When it jumps to a duo line of NG's and Max's simultaneously, then the transition numbers are clouded. Boeing still is preparing for 47 units a month in the near future.

Customer thirsting for single aisle units skew the product math model as Boeing will attempt to juggle the line-up within the 47-737 units a month and keep customers satisfied. The production window is further complicated by absorbing a production trend over quarterly numbers. The forty-seven a month number becomes frozen against trend lines that suggest upping or decrease production goals during a broader period of time. Boeing is hesitant to move in synchronization against seasonal trend lines where it would rather fix against a constant unit number each month and maximize production efficiency.

The back log becomes that monster that sickens its customers and production together in an endless duet of despair. Increase production and backlog shrinks, Sales are told to close more deals. When Randy Tinseth speaks about production goals, its more of an exhale, than a inside forecast. He only sees increased productivity only if he can sustain new orders for that type of move. He hopes sustained sales are coming, and he hopes Boeing needs 52 Max units a month in a couple of years. So he is laying down some serious air miles "to get er done". Randy and his cohorts are doing just that in the interim production levels from 42 to 47 units a month. The contemporary final period has set a goal for 52, and only if marketing comes through with another 1000 737 Max during the next two years. That's what the math model suggest for a further ramp-up to 52 737's a month.

Orders are sticking out there at five years down the road, for the 777,787 and Max divisions. Boeing's move to 600 737's delivered a year would require 100 more MAX sold each year above current pace, before it needs to up its production number. Boeing can afford three years of increased sustained sales above production numbers before adjusting its production capacity. However, it has seriously laid out plans to mitigate a swamped backlog for single aisle during the next five years, as it builds true and sustainable production capacity. Asking the sales and marketing chief question is a good strategy, if they want to speculate on Boeing's intentions through production analysis.

Mountain Home AFB Gunfighter Skies Airshow Scrapbook 9/21/2014

Air Show Sunday. September 21, 2014.  Scrap book feature

Library > Gunfighter Skies 2014 About Gunfighter Skies  Welcome to Gunfighter Skies 2014! The Open House and Air Show is open to the public and admission is FREE. During the 2014 Gunfighter Skies Open House and Air Show the safety of our military members, families and the public is our highest priority. Click here to view our precautionary messages. We look forward to seeing you September 20th and 21st! Air Show Hours    9 a.m. - Gates opens 11 a.m. - Air show begins   4 p.m. - Air show ends   5 p.m. - Gates closed ***Times are subject to change.*** Parking  Gunfighter Skies Logo  Static  T-38 Talon T-1A Jayhawk T-6A Texan II B-1B Lancer UH-1N Iroquois B-52 Stratofortress KC-10 Extender   KC-135 Stratotanker C-17 Globemaster F-16 Fighting Falcon F-35A Lighning II  C-130 Hercules MQ-1B Predator A-10 Thunderbolt II F-18 Hornet   Flightline Map   2014 Gunfighter Skies Preview  Public Service Announcement  Open House/Air Show Public Service Announcement  Air Show Performers  Headlining Mountain Home's Open House and Air Show are the U.S. Air Force Thunderbirds who perform precision aerial maneuvers demonstrating the capabilities of Air Force high performance aircraft to people throughout the world. Click on the link for more information. www.mountainhome.af.mil/news/story.asp Performers   Thunderbirds   Randy Harris & Bearfeat Skybolt 300   MXS R and Edge 300   F-15E Strike Eagle                USAF Wings of Blue    Oliver's Sky Dancer

Qatar's A-380 Is A Full Load For Passengers

Qatar receives its first A-380 and there is a full pictorial review of The Qatar touch enclosed in the online article. Since the A-380 has space it uses space from 18.5 inch wide seats for 461 economy, 32 inch pitch, or short hand note as 18.5 x 32.  First class is 23" X 90" flat bed, and the 22" x 80" flat bed Business Class.

Photo tour: Qatar’s Airbus A380 first, business class

First Class suite with eight seats 23" X 90"

Business Class 22" X  90"

Head on View Business Class 22" X 80"

Economy below decks and at the stern of upper deck, 18.5" X 32"

Its Time to show Economy 18.5 X 32

You have room and you have lots of seats for 517. Now let's go fly on some 787's anywhere else the A-380 doesn't have a landing permit. 

Boeing's Factory At Jet Lag Status

Below is an unidentified factory mechanic for Boeing quoted from a response board on a Boeing article. Even though this not a quotable name, but it brings to light problems that are being resolved on a daily basis on the factory floor.

Reader Link Below:

Problems still plague 787; Boeing slows assembly in Everett

----------------------------------------------------------------------------

Unidentified Workforce Comment:

"Traveled work is the result, not the problem. Incomplete sections come in from all over hell's half acre, and with the rate increase, they don't have time to finish the work in the factory, so, out to the flight-line it goes. This screws those of us who work out on the line, because of all of the factory workers bumbling around our stalls. We can't do our jobs, either because the planes are not complete enough, or someone from the factory is in our way.

We are supposed to be "The Delivery Center". We are not supposed to be building these planes out in the rain! Management like Dave Carbon insist that we shouldn't act like victims, but that is exactly what we are....victims of a poor management team. Then when other management is pushing to ignore safety policies, or to just push the job through so we show progress, we are being set up for disaster. Either one or more of us is going to get hurt or killed, or one of these plastic tubes is going to be a smoking hole somewhere. 

The FAA needs to send real inspectors, from Washington D.C., not the good ol' boys that are stationed in the area, and do a complete investigation of the program from the bottom to the top. Come talk to the hourly guys that are doing the work BEFORE they talk to the top brass. They would pull the PC700 on the 787 program in a NY minute.

It is funny that the quality of work on the Everett Flight-line is great at the north end, Stall 101 and 102 being the best, and by the time one gets to Stalls 108 through 201,....they all wear hockey helmets and the product shows!"

___________________________________________

Pretty harsh words and unverified, other than just coming from a news article comment page.  It shows that nerves are on edge and management is keeping a composed expression, during the stresses. When action is required, and is not coming any time soon. This factory first response is calling for the Cavalry as the production floor needs help. A time out was called in August to put the train back on the track. Boeing should not put itself into a hoping it works mode, when any change on the cheap may not help. It has to be the right change.

---------------------------------------------------------------

Unnamed Comment Response /Same Article: 

"Also, some 787's are built in Everett, and flown to Charleston for delivery, since they can't build their own. Qatar said they don't want their planes built in Charleston due to quality issues.

I, personally love the 787. The hourly workers on Everett Flight-line do a damn good job of making sure things are done right. 

There are a few managers that are true airplane people, and between them, and the mechanics and QA out on the line, make sure that the work we do is proper.

Most of the 787 flight-line workers came to Boeing from all over the aviation world, and have a lot of experience, and a desire to make sure things are safe with the plane. 

The management caring more about numbers and their bean count is the bottleneck. They only care about making themselves look good. A sick example is that one of the circus clowns mentioned in a previous post, was offering autographs because he made it in the paper. They just don't get it. 

I guess this is what should be expected when the company is run by someone stupid enough to say that after his 65th birthday, he will still be running the place and the workers will still be cowering!

Well Jim, many of the workers weren't cowering before, and sure as hell aren't cowering now! I am sure there will be some other juicy tidbits that come to light...."

1,013 Net Boeing Orders Before End of 3rd Quarter

Added:

• 67 Unidentified 737's
• 5 Avalon  737's
• 6 Avalon 787's
• Total Booked 78 units

Boeing Chart Link

Orders through September 16, 2014	737	747	767	777	787	Total
2014 Net Orders	729	1		259	24	1013
Air Algerie	10					10
Air Canada	61					61
Alaska Airlines	6					6
ALC	21			6		27
All Nippon Airways				26	14	40
Avolon	5				6	11
Belavia	3					3
BOC Aviation	80			2		82
Business Jet / VIP Customer(s)	2			1	1	4
Cargolux Airlines		1				1
CIT Leasing Corporation					10	10
COPA Airlines	2					2
Eastern Air Lines	10					10
Emirates				150		150
GECAS	5					5
Intrepid Aviation				6		6
Jackson Square Aviation	3					3
Japan TransOcean Air	6					6
MG Aviation Limited					2	2
Nok Air	15					15
Okay Airways Company Limited	10					10
Qatar Airways				50		50
Ryanair	5					5
SunExpress Airlines	40					40
Turkish Airlines	15					15
Turkmenistan Airlines	3					3
Unidentified Customer(s)	471			18		489
United States Navy	16					16
2014 Gross Orders	789	1		259	33	1082
Changes	-60				-9	-69
2014 Net Orders	729	1		259	24	1013
	737	747	767	777	787	Total

With only the fourth quarter remaining for booking sales, its on course for successive banner years. Having the China Needs Market Report for the next twenty years stand at 6,010, the Boeing case is made, and it is well on to something. Airbus had the the first decade during this 21st century. Boeing is staking out the second decade. Where it's completing just the fourth year of this ten year segment, it takes the lead for aircraft innovation and manufacturing.

It is capable of receiving 250 more orders for all types, by years end. As there are usually a flurry of commitments turned orders, and final deals brokered during the 4th quarter. An expectation for all model types would be included in this 2014 final quarter sales/bookings prediction. Yet to come are: outstanding bookings including Ryan Air's fleet of 787 MAX-200's with additional options. That order is in the finalization mode. Not guessing who the unidentified 67, 737's, there also remains a pool of 737 from other commitments during 2014, that may pull the trigger for an order finalization before years end. It is soundly conceivable, the fourth quarter expectation for a 250 order mark is not an exaggeration.

However, if this year ended today, the 1,013 order mark becomes a remarkable year in itself, since Boeing is producing 600+ plus units a year, they will backlog or fall back further by another 400 units as production capacity cannot keep up with orders. The backlog count increases when subtracting average yearly delivery numbers from annual orders. If this prediction comes even close to 250 additional 4th Qtr. orders, then incremental change or the backlog number would increase to a larger 650 unit number for the year, against its current production rate. Boeing may end the year with a theoretical 1,263 orders booked or more.

Readers Review: Found on Randy's Journal

Looking At 52-(per month)

Boeing Promises Pegasus Tanker Won't Tank

Boeing is at the crossroads of its hard won Tanker Project, the KC-46 767 Tanker. They were awarded this project at "A Fixed Cost" over the A330 platform from the Airbus bid. Its has a convertible space for medic vac or resupply, as well as fighter jet fuel or other operational aircraft types needing fuel such as AWACS aircraft.  The KC-46 Tanker has now exceeded government money and continues to dip into Boeing money to make it right. The front and center issue at this time is a wiring harness "debacle". There are miles and miles of electrical cable in the 767 body installed exclusively for redundancy. The wiring harness gathers all associated power lines for power distribution in its systems. Duplicate, triplicate and more redundancy is required by the military and must meet certain environmental condition giving assurances, during combat conditions. The KC-46 Tanker can complete its mission, even with a catastrophic event during combat, like an errant missile strike or 20 millimeter cannon fire from an intruder aircraft.

That's the bottom combat line. All power cables  must meet certain survivable constructs within the aircraft. A well intended military idea, and a proven methodology for combat aircraft. Boeing must string wires independent from each other and allow enough insulation, space and protection for redundant cables between the other power lines, which also are making its way towards a wiring harness, then becomes a transfer point of power destined to equipment, flight deck and other special systems tasked by the KC-46 capabilities.

Boeing has assured the military it will fix the under(mis)-engineered harnesses, which are coupled together not unlike like a harness found in your automobile, such as a car brake light, and/or headlight, or dash board electronics. They all have harnesses bringing its power to different systems.

On the farm, a tractor didn't have a harness to connect power to a tractors electrical system back in that day. A farmer might buy some black electrical tape, stripe the end of two wires and then twists the ends of the wire together, before wrapping the black tape around the wire the farmer just twisted together( A Farm Wire Harness). A modern car has wires going into a plug looking harness and it snaps together routing power to the headlights. Sometimes those harnesses have in line fuses that break the power when a fault occurs or a power surge is encountered The fuse will protect the device drawing power by breaking and shutting off the power surge before it damages the device for what the power is intended.

Take that simple illustration of a harness function and add five redundant power systems with 120 miles of big power cables, bundled in the KC-46 Tanker. If the harness design or the manufacturer of that key part is wrong in its design; the electrical function is subject to failure and electrical system becomes a high risk in its function when considering stringing 120 miles of electrical cable. Its all about exploding fuel tankers, sparks and combat. Wires and harnesses are a touchy subject with the Air Force Tanker program. Boeing needs to review what it is bringing to the military table.

The Air Force inspects systems before first flight is attempted. It's done doing that thing called inspection, and Boeing has now been sent back to fix its under specification harness and wire engineering problems. It's not a show stopper on the project, but its expensive and time consuming for the Boeing R&D workforce to get the power system corrected for it to meet "Air Force Expectation". Cables must meet certain standards in the layout schemed, as the Air Force requested in the bid process, specifically for this aircraft. It appears that Boeing didn't always meet that standards where a small percentage of the electrical cable does not meet those standards or conditions of installment required, and the harnesses over-all needs a "redesign". It is millions of dollars, and thousands of hours, where it will then cost more millions if Boeing comes in late with the KC-46.

Here is what Boeing is saying (paraphrased), "We will get it fixed on our dime, where we will still make money on this project by the time we deliver the contract of 179 tankers.  We will not be late, since these type of  things are typical on all projects, and we have made provisions for speeds bumps during any project. This certainly is not a show stopper at this phase of the project."

They also hope to sell more after that 179 number to other military partnered countries, once the project takes off during the military delivery cycle.

The good news, the style of fixed cost has its merits. No experimentation on the aircraft structure is needed or is the engine type used a question. The F-35 is going through a vetting process on everything hung on the air frame. The KC-46 issues, so far, are non commercial problems. The problems are and should be confined to the military side of the program. A wire snag which is awkward, but fixable without more experimentation of the aircraft development. Its a "Just Do It" solution throwing more $millions at the problem, while avoiding any Air Force late fees and angst(anger).

Reader Research Link Below:

Air Force "Disappointed" in Boeing tanker delays; issues cost Boeing millions

Air Force leadership confident in KC-46 program

Return On Ryan Air Investment 737 Max

What to make out of Ryan Air Investment in 100 737 MAX 200 ordered (committed). The ROI model is for both for the bottom line and sensible air transportation. "More" does not necessarily constitute a problem on passengers, part when profits are a key motivator for corporate flying. The Return on (Ryan Air) Investment is through the passenger model. Ryan Air has selected a 197 seat configured special 737-200 MAX. It wasn't all about cramming seats in an allotted space for more tickets. A line was drawn near the back of the Max 200.



What has Ryan Air done with Boeing? From everything I have read, its a simple plan that is ingenious for passengers and Ryan Air alike. At 199 seats, it is established by authorities, where an expansion of a crew member is required by just one, mainly a flight attendant. That saved the passengers some room grief when slotting 197 seats..

A limit going past 189 seats required another exit door! Boeing says done! Ryan Air buys extra seats for its own business model, because you don't need a full course meal on 90 minute flights, or less. A power drill whines, and hammering shrinks the galley space into a snack bar station. More seats needed please, but no more than 197, thanks.

Now comes the passenger comfort caveat. Seats will receive an increase in spacing with room for 197 passengers. Because Ryan Air doesn't want to pay for that extra flight attendant, if it had seated 199 passengers. It won't hire one extra attendant and increase its ticket prices.

However, people will not be squeezed into a steerage space from the glut of first class space. Everybody gets a shot at flexing legs and resting without a knee knocking in your back. Also, I can fly for 90 minutes without Cordon  Bleu chicken on my lap tray.

Its a war of inches for Ryan Air, they turned lemons into lemon-aide. More customer space and one less crew member required since not going up to 199 seats. Plus one more exit door and no full galley in the stern. Its a win-win for ticket prices and customers seated. Bring on a Ryan Air Carry-on Food Box ( RACFB; I had to do it or somebody else would!) bought at the Boarding Desk (my fantasy), and gain passenger room. Its also a win for Ryan Air with its MAX designed, performance enhanced 737. Its a fun people mover. Its a European connector. It may have Atlantic legs from selected Airports (you may need a Ryan Air Boarding Lunch Box (RABLB) for that one).

The CEO of Ryan Air, Michael O'Leary, continues to think out of the box or RABLB with his equipment disposition. He insisted that the MAX was not for him when he ordered 175 737 NG's several years back. After further review, he has landed right in the MAX solution with the 737-200 extended passenger form, and with a 737 for more customer space. Watch out Southwest Airlines, you may want a few of these 737's on the west coast, If not Ryan Air may show up one day.

Reference Link From:

Runway Girl Network

The Case Of The Missing 787 Battery

I'm not Sherlock Holmes, so I don't lay clam for solving a case like Sherlock. However, Boeing is stuck with a potentially volatile battery. You may know it as the smoking Lithion-ion 787 battery. Much like any problem, it has sent intellectuals in a scurry for the perfect battery. Its a billion dollar reward for any industrial minded CEO. From time to time, a news flash appears on the front page. Boeing is way ahead of the reporting. In this case they may be granting money towards a battery research solution and will gladly install a  no fault Lithium-Sulfur Battery (LSB), yes you heard right a Lithium-Sulfur Battery.

Currently a project is well under way  for the development of such named concept battery. Its already gone through proof of concept lab testing and it works up to 1500 cycles at this point. So here are the talking points.

• It doesn't smoke
• Its doesn't heat
• It doesn't flame
• It doesn't explode

But what does it do:

• It is more powerful
• It contains more electricity
• It is essentially error free in its cells and totally stable
• It has a cheaper  construction
• It will be available in two years for commercial application. From cell phones, computers, etc.

What does this mean for the 787?

If all goes well in lab testing and developing it will revolutionize electrical power at all levels from solar cells power transference to automotive power and beyond.

Good Bye Lithium Ion Risks, Hello LSB's

Steps to market have been identified,.

In two years send the smaller battery's out to electronic devices. Run it in millions of lap top computers. Then graduate it to the bigger stuff like cars, Solar cell homes, and any other large application in the market place. After a several year run on big stuff maybe Boeing will apply liberally to all 787's by 2020. Both new and old in a major refit. We are now talking $Billions. 

My attention is gained, so here comes the news article!

 Powerful batteries for renewable energy being developed at Nazarbayev University

Below is The School of Engineering at Nazarbayev University has been developing powerful batteries for renewable energy, Tengrinews reports citing Dr. Zhumabay Bakenov.

Sample of New Lithium-ion Batteries

Bellow is The Lithium Sulfur Battery (LSB)

Samples of the new lithiumumina

The School of Engineering at Nazarbayev University has been developing powerful batteries for renewable energy, Tengrinews reports citing Dr. Zhumabay Bakenov.

“We are working on batteries for different uses: for accumulator vehicle and electric appliances. But we mainly focus on batteries for renewable energy that required a system for storage of solar and wind energy," Dr. Bakenov said.

"There are lithium-sulfur batteries and lithium ion batteries. The first type of batteries has high energy density, meaning it works for a very long time. Theoretically speaking, it could work 10 times longer than any available batteries. Lithium ion batteries are safe and environmentally friendly. Those batteries do not contain heavy metals and aggressive solvents and will not combust,” Dr. Bakenov told the journalists at the sidelines of the 2nd International Scientific Research Seminar.

The seminar gathered researches from Japan, South Korea, Germany, Canada, Australia and Kazakhstan at the Nazarbayev University in Astana.

The lithium-sulfur batteries are being developed for the use in electric appliances, electric transportation and renewable energy. While the lithium ion batteries development is focused specifically on renewable energy for large storage systems, he said.

The lithium-ion battery is a rechargeable battery in which lithium ions move from the negative electrode to the positive electrode during discharge and back when charging. The electrolyte which allows for ionic movement, and the two electrodes are the consistent components of a lithium-ion cell.

The lithium-ion battery are common in consumer electronics. They are one of the most popular types of rechargeable batteries for portable electronics, with a high energy density, no memory effect, and only a slow loss of charge when not in use. 

Lithium-ion batteries can be dangerous under some conditions and can pose a safety hazard since they contain, unlike other rechargeable batteries, a flammable electrolyte and are also kept pressurised. 

Speaking about his invention on an earlier occasion Dr. Bakenov said that the cathode that was used in his battery was what drove the breakthrough. “It all comes down to the cathode,” he said, but added that there still was “a safety problem” that the team was dealing with.

The lithium–sulfur battery is a rechargeable battery, notable for its high energy density. Lithium–sulfur batteries may succeed lithium-ion cells because of their higher energy density and reduced cost from the use of sulfur. Currently the best Li-S batteries offer energy densities on the order of 500 W·h/kg, significantly better than most lithium-ion batteries which are in the 150 to 200 range. Li-S batteries with up to 1,500 charge and discharge cycles have already been demonstrated, but their are not commercially available.

The Professor explained that the new battery's capacity was 10 times that of the available batteries only in theory, but in practice the scientists were planning to release 5-times-longer-working batteries, which is also a huge step forward.

The NU scientists plan to present a prototype in two years. "We are planning to be ready with the first type battery in one year and with the second time battery in two years. We are not sure about serial production yet. But we have already received a license. So we will be considering either selling the license or transferring (rights) to our development,” he said.

The project is funded by Nazarbayev University, the World Bank and the Ministry of Education of Kazakhstan.

“Lithium ion batteries that we have in our phones laptops are expensive, toxic and dangerous. You probably remember the incident with Boeing 787 Dreamliner. (The flights were canceled because of a battery problem). It happened because they used organic electrolytes and they caught fire. And we are developing batteries that will not have this shortcoming, because inside there will be nothing to inflame,” Dr. Bakenov said.

Nazarbayev University hopes that once the batteries are ready they will be produced and marketed in Kazakhstan. “We are working with KazAtomProm and also discussing this project with Samruk-Energo. There are companies like Astana Solar and Taldykorgan-based battery plant Kainar AKB. We hope to use their technologies to test our batteries and subsequently used the batteries in their equipment,” Dr. Bakenov said.

At the seminar, Kazakhstani researches presented their projects to foreign colleagues. “Nazarbayev University has really good laboratories. We want others to realize that we are not an inexperienced bunch, but full-fledged partners. This also gives an opportunity to exchange experience and show results of our research,” the Professor concluded. 

Before returning to his home Kazakhstan in 2011 Dr. Zhumabay Bakenov used to work on various research projects in Japan and Canada for almost 10 years.

Dr. Bakenov holds the 2010 Award of Ceramic Society of Japan for series of work on ceramics for energy storage application. He is a active member of the Electrochemical Society (ECS USA), the Electrochemical Society of Japan (ECS-J) and American Institute of Chemical Engineers (AIChE).

He is now working on advanced techniques for high energy density materials for renewable energy storage, development of advanced rechargeable batteries for energy storage for grid connection with renewable energy sources, development of innovative rechargeable aqueous lithium-ion battery for large scale energy storage, high energy density ecologically-friendly Batteries for grid connection of renewable sources and electric vehicles, and on novel collagen and hydroxyapatite scaffolds for the repair of age related bone and cartilage defects.

Reporting by Altynay Zhumzhumina, writing by Gyuzel Kamalova, editing by Tatyana Kuzmina

For more information see:http://en.tengrinews.kz/science/Powerful-batteries-for-renewable-energy-being-developed-at-Nazarbayev-University-256046/
Use of the Tengrinews English materials must be accompanied by a hyperlink to en.Tengrinews.kz

Samples of the new lithium-sulfur batteries.Photo © Altynay Zhumzhumina